According to the national pollutant discharge standards, the type approval of light vehicles and heavy vehicles will be implemented from July 1, 2010 and January 1, 2010 respectively. With the imminent arrival of the State IV, some issues that need to be solved have become increasingly prominent.
Compared with State III, the "National IV Standard" requires that the emission of light-duty bicycles be reduced by about 50% on the former basis, that of heavy-duty vehicles by about 30%, and that of particulate matter by more than 80%. For this reason, the electronically controlled fuel injection system of the engine needs to be re-matched, and the catalytic converter formula is re-calibrated, and precious metal elements are added, so that the control accuracy of the electronically controlled fuel injection is higher. The shortage of technology and rising costs will impose a certain restrictive effect on enterprises. In addition, the oil products that meet the national IV emission standards have not yet been fully popularized, and their prices will also be adjusted upwards. This will certainly have a certain influence on the purchasing enthusiasm of car consumers.
Gasgoo.com's interview with the relevant responsible person of the Department of Environmental Protection Technology Standards Department sought to verify whether the results of the “Notice on the Fourth National Phase IV Motor Vehicle Emission Standard Implementation Plan Recruitment Opinions†had already produced results. The responsible official stated that regarding the national IV standard The implementation time and implementation plan are still under study, and the time for the final review has not yet been determined. Previously, the Ministry of Environmental Protection stated that it would study and determine the specific implementation plan of the National IV standard and issue an announcement based on the circumstances of the call for opinions.
All sorts of questions are in front of the eyes. Where can car companies go? And whether National IV should be implemented as scheduled or continue to be extended?
â— Square: China IV should be implemented as scheduled
Domestic emission standards are too low and export to European and American markets is affected
Jia Xinguang, an automotive reviewer, said that the European Union’s draft carbon emissions standards have been issued to require European automakers to reduce carbon dioxide emissions from new factory vehicles to 120 grams per kilometer by 2012. And since 2012, it has imposed an emission quota tax on 65% of newly-manufactured sedans. By 2013, the scope of taxation will be expanded to 80%. In 2015, the coverage will reach 100%; and as early as 2002, California will pass a new one. The bill requires that cars sold by automakers in California must reduce greenhouse gas emissions by 30% by 2016. Obama asked that auto manufacturers produce 35.5 miles per gallon of gasoline and trucks by 2016, and reduce emissions by 30%. China's emission standards do not currently classify CO2 as a harmful gas. It is reflected that the domestic automobile carbon monoxide emissions are about twice that of European vehicles, and the emissions of hydrocarbons and nitrogen oxides are more than three times that of European vehicles.
The lag in domestic automobile environmental protection regulations has caused auto companies to lack a sense of crisis and environmental awareness. Domestic companies also lack a reserve of environmental protection technologies. Coupled with non-tariff trade barriers in some countries in Europe and the United States, this makes it even more difficult for Chinese auto exports to Europe and the United States. . If China IV still has to continue to postpone, then the export crisis of Chinese cars to the European and American markets will further deteriorate.
Technical difficulty is decreasing, cost increase is limited
A technical expert stated that in the process of upgrading from State III to State IV, the automobile is not a simple transformation problem but involves a completely new upgrade of the engine system. However, compared to the upgrade from State II to State III, the technical difficulty and upgrade costs of exhaust gas emissions to State IV have been reduced. If we want to meet the national IV standard, the automobile needs to make adjustments in two aspects: first, adjust the ECU (electronic control unit) in the electronic fuel injection system of the engine; second, add the precious metal element in the three-way catalyst as the catalyst for automobile exhaust gas purification.
Some auto companies have contrasted that the previous period invested heavily in system debugging and road testing, but for most companies, especially joint venture brands, due to mature technology reserves, the production cost of a single vehicle will increase by several hundred dollars. However, for the increased costs, some dealers believe that, similar to the upgrade to the State III and the installation of the OBD regulations, taking into account the increasingly fierce domestic auto market, most manufacturers will absorb this part of their own costs, and will not be passed on to consumers. By.
National IV vehicle to be equipped with national IV oil Biodiesel is expected to reach the national IV
Since the OBD (Exhaust Gas Monitoring System) is required to be installed in the National IV vehicle, once the low-quality gasoline is added, the OBD will still alarm, causing the car to not be used normally. Therefore, oil is also the key to the successful implementation of the National IV.
The latest research results on biodiesel announced by Professor Wang Jianwei, deputy director of the State Key Laboratory of Automotive Safety and Energy at Tsinghua University, show that biodiesel not only has the role of replacing petroleum-based energy, but also can reasonably blend biodiesel with other fuels. By adopting the fuel redesign method, it is possible to directly meet the National IV or Euro IV standards without using post-processing technology.
New fuel options: biodiesel accounted for 50%, diesel accounted for 35%, and dimethyl carbonate (DMC) accounted for 15%. They used this biomass oxygenated fuel mixture on Cummins diesel engines without any post-processing system. They had successfully passed the official testing of the National IV standard in July 2008 and applied for national invention patents. If this biodiesel is eventually listed on the market, there will be no problem with the implementation of the National IV.
Mature Technology Cummins Supports State IV Implementation on Schedule
Wang Bin, general manager of Cummins Emissions Disposal System (China) Co., Ltd., said in an interview with Gasgoo.com that Cummins has invested a large amount of research and development funds in the emission control of diesel engines in recent decades, with complete and reliable full-technology, Such as SCR, EGR, and DPF. Cummins's technology strategy is to apply the most suitable emission technology solutions for different markets and different emission standards. The final choice is in the hands of the market and customers. For example, Cummins originally planned to use EGR technology to meet the 2010 emission standards for North American heavy-duty diesel engines.
For China's national IV market, Cummins believes that SCR is the best technology and is most in line with China's current energy-saving and emission reduction strategy. The main reasons are as follows: 1. State IV engines using SCR technology will save approximately 7% of fuel compared to State III engines under the same conditions. After deducting urea consumption, the calculated fuel economy is still 3% to 4% better than that of the National III engine. This is undoubtedly the biggest advantage for the user. 2. The SCR technology is not sensitive to sulfur content in oil products. We have done a long-term durability test to prove that the use of oil with a sulfur content of more than 2,000 ppm will not cause deterioration or damage to our SCR system; 3. The engine is at a best position due to the SCR's optimization of in-cylinder combustion. In the working state, the amount of external heat dissipation is reduced, the unit volume power is increased, and the maintenance period is extended. In this way, the engine itself is very reliable. 4. The application of SCR technology can smoothly achieve the upgrade from the State IV to the State V. The impact on the engine plant, the vehicle host plant, and the end customers is the smallest.
Wang Bin said that in China, Cummins's engine has risen from 3.8 to 13 liters and both have applied SCR technology to meet the National IV standard. Only 2.8 liters of light engines use EGR and DOC technology. Therefore, the implementation of State IV is technically not a problem for Cummins, and State IV support is implemented on schedule.
â—Counterparty: State IV implementation should be postponed
It will take time to upgrade technology, and the cost issue is still pending
China Automobile Association believes that the gasoline passenger vehicle will implement the national IV emission standard on schedule; the diesel passenger vehicle will delay the implementation of the national IV standard by 18 months based on the original time limit; the implementation date of the IV emission standard for heavy-duty diesel vehicles will be postponed by 30 months; In view of the longer time required for the transformation of light-duty diesel engines and vehicles, China Automobile Association also recommended that the implementation date of the National IV emission standards for light-duty diesel vehicles be postponed for about 42 months. At the same time, the CAAC took into account the industry's overall views, suggesting that the National IV standards can be implemented in phases according to regions. Regions with implementation conditions can implement the State IV emission standards on time. For most undeveloped regions, consideration may be given to postponing implementation.
The reason why CAAC puts forward the above suggestions is mainly due to three considerations: 1. The diesel standard for vehicles has not yet been determined; 2. The production capacity of national IV vehicle oil meets the market supply requirements; 3. The consumers use links. Whether the oil can meet the requirements of the national IV standard.
Tsinghua University’s National Security and Energy Research Key Laboratory Professor Zhuang Renxuan said that from State III to State IV, for petrol engines, more fine-grained matching is done, and hardware investment is not significant. For diesel engines, relatively more hardware changes are needed and there is a certain degree of difficulty. If the company has its own technical capabilities, the matching cost of gasoline engines will not increase much. If outsourced to other companies, the cost will increase greatly. From State II to State III, the test method did not change. From State III to State IV, the test method changed. At the same time, the implementation of the State IV also needs to improve detection capabilities, not to say that it is good to achieve the comprehensive working conditions of the State IV engine, it is likely that several specified conditions are met, while other working conditions are not working well. Therefore, the upgrading of China IV still has certain challenges for some companies.
An expert who did not wish to be named indicated that in general a model from the National III emission upgrade to the National IV emission needs to carry out more complex engine emissions matching, but also to carry out the vehicle road durability test and vehicle exhaust durability test, to complete such an upgrade It takes about a year and a half, and the total vehicle cost will increase by about 3,000 yuan. This time around the year and a half put forward the technical requirements for the major manufacturers, but also need to be prepared for it to take precautions, or temporarily cling to the feet, so that in the National IV campaign in a passive position can only be their own. Because of the price difference of around 3,000 yuan due to technological upgrading, who should pay for it? It is a bit confusing.
Roland Berger Senior Consultant Zhang Junyi told Gasgoo.com that the relevant technical route for the implementation of State IV at present is not clear. Catalysts such as urea, which are considered to be able to smooth the SCR technology of the International IV, have not formed industrial-scale production. If the government implements State IV emission control on July 1, 2010, the time will be too hasty and many companies will not be able to cope. Moreover, in the process of upgrading, companies must also consider preparing for the upgrade of the country's future V, rather than simply dealing with the immediate national IV. Otherwise, the cost of subsequent upgrades will increase significantly. From State III to State IV, many companies have realized this.
At the same time, there are currently large loopholes in the domestic post-regulation of automobile exhaust emissions, and some car companies have not yet achieved the sales of State II products on the market. The main reason is that the Ministry of Environmental Protection only tests products when they are offline. Enterprises often With regard to opportunities for fraudulent clearance, certain "temporary" technologies were used to achieve emission standards at the time of testing. However, the products actually listed on the market were far from qualified. This should be given sufficient attention. If you only keep up with European and American emissions standards and implement National IV next year, it will do less for you.
It is difficult to implement on time, postponing "justifiable"
Wang Bing, a veteran automotive industry consultant and consultant to the Dith Media Group, stated to Gasgoo.com that some policies in the domestic auto industry are not a purely professional-level issue, but involve more interest issues. Therefore, whether or not National IV should be implemented on time is not a question that can be solved by discussion. If this year's car sales exceed 10 million, we must assess the consequences of the resulting pollution, and then the environmental protection of cars are all emissions.
At this stage, for the upgrade from State III to State IV, presumably most companies may not be prepared accordingly. The upgrade of emission standards is facing many pressures for enterprises. Specifically, I summarized the following points:
1. In the production process: Some hot-selling models may need to be redesigned or upgraded, resulting in the redesign or upgrade of supporting systems. Some equipment that fails to meet the requirements will be eliminated and the production process will need to be adjusted accordingly. 2, in the sales link: facing new product training and promotion, as well as the market acceptance test; 3, in the after-sales link: facing the update of the spare parts system, new operation training; 4, in the oil section: the car Design and production are just more hardware solutions. In fact, oil is another important factor for environmental protection.
As far as I know, the current domestic automotive products, due to the introduction of relatively new technology from abroad, in the design concept and hardware, environmental protection has been good, but to the domestic oil products affected by the environmental protection greatly reduced. The upgrading of oil products is a very technical matter and requires a lot of investment. Under the present circumstances, due to cognitive and other reasons, we all classify the responsibility for the environmental protection of automobiles as a problem for automotive companies. However, they ignored the issue of oil products. Therefore, the attitudes and actions of oil companies on the issue of environmental protection are also crucial factors. On the one hand, auto companies are on the one hand and they belong to different fields.
Therefore, I personally think that the timing of the implementation of State IV should not be a problem that should not be implemented on time, but it can be an issue on time. If you can't do it on time, you can only postpone it.
Postscript:
When China's IV emission standards are implemented, it may contain distribution problems with many benefits. However, whether implementing China IV can promote the healthy development of China's auto industry and the effective control of air pollutants is the key. If we excessively pursue the "standards" on the surface and ignore or destroy the true value of the inside, it will not be worthwhile.
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