The difficulty of light truck implementation of "National 3" is mentioned again

In addition to the countdown to the Beijing Olympics, the auto industry is also facing a countdown to implementing the country's 3 emissions standards. On July 1, 2008, all light vehicles with a total weight of less than 3.5 tons will implement the State 3 emission standard, which will bear different pressures for light truck users and light vehicle manufacturers.

Country 3 car is bound to increase the price of rural users can afford

On March 29th, at the “China Light Truck Fifty Years and High-Tech Summit on Scientific Development”, Xu Heyi, Chairman of Beijing Automotive Holdings Co., Ltd., said bluntly to the users after light truck implementation country 3, “China's major market for light vehicles, Rural areas account for two-thirds of the total, and the main service areas for light trucks are in rural areas. They are agricultural, and users are farmers."

"Now that this market can not accept the country 3 users can not afford it? Supporting environment?" Xu Heyi has doubts about this.

In fact, at the end of last year, when the reporter interviewed Ni Hongjie, chairman of the China National Internal Combustion Engine Industry Association, on the issue of implementing country 3, he said, “Whether using common rail or single pump technology, the cost will increase a lot. For heavy vehicles, It is still acceptable, but for light vehicles, if the engine plant uses a common rail system, if you buy Bosch, at least more than 6,000 yuan, then how much can a four-cylinder light-vehicle engine sell? It was sold for six or seven thousand yuan, and some even sold for four or five thousand yuan, while a light-duty truck was sold for three or four thousand yuan in the country.In this way, the cost of the engine was doubled, and the automobile factory did not accept it. There are major problems with the implementation of light trucks in the country."

No wonder Xu Heyi worried about light-card users. “Even if we introduce the country’s 3 products, it must be reflected in prices. The price increase will be directly passed on to rural areas. So I suggest that we give it some grace period and delay the implementation time. Xu Heyi emphasized in particular that “we are not refraining from energy saving and emission reduction. We must implement it with determination and the auto industry should set an example. However, we must adhere to the scientific concept of development in everything and we must not be able to do everything in one go.”

Although the manufacturers are ready to fail the engine core technology is missing

As early as the light vehicle implementation country 3 was put on the agenda, the automotive industry had different opinions from the environmental protection agencies. One of the viewpoints is that countries 3 should be implemented in phases, starting with big cities and central cities, and then small and medium-sized cities. The basis for this view is based on China's current conditions, including possible supply of qualified oil. There seems to be a good reason for this view: It's not that the engine factory can't take the product, but can the user accept it? Moreover, at present, many areas do not have inspection facilities for the National 3 vehicles.

On the other hand, most of the key technologies and components for engine compliance countries 3 are controlled by a few foreign-funded enterprises, which will also affect the large supply of products that meet the standards. In this regard, Dong Yang, executive vice president and secretary-general of the China Association of Automobile Manufacturers, also stated that “the fuel supply system of diesel engines has changed from the past mechanical type to the current electronic system. In this process, our vehicle companies are not prepared enough. There is simply no (corresponding product) for parts and components companies. Some large foreign companies have actually formed a monopoly position in technology. How should we deal with such a situation? How should we deal with the entire vehicle industry? Our parts and components companies should how to respond?"

According to the information provided by the China Association of Internal Combustion Engines Industry, currently several major light vehicle engine plants - including Yangchai, Quanjiao, and Yunnei - have no technical problems in the implementation country. The key issue is the fuel injection system, etc. Lack of technical key parts and cost pressures.

When the reporter called an engine expert of Beiqi Holdings Co., Ltd. on this issue, the expert pointed out that the current domestic light trucks have achieved the same technical route for the State 3, namely the electronic control + common rail system. He believes that if light-vehicle engines are based on the 4100 model, most of the original light-vehicle engine manufacturers with relatively higher 4100 levels belong to the relatively middle-to-high-end level. This part of the manufacturers achieves the country's 3 technology reserves. It is not difficult to get up, and the net increase in the cost of the country from country 2 to country 3 (around 6,000 yuan) is relatively modest; while the decline in 4100, that is, the majority of manufacturers who originally turned agricultural vehicles, regardless of technology and cost It is a big problem. If the policies are adopted across the board, these products may face elimination.

This view of him was also confirmed when the reporter interviewed a CEO of Yangchai Co., Ltd. The veteran stated that “our full range of national 3 product platforms have been established and are currently in the stage of small-scale commercialization.” For the reporter concerned about the increase in costs and whether the user can accept the problem, he said with the above engine experts According to the statement, “As far as light diesel engines of the 70- to 100-kilowatt power stage we produce are concerned, the cost of each machine from country 2 to country 3 is increased by about 8,000 to 10,000 yuan, compared with the engine cost of about 30,000 yuan, due to the light truck. The segmentation of user groups is acceptable to some of the more advanced users.” But the veteran also told reporters that since the common rail fuel system is controlled by a large foreign company, it is still difficult to achieve high-volume supply.

It is understood that many people worry about light truck implementation of the country's standard 3, in addition to the above-mentioned costs and the supporting environment, including oil quality, maintenance and maintenance technologies, and other factors, but the main concern is that the high pressure fuel common rail The technology that is still in the hands of several major international suppliers is controlled by foreign countries for a long time. After people of insight in the industry are concerned that China's light-duty trucks will lose their low-cost competitive advantage in the international market, China's light-card companies will also hand over the domestic market to foreign companies. In this way, once China’s light trucks lose their market share, corporate R&D will be even more difficult. In the end, it may even be possible to retreat to the point where they can only produce some agricultural vehicles with low technological content.

Maybe there is another way, maybe you can catch up

In fact whether the light truck can be implemented smoothly depends on two factors: one is the core technology and the other is the cost; and the core technology is the most critical issue.

When the reporter interviewed the deputy director of the Wuxi Oil Pump Grease Institute in May last year, he introduced to reporters the technical plan of the electric control inline pump system developed by Oilless: In-line PM pump + electronic governor + cold Eé„„GR . The mechanism implemented by this scheme includes the use of top-gap plunger couplings to achieve hydraulic advancement, solving timing advances such as injection, startup, and load; and further improving PM-type in-line pumps by improving design and parameter optimization and matching. Injection pressure to improve mixture atomization quality and reduce particulate emissions; use of electronic governor to improve transient response capability to meet the requirements of the ELR test cycle; use of cooled EGR to reduce NOX emissions. According to Kwii, through the improved design and optimized matching of key engine systems, this system has also improved the overall performance of the engine as much as possible on the basis of meeting the national 3 emission standards.

Of course, this technical route of the oil-free site has not yet undergone large-scale, stable trials, but it undoubtedly reveals to us a route beyond the electronic control + common rail. As Jubilee told reporters at the time, “Advanced is not necessarily good in China, and good is not necessarily suitable for China.”

At the "China Light Truck Fifty Years and the High-end Summit on Scientific Development," Zhang Xiaoji, executive vice president of the China Federation of Machinery Industry, recalled the history and was filled with emotion. "Since 1993, China National Automobile Corporation (later transferred to the Ministry of Machinery) If the electronic control system of the diesel engine is considered at the same time, the situation will definitely not be passive as it is now."

"It is not too late to make up for the dead. To get up and catch up, there is only one way to go. To break foreign monopolies, we must rely on our own unremitting efforts." Zhang Xiaoxuan expressed a firm determination in his words.

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