The energy crisis did not appear yesterday, and electric vehicles are not a brand new term. Although many people have been optimistic about the prospects of new energy vehicles for a long time, they are always prohibitive because of the huge research and development costs involved and complex social problems. Many car companies around the world, especially those in Europe, have been hesitating for years. Why did they finally take the first step in these two years? The motivation behind it is from the fear of future market share, or the pressure from the government. Or what else? To answer this question, you have to mention Europe's latest carbon dioxide emissions regulations. Colored Tape Hot Printer,Hot Print,Hot Press Printing,Hot Transfer Printing WENZHOU BROTHER MACHINERY CO., LTD. , https://www.chinabrother.net
In Europe, 12% of carbon dioxide emissions come from cars. In order to further reduce pollution and improve vehicle fuel economy in the European market, the European Environmental Agency announced on April 24, 2014 the latest carbon dioxide emission regulations for the European automotive industry. At present, the average emission limit of carbon dioxide for all new cars in the European market is 160g/km. By 2015, the average carbon dioxide emissions of all new cars in the European market will not exceed 130g/km, and will be implemented gradually from 2012. By 2021, the average carbon dioxide emissions of all new vehicles will not exceed 95g/km, and will be implemented gradually from 2020.
In 2007, the average carbon dioxide emissions of new vehicles in the European market was 158.7g/km, and the targets for 2015 and 2021 were 18% and 40% lower than those for 2007, respectively. If converted to fuel consumption, the 2015 CO2 emission limit is equivalent to 5.6 liters of gasoline or 4.9 liters of diesel per 100 kilometers. The CO2 emission limit for 2021 is equivalent to 4.1 liters of gasoline or 3.6 liters of diesel per 100 kilometers. In contrast, China does not improve fuel economy from carbon dioxide but from fuel consumption regulations. According to Chinese regulations CAFC, 2015 should achieve a target of 6.9 liters of fuel per 100 kilometers, and plans to reach 5 liters of fuel per 100 kilometers by 2020.
The specific algorithm for the carbon dioxide emission limits of various vehicle companies is worth noting that 130g/km is an overall target, which is the limit set by the EU for the average value of carbon dioxide emissions of all new vehicles. It is not the uniformity set for all automobile companies. Limit. The carbon dioxide emission limits of each car company are related to the company's product composition and the average quality of the cars produced. The specific calculation method is as follows:
The company's carbon dioxide emission limit (g/km) = 130g / km + 0.0457x (the company's average car weight kg - 1372kg)
Note: The average weight of new cars sold in 27 EU countries from 2008 to 2010 is 1372kg.
The same calculation method is used for the 2020 limit, but the specific calculation parameters are adjusted. The overall average limit has dropped from 130g/km to 95g/km. The additional permissible emissions for each additional 100 kg of vehicle weight decreased from 4.57 g/km to 3.33 g/km. 1372kg will be replaced by the average weight of new cars produced by the EU from 2017 to 2019.
Because the regulations are aimed at the average emissions of carbon dioxide, not the emissions per vehicle, the car factory is still able to produce cars with relatively large displacements, as long as the average is up to standard.
Step-by-step implementation phase The goals set in 2015 will gradually take effect from 2012. In 2012, it must reach 65% of the target value, 75% in 2013, 80% in 2014 and 100% in 2015. For the 2021 target, it must reach 95% in 2020.
Penalties Since 2012, if the car's new car's carbon dioxide emissions exceed the limit, a fine will be paid. The first gram exceeding the limit is subject to a fine of 5 euros per car, the second gram exceeding 15 grams per car, the third gram is 25 euros, and thereafter 95 euros per gram, starting in 2019, for each limit exceeded For carbon dioxide, the car factory must pay a fine of 95 euros for each new car.
Example of penalty calculations Suppose a car manufacturer produced two models A and B in 2015. The weight of the A-type vehicle is 1200kg. In the standard test, the carbon dioxide emission is 120g/km, the sales are 1.1 million, the B-type empty car is 1500kg, the carbon dioxide is 150g/km, and the sales are 900,000.
CO2 emission limit=130+0.0457×1100000×1200+900000×15002000000-1372=128.3g/km
Actual CO2 emissions = 1100000 × 120 + 90000 × 1502000000 = 133.5g / km
The displacement exceeded 5.2g/km.
Penalty amount = 2000000 × 5.2 - 3 × 95 + 1 × 25 + 1 × 15 + 1 × 5 = 508 million euros Another practical example, BMW sold 64,1964 vehicles in Europe in 2011, assuming the same in 2015 The same sales of the products, the actual CO2 emission value of BMW in 2015 will exceed the specified limit of 8g / km, by then, BMW will pay a fine of 490 million euros for this. In 2013, BMW’s total profit was 5.3 billion euros. If you spend nearly 500 million yuan to pay a fine, you will have to lose nearly 10% of your profits.
Super credits
The bill gives car factories additional subsidies to produce low-emission vehicles (carbon dioxide emissions below 50g/km). Each low-emission vehicle was converted into 3.5 ordinary cars in 2012 and 2013, converted to 2.5 in 2014, 1.5 in 2015, and one from 2016 to 2019. The subsidy policy also applies to the second phase of emission reduction targets. In 2020, each low-emission vehicle can be converted into two ordinary cars, 1.67 in 2021, 1.33 in 2022, and one after 2023.
Following the previous example, if the car company produced an additional 10,000 electric vehicles, the average CO2 emissions would be reduced by 2.3 g/km after weighting.
Actual CO2 emissions = 1100000 × 120 + 90000 × 1502000000 + 10000 × 3.5 = 131.2g / km
China's coefficient for electric vehicles is 5, and if other conditions remain unchanged, according to China's calculation method, the average CO2 emissions are reduced by 3.3 g/km.
Actual CO2 emissions = 1100000 × 120 + 90000 × 1502000000 + 10000 × 5 = 130.2g / km
Car companies can form alliances to achieve common goals. Vehicle companies can choose to form alliances, so the EU regards such a car-enterprise alliance as an independent individual, giving a limit based on the total product mix and sales. If such alliances meet the standards, their members will also Both are considered to be up to standard. In the process of forming an alliance, it is necessary to abide by relevant laws on industry competition. The information exchanged by each member is limited to the CO2 emissions of each member, their respective original limits and actual sales. For the automakers with low-emission models, they can take full advantage of their own emissions and gain some additional economic benefits. For the automakers with high-emission models, they can retain the originals as much as possible at the expense of certain economic interests. Some models. It is worth mentioning that in California's emission standard CAFE, it is clearly stated that surpluses below the emission limit can be sold. Conversely, over-standard car companies can achieve such a target by purchasing such surplus, which is fully recognized by law.
According to the sales difference, the car companies with annual sales between 1000 and 10,000 vehicles can propose an emission reduction target by themselves, and finally the committee decides whether to adopt it. The decision is based on a set of established standards, including the potential for the vehicle to reduce emissions. For car companies with annual sales between 10,000 and 300,000 vehicles, compared with the average emissions of the car company 2007, the demand for 2012 to 2019 is reduced by 25%, and the demand for 2020 is reduced by 45%. Vehicles with annual sales of less than 1,000 vehicles will not be subject to new emission regulations because they have too little impact on environmental pollution.
Comparison of National Carbon Dioxide Emission Standards The major automotive markets in the world demand pollution, but from different perspectives, some are fuel economy, some are carbon dioxide emissions, and some are greenhouse gases Green House Gas (GHG). And there are different test methods, currently the most important are three, NEDC in Europe, JC08 in Japan and UScombined in the United States. The European test method adopted by China. The following is the statistics of the International Clean Transportation Commission (ICCT).
All regional regulations are fully converted to COFC emissions values ​​for the European test method NEFC for better comparison. The chart below also comes from data from the International Clean Transportation Commission (ICCT).
New test method WLTP (World Light Duty Test Procedure)
The European Parliament plans to introduce a new test method in 2017 to measure the standard fuel consumption of the new car, because the error between the standard fuel consumption and the actual fuel consumption given by the car company can reach 25% on average, and the new test method will be closer to the actual, such as Air conditioning and seat heating will also be taken into account, which will further increase fuel consumption and CO2 emissions, which is closer to the actual situation. The new test method reduced the proportion of parking detention, increased the average speed by 38%, and increased the maximum speed from 120km/h to 131km/h, and the test time was longer. The current test method has great drawbacks in testing the fuel consumption and carbon dioxide emissions of hybrid vehicles. The test does not take into account the power used, and the new test procedure will be corrected to some extent. In the future, there will be no misunderstanding of the power of 354 horsepower like the BMW i8, but the fuel consumption is only 2.7 liters per 100 kilometers.
Because the current CO2 emission limits set by the EU are based on existing fuel consumption testing methods, accomplishing this goal is still a difficult task. If 2017 is to introduce new testing methods, for major car companies, Fines are almost inevitable, so the introduction of new test methods has also been strongly opposed by major car companies, and they hope to delay implementation until at least 2021.
Some comparisons with the CAFC of the average fuel consumption accounting method for passenger car companies in China:
(1) The objectives of the restrictions are different:
Because nearly three-quarters of the diesel cars sold worldwide each year are in Europe, in 2012 alone, diesel cars in Germany reached 48%, and in France, this proportion even reached 73%. Therefore, considering the difference in fuel efficiency between gasoline and diesel, the EU does not simply consider fuel consumption as a measure, but uses CO2 emissions as an indicator. In China, because of the strength of gasoline vehicles in the passenger vehicle market, the share of diesel vehicles is almost negligible, so China uses fuel consumption as an indicator, mainly for the fuel consumption of gasoline vehicles.
(2) Different evaluation methods:
The EU's goal is to achieve 130g/km of CO2 in Europe. On this basis, according to the product mix of each automobile company and the average quality of the products, separate target values ​​are allocated. Each car company only needs to consider its own objectives, rewards and punishments. Whether or not it is related to whether or not it reaches its own target value. In China, CAFC gives two target values, the national unified (similar to Europe's 130g/km), and each manufacturer's own, in the evaluation of the comparison with the two target values, so often appear, some Some car companies have reached the target value set by the state, but they have not reached the national unified target value. This will bring some confusion to people, because in a statutory national standard, it is impossible to clearly state whether it is up to standard. In fact, the national standard of fuel consumption does not have much significance for car companies. Each car company has different positioning, different product types, and different customer groups. It is impossible to force everyone to produce only small-displacement cars. Furthermore, fuel consumption standards The proposal is to improve fuel economy. If you do not improve the technology and only reduce the displacement without improving the efficiency of the engine, there is not much improvement in environmental protection.
(3) Different requirements for SMEs:
Considering that SMEs have a relatively small burden on the environment, the EU has appropriately relaxed restrictions on them. For companies with annual sales below 1,000 vehicles, between 1,000 and 10,000 vehicles, and between 10,000 and 300,000 vehicles, there are different regulations. . China's CAFC is treated equally.
(4) The conversion factors of new energy vehicles are different:
When the EU calculates average emissions, low-emission vehicles (CO2 emissions below 50g/km) were converted into 2.5 regular vehicles in 2014 and reduced to 1.5 in 2015, after which they were the same as regular cars. In the second phase of the implementation process, there will be three years to enjoy the so-called Super credits, but the maximum is not more than 2 converted. When calculating the average fuel consumption, China will convert the plug-in hybrid passenger vehicles with pure electric vehicles, fuel cell passenger cars and pure electric drive modes with a driving range of 50 km and above into 5 ordinary cars. Models with actual fuel consumption below 2.8 liters/100 km (excluding pure electric and fuel cell passenger vehicles) are converted into 3 vehicles. In China, not only is the conversion factor much larger than in Europe, but there is no deadline, and China’s determination to develop new energy vehicles is evident.
(5) Different punishment measures:
The EU will impose fines on non-standard car companies, but it can allow two or more car companies to form alliances and accomplish a common goal. If such alliances meet the standards, his members also believe that they are up to standard. China's specific punitive measures have not yet been formulated, but basically no simple custodians will be adopted, and penalties such as restricting production and restricting sales to enterprises that fail to meet the standards will not be ruled out.
(6) The treatment of the target surplus is different:
The EU allows car companies to freely form alliances to take advantage of the surplus of certain car companies below the limit. The supply and demand of the market can bring some additional economic benefits to these enterprises. In China, the realized surplus can only be applied to itself in the coming year, and exchange is not allowed. Recently there is news that China is ready to try out points for new energy vehicles and emissions.
Both China and the EU have introduced their own standards for energy conservation and emission reduction. In comparison, European law is mainly based on punishment, and China is still rewarded. At present, the most fundamental driving force for most car companies in Europe to develop new energy vehicles is to avoid huge fines. In order to significantly reduce emissions, especially to meet the standards of the second phase, the development of new energy vehicles is the most effective way. After so many years of development of internal combustion engines, the space for fuel economy to be upgraded through new technologies is relatively limited. From the perspective of calculation methods, there is far less reduction caused by new energy vehicles. Although new energy vehicles, especially pure electric vehicles, are currently under market acceptance due to infrastructure, related regulations, and technical status, if there is no subsidy, the risk of R&D and promotion is extremely high, but strict energy conservation and emission reduction regulations have determined This is a must.
At present, hybrid vehicles still have large loopholes in calculating standard fuel consumption and standard emissions. This can also be regarded as a mechanism to encourage the development of hybrid vehicles. However, the future direction of regulations, especially the formulation of regulatory details, new test methods At the time of introduction, whether the calculation method of the standard emission of the hybrid vehicle needs to be revised will have a crucial impact on the development of the hybrid vehicle.
If the fines cannot be avoided in the future, the car companies will increase the price of traditional cars, and the difference between traditional cars and new energy vehicles will be reduced. In China's fuel consumption regulations, the calculation of fuel consumption gives new energy vehicles a high conversion factor indefinitely. However, if there is no specific punishment system, how the reward mechanism works will inevitably make people suspicious. China's development of new energy vehicles is more powerful. Policy subsidies from the state are stimulating, but how long such a large grant can last is still debatable. There is a need to establish a balanced and self-operating mechanism between regulations and markets. Some artificial and purposeful guidance is necessary in the early stage of new product development. However, if such external influences are relied on for a long time, healthy and sustainable development will not be achieved.