In 2017, yellow-label vehicles across the country were basically eliminated, which means that vehicles with emissions below the National III have retreated from the freight line. The next step is to models with emissions from the National III.
In fact, since 2018, the elimination and replacement of National III trucks have begun to be put on the agenda, and reached the peak of elimination in 2020. In cooperation with local traffic restrictions and National III truck replacement subsidies and other measures, the elimination volume reached one million, almost eliminating most of the National III trucks. This is also one of the main driving factors for the surge in heavy truck sales in 2020. The remaining part can be fully withdrawn from the market in 2021.
○ Figure 丨National VI post-processing
During the period when the National VI emissions began to be gradually implemented, the National III vehicles are about to reach the end. For cardholders, the National III vehicles do not seem to be so far away, and the use time does not seem to be so long. The last batch of National III vehicles are now less than 8 years away.
Most of the time, the vehicles used by card friends are far from the time for forced scrapping and will be replaced or eliminated.
Where does National III emissions come from
Most of my country's heavy truck models are designed with reference to European flat-head heavy trucks. I believe everyone knows this. In addition to references in vehicle products, domestic emission standards are actually formulated with reference to European standards, which also makes it easier for European heavy trucks to enter China in the early stage.
If you accidentally talk about the topic, then when will the National III emissions be implemented in China?
my country began to implement National One emissions in September 2001, and then implemented National Two emissions in September 2005. Three years later, in 2008, the National III emission standards were officially implemented. It took only 8 years to go from National One to National Three, and the speed was quite fast.
The National III emission standards at that time refer to the European III emission standards implemented by Europe around 2000. From this we can see that we were still in a catching up stage at that time.
It should be noted here that light diesel vehicles refer to diesel vehicles with a total mass of less than 3.5 in the national standard, that is, models such as pickup trucks and micro-cards. For cardholders, the models they drive from blue brand 4.2 light trucks to tow trucks are all heavy-duty diesel vehicles. The implication is that the implementation time of the National III emissions was officially implemented from July 1, 2008. As of July 1, 2013, this day is also the time for the official implementation of the National IV emissions. Compared with the past, the technology has been greatly upgraded. The implementation time of national 3 emissions has been maintained for 5 years, but it has been longer than the current emissions implemented. It took 4 years to upgrade the National IV to upgrade the National V 4, and 4 years to upgrade the National V to National V A. The possible reason is that compared with the previous country one and two, the third country is a major technological upgrade.
○ Figure 丨 high-voltage common rail
After the implementation of National III emissions, domestic diesel engines have officially entered the era of electronic injection, from the original large-pump mechanical oil supply system to an electronically controlled oil supply system. There are more pump nozzles, single pump , high-voltage common rail and other components than before. They can accurately control the injection volume, injection pressure, injection rate and injection timing, and achieve accurate oil supply in any speed range, which can better perform in engine fuel consumption and pollutant emissions. Although
has obvious advantages over large pumps, its technology is also more complex. Moreover, according to feedback from many users, the starting power of the electro-injection engine at low speed is not as good as that of the large pumps. This is not so popular with users for the heavy-load transportation that was commonly seen at that time.
Secondly, in the implementation stage of National III emissions, the majority of users who purchase National III vehicles have another embarrassing point, that is, there was no qualified fuel to use in the early stage. According to data, the "Diesel for Vehicles (III)" GB 19147-2009 standard, that is, the National III diesel standard, was officially promulgated in 2009 and implemented on October 1, 2010. At this time, more than two years have passed since the implementation of the National III emission standards. Before that, the National III machines could only use National III diesel that was not a mandatory standard before, but a recommended standard.
This also led to the fact that the emissions of the National III machine from 2008 to 2010 were difficult to meet the standards due to the lack of qualified diesel. The implementation of
3 National III emissions can be seen as a major technological upgrade. From large pumps to electronic injection, the road of electronic control has begun. Until now, there are more and more electronic control systems on the engine, becoming more and more precise, and the fuel consumption and emissions are also more stringent. It is also starting from the National III emissions that the domestic fuel standards have become implemented before emission standards, allowing higher-standard fuel to be launched in advance to avoid the absence of qualified oil available after emission standards are upgraded.
Every emission upgrade is accompanied by technological iteration. National III emission upgrade can also be regarded as the first step towards electronic control. Next is National VI and even National VII emission emissions. It emphasizes more on the cooperation of the power system. Through overall cooperation, it can be regarded as another major technological iteration.
However, I think the actual implementation time of National VI A/B emissions will be longer, which should be far more than 5 years. After all, the implementation time of Euro VI has been almost ten years, and the European VII standard has not been formulated yet, let alone the specific implementation schedule. The reason is the extreme harshness of pollutant emissions. The exaggeration is that the cleanliness is close to the air. Some passenger car manufacturers have expressed that it is difficult to meet the needs of trucks. It is estimated that a major technological change will be brought about by trucks. Euro 7 should be one of the reference objects for the next emission standards in China. You can imagine the difficulty of technology.
In recent years, my country's emission standards iteration speed has become faster and faster, from fast catching up to moving forward together, the National IV emissions were completed in July 2013, and by the full implementation of National VI in 2021, it has begun to be put on the agenda. Two iterations have been completed in just 8 years. Whether it is the technical span or the update speed, it is far beyond Europe. As long as it is iterated again, I believe it can be fully in line with Europe or even catch up. It is definitely a good thing in technology, but for ordinary users, it is not necessarily the case.
