The 2015 China Automotive Industry Development (TEDA) International Forum was held at the Meijiang Convention and Exhibition Center in Tianjin from September 11th to 13th. With the theme of “New Normal · 2020 Industry Vision and Road Mapâ€, this forum attracts more than 700 domestic and foreign auto industry guests from the leaders of the national ministries and commissions, high-level enterprise groups, authoritative experts and scholars to gather in Tianjin and jointly look forward to the development of the automotive industry. blueprint. The following is a speech by Xiao Xiaofei, Director of the Science and Technology Standards Department of the Ministry of Environmental Protection.
Mr. Xiao Xiaofei, Director of the Science and Technology Standards Department of the Ministry of Environmental Protection: Mr. Ladies and Gentlemen, good morning, everyone is very happy to have the opportunity to come to Tianjin to participate in the TEDA Auto Forum again. I also want to take this opportunity to give you a vehicle emission standard. I will give you a report, my three aspects, complete my speech in 20 minutes, and give you an introduction.
Zhu Zong, the first speaker of the Ministry of Industry and Information Technology, also introduced the development of the entire automobile industry. In fact, as a Chinese, we can catch up with the era of today. Everyone will be very honored. The automobile industry should be said to be the national economic development. A huge contribution has been made. Regardless of the number of motor vehicle manufacturers or the quantity of vehicles, we are the world's number one, especially in terms of production and sales of motor vehicles for the sixth consecutive year in the world. However, the rapid development of car ownership will inevitably bring about some environmental problems, especially in terms of air pollution, the contribution to particulate matter and nitrogen oxides, and the contribution of diesel vehicles is very large. The emission of nitrogen oxides has reached 6.4 million tons, which should be said to have accounted for nearly one-third of the total nitrogen oxide emissions, so the control of the entire motor vehicle pollution is also a focus of our environmental protection department.
In the rapid development of motor vehicles, the contribution to urban pollution has attracted particular attention. Of course, the academic community has different understandings. How much does the motor vehicle contribute to smog? The environmental protection department organized our provincial environmental protection bureaus to analyze PM2.5. Overall, cities such as Beijing, Shanghai, and Guangzhou contributed more than 20%, and Tianjin also reached 20%, so in terms of smog. It is a very important contribution, and it is also important for our control. This is also a consensus. Another point that may be overlooked is that while we are concerned about PM2.5 pollution, ozone pollution may be ignored by everyone. In fact, from the first half of the year, ozone exceeded the problem of PM2.5 pollution, and nitrogen oxidation Things and VOCs are important prerequisites for ozone. The contribution rate of this motor vehicle should be even larger. Therefore, regarding the pollution control of motor vehicles, we should give more attention to the pollution control of ozone in the future environmental protection department while paying attention to particulate matter. s concern.
In the process of rapid development of the entire motor vehicle, environmental protection standards have played a very important role. Of course, before 2000, we can see that with the increase of vehicle ownership, the discharge of pollutants has shown a process of accelerated development. We also knew before 2000 that the emission control at that time was relatively loose. After implementing the first-stage emission standards in 2000, and now implementing four-stage emission standards nationwide, some key cities in Beijing, Tianjin, Shanghai, and Guangdong have implemented five-stage emission standards in advance, so the entire car ownership development, pollutants There has not been a big increase in the total amount, and of course this has seen a certain increase in emissions since 2000.
As I mentioned earlier, we are still very concerned about standard work during the development of the entire motor vehicle. In 1983, the first batch of six motor vehicle-related emission standards was promulgated. After nearly 30 years of development, we The standard system has been initially established. In terms of motor vehicles, the pollutants we control include carbon monoxide, hydrocarbons, nitrogen oxides and PM. There are 27 items in the whole movement, including emission standards, which are harmful to fuel. The substance and the resulting control standards have reached 13 emission standards for automobiles. Our entire country is currently implementing the four-stage standard for light-duty vehicles. However, from the perspective of the development trend in the near-term, the five-stage emission conditions for light-duty vehicles in the country have already been met. In April this year, the State Council has held a meeting to improve the quality of gasoline and diesel for vehicles. Further acceleration is necessary. It has been clarified that on January 1, 2017, the country will supply five-stage gasoline and diesel for vehicles. At the same time, from the current five-stage approved vehicles for passenger cars and light vehicles, the models will reach more than 3,700 models. Judging from the market supply rate, nearly 50% of the sales vehicles on the market have reached the five-stage emission control standard, so the conditions are already in place, both in terms of oil and automobile supply. At present, the Ministry of Environmental Protection is organizing relevant experts to draft a report on the issue to the State Council. The five-phase standard can be implemented in advance.
In addition, the five-stage standard for heavy-duty vehicles has already been released, focusing on emission standards for fuel evaporation, crankcases, as well as durability and smoke paths, as well as OBD for vehicles, as well as low-temperature cold start, etc. We have introduced a series of supplementary standards, so the current 13 vehicle emission standards are generally able to support the work of car pollution. I am working on the emission standards for the six-stage car that everyone is paying attention to, and I will focus on the introduction below. In addition to this, it is a hybrid vehicle emission standard. At present, this standard has already collected opinions. We are also striving to release the hybrid vehicle standard during the year. There is also a low-speed truck and a three-wheeled vehicle. Since the low-speed trucks have been clearly defined in the national industrial policy and management, and the vehicles are managed, the low-speed trucks are not ready to be introduced, but the three-wheeled vehicles are still very large in the vast rural areas. In the early stage, I also had a discussion with the National Development and Reform Commission, the Ministry of Industry and Information Technology, and the production enterprises. Everyone thought that this standard had different doubts at the beginning, and thought it should be the same as the car, but in the end, everyone thought that the industry was special and the users It is a vast number of farmers, so it is necessary to issue a standard that is stricter than the remote standard and relatively looser than the car standard. We also submit it to the Council of Ministers for consideration. The standards for methanol and heavy-duty vehicles are also being formulated.
Finally, I would like to introduce you to the overall consideration of the standard of the light car country six that everyone pays more attention to. Before making this standard, it is necessary to review the roles and deficiencies that have been made in the entire car management. Overall, we have inherited the system of emission standards of the EU system. We have experienced this stage from the first country to the fifth country. In general, it has played a big role in the healthy development of the automobile industry. To reduce pollutant emissions, Reducing changes in air quality should be said to play an important role. However, during the implementation of the entire standard, we are also more and more aware that the form-approved working conditions are different from the actual driving conditions of the car, so that during the actual driving process, the pollutants discharged are higher than ours. limit. OBD management has not been fully utilized. In the process of formulating the entire emission standard, we have to further strengthen the emission of emissions, the discharge of the daytime and the discharge of fuel. At present, this standard should say that nearly two-thirds of VOCs are not. Get good control. There are also many imperfections in terms of production supervision. The implementation method is currently implemented across the country. It is difficult for some key areas to meet the needs of management. Therefore, the next step is to develop standards. These aspects are given key considerations.
We also have some basic principles regarding the formulation of this standard. First, we must consider China's national conditions. We must ensure that this standard is feasible and usable. We must take into account the typical roads and mines in China, the conditions of oil products, and the habits of our driving. At the same time, we must strengthen OBD, and take advantage of the practice of the United States to play the role of actual OBD, to ensure that the car meets the standards throughout the life cycle, and can play a greater role in improving environmental quality. Through this standard, we hope to achieve substantial emission reduction effects for some VOCs, nitrogen oxides, particulate matter, etc., and facilitate the healthy development of the entire automotive industry. Based on such considerations, if we continue to follow the European standards system, it may indeed be difficult to meet the needs of our environmental management, and we cannot solve the difficulties we face. Therefore, we will fully learn from the standards of Europe and the United States in the next six stages. Some successful experiences can adjust some key points while considering standard continuity.
This standard was established in 2014. In 2015, through the bidding, the Chinese Academy of Environmental Sciences, including the Motor Vehicle Center, the Mobile Source Base and the Standards Institute, won the bid. The collaboration units include the Automotive Research Center, Xiamen Motor Vehicle Control Center, and Beijing. The Motor Vehicle Emission Management Center and Beijing Institute of Technology, of course, in the standard-setting process, in addition to motor vehicle companies, there are also great requirements for oil products, and some oil companies also participate. In order to better fulfill this standard, we have established a committee with several experts-led expert guidance, and also set up a secretariat. For this standard, the current parties are concerned about the limitations of working conditions, testing equipment problems, and benchmark fuels. The problem, the OBD problem, and the problem of fuel evaporation, set up five key working groups. At present, the five key groups meet once a month, and they are all carried out in an orderly manner. Of course, we can reflect the interests of all parties for this standard. We also invited key car companies from home and abroad to participate, including more than 40. Enterprises, respectively, participated in the work of the above five working groups. At present, we say that these key tasks, including the benchmark fuel, the technology and equipment for OBD testing, and the testing procedures for emissions, have basically been completed. The following points are about the problem of determining the limit. In terms of determining the limits, we must systematically evaluate the entire five-stage emission standards. This work has been extensively studied with the Auto Research Center. At present, some of the emissions can be understood, and the goal of reducing emissions is The US TIER3 and the target to reduce emissions, and finally determine the limits of our country's 6 standards and durability requirements, this is our overall consideration.
Judging from the situation that has been completed, we have formed a team of experts and held more than 30 seminars, including a standard open-ended seminar led by two academicians. In addition to the five key tasks mentioned above, they are classified into categories. Some seminars were held to complete the standards of the United States and European countries, and a working group composed of more than 40 enterprises was established. At the same time, the platform for the exchange of national standards was also opened on the motor vehicle network. In the early stage of the Ministry of Environmental Protection, in order to do this work, in terms of public welfare projects, the pre-study of heavy-duty trucks and light-duty vehicles on the National Sixth Standard have been given some funds, totaling more than 10 million, regarding the emission of ORVR. Emissions, when the State Six was enacted, there were also companies that have made a lot of research on the effects of ORVR emission reduction and economic costs. There have been research reports. At the same time, research on the effects of different working conditions and different oil products was carried out. A total of more than 400 emission tests were completed. This is some of the work we started when we started two months ago. Currently, these work are more than this data. a lot of.
Speaking of the standard, the reason why everyone has attracted attention. In the past, our standard was translation. The European emission standard was directly translated. There are some changes in this standard. The first is the test condition. We have previously chosen the European working condition, NEDC. Working conditions can not meet the management needs, but we have also reached the conclusion that through different working conditions, the impact of different cyclic tests on emissions, there is no obvious law, you can not judge which one I choose Working conditions can increase emissions requirements. We are currently doing a WLTP comparison of the department's cycle conditions. In addition to the maximum home speed and deceleration, there are some differences, and the gap is still relatively small. At the same time, considering that we are in favor of the entire Automotive Emission Standards Council in the world, we will adopt a working condition such as WLTP as a basic basis for our standard in the standard setting process, and at the same time, to compensate for the working conditions. Some of the problems that exist, we will also consider some, do some supplementary conditions, including low speed and high speed, high load, and include some requirements such as RDE, also considered in the entire standard setting process.
The second is about emission limits. The emission limit is mainly based on the current technology of these hardware. It means that if your vehicle has been installed, to solve the problem of evaporative emissions, including some of the most advanced technologies, the overall goal is to increase the national 5 base by 30%. Judging from the previous survey, many vehicles also have such space, but individual pollutants may still have certain difficulties. For diesel and gasoline vehicles, we may propose separate particle number and PM mass concentration control.
About evaporative emissions. In fact, a detailed study has been done in the past. Light-weight experiments will use the WLTP condition. At the same time, through the refueling, diurnal emissions and driving losses, the whole requirements are expected to reach the US level.
In terms of OBD, our current focus is on how to strengthen the OBD tamper-proof function, the unique function of the communication protocol, and the OBD requirements for the entire evaporative emissions. In general, the future vehicle management OBD will play a major role in Six stages.
In terms of benchmark fuels. At present, we must consider both representativeness and forward-looking. At the same time, we must narrow down some of the indicators to ensure the fairness of our experiments. In terms of benchmark fuels, we can do more with theoretical work.
In terms of time schedule. At present, this is also a concern of everyone. In fact, this standard should be said to be a key work in the ministry. There are many in the early stage. Although there are no standards, there are many standards related, including the ORVR I mentioned. Problems, working conditions, including oil quality problems, have some preliminary research, so the focus this year is to integrate these contents, and at the same time, before the end of the year, I hope to have a draft, in the first half of next year. Completing the draft for the draft standard and conducting an administrative review during the year is a general consideration of this work. Of course, in the process of work, we still adhere to the principle of openness, fairness, and fairness. I hope that everyone, including car companies, including technology suppliers, including parts and components, can participate in some technical content of this standard. Put forward your opinions, let us introduce this standard as soon as possible, and at the same time have a great support for the development of the automotive industry. The above is my report, thank you.
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