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Government departments must earnestly implement the encouragement policies for self-development and independently develop engines, clutches, and transmissions to provide relief and preferential treatment in research funding, taxation, and credit. It is necessary to change the lack of motivation for the use of powertrains for autonomous vehicles by some large corporations.
Commercial Vehicle Powertrain Production
(1) Engine
In 2007, the production of automotive diesel engines totaled 2.398 million units, which was a total of 344 units of diesel engines for Jetta passenger cars (18,659 sets), SUVs (23,139 sets), and MPV (2572 sets) diesel engines and micro-customer diesel engines. The number of diesel engines for commercial vehicles was 2,353,000, a year-on-year increase of 23.8%. In 2007, it produced 6.601 million sets of automobile gasoline engines, including about 487,000 commercial gasoline engines, a year-on-year increase of 13.0%.
(2) Commercial Vehicle Transmission
In 2007, China produced approximately 2.85 million commercial vehicle transmissions, an increase of 21.6% year-on-year. In 2007, the increase in commercial vehicles was relatively large, so the increase in the transmission of commercial vehicles was also large. Among them, heavy trucks increased by 76.6% in 2007, bus production increased by 46.3%, semitrailer tractors increased by 95.6%, and truck chassis increased by 32.8%. Therefore, the increase in heavy-duty truck transmissions was also relatively large, and some enterprises’ exports were also large (eg, Fast Heavy Vehicle Transmission).
(3) Clutches for Commercial Vehicles
In 2007, China produced a total of 2.501 million commercial vehicles, and the domestic production of automobile clutches was approximately 4 million (OEM + after-market + import-export difference). Compared with the world advanced level, the domestic clutch has a certain gap between the level of technology and material, and domestic products basically meet the needs of most commercial vehicles. Due to the serious vehicle overload in the past, the clutch is easily damaged and the replacement rate is high. With the increase of domestic toll charges and limited overload, the overload phenomenon will be changed (but non-road vehicles still have a lot of overload when used).
Commercial vehicle and powertrain import and export
Some commercial vehicle powertrains follow the entire vehicle export. In 2007, 350,000 commercial vehicle vehicles were exported, accounting for 56.8% of the total vehicle export volume of 610,000 vehicles. Truck exports were the largest, and trucks with a total mass of ≤ 5 tons accounted for 55.4% of commercial vehicle exports. Large domestic enterprises are the main exporters, with 27,000 units of Beiqi Foton Exports, a year-on-year increase of 66%; China Heavy Duty Truck exports 14,000 heavy-duty trucks with an amount of more than US$400 million.
(1) In 2007, China imported 607,000 automobile engines, including 1.532 billion U.S. dollars (including some non-automotive vehicles), and exported 512,000 engines for automotive use, including 753 million U.S. dollars (including some non-automotive). Most of the diesel engines were used for commercial vehicles, with 66,730 imported and 32.2 billion U.S. dollars, and 44,573 exported, with 7.57 million U.S. dollars. China's engines are mainly exported to North America, Japan, South Korea, Vietnam, Iran and other countries and regions.
(2) Excluding the import and export of complete vehicles, the import and export of transmissions, clutches, and engines are as follows (Customs number): In 2007, the transmission assembly of automobiles (including passenger cars) was imported to US$3.276 billion, an increase of 62.4% year-on-year; exports were 262 million. The U.S. dollar increased by 223.5% year-on-year and was mainly exported to North America, Europe and Australia. For example, Shaanxi Fast products are exported in larger quantities.
(3) In 2007, China imported 335 million U.S. dollars of motor vehicle clutches and parts, an increase of 36.2% year-on-year, and exported 175 million U.S. dollars, an increase of 42.3%.
Commercial vehicle powertrain main technology introduction and joint venture cooperation
Since the reform and opening up, China’s automobile engines, transmissions and clutches have successively introduced engines from the United States, Cummins, Austria’s Steyr, Italy’s Iveco, Japan’s Isuzu, and Japan’s Hino, as well as the American Eaton, BorgWarner, and German ZF transmission technologies. Basically meet the needs of domestic commercial vehicles, and there are some exports.
Problems and Policy Suggestions in the Powertrain of Commercial Vehicles in China
Although China's commercial vehicle powertrain has greatly improved on the technical level, there are still some problems that need to be resolved urgently.
1. There are major problems
(1) The key technologies and key components are mostly controlled by foreign parties. The engine EFI system (gasoline engine) is currently controlled by Bosch, Delphi and Siemens. Although United Electronics and Wanyuan Delphi are Chinese-foreign joint ventures, China has no say in terms of technology. China's implementation country III, country IV, diesel engines must use common rail EFI or electronically controlled monomer pump, pump nozzle. At present, these technologies are controlled by Bosch, Delphi, and Denso. Although China's Chengdu Wit and FAW Wuxi Oil Pump and Grease Research Institute have developed electronically controlled monomer pumps and common rail fuel injection systems, it will take a long time for mass production.
(2) There is a clear trend in foreign investment holdings in the powertrain. At the time of China's accession to the WTO, there was no requirement for the joint venture stock ratio of auto parts. For the purpose of controlling the core technology, the foreign party strived for sole proprietorship and controlling in the powertrain. Bosch's common rail fuel injection system company built in Wuxi, Bosch accounted for 67%; in June 2007 the United States Cummins Corporation established a common rail EFI exclusive enterprise in Wuhan (a total investment of 10 million US dollars); Tangshan Aisin gear from the Sino-foreign joint venture into Japan Ericsson is solely invested.
(3) China's capacity for self-development is weak, and product technology upgrades mostly rely on foreign parties. In the areas of automobile engines, automatic transmissions (AT, AMT), and other fields, the Chinese side has not fully grasped the core technologies. The Chinese rely on foreign technical assistance in product development. For example: Yuchai develops new diesel engines with the help of German FEV; Hangfa Development Machine III is assisted by Ricardo, Denso, and TNO Testing Center in the Netherlands; FAW Xichai develops Aowei Diesel Engines with help from AVL; Great Wall 2.8L TC fuel-efficient diesel engines use Bosch technology and so on.
(4) Chinese powertrain enterprises have lower R&D expenses due to lower profits. Foreign companies not only profit from the vehicle, but also gain a lot of profits in importing matching parts and technology transfer fees. They invest high R&D expenses. The R&D expenses of large multinational companies generally account for 4%~5% of sales revenue (high Accounted for 8%); while most Chinese accounted for 2% to 3%.
(5) China lacks talents in the research and development of engine and transmission. With the implementation of National III and National IV emission standards, the engine technology level has been continuously improved, the Chinese lack of technical personnel, lack of experience in developing new models, lack of databases, and lack of Common rail EFI and other core matching experience and data.
(6) There is still a certain gap in the technical level between domestic products and foreign ones, such as engine reliability and fault-free mileage.
(7) Emissions upgrades, engine companies are faced with the pressure of a substantial increase in costs, such as the use of common rail fuel injection for large diesel engines, installed OBD increased by 20,000 to 30,000 yuan, and small diesel engines also increased by 6,000 to 15,000 yuan, almost increasing the cost of small engines. Doubled. The engine factory cannot transfer all the costs to the automaker, and its own profit will decline, which will lead to insufficient stamina and lack of development funds.
(8) The engine production concentration is not high, the technology comes from various overseas series, such as Cummins of the United States, Deutz of Germany, Perkins of the United Kingdom, VM of Italy, Isuzu of Japan, Hino of Japan, Renault of France, United States of America, Steyr of Austria, etc. Wait. It is not clear what route (SCR and EGR+ post-processing) is adopted to achieve national IV and national V in the country, and the country should clearly identify the technical route of the national IV and national V as soon as possible.
2. Policy recommendations
(1) Government departments must earnestly implement the encouragement policies for self-development, and independently develop engines, clutches, and transmissions to be granted relief and preferential treatment in research funding, taxation, and credit. Imported prototypes and test equipment materials should be reduced in tariffs. In order to change the lack of motivation for the use of powertrains for autonomous vehicles by some large corporations, when SASAC evaluates business leaders, independent development must be listed as an important assessment.
(2) We must resolutely stop foreign mergers and acquisitions of Chinese powertrain vanguard companies;
(3) Utilize policy levers to control foreign investment structure and encourage foreign investment to research and develop high-end products in China;
(4) When foreign companies are required to establish joint ventures, they must establish R&D institutions;
(5) Sino-foreign joint ventures re-engineering the engine plant should require the establishment of a joint venture company (keeping 50:50 shares ratio between China and foreign countries in order to avoid foreign-owned engine production wholly owned or controlled);
(6) Organization of national forces, production, learning, and research to jointly tackle key problems in the joint research of powertrain core components (such as common rail fuel injection system, EMS, OBD, AT, DCT, CVT, etc.)
(7) Strengthen personnel training, widely absorb foreign talents, and jointly improve the level of technology.
(8) Early formulation of national IV and national V exhaust aftertreatment routes.
Commercial Vehicle Power Becomes Future Development
1. Analysis of Factors Affecting the Development of Commercial Vehicle Powertrain
(1) Influence of weight-based charging on automobile powertrain
At present, over 20 provinces and cities have implemented weight-based tolls, which may be further promoted in the future. Weight-based tolls reduce the number of large-ton small-scale vehicles; reduce the number of overloaded vehicles (a lot of overloaded fines); increase the number of multi-axle vehicles; and increase the speed of vehicle transportation (less loading each time, but transportation speed can also improve transport efficiency). Increase the demand for vehicles (not overloading each vehicle and requiring more vehicles to carry the same cargo). Throughout the above conditions, the toll-by-weight rate increases the total demand for engines, transmissions, and clutches for heavy-duty trucks; some transmission ratios must be adapted to higher speeds; the number of semi-trailer trains increases, and demand for high-power engines and transmissions will increase.
(2) Impact of Urban BRT (BRT) on the Powertrain of Passenger Cars
Now many cities are developing BRT. The impact on the powertrain of buses is: 1 Due to the speed increase, there is a certain change in the speed ratio of the transmission; 2 Due to the addition of some 12m, 13.7m, 18m, 25m models, there are certain for high-power engines. Increased demand; 3 Due to stricter environmental protection requirements in the city, the power systems for the State III and State IV engines, CNG, and hybrid vehicles will also increase. Some AMTs and ATs equipped with models will not be able to produce at home, and the import volume will increase.
(3) Impact of Execution Country III emissions across the country, Beijing Execution Country IV emissions on powertrain
About 80% of commercial vehicles use diesel engines. Diesel engines upgraded from State II to State III emission standards have been greatly improved in technology. Most of them require common rail injection or electronically controlled monomer pumps (or pump nozzles). Now this technology is used by Bosch. , Delphi, Denso and other multinational companies are in control, the price is very high, generally 7000 ~ 20,000 yuan / set, some small diesel engine after the country's cost rose by 1 times; the entire vehicle factory can not be fully accepted, power plant to digest some Cost, pressure, profit will be reduced.
(4) The Ministry of Communications is formulating the “Limiting Standard for Fuel Consumption of Passenger Cars†to include the oil consumption index in the scope of assessment, and the energy-consuming vehicles will not be able to operate on the road. In addition to requiring the bus factory to reduce the weight of the bus, the standard also requires the passenger car engine energy consumption to be reduced (such as the ratio of fuel consumption); requires the engine to reduce the weight of the transmission, the volume is reduced.
(5) Different requirements require more diversification of powertrains for commercial vehicles
China's village-village, BRT, urbanization (requirements for fire and sanitation vehicles), and urban-rural logistics have developed rapidly. As a result, there has been more personalized demand for commercial vehicle engines and transmissions.
(6) The appreciation of Renminbi, the export of engines, clutches, and transmissions has reduced the price competitiveness and has a certain impact on exports. Due to the obvious price advantage of China, the impact is not yet very large.
(7) The “Identification of Vehicle Fuel Consumption†approved by the National Development and Reform Commission will be implemented on July 1, 2008. This standard requires that the car be affixed with a uniform fuel consumption logo at the time of shipment, and that the car manufacturer should indicate on the logo that the car is in the market. District, suburban driving fuel consumption and comprehensive fuel consumption, as well as the minimum and maximum fuel consumption, etc., which requires the vehicle engine factory with the vehicle manufacturer to produce low fuel consumption models and reasonable matching clutches, transmissions. Old models with high fuel consumption will be eliminated. The implementation of the "Liquid fuel consumption limits for light commercial vehicles" standard also puts forward the same requirements for the engine assembly.
2. The future development trend of the powertrain (refer to the "Eleventh Five-Year Plan" key development direction of the powertrain)
(1) Automotive Engines. The main development direction: energy saving, environmental protection in two major directions.
1 common technology: a. multi-valve (3 to 5 valves per cylinder), electronic throttle control; b. exhaust gas recirculation (EGR); d. reduce weight (such as aluminum models, plastic intake manifold); e. The use of environmentally recyclable materials limits the use of lead, mercury, cadmium hexavalent chromium and other materials.
2 Gasoline engine: a. Variable intake system (inflate the cylinder with different length and volume of intake pipe according to different engine speeds); b. Lean combustion; c. In-cylinder direct injection (GDI); d. Variable valve technology ( CVVT, VTEC).
3 Diesel engines: a. Electronically controlled fuel direct injection technology; b. High pressure common rail electric injection (single pump or pump nozzle)
4 Engine power continues to increase, and torque requirements for transmissions and clutches increase. In the future, car power will gradually increase. China's petrol vehicle power increased from 49kW in 2000 to 78kW in 2007, an increase of 59.2%. The power of diesel vehicles increased from 89kW in 2000 to 116kW, an increase of 30.3%.
5 Others: Alternative fuel engines, hybrids, pure electric motors, and fuel cells are also products that need continuous improvement and development.
(2) Transmission. The main development direction: safety, environmental protection, energy saving, ease of operation, automatic shifting, and intelligentization.
1 High power, high torque. The maximum passenger car power is 397kW, 2300Nm, such as ZF8S180, ZF commercial vehicle transmission input torque 3300Nm.
2 series, a variety of stalls, composition. Such as ZF company has 16 kinds of AT, 3 kinds of MT, 3 types of CVT; Getrag company has 23 kinds of MT, AMT. Eaton has covered 700 to 2,500 Nm commercial vehicles with 42 transmissions.
3 Transmission center distance series. ZF covers all transmissions with 10 center distance series; Eaton covers all mechanical transmissions with 8 center distance series.
4 The main box and the auxiliary box are combined. Such as the ZF company's main box has three kinds of 3,4,5 file, vice box 2 files, the combination of 5 × 2 (10 files); 2 × 3 × 2 (12 files), 2 × 4 × 2 (16 files), etc. .
5 large gear ratios, differential grades among small grades, the lowest gear ratio of heavy commercial vehicles in foreign countries has reached around 17 and the highest gear ratio has reached around 0.7.
6 Miniaturized and lightweight. Replace stamping and forging parts with Stamping Parts, extensive use of aluminum-magnesium alloys, use of electric welding instead of riveting, etc.; reduce the center distance, such as ZF company from the 1980s to the end of 90s, the distance between the center of the single transmission reduced by 23mm.
7 Gear shift to light, automation, intelligence, and electronic integration.
8 In the future, China's commercial vehicles may vigorously develop AMT (the price is lower than AT, which is cheaper than AT).
3. Commercial vehicle powertrain development goals by 2010
The "Eleventh Five-Year Plan" of the automotive industry predicts that the annual output will reach 9 million vehicles by 2010, including about 2.1 million commercial vehicles, 55 million vehicles, and 40 vehicles/1,000 persons. The figure appears to be too small (in 2007 the car production has reached 8.88 million), so by 2010 China's annual production of cars is expected to reach 11-12 million, of which about 300 to 3.2 million commercial vehicles. In 2010, the total demand for vehicle engines in China was around 12 million units to 13 million units, of which about 270 to 2.8 million commercial vehicle diesel engines and about 600 to 650,000 commercial vehicle gasoline engines. The output of the transmission is slightly higher than the output of the vehicle (and some imports). In the "Eleventh Five-Year Plan" of the automobile powertrain, the output of the clutch cover assembly in China will reach 28 million by 2010; the output of the clutch driven disk will reach 57.04 million. The actual number may be higher than the planned number.
December 03, 2024