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On July 1, 2008, China's motor vehicles fully implemented the State III emission standard, which means that in less than half a month, cars that were originally in line with the National II standard will no longer be able to be licensed. This environmental protection policy is undoubtedly implemented. Many commercial vehicle companies have a problem.
The key to solving this problem is the diesel engine fuel injection system to achieve the upgrade from mechanical to electronic. This process took Europe and the United States in about 4 years.
The State Environmental Protection Administration has set aside time for domestic automakers for three years. In fact, as early as in 2005 and 2006, Beijing and Guangzhou have already begun to implement the National III standard.
Of course, for most commercial vehicles that require diesel engines, we rely on the introduction of technology to meet the National III emission standards. This situation has not been fundamentally changed as of today.
Who is the cake for?
According to statistics, in China's medium and heavy trucks, large and medium-sized passenger vehicles use almost all diesel engines. The proportion of light trucks using diesel engines is more than 90%, and light passengers have also reached 50%. In 2007, the sales volume of commercial vehicles in China reached 2.5 million, an increase of 22.2% over 2006. Most of these commercial vehicles are loaded with diesel engines. It is estimated that by 2010, the consumption of vehicle diesel engines in China will exceed 3 million units.
The full implementation of the National III emission standards means that each year, millions of diesel engines will be fully equipped with electronically controlled fuel injection systems. With the growing market demand for commercial vehicles, the market for electronically controlled fuel injection systems is also growing.
In the implementation of electronically controlled fuel injection technology, China is still a racetrack for leading multinational technology giants.
Bosch is pushing the high pressure common rail system in the Chinese market, and it has occupied 60% of the market share of China III EFI system, followed by the promotion of common rail technology for medium and light vehicles, and Delphi, which provides single pump technology for heavy vehicles, occupying nearly 20 percent. % of market share.
Of course, Denso has not far behind the line. As early as 2003, Shanghai Denso Fuel Injection System Co., Ltd. was established. Its Changzhou plant will also formally produce common rail systems in 2009. At present, they have begun to pass the imported common rail products. Their own sales channels are provided to the manufacturers.
At present, the most advanced and mature fuel injection technology is the common rail electronically controlled fuel injection technology. The Bosch common rail system can meet the Euro VI emission standards in the future. Because of Bosch's leadership in common rail technology, there is only Less companies regard the development of common rails as a breakthrough. At present, only the FAW Wuxi Oil Pump and Grease Research Institute has made a common rail system product that satisfies the National III standard, but has not yet reached the breakthrough in mass production.
For quite a long time in the past, Bosch Diesel Engine Co., Ltd. has been conducting a match test between the common rail system and domestic diesel engines. Currently, Bosch Diesel Engines has conducted a match test with the majority of domestic diesel engines for the State III common rail system.
Needless to say, Bosch cut the largest cake in the domestic EFI market. With the acquisition of this cake, Bosch to a large extent benefited from the joint venture with Weifu Group in August 2004.
This famous "joint venture" was once criticized by the industry as "market for technology" failure. Its influence seems to continue today: the market is running out and core technology is still missing.
The lack of core technology
The market lost, and the technology that was really needed was not obtained. “Market for technology†once made the leader of the Chinese oil pump nozzle industry “lose his wife’s wagesâ€.
For a long time, the unclear attitude of the relevant policy departments in the hybrid, biofuel, battery power, and diesel routes has also constrained the progress of diesel technology in China. At the same time, due to Bosch's high-pressure common rail technology entering China earlier, the current share of China's diesel engine market has remained high, which has become a big barrier for other companies wishing to enter, coupled with the high technical content of electronically controlled fuel injection systems. The continuous investment in R&D funds is huge, and this core technology has not been mastered by many domestic commercial vehicle manufacturers or engine manufacturers.
Since the electronically controlled fuelling system technology has not been fully mastered in the country, maintenance of its core components has been controlled by foreign companies. Once a complex fault or internal engine control system fails, professional troubleshooting must be used by the service station. The test and maintenance of the instrument cannot be dismantled without permission. This may require paying more inspection costs. The maintenance cost will inevitably be much more expensive than the China II engine. After-sales service will become a new source of monopoly profits for multinational companies.
In addition, the key technologies of the State III engine are all from abroad. After the introduction, it must undergo a complicated learning process, which will also cause difficulties for the popularization of service technology.
At the same time, due to the large market demand for EFI systems, the production capacity of multinational companies is facing serious shortages. Implementing State III across the country means that large-scale production will inevitably be affected by the supply chain. At present, the number of EFI fuel systems can be substantial. Supply is a tough problem.
The lack of core technologies has caused engine companies to be in a weak position in cooperating with multinational companies. Whether MNCs will be in short supply due to the shortage of electronic fuel supply systems and increase their sales are another concern for commercial vehicle manufacturers and engine companies.
According to a related person from China National Heavy Duty Truck Group, the current price of a standard III engine equipped with an electronically controlled high pressure common rail system attached to each heavy truck is RMB 24,000, which does not exclude the possibility of an increase in the prices of multinational parts and components companies. In that case, it is passed on to Commercial vehicle manufacturers will have higher prices.
In response, industry insiders stated that the core engine technology that meets the national III emission standards is subject to human beings and is an important issue. To a certain extent, it will threaten the industrial dominance of local companies.
Commercial vehicle companies choose roads
There are several different roads in the destination leading to the National III emission standards. It is undeniable that the electronically controlled high pressure common rail is the most advanced and mature technology for fuel injection technology, and it is also the ultimate choice for achieving future higher emission standards.
Electronically controlled monomer pumps have always been a parallel technical route with common rails. They are all achieved through electronically controlled fuel injection to achieve high combustion efficiency. However, monomer pumps have always been following current standards from this point of view due to their low usage and R&D. In terms of monomer pumps, it is a developing technology.
But compared to common rail technology, electronically controlled monomer pumps are 30% to half cheaper, making them a cheap and fast solution. It has very few changes to the engine, only need to make some changes in the oil system. At the same time, the monomer pumps require less oil than common rail systems.
In China's current state of diesel oil products can not reach the state of III, single pump seems to be a more suitable choice.
In the selection of electronically controlled fuel injection technologies, Shaanxi Automobile, Dongfeng, and some other commercial vehicle companies tend to use common rail technology. Xia Shengtao, director of the Dongfeng Commercial Vehicle Brand Planning Department, told this reporter: “In order to meet the national III emission standards, According to the international mainstream technical standards, Dongfeng has more advanced and mature electronically controlled high pressure common rail systems to achieve a thorough and efficient environmental protection effect.â€
FAW Liberation and others are more willing to use inexpensive electronic control monomer pumps. It is understood that FAW Dachai and Yuchai currently use Delphi's electronically controlled monomer pumps, and at the same time, they are domestic enterprises that meet Euro III standard electronically controlled monomer pump products. ASIMCO Technology Co., Ltd. also has high hopes.
In addition to the above-mentioned manufacturers, in addition to the common rail technology, China National Heavy Duty Truck independently develops electronically controlled EGR III emission engines, uses electronically-controlled inline pump fuel injection systems and cooled electronically controlled EGR technology, which has opened up a national III emission standard. A new path.
“Whether it is an advanced and expensive electronically controlled common rail system or other solution that suits the current national conditions, as long as it meets the emission standards, it should give all the technical routes a way out,†said Cai Dong, president of China National Heavy Duty Truck Hong Kong Co., Ltd.
After all, no one wants to see the Chinese diesel industry reproduce the fact that the auto industry was heavily controlled by foreign capital.
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