Fuel-efficiency Technology Trend Assessment For LDVs In .
WORKING PAPER 2018-19Fuel-efficiency technology trendassessment for LDVs in China:Hybrids and electrificationAuthors: Hongyang Cui, Guowei XiaoDate: 17 September 2018Keywords: full hybrid vehicle, mild hybrid vehicle, plug-in hybrid electric vehicle, battery electric vehicle1BackgroundFuel-consumption standards drivedown China’s use of fuel by the onroad sector and encourage the uptakeof advanced vehicle-efficiency technologies. Understanding the need fora policy roadmap and long-term strategies to provide certainty for longterm fuel consumption, technologyadvancement, and potential compliance costs for manufacturers, China islooking ahead to advance post-2020standards for light-duty vehicles.In its “Made in China 2025” strategicinitiative (MIIT, 2015), China set a 2025fleet efficiency target of 4 L/100 kmfor passenger cars, a 20% decreasefrom the 2020 target of 5 L/100 km. Inthe Technology Roadmap for EnergySaving and New Energy Vehiclespublished by the Society of Automotive Engineers of China (SAE China,2016), a 2030 fleet efficiency targetof 3.2 L/100 km was set. To evaluatewhether and how these targets can bemet, it is essential to understand whattechnologies will be available withinthe 2020–2030 timeframe and whatFuel VehicletechnologyThermalmanagementHybrids andelectrifctionFigure 1 Categorization of fuel-efficiency technologies in the working paperthe costs of applying those technologies in the Chinese market will be.This se ries of te ch nic al workingpapers aims to provide a comprehensive understanding of the currentavailability, effectiveness, and futuremarket penetration of key fuel-efficiency technologies that manufacturers are likely to use in China by 2030.This information enables a more accurate, China-specific understanding offuture technology pathways.We group technologies into severalcategories: advanced engine, transmission, vehicle technologies, thermal management, and hybrids andelectrification (Figure 1). The specifictechnologies we considered includethose that are available today and others that are under development andexpected to be in production in thenext 5–10 years.This research relies on informationfrom publicly available sources, thirdparty databases, and informationfrom the participating partners. Ourapproach includes: A d et a il e d lite ratu re su r vey,including both Chinese and globalregulatory documents, officialannouncements, and industry andacademic reports. Analysis of databases from Polkand Segment Y.Acknowledgments: The authors thank the Energy Foundation China for sponsoring this series of studies. We greatly appreciate the generous contributions oftime by the following experts: Hao Wang (Automotive Data Center of the China Automotive Technology and Research Center [CATARC]); Tianlei Zheng andXiang Bao (Automotive Standardization Research Institute of CATARC); Juan Zhang (China EV100); Xiaohua Ding (Shanghai EV Data Center); Sean Osborne(ITB Group); Haitao Wang (Corun); Baijie Zhang (China Intelligent and Connected Vehicles [Beijing] Research Institute); Jianhua Chen and Yan Xin (EnergyFoundation China); and Zifei Yang, Aaron Isenstadt, John German, Dale Hall, Peter Slowik, Mike Nicholas, and Hui He (the ICCT). INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION, 2018WWW.THEICCT.ORG
FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATION Conversations with manufacturers, tier one suppliers, researchentities, and domestic and international experts.Table 1 Comparison of characteristics of internal combustion engine vehicles andelectrified vehiclesICEvehicleFor each key technology, we discusshow it reduces passenger-car fuelconsumption, its ef fectiveness inreducing fuel consumption, and itscurrent level of application or potential application in the China market.Wherever applicable, we comparetechnology trends in China with thosein the United States and the EuropeanUnion to reflect potential technologypathways in the long term.This working paper assesses technology progress and new developmentsin hybrid and electric vehicles.2 IntroductionPartly or fully electrifying a vehiclepowertrain system can effectivelyreduce fuel consumption or even cut itto zero. These technologies are knownas hybrid powertrain systems or electric drive systems. Table 1 comparesthe major components and functionsof four types of vehicles with electrified powertrain systems, using internalcombustion engine (ICE) vehicles asreference. The electrification degreeof a powertrain system increases frommild hybrid electric vehicle (HEV) tofull hybrid electric vehicle to plug-inhybrid electric vehicle (PHEV) to battery electric vehicle (BEV).A 2015 study by the China Automotive Technology and Research Center(CATARC) indicated that fuel-savingpotential and added technology costrise with the electrification degree ofthe powertrain system (Zhao, Wang,Yu, & Ren, 2015). The most basicform of electrification, mild HEV,2ComponentsPHEVBEVICE fuel tankYesYesYesYesNoYesYesYesYesYesMotor/generator higher voltagetraction battery(24V and ve brakingMinorYesYesYesYesElectric power assistNoYesYesYesYesAll-electric driveNoNoYesaYesYesPlug-inNoNoNoYesYes–Very lowLowHigh100%Electrification degree ofpowertrain systemaFullHEV12-volt batteryStart-stopFunctionsMildHEVFull HEVs can be driven in all-electric mode but for limited periods of time and at limited speeds.can achieve a 10% fuel saving withan added technology cost of 5,000yuan, based on a mid-size car. Comparatively, the ultimate form of electrification, BEV, can eliminate 100% ofdirect fuel consumption at a cost of25,000–58,000 yuan.ICE vehicles with stop -star t andregenerative braking functions suchas Mazda vehicles with i-ELOOP technology are sometimes referred to asmicro HEVs. However, they are nottreated as a form of electrification inthis working paper because they donot have an electric motor to assistwith vehicle propulsion. For thesemicro HEVs, the ICE is the only powersource of the wheels. Their low-voltage batteries can be used only topower basic accessories such as computers, lights, windows, and entertainment system. To provide power tothe drivetrain, a higher-power tractionbattery pack and an electric motor arerequired. We regard stop-start andregenerative braking as advancedengine technologies and discuss themINTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION in the working paper on advancedengine technology in this series.3 Hybrid electric vehiclesH E Vs fe atu re hyb rid p owe r trainsystems that combine a conventionalICE system with an electric drive system. The hybrid system enables HEVsto achieve fuel savings in a varietyof ways. These include capturingand reusing energy normally lost tothe brakes, or regenerative braking;maintaining performance while usinga smaller, more - ef ficient engine;shutting off the engine at idle and atvery low load conditions, cutting fuelconsumption to zero; and enabling theengine to run at lower speeds whereit is more efficient. Other fuel-savingmeasures are replacing the alternatorwith more-efficient motor/generatorsystems; replacing less- ef ficientmechanical water and oil pumps withelectrical pumps that operate onlywhen needed; and supplying the largeamounts of electrical power requiredWORKING PAPER 2018-19
FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATIONby automated safety features, heatedseats, dynamic chassis control, andother power-hungry components ofmodern cars (German, 2015).A full HEV can be driven by only theICE, only the electric motor, or a combination of the two. With a mild HEV,the electric motor can assist the ICEto power the drivetrain but is not usedto drive the wheels on its own. In otherwords, a mild HEV cannot run on onlyits electric motor.Based on the configuration of thehybrid system, HEVs can be classifiedinto series hybrids, parallel hybrids,and series/parallel hybrids . In aseries hybrid, only the electric motorcan drive the wheels, using powerfrom either or both the traction battery and a generator run by the ICE.The proportions of power comingfrom the traction battery and theICE/generator are controlled by thevehicle’s computer. Since the ICE isnot mechanically connected to thewheels, it can be operated at itsoptimum settings all the time. Typically, a series hybrid is equipped witha larger traction battery plus a smallerICE and tends to be more efficient atlow speeds such as in city driving.In a parallel hybrid, the ICE and theelectric motor can individually supplypower to the drivetrain. Dependingon the power needs, the computerdirects the ICE and the electric motorto power the wheels either independently or simultaneously. A parallel hybrid is usually equipped with alarger ICE plus a smaller traction battery and tends to be more efficient athigh speeds such as in highway driving because of the direct connectionfrom the engine to the transmission.Parallel hybrids can be further dividedWORKING PAPER 2018-19 into belt-driven starter/generator(BSG), integrated starter/generator(ISG), and P2 systems. A BSG systemreplaces the conventional starter witha high-powered electric motor that isconnected to the engine shaft by ahigh-tension belt. An ISG system combines the conventional starter andgenerator into a single machine thatis fitted directly to the engine crankshaft. The generator/starter of bothBSG and ISG can work in both directions to capture braking energy, or toprovide power assist to the engine. AP2 system is just an ISG with an additional clutch between the engine andthe motor and is so called because itis a parallel hybrid with two clutches.Series/parallel hybrids combine thebenefits of series and parallel configurations. A planetary gear or a clutchpack is used to control whether theICE is connected to the drivetrain.When the ICE is engaged, it can turnthe wheels directly with power assistfrom the electric motor in the parallelmode. When the ICE is disconnectedfrom the wheels, it runs the generator to power the electric motor, whichdirectly drives the vehicle in the seriesmode. This complex architectureenables greater efficiency in real timebut with a relatively higher cost. Currently available series/parallel hybridsystems can be further subdividedinto the sophisticated power-splithybrid system, mainly used by Toyota,Ford, and GM, and the relatively simpler two-motor system, mainly usedby Honda and SAIC. The features ofthese two types of series/parallelhybrid systems will be introduced indetail in the following section.It should be noted that vehicles withseries or series/parallel configurationsare all full HEVs because their electricmotors have the ability to drive thevehicle on its own. However, vehicleswith a parallel configuration can beeither mild or full HEVs, depending onwhether the electric motor is used topower the wheels independently.3.1CURRENT STATUSHEVs are not classified as new-energyvehicles1 (NEVs) by the Chinese government and thus do not enjoy thesame set of fiscal and administrativeincentives as BEVs and PHEVs do.These include national purchase subsidies, local purchase subsidies, vehicle registration privileges, 2 and roadaccess privileges. This makes HEVsrelatively uncompetitive with BEVsand PHEVs. The market penetration ofHEVs in China’s new passenger vehiclefleet was 0.06% in 2015 and 0.33% in2016 (Northeast Securities, 2017). Bycomparison, in 2014 HEVs accountedfor about 20% of new vehicles soldin Japan (German, 2015) and 2.6% ofnew vehicles sold in the United States(EPA, 2018). In 2017, the market shareof HEVs in China increased to 0.71%(Automotive Data Center of CATARC,2018), higher than the 0.45% penetration of subsidized PHEVs.As in other countries, HEVs wereintroduced into China earlier thanBEVs and PHEVs. Toyota offered itssecond-generation Prius HEV in China12According to the Chinese government, newenergy vehicles include BEVs, PHEVs, and fuelcell electric vehicles (FCVs).Tianjin and Guangzhou offer vehicleregistration privileges to HEVs, an importantincentive to boost local HEV sales. In2017, Tianjin and Guangzhou were the twocities with the largest HEV sales in China.Comparatively, more cities offer vehicleregistration privileges to NEVs, includingShanghai, Beijing, Shenzhen, Guangzhou,Tianjin, Hangzhou, and Guiyang.INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION3
FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATIONThe year 2015 was a new start for China’s HEV market as Toyota localizedproduction of three popular HEV models, including the Corolla, the Levin, 3and the Camry. This led to a significant cost reduction for Toyota hybridsin China and greatly expanded China’sHEV market. That year, total sales ofHEVs in China exceeded 10,000 forthe first time. Camry topped the listwith 6,755 sales.In 2016, the number of domesticallyproduced HEV models sold in Chinaincreased from four to 12, of which11 were made by joint ventures. TheChang’an Eado mild hybrid was thefirst and only hybrid model developedby an independent automaker at thattime; however, it sold only six units thatyear. In 2016, sales of HEVs in Chinareached 80,988. The Corolla replacedthe Camry to become the best-selling34There are two Chinese versions of the 11thgeneration Toyota Corolla. The first versionis produced by FAW-Toyota and is called theCorolla while the second version is producedby GAC-Toyota and is called the Levin.7000020152016201760000Annual sales in Chinaas early as 2005. The FAW-Toyotajoint venture handled assembly andmarketing of the Prius in China. However, because all the major parts wereimported, the Prius price was as highas 300,000 yuan per vehicle, whichsignificantly reduced its cost-competitiveness. From 2005 to 2009, cumulative sales of the Prius in China wereonly 3,500 (Wen, 2016). In 2009, Toyota stopped production of the Priusin China.50000400003000020000100000Toyota CorollaToyota LevinToyota CamryHonda AccordFigure 2 Annual sales of four top-selling HEVs in China in 2015–2017HEV, with deliveries of 43,593, followed by the Levin, the Camry, andthe Honda Accord. Though Hyundai/Kia, GM, and Ford also introduced HEVmodels to China, Japanese brands stilldominated China’s HEV market with amarket share of 97% in 2016.In 2017, China’s HEV market continuedexpanding, achieving sales of 176,036(Automotive Data Center of CATARC, 2018). Sales of Japanese modelsexceeded 160,000 in 2017, with theCorolla continuing to rank first withsales of 59,400. Figure 2 shows salesof the Corolla, the Levin, the Camry,and the Accord in China in 2015–2017(Northeast Securities, 2017; Li, 2018;Sohu Auto, 2018).By the end of 2017, there were 17domestically made HEV models available in the Chinese market, still manyINTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION fewer than ICE vehicles, BEVs, andPHEVs. Just two of the 17 were developed by China’s independent automakers, including the Chang’an EadoHEV and the JAC Refine M4 HEV,both of which are 48V mild HEVs.The 15 other models are produced byjoint ventures. Table 2 compares themajor specifications of hybrid systems, engines, transmissions, electricmotors, and traction batteries of eachmodel with its fuel consumption valueunder the New European DrivingCycle (NEDC) and the manufacturer’s suggested retail price (MSRP). Itshould be noted that the Toyota Priuscurrently available in China is the discontinued 2012 Prius model producedby FAW-Toyota. Newer Prius models equipped with a more-advancedhybrid system has not yet been introduced to China.WORKING PAPER 2018-19
FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATIONTable 2 Technical information on domestic HEVs available in the Chinese marketaHybrid nPower(kW)Torque(N.M)TypeCapacity(kWh)FC (NEDC,L/100km)Base MSRP(thousandyuan)ModelNameConfigDegreeAir intakeFAW Toyota(joint venture)2017 ToyotaCorollaHSDSeries/parallel(input AtkinsoncycleE-CVT53207Ni-MH1.84.2139.8FAW Toyota(joint venture)2012 ToyotaPriusHSDSeries/parallel(input AtkinsoncycleE-CVT60207Ni-MH1.314.3229.8GAC Toyota(joint venture)2017 ToyotaLevinHSDSeries/parallel(input AtkinsoncycleE-CVT53207Ni-MH1.314.2139.8GAC Toyota(joint venture)2018 ToyotaCamryHSDSeries/parallel(input -iEAtkinsoncycleE-CVT88202Ni-MH1.64.1239.8GAC Honda(joint venture)2016 leE-CVT135315Li-ion1.34.2239.8DongfengHonda (jointventure)2017 cleE-CVT135315Li-ion1.34.2249.9DongfengHonda(joint venture)2017 E-CVT135315Li-ion1.34.8219.8DongfengNissan(joint venture)2017 NissanMuranoIntelligentDual ClutchControlParallel n0.68.2297.8SAIC GM(joint venture)2017 BuickRegalVoltecSeries/parallel(input CVT114415Li-ion1.54.3229.8SAIC GM(joint venture)2016/2018Buick LaCrosseVoltecSeries/parallel(input CVT114415Li-ion1.54.7275.8SAIC GM(joint venture)2017/2018ChevroletMalibu XLVoltecSeries/parallel(input CVT114415Li-ion1.54.3239.9SAIC GM(joint venture)2018 CadillacXT5eAssistParallel n0.457.9379.9Chang’an Ford(joint venture)2017 FordMondeo Ford’shybridsystemSeries/parallel(input nsoncycleE-CVT92228Li-ion1.44.2259.82016 HyundaiSonata 9TMEDParallel le6AT38205Li-ionpolymer1.624.8209.8DongfengYueda Kia(joint venture)2016 Kia K5TMEDParallel pendentbrand)2016 Chang’anEadoHybrid 48V(48V 18 Refine M4Hyboost(48V 5Li-ion0.3848.0129.8Beijing Hyundai(joint venture)Note: Data and information in this table are derived from Auto Home, 2018a.WORKING PAPER 2018-19 INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION5
FUEL-EFFICIENCY TECHNOLOGY TRENDS IN CHINA: HYBRIDS AND ELECTRIFICATIONFC-HEV, left scaleFC reduction from gasoline to HEV, left scaleMSRP-HEV, right scaleMSRP-Gasoline, right l201820172017BuickChevroletFordLaCrosse Malibu XL Mondeo2016HyundaiSonata 92016KiaK5Base MSRP (thousand yuan)Fuel consumption (L/100km)150Figure 3 Fuel consumptions and MSRPs of full HEV models sold in China and their corresponding gasoline counterparts3.1.1 Full HEVsMost of the domestic hybrid modelssold in China are full HEVs. Figure 6compares the fuel consumption andbase MSRP of each full HEV model soldin China with its gasoline counterpart.Four principles were used to choosethe gasoline counterpart for each fullHEV model: (1) same model, (2) samemodel year, (3) similar performance,and (4) best efficiency. The Prius is notincluded in this figure because it doesnot have a gasoline counterpart forcomparison. In general, the fuel consumption of full HEVs under the NEDCis 22%–40% lower than the gasolinecounterparts, with an average value of30%. It should be noted that the gasoline counterparts of these full HEVsperformed well in fuel efficiency byusing various advanced engine, transmiss
mild hybrid electric vehicle (HEV) to full hybrid electric vehicle to plug-in hybrid electric vehicle (PHEV) to bat-tery electric vehicle (BEV). A 2015 study by the China Automo-tive Technology and Research Center (CATARC) indicated that fuel-saving potential and added technology cost rise with the electrification degree of
Fuel transfer pump (35) is mounted on the back of unit injector hydraulic pump (1). The fuel transfer pump pushes pressurized fuel out of the outlet port and the fuel transfer pump draws new fuel into the inlet port. Fuel is drawn from fuel tank (12) and flows through two micron fuel filter (11) . Fuel flows from fuel filter (11) to the inlet .
All Crashes - 10 Years There is a downward trend for all crashes over the last ten years. Trend line R² -0.89 The strength of the trend is expressed through the R2 value. The closer the R2 value is to 1 or -1 the stronger the trend. Positive R 2values indicate an upward trend, negative Rvalues indicate a downward trend, and zero indicates a flat trend.
5-6 FUEL SYSTEM AND THROTTLE BODY FUEL TANK LIFT-UP Remove the front seat. ( 7-4) Remove the fuel tank mounting bolts. Lift and support the fuel tank with its prop stay. FUEL TANK REMOVAL Lift and support the fuel tank with its prop stay. (L7above) Disconnect the fuel pump lead wire coupler 10. Pla
Fuel Pressure: Fuel Pressure Regulator and System Pressure. Fuel System: Pumps, Relays . significant volume of fuel may come out. Be ready to catch all the gas in the filter . The 3 main things to check in the fuel circuit are the fuel pump relay, and the 2 fuel pumps. 1. Fuel Injection Relay Test
ATJ/F-24 fuel blend appears to result in accelerated wear in fuel-lubricated rotary fuel injection pumps. At various fuel inlet temperatures, the use of maximum concentration CI/LI in a 30% ATJ/F-24 fuel blend appears to retard the accelerated wear observed in prior fuel -lubricated rotary fuel injection pump studies.
Two Styles of Trading With-Trend Seeks to enter a position in alignment with the preexisting trend, or at the beginning of a new trend. Common structures are pullbacks and breakouts. Ideal entries are often around "centers". Counter Trend Looks to take positions against the current dominant trend on the trading timeframe.
fuel pressure to the fuel injection pump. The pressure regulator regulates the fuel at an absolute pressure of 150 kPa (22 psi) when the engine is at idle speed. The fuel injection pump increases the fuel to a maximum pressure of 200 MPa (2900 psi). The fuel injection pump delivers the fuel to the high-pressure manifold (Rail). The fuel .
The main difference between Carburetor and Fuel injection system {CarburetorzFuel is atomized by processes relying on the air speed greater than fuel speed at the fuel nozzle, zThe amount of fuel drawn into the engine depends upon the air velocity in the venturi {Fuel Injection SystemzThe fuel speed at the point of delivery is greater than the air speed to atomize the fuel.File Size: 2MB
