The 2011 annual meeting of the Chinese Society of Automobile Engineers was held in Beijing on October 26-28. The theme of this year's annual meeting was “Power, Energy and Environmentâ€. Through various platforms such as technical reports, interactive discussions, and exchanges in the sub-venues, the 2011 China Auto Industry made full use of its engineering technology, especially energy-saving and emission reduction. The latest progress and research results have strengthened academic exchanges and cooperation within the industry. This is another event of technology display, exchange and cooperation in the automotive industry.
Peng Lixin, chief technology officer of Cummins China, gave a speech. He said that there is no difference in the technical aspects of reducing fuel consumption between commercial vehicles and passenger vehicles. Both are to improve engine efficiency and reduce fuel consumption of the vehicle. However, in some respects, the amount of commercial vehicles is not comparable to that of passenger vehicles, and the emissions of commercial vehicles are quite high. This is also why the Ministry of Industry and Information Technology also has the same standards for platooning. Looking back at the path taken by the Americans, the United States has actually started to impose restrictions on fuel consumption for passenger cars since 1975. More than 30 years have passed without change. This means that this standard has not changed. Although technology is increasing, the number of fuel consumption has not changed because the demand for vehicles is increasing and other emissions are increasing. However, commercial vehicles never have fuel consumption requirements. Until August 9, 2011, the U.S. government issued commercial vehicle fuel consumption requirements, or said that carbon dioxide emissions requirements began to control commercial vehicle fuel economy. This lags behind the passenger car market for nearly 35 years. I think China is right. Our China's lag is far less than that of the Americans. After the third phase of the passenger car standard came out, commercial vehicles came out. This completely reflects the actual conditions in China. This is a very good phenomenon.
Cummins China Chief Technology Officer Peng Lixin
Peng Lixin believes that the main reasons are the following differences between the United States and China’s auto market:
First, the distribution of vehicles is different. We divide commercial vehicles according to truck tractors and buses. The American law divides tractors and pickups into two categories. The rest are done in the third category. The rest are called special vehicles, garbage trucks, postal cars, passenger cars, and buses. Therefore, according to the purpose, whether to run outside the city or in the city, this division is not the same. . I think each has its own advantages. Thinking in detail, I think the American law of division is justified, and the discussion should be based on the practice.
Second, China is based on a statistical reference of how much oil it pumps per 100 kilometers, while Americans do separate cars and engines. Since the engine is always emitting carbon dioxide, but it is based on the original particulate emissions and nitrogen oxides emissions plus a carbon dioxide emission, so this process is very easy to go, add a 5% to 9% limit on this condition. At the same time, the car was calculated using a sliding method to calculate the tire resistance, wind resistance, vehicle weight out of the main thing, using the calculation method set a 20% reduction. Decrease by 20% by 2006. This difference with us is quite large. The car is done by oneself and the engine is also done by itself. If the car is its own engine, it is very uncomfortable for others to do it. Cummins is an OEM. I have absolute control over the engine plant and the right to speak. Therefore, all the vehicles fail to meet the emission requirements because the engine is not ready. Therefore, there are many obstacles and problems that can arise when you talk about the technical route to the standard. And to separate the engine from the car, we all keep a good one for ourselves. You can solve these problems. So this is the second difference.
Third, instead of burning a lot of oil, we use carbon dioxide emissions. So there is a big difference from the standard.
In addition, Peng Lixin also believes that the gap between China and the United States is large in terms of the process of establishing standards. The first difference is that Americans are jointly proposed by the Ministry of Environmental Protection and the Ministry of Transportation and signed by the President of the United States. Therefore, he has the absolute authority of the government and avoids the need for the Ministry of Environmental Protection and the Ministry of Transport to propose something. Another ministry comes Discussions, contradictions, suggestions, and then a lot of ways to get it right. Embodies the authority of the government and the government itself. I think this is also a reference.
The other is the transparency of the process, Peng Lixin used a case of US legislation to illustrate that the United States has a regulation that was filed by an environmental protection organization in 2004 and required the US Environmental Protection Agency to control greenhouse gases. Then in 2007 due to such a lawsuit, the Supreme Court announced that the US Department of Environmental Protection must do a "Clean Air Law" to regulate greenhouse gases. The Ministry of Environmental Protection's actions were due to lawsuits, and the Supreme Court announced that it must do this thing. The EPA plans to submit a report to the National Academy of Sciences in 2010, saying that what to do is the most scientific. Finally, it came to the Ministry of Environmental Protection and the Ministry of Transport to jointly operate such a law. The process is entirely from the social needs to the final legal point of view should be done, government departments to implement.
Now that a Chinese commercial vehicle is going to achieve such a reduction in fuel consumption, it is similar to a passenger car. It is nothing more than an increase in the efficiency of the engine. There are many ways, such as exhaust gas recirculation, such as hybrid power. Are some ways. The weight of the car, the damping of the tire, and the air resistance are all possible. The technical route is all there, just saying what kind of cost we can use to implement such technologies. There is no one to ask the society to pay for, not to say that something has been done. It is always a technology that will not be a product. Peng Lixin believes that perhaps some experience in the United States is worth our consideration.
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