Under the impetus of emission regulations, this imposes higher requirements on automotive engines. The engine management system (EMS) in its electronic control unit (ECU) semiconductor devices, in the sensor detection accuracy and control actuators are also constantly updated to adapt to new trends. The newspaper launched an EMS album to introduce the engine management market conditions, engine electronic control unit and sensor technology and development trends to readers. Although the macroeconomic regulation has had a certain impact on the trend of the auto industry this year, the pace of advancement of the Chinese auto industry has become unstoppable and the era of "wheeling" has come. According to the forecast of the National Information Center, the total car demand in China will reach 5.9 million by 2005. By 2010, the total demand for Chinese cars will reach 8.7 million. As the "heart" of the automobile --- the engine, with the introduction of China's new environmental protection policy, the promotion and competition of the engine EFI technology is showing a trend of continuous expansion and intensification, and several big giants have also tightened their windings. It is reported that the groundbreaking ceremony of the Delphi China Science and Technology Research and Development Center was held on July 19th. The center is the Delphi Group's technology center in China. It will develop parts and components for customers around the world, and provide application engineering support for local and foreign automakers in China. The first phase of the project is expected to be completed in July 2005 and begin operation. The recently established Bosch Automotive Diesel Systems Co., Ltd. is an important advanced diesel system manufacturing and R&D base of the German Bosch Group in China. At the same time, Bosch Automotive Diesel Systems Co., Ltd. also decided to invest 50 million euros to establish R & D center. Not long ago, Siemens VDO Automotive Technology Group announced that it will invest nearly 10 million euros in the production of a new generation of DEKA V II petrol nozzles in Changchun to meet its customers in Asia. Mass production is expected to begin in January 2006. The DEKA V II petrol nozzles that were launched on the European and North American markets last year, which are mass production in China in the next year, also show that the potential in the Chinese market has gradually brought the application of new technologies into line with the world's advanced level. Each market has a focus on diesel and gasoline. Looking at the actions of multinational auto parts giants to expand production capacity and increase investment, the layout in the Chinese market is actually another expansion of the global landscape. Their cultivation in the Chinese market has already harvested the fruits of autumn. Mr. Li Nanhai, manager of engine management system for Delphi Greater China, introduced that Beijing Delphi Wanyuan Engine Management System Co., Ltd. is mainly engaged in development and production. The entire EFI system is manufactured in Beijing with the exception of ECU production in Suzhou. Sensors and actuators are produced in Beijing. ECU chips are developed by Motorola (now Freescale Semiconductor), Infineon, and Delphi. For the diversification of customer needs in China, Delphi can do some new integration or adaptive design according to the different needs of customers. Currently, Delphi's gasoline engine has a 29% market share in the domestic market. Among them, 53% are in the mini-vehicle and van market, 60% in the SUV market, and 10% in the sedan market. Li Nanhai mentioned that because most of the domestic car factories are joint ventures, most of them are directly introduced from joint ventures or provided by their joint ventures in China with the engine EFI system. Domestic auto brands have weak technical development capabilities. Most of them are vans and vans, but they are slowly expanding into the car market. In addition to providing targeted products and services for most domestic auto brands, Delphi focuses on GM, Opel, and Hyundai in the sedan market. Siemens VDO Shanghai Co., Ltd. Mr. Shen Jian mentioned that the engine and its related components are mainly manufactured by Changchun Siemens VDO Automotive Electronics Changchun Co., Ltd., such as automobile engine management and control unit, sensors, oil circuit assembly, etc., currently using gasoline. The main engine. However, Siemens VDO diesel engine technology is very strong in the world and plans to launch this business in China, and introduce advanced conjugate system technology into the Chinese market to take the initiative in the Chinese diesel engine market. UAES, as the sole joint venture company of Bosch Gasoline Systems in China, first entered the Chinese market to produce a gasoline injection system and its components that are suitable for the development needs of China's automobile industry and that have bulk product exports. At present, UAES products have been supplied to Shanghai Volkswagen, Shanghai GM, FAW-Volkswagen, and Shenlong Fukang. While ensuring the market share of the mainstream car models, it has also fully entered the Jiajia and mini-car market, which has occupied half of the domestic market. The newly established Bosch Automotive Diesel Systems Co., Ltd. has a registered capital of 200 million euros. It is the largest investment project of Bosch Diesel Systems outside of Germany. It specializes in the production of environmentally friendly, energy-saving high pressure diesel injection systems that meet Euro III and Euro IV standards. Bosch is also ambitious in the diesel engine sector, besides the petrol engine. Mr. Li Nanhai introduced that the core issue of the electronic control of gasoline engines is fuel quantification and ignition timing. The core issues of diesel electronic control are fuel quantification and fuel injection timing. Both of these are controlled by the injection equipment based on information such as speed, load, and coolant temperature. The European diesel use ratio is relatively high, about 40%, and gasoline is 60%. Because diesel is cheaper, it has less pollution and low fuel consumption. Domestic diesel quality has not yet reached the stage of popularization, and the control accuracy is also different. After the common-rail technology came out of diesel, its control accuracy can be compared with gasoline electro-mechanical injection and it really enters the popularization stage. The new emission standards led to a new round of competition for engine ECU core chips including MCUs, driver circuits, power circuits, and power devices. In this stage, Freescale (formerly Motorola Semiconductor Division), Infineon, ST, Renesas, TI and other semiconductor manufacturers in each of them, accounted for most of the market share, automotive electronics become semiconductor manufacturers New nuggets of treasure. According to the newly promulgated laws and regulations of the Chinese government, Beijing will implement the Euro III emission standard from next year, and the country will implement the Euro III emission standard from 2008 onwards. This puts forward new requirements for engine technology, and each manufacturer is also actively preparing for the battle and starting a new round of rushing. Mr. Li Nanhai introduced that the sensors and actuators that meet the requirements of Euro II and Euro III engines are similar, but there are several parts that require higher accuracy, such as oxygen sensors, fuel injectors, and so on. The Euro III standard requires that the oil mist emitted from the nozzle be smaller and that the software logic on the ECU is different. The Euro IV and Euro V standards, which are more demanding than the Euro III emission standards, are related to changes in the ECU software architecture. He introduced that the control logic of the engine ECU that meets Euro IV and Euro V standards is torque control. The ECU calculates the driver’s desire to drive the vehicle at a speed according to the accelerator pedal position sensor signal, and judges how much torque the engine should provide. Calculating this torque requires more oil and air for the engine to achieve more precise control. The Euro II and Euro III standards are based on how much the driver has opened the throttle and how much air has come in. One is to provide fuel according to the actual required torque, and one is to provide the amount of fuel according to the amount of air coming in. One is active and the other is passive. Because the requirements of environmental protection and fuel consumption regulations will make the engine more and more complex, such as the direct injection technology in the cylinder, it should be born. Mr. Li Nanhai introduced that in-cylinder direct injection has been put into production in batches. There is also the current popular variable valve timing control and turbocharging technology. Turbocharging is used to increase the intake air amount. Calculated according to the stoichiometric air-fuel ratio, the actual intake air volume of compressed air will be more, and it can give a little more oil, and the engine performance will be relatively increased. There is also a variable cylinder technology. The engine ECU has several cylinders that do not work depending on the operating speed. The non-operation does not generally provide oil and fire. However, the engine will still compress, and it will consume power when it is compressed. Therefore, when the valve is opened during compression, there will be no compressed reaction force. This can reduce power consumption and save energy. In response to the new emission regulations, Mr. Li Nanhai mentioned that the stricter the regulations are, the more ECUs need to handle, mainly the logic development of the software. This also requires the ECU to calculate fast and store large quantities. At present, the software has been made into a modularized way. For a new system, a module and a module development framework, what functions are needed by the system can call corresponding modules and reduce the development cycle. Delphi is designing new control logic that controls variable cylinders, and variable valve timing logic units to control these mechanisms. And study the valve mechanism to control the variable cylinder, let it fully open in some cases, without consuming power. At present, Delphi Beijing has 86 R&D personnel and is expected to increase to 350 by 2008. In the future, the complexity of the engine functions and the communication requirements with the outside world not only require the ECU to have faster processing speed, but also can flexibly integrate the relevant control functions. BOSCH's ME7 engine management system can integrate turbocharger control, variable intake manifold control and other functions according to customer requirements. Mr. Li Nanhai also mentioned that although hybrid fuel consumption is low, its cost is too high, so most of them are still in the R&D stage. At present, only hybrid vehicles bought in Japan can be bought, but they are also small-scale hybrid vehicles. Its true popularity will take some time. China's engine industrialization is yet to be reviewed. The leading manufacturers of engine control systems at home and abroad are nothing more than Delphi, Bosch, Siemens VDO, Visteon, etc. The Chinese market is also almost monopolized by the joint ventures of these manufacturers. Under this circumstance, can we stage a "stealth counterattack" and achieve China's own engine industry? Yuan Dahong, a professor of automotive engineering at Tsinghua University, believes that using domestically-developed electronically controlled fuel injection systems can not only reduce costs but also provide good after-sales services. At present, domestic self-developed electronically controlled fuel injection systems that can meet the Euro II emission standards are no longer technically problematic. The development of electronically controlled engines and the development of electronically controlled fuel injection systems are being carried out simultaneously. The development of electronically controlled engines of its own brand requires the mastery of electronically controlled fuel injection technologies. He said that it will be sooner or later that the electronically controlled fuel injection system will be industrialized at home. Whoever starts early and who is at the top will be in a good position in the future market competition. Mr. Li Nanhai mentioned that, in fact, most domestic manufacturers have "replicated" existing engines and have invested less in research and development. He also mentioned that Taiwan in China was formerly supplied by foreign manufacturers with engine technology and then produced in Taiwan. Now Taiwan has begun to develop engines and invest in the design and manufacture of new engines. The scale of investment is equivalent to 750 million yuan. If China invests enough funds and R&D support, plus the support of the government and related automakers, it is possible to develop its own engine industry. However, it goes without saying that the engine manufacturers that have taken the lead in the international market are also investing heavily in research and development, continuous technological innovation, and have established their strength in the most complex engine areas in automobiles. It is important to note that Delphi's annual R&D investment is more than a billion dollars. Even in domestic joint ventures, mastering core technologies is minimal. Even if there has been a certain breakthrough in technology, how can it be translated into productivity and whether it can be accepted by the market? This is actually a more realistic and urgent problem. The engine quality and control precision are very strict. The control field needs a special Know How and a large number of field tests. It is not designed to be accepted by the market, and it must undergo at least three years of harsh conditions. To develop China's own engine industry requires not only a large amount of capital investment, government support, but also the cooperation of related links in the automobile industry chain. In this respect, companies need to have ambitions, ideas, tolerance, and loneliness. Fortunately, two or three domestic companies are looking for foreign engine design companies to design and develop new engines, so that we expect the domestic engine industry to launch at an early and strong pace.
This Category Guarantees All Scooter And Moped, Regardless Of Whether The Freight Forwarder Is Certified By Europe Or The Us Epa. These Models Are Suitable For Other Countries Except The United States And Europe
1. The biggest difference is that mopeds have no gears; motorcycles have clear gears, so the horsepower is larger than that of mopeds.
2. Motorcycle dao is 2-stroke, and there are two sets of pistons moving up and down in the cylinder to generate surging power; while the cylinder of the moped has no piston motion, it is pure gasoline combustion to generate power, so there is no Variable speed, limited power.
3. Small-displacement power-assisted vehicles with a displacement of less than 50CC [including 50CC], and those with a displacement of more than 50CC are called motorcycles.
4. The horsepower of a motorcycle is fast, so driving requires a license plate, a driving license, etc., while a moped that meets the "gasoline-powered bicycle" standard does not need to go through the licensing and driving license procedures.
Note: Gasoline-powered bicycles are special bicycles equipped with a gasoline engine, two wheels, and capable of pedaling and maneuvering.
In China, the following basic conditions should be met: the cylinder working volume of the moped should not be greater than 30ml; the net weight of the moped should not be greater than 40kg; the moped should be able to be driven by a human pedal when the motor clutch is disengaged; The 30-minute pedaling distance should be no less than 7km; the maximum speed of the moped should be no more than 20km/h.
The fuel-assisted scooters currently on the market are all super-standard. Their speed and displacement are close to that of mopeds, and they are even moving closer to motorcycles. They are completely motor vehicles.
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