Strict emission regulations and soaring gasoline prices have brought new development opportunities to the diesel engine, but who is in the hands of this opportunity?
One day in May 2008, Dong Chunbo, deputy general manager of China FAW Group Co., Ltd. and chairman of the liberation company, led the team to inspect the Nanyue plant of ASIMCO Industrial Technology Co., Ltd. in Hengyang, Hunan. This factory is one of the few companies in China that can provide mass production to meet the Euro III standard electronic unit pump product. Informed sources told Automotive Business Review that this time Dong Chunbo took the head of the procurement department of FAW and Xichai. Their requirement for the ASIMCO Nanyue plant is whether or not 100,000 sets of electronically controlled monomer pumps can be guaranteed each year before 2009. Supply Capacity.
At present, Nanyue Plant has an annual capacity of about 30,000 to 40,000 sets of electronically controlled monomer pumps. They plan to reach 60,000 units by the end of the year. The long-term plan is to acquire 400 acres of land in the Baisha Industrial Park of Hengyang City and to invest 400 million yuan to build Europe. More than III electronic fuel injection series production base. The entire project will be completed before the end of 2010, forming an annual capacity of 300,000 sets of electronically controlled pumps. It now appears that this plan has to be significantly advanced.
According to national regulations, by June 30, 2008, all domestic vehicles must meet the national III/EU III or above emission standards. In Beijing, this standard was upgraded to China IV several months ago. For commercial vehicles (passengers and trucks) that are mainly diesel engines, the electronic unit pump is a cheap and fast solution. From a technical point of view, companies can also choose high pressure common rail systems or pump nozzles. However, under the same conditions in other circumstances, the common rail system is 1/3 to 1/2 more expensive than the single pump, and the pump nozzles are basically not produced in China.
FAW is not the only company that comes to the door. Yuchai, which produces diesel engines, also hopes that the Nanyue plant will rapidly increase its production capacity to meet its own needs. On May 21, Ni Wei, ASIMCO's vice president of global marketing and sales, commented on the “Automobile Business Reviewâ€: “The Hualing Heavy Trucks also intends to (single pump products), and their general manager also called me. â€
This is a good start. With stringent emission regulations and high gas prices - in May, the price of oil has exceeded $ 130 a barrel, more and more people are turning their eyes to advanced diesel technology: these technologies can provide better fuel economy and more Qualified exhaust emissions. If advanced diesel technology can be applied well in commercial vehicles and achieve expected results, will the development of small-car diesel engines be driven in the future?
For Chinese companies and governments that are just keeping an eye out and have not invested too much effort in diesel engine technology, this may be an adventurous expectation. There are not many companies in the world that have mastered advanced diesel technology and have mass production capabilities. Bosch, Siemens, Denso, Delphi, and Volkswagen have mastered almost all possible technological development approaches. With the rash introduction of new technologies, it is difficult to avoid similar domestic industries becoming manufacturing factories.
An industry source told the “Automotive Business Review†that there are two huge variables in the development of diesel engines in China: one is how long the quality of oil products can be improved, and the other is how the government’s recognition of diesel vehicles will change. . He said: "The electronically controlled monomer pump will have more demand in the short term due to its ability to tolerate even worse oil products. The government is still hesitant to use hybrid power, biofuels and advanced diesel technology."
In the short term, from the technical point of view, every alternative that companies and governments face has an effective market penetration potential. This is also the part that makes participants feel most difficult to choose. Laws and regulations will bring new vitality to the diesel engine. But who will hold this opportunity?
In April this year, Zeng Zhiling, a senior analyst of Global Insight's automotive industry, disclosed in an interview with Auto Business Review that in the first half of this year, the production of parts for many manufacturers, including large foreign-invested parts and components manufacturers, was already met in China. Can not meet the order, we must rely on imports to meet. The reason is that manufacturers and customers strive to consume production capacity before the implementation of the standard, so as to create time for future competition. Regardless of the outcome, the Chinese diesel engine industry will certainly not allow foreign capital to take control. However, they only have six months to make judgments and act. Route Debate
The improvement of automobile emission standards is nothing more than the application of new technologies in the three stages of intake, combustion and exhaust gas treatment. However, the combination of technologies brought by these three links has made it impossible for China, a country that follows and imitates, to choose. This is also why China's automobile emission standard selection is closer to European standards, but the development of domestic diesel engines has lagged behind.
From the perspective of European development, Euro II to Euro III and Euro III to Euro 4 are not a quantitative measure of progress. The Euro II to Euro III is a qualitative leap, with the engine changing from mechanical fuel injection to more economical and efficient electronic fuel injection. Euro III to Euro 4 adds some particulate traps, catalysts, and the like to the tail gas treatment to further improve emissions and combustion efficiency.
For example, Euro II engines with new exhaust gas treatment technologies can meet Euro III standards for particulate matter, but neither nitric oxide nor carbon emissions are reduced. Both require in-cylinder combustion. Ni Wei said: "Now the Beijing market has been implementing the Euro III Euro III system, which is to add a large muffler to the exhaust system. But this is actually only a reduction of particulate matter and it has not been able to reduce emissions of other substances in the combustion sector. Can only be counted as Euro 2.5."
In the process from Euro II to Euro III, the single pump and the common rail have always been two parallel technical routes, all of which are achieved through electronically controlled injection to achieve high combustion efficiency. In Europe, because diesel oil has less impurities and less sulfur, there is no good or bad for these two routes. It is because Bosch and other manufacturers have done a lot of R&D on common rail, and in a short period of time, they put it. The common rail system can meet the emission standards of the Euro 6 in the future, and the single pump has been following and not surpassing the current standards because of its low usage and R&D. An industry insider who studies the engine said: "In this sense, the common rail is already a mature technology, and the single pump is subject to the test under a higher standard, which is regarded as a developing technology."
However, for the Chinese market, single pump is almost a perfect choice in the current situation. It has very few changes to the engine and only makes changes in the oil system. Moreover, the monomer pump is much more tolerant to the quality of the oil than the common rail system. Due to the fact that it has followed the oil refining model of the former Soviet Union, China’s diesel fuel has a very high sulphur content in addition to high impurities. At present, Europe can reach a sulfur content of 10 to 15 PPM per million units (10 to 15 PPM). The average level in China is only 300 PPM, and the best level in Beijing is 50 PPM.
High-sulphur diesel oil can easily clog the nozzle opening and the injected muffler. The common rail system is sensitive to this, and after plugging, it cannot guarantee that it will always work in the best condition, and it will increase the frequency of maintenance. Single pump can maintain normal working condition from 50 to 100 PPM.
Unfortunately, the Chinese government's guidance on advanced diesel technology has always been unclear, relying on the company's own judgment. Due to Bosch's technological leadership in common rails, few domestic companies have made the development of common rails a breakthrough, but they have already made breakthroughs in terms of single pump. Chengdu Witt is one of ASIMCO’s competitors in single pump products. The company was led by a returnee technician in 2004 and used the technology of electronically controlled monomer pumps to overcome it. However, it has not been able to increase its production capacity, and it is only at least 10,000 sets.
In the pressure of product competition, China's diesel engines and vehicle companies have more choices for mature common rail technology. As a research institute of the Common Rail System developed by FAW, the Wuxi Oil Pump Nozzle Research Institute has already produced a common rail system product that meets Euro III standards. Unfortunately, under the same FAW umbrella, the Wuxi diesel engine plant uses a total of Bosch. Rail system. This directly led to oil-free institutions can only trial production, and did not have the opportunity to make volume production breakthroughs. It should be noted that if a common rail product is to be fitted with a certain engine, technical improvement and matching tests must be carried out one to one and a half years before. After matching, the possibility of replacing the supplier is small.
In fact, in this industrial upgrading, the lack of strategic vision of Chinese companies is once again exposed. Many companies just go through customs-for example, in order to achieve Euro III emission standards, to analyze what systems are selected. In fact, the current development of high-pressure common rail is still not backward, and everyone can use it as a basis for the future development of Euro IV.
Expedient
As the high pressure common rail technology entered China earlier, currently Bosch's share of the Chinese diesel engine market is very high. This is a big barrier for other companies wishing to enter.
According to the plan, China will generally meet the standard oil supply by the end of 2009. Until then, companies can only use the transitional means to occupy the market. Zeng Zhiling said: "Before this (attaining standard oil products) or inconvenient to obtain or high prices, the use of Euro II standard oil products on standard vehicles will damage key components such as engines and exhaust gas catalysts." Therefore, maintenance channels have become A good entry point.
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