On May 29, the China Association of Automobile Manufacturers held a press conference on the “Fake Country 4†incident, announcing that the major domestic truck manufacturing companies will implement self-discipline in the industry and resolutely implement the four emission standards for heavy-duty diesel vehicles. After many years of preparation and implementation, the host plant can meet the National IV emission standards technically, and can produce high pressure common rail systems, and have all applied for the National IV vehicle product to meet the market demand for the country's four vehicles. However, the long-term inability of oil products to meet mandatory regulatory requirements and the serious shortage of urea filling stations has cast a shadow on the heavy truck market after the implementation of the National IV standard. After the upgrade of the country’s fourth national economy, the risks that may arise due to insufficient guarantee conditions appear to be quite worrying.
Vehicles, diesel engines and related industries ready <br> <br> As we all know, China IV standards to achieve two technical routes to follow, namely SCR and EGR. The SCR technology route has obvious technical advantages over the EGR+DPF technology route in terms of fuel economy, fuel injection pressure, carbon content of engine oil, and sensitivity to sulfur. However, EGR+DPF requires low packaging and does not require a urea system. It can be said that the two technical routes each have their own advantages, but China's car companies generally adopt the SCR technology route.
In response to the implementation of the National IV standard, various diesel engine manufacturers and related industries, including tail gas aftertreatment systems, fuel injection systems, and turbocharger systems, have carried out a large amount of research, testing, and matching work, and have formed a certain scale. Production capacity. However, can the technical capabilities and production capabilities of these productions meet the requirements of the Fourth National Standard in a timely manner? Information from the China Internal Combustion Engine Industry Association shows that there is no problem at all. At present, the products of the related industries have been matched with the technology of the main engine plant, and the relevant diesel engine type has obtained the environmental protection type approval notice issued by the Ministry of Environmental Protection. The number of approved heavy-duty diesel engine models has more than 200 types. The research and development and matching of the Guodian Diesel Engine has been completed. Basically ready.
Since China's gradual implementation of the national, national, and national emission standards, the post-processing system industry has grown rapidly under the promotion of regulations, and the market has expanded rapidly. A large number of domestic related companies have mushroomed. At present, there are more than 100 related companies in the automotive exhaust gas aftertreatment industry chain, including more than 20 carrier production companies, more than 10 catalyst coating companies, nearly 10 insulation blanket companies, and more than 60 catalyst packaging companies. . It can be said that the post-processing system industry has formed a pattern of professional division of labor and mutual support.
The main corporate commitment to self-discipline and commitment <br> <br> posted on the conference, representatives of the Automobile Association, "Chinese truck manufacturer members of the Joint Enterprise" issued the "Chinese truck manufacturer will contact members of the unit on heavy The self-regulatory commitments of the four emission standards of diesel vehicles, including FAW Jiefang Automobile Co., Ltd., Dongfeng Commercial Vehicle Co., Ltd., Shaanxi Automobile Group Co., Ltd., China National Heavy Truck Group Co., Ltd., and Beiqi Foton Motor Co., Ltd. SAIC Iveco Hongyan Commercial Vehicle Co., Ltd., Anhui Jianghuai Automobile Co., Ltd. and Dongfeng Motor Co., Ltd.
The specific contents of the members of the joint conference are as follows: The state-four heavy-duty diesel vehicles that are guaranteed to be designed, produced, and sold all use electronically controlled fuel supply systems. They do not adopt atypical technical routes that cannot sustain stringent compliance and can easily cause market confusion and affect market supervision. Progress; to ensure that production and sales of the country's four heavy-duty diesel vehicles to meet the country's four emission standards, eliminate the country's third and the following emission standards for vehicles applied to the country four certification sales; to ensure the production of consistent management and control, and actively cooperate with the relevant departments of supervision and inspection; Strengthen industry self-discipline, jointly safeguard the reputation of the trucking industry; earnestly accept and actively cooperate with the supervision and inspection of government departments; strengthen mutual supervision, if found that the defaulting company first conducts an open written inspection in the joint committee, and once again violates, disqualification of member units; This agreement comes into effect on the date of signing in 2014.
This letter of commitment was signed at a special meeting convened by the Joint Conference of Trucking Manufacturers on May 20. The leaders of the Industry Department of the Ministry of Industry and Information Technology attended the meeting put forward strict requirements for rectification of the industry issues exposed by the media.
Dong Yang, executive deputy chairman and secretary-general of the China Automobile Association, said that related companies must strictly follow laws and regulations to conduct business management, and the company’s actions to sell the three vehicles instead of the country’s four vehicles will be immediately rectified.
Non-compliance of oil products is the primary problem In June 2009, the state issued the “National Standard for Vehicle Diesel Fuel†(GB19147-2009), and its technical indicators corresponded to the requirements of the State III emission standards. The primary difference between the new standard and the 2003 version of "Diesel Fuel" (GB19147-2003) is that the "recommendation" national standard has been changed to the "mandatory" national standard and the sulfur content has been changed from not more than 500ppm to not more than 350ppm. According to the national standard, starting from July 1, 2011, China will impose the use of national standard diesel fuel for vehicles.
However, according to sources, until the day before the implementation of the National IV standard, diesel sulfur content in some places even exceeded 1000ppm. The sulfur content of the National IV diesel fuel has been reduced from 350 ppm in the National Three Standards to 50 ppm, which is seven times more stringent. Such stringent standards are naturally a challenge for oil companies.
It is because of the failure of oil products that the National IV emission standard was postponed twice. After July 1, 2013, several cities across the country announced the commencement of the implementation of the National IV emission standard for heavy-duty diesel engines. As of March 25, 2014, 144 cities across the country have begun to implement the National IV emission standards. As of April, more than half of the provinces and regions in the country have supplied four diesel fuels.
A related person from the China Association of Automobile Manufacturers revealed to reporters that in order to fully understand the status quo of diesel fuel supply, from January 3 to August 8 this year, a member unit of the China Trucking Automobile Manufacturers Association organized a survey on the supply of vehicle diesel fuel. The survey involved a total of 19 provincial administrative regions, including Hebei, Gansu, Ningxia, Sichuan, Shaanxi, Shanxi, Hubei, Hunan, Henan, Anhui, Jiangsu, Zhejiang, Shandong, Heilongjiang, Inner Mongolia, Jilin, Liaoning, Tianjin and Chongqing. 688 gas stations and 113 auto parts markets.
A corporate person who declined to be named, who participated in the survey, stated that the investigation procedures and methods were more scientific and reasonable. The survey used field surveys at gas stations and large auto parts markets throughout the country; on average, each province or municipality selected at least four or five representative prefecture-level cities, and each prefecture-level city investigated at least four intra-city samples, four Suburban samples. Gas stations should be selected as far as possible on the national road or in the more intensive commercial vehicle areas; the number of gas stations and fueling towers should be no less than four; the survey should be a qualitative survey, and the oil standards marked on the tanker should be directly recorded or inquired, and whether the marking should be marked Vehicle diesel and regular diesel are not subject to sampling inspection and analysis; the surveyed gas stations are mainly Sinopec and PetroChina, each accounting for 39% and 49% of the total number of samples, both CNOOC, Yanchang Petroleum and others. Oil company.
The survey results are less than satisfactory. Among the 688 gas stations, 116 gas stations did not distinguish vehicle diesel from regular diesel during statistics. Therefore, when calculating the national three-vehicle diesel coverage rate, the data was removed and only 572 gas stations were valid samples. The supply rate of National III vehicle diesel reached 74.1%, and the supply rate of the country's common diesel reached 82.7%. The supply rate of the National IV diesel was much lower, which was less than 50% at the time, but the 10 gas stations surveyed in Nanjing, Jiangsu Province had all supplied Guodian Diesel.
After less than or weaken the effect of urea filling station processing system <br> <br> reporter visited the enterprise and users find that inadequate urea filling station is after widespread implementation of national IV standards concerns. For the National IV diesel vehicle using the SCR technology line, urea has become a consumable product and needs to be filled at any time. In other words, urea, like diesel, is the second fuel for the country's four diesel vehicles, but urea filling stations are still scarce compared to gas stations. The above investigation also involved the supply of urea for vehicles. Of the 688 gas stations surveyed, only six supplied urea, of which only one gas station had urea filling machines and five supplied small-scale urea. The supply rate of urea in the gas stations in the surveyed area was very low, only 1%. Of the 113 large auto parts markets or service stations in the 54 prefecture-level cities in the 13 provinces surveyed, only 43 dealers supplied small-package urea at the site, and the supply rate of urea was only 38%.
Luo Tong, domestic sales and technical director of Yahoo Sinochem, a well-known manufacturer of automotive urea, said that the shortage of filling stations is an objective situation. After all, the country’s four cars are now too small. Urea companies in vehicles need to achieve balance between input and output. time. There are many ways to build urea filling stations, and cooperation with gas stations is one of the ways. Building an independent filling station is another way. After the implementation of the National IV standard, China can use two methods to build in parallel. Increase the number of filling stations in a short period of time. The refueling station is only a way of supplying urea for vehicles. For large customers such as cards, bus companies and teams, special refueling stations can be constructed or dedicated refueling vehicles can be responsible for regional recharge.
In spite of this, there are still some users who worry that due to the shortage of urea filling stations, it is impossible to promptly add urea to cause the on-board OBD alarm, which may result in fines, stoppages and other damages to the economic benefits. Some experts also worry that some users will simply not add urea and destroy the OBD system to save the cost of urea refueling. This will defeat the purpose of implementing the National IV emission standard. In this regard, Wei Zhongliang, director of the Commercial Vehicle Research Institute of the JAC Technical Center, said that this assumption can be prevented by technical means.
The relevant departments should plan <br> <br> due to the oil and urea are two questions remain unanswered, it is likely to be some unforeseen circumstances, the relevant government departments should prepare plans in advance. For example, the sulphur content of oil in a certain area has still not reached below 50ppm, resulting in more OBD alarms of diesel vehicles, or engine damage. The user mistakenly believes that it is a vehicle quality problem and there is a dispute with the manufacturer. How should this be handled? For another example, because of the shortage of urea filling stations, some IV vehicles in the country cannot fill urea on time and cannot meet the national IV standards. Who should bear the responsibility? Therefore, it is necessary for the government to consider these issues in advance and make plans. Threaded Flange
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