Commodity intensive research:
On the premise that the strength of various alloys exceeds the original iron pimples, lightweight propulsion can greatly improve the fuel consumption of the whole vehicle, mileage, NVH (noise, vibration and acoustic vibration roughness Noise, Vibration, Harshness abbreviations) and so on.
Under the influence of "double points" and other policies, commodity monarch feels that this must be the high certainty direction of the improvement of the automobile industry in the future.
(1) the "double integral" landing opens the curtain of the second half of lightweight, (2) lightweight is an important way to alleviate the mileage pain point of new energy vehicles, (3) lightweight can meet the higher requirements of the market for vehicle control and NVH, and (3) lightweight is an important way to alleviate the mileage pain point of new energy vehicles.
Lightweight is one of the most important means to continue to reduce fuel consumption.
The low degree of automobile lightweight has been implemented for many years, but the current lightweight level does not meet the requirements of the national "double integral" policy for fuel consumption in 2020. According to this requirement: by 2020, the average fuel consumption of domestic passenger car enterprises (the weighted average of fuel consumption according to the national standard, including the share of new energy vehicles, referred to in this paper as fuel consumption, the same below) is not allowed to exceed 5L/100km. But in fact, the weighted average fuel consumption of all domestic passenger cars in 2017 still reached 6.24L/100km, taking into account the share of new energy vehicles.
By 2020, fuel consumption needs to fall by 7.1 per cent a year to meet the "double integral" requirement.
However, the average annual decline in fuel consumption over the past four years has been only 3.8 per cent.
Among the ways to reduce fuel consumption, the one with the greatest feasibility and the least impact on the overall design of the vehicle is lightweight.
Other ways include improving the thermal efficiency of the engine, reducing the loss in the transmission process and improving the friction characteristics of the wheel, all of which involve a lot of redesign and calibration work, the development cycle is relatively long, and the feasibility is low.
The results show that the fuel consumption of domestic passenger cars is positively correlated with the quality of preparation, and the general relationship is as follows:
Fuel consumption (L/100km) = 0.0051x ready mass (kg) + 2.3579
Therefore, for every 100 kg reduction in passenger vehicle weight, the average fuel consumption can be reduced 0.5L/100km.
Considering that the incentive weight for the share of new energy vehicles in the "double integral" calculation in the next few years will be reduced year by year, relying solely on the growth of the share of new energy vehicles, the average fuel consumption can only be reduced to about 6L/100km by 2020, There is still a long way to go from 5L/100km 's goal. With the official implementation of the "double points" on April 1, 2018, the actions of the whole car factory to reduce fuel consumption will be accelerated. As a result, a number of lightweight measures that could not be implemented because of costs and other reasons will be gradually adopted by the whole car factory.
At the same time, lightweight is also the cornerstone of the rapid development of new energy vehicles. In recent years, new energy vehicles have developed rapidly. in 2017, nearly 800000 new energy vehicles were produced and sold in China. The market expects the CAGR to remain above 40 per cent until 2020.
However, battery life is one of the bottlenecks in the development of new energy vehicles. The average mileage of new energy vehicles in the market of our country is less than 200 km, and the excessive weight hinders the further improvement of the mileage. At the same time, state subsidies for new energy vehicles are directly related to mileage.
In the future, the requirements of the country for the mileage of subsidized models will gradually increase, and the national policy will become one of the main driving forces for the whole car enterprises to improve the mileage. Since 2018, the state has significantly increased the mileage requirements for subsidized models, and the division of subsidy standards has been more detailed: pure electric models with mileage less than 150 kilometers no longer enjoy subsidies; Pure electric models with a mileage of more than 350 kilometers will enjoy more subsidies than in 2017.
Studies have shown that for every 10 kg reduction in the weight of a pure electric vehicle, the mileage can increase 2.5km. According to the application of lightweight parts, the average weight loss 100kg can be calculated, and the mileage can improve the 25km. For new energy car companies, lightweight is expected to obtain better government subsidies while effectively alleviating consumer mileage anxiety. At the same time, batteries account for a large proportion of the mass and volume of pure electric vehicles, and lightweight helps to allocate more weight and space to batteries, thus further improving mileage.
Acceleration: for every 10% reduction in car weight, the acceleration time of 100 km can be reduced by 5%;
Braking: for a family car with an overall weight of 1600 kg and an acceleration time of 8 s, if the weight of the car is reduced by 50 kg and other systems remain unchanged, the braking distance of 100 km can be reduced by 1.25 m. The braking distance of general household vehicles is 36 ≤ 42 meters, and the gap of 1.25 meters can significantly reduce the probability of accidents.
Lightweight materials can shorten the development cycle and save costs. In the development of NVH, it is necessary to repeatedly verify and optimize the design of damping bushing, soundproof components and brake muffler for noise and jitter problems. The heavier steel parts increase the difficulty of matching. Lighter aluminum alloy parts can reduce the vehicle's requirements for damping and silencing components, while avoiding natural frequency conflicts (one of the noise sources) caused by the extensive use of the same steel parts. So as to effectively shorten the debugging time for NVH problems in the development process, enhance the competitiveness of vehicle NVH, and reduce the R & D cost of automobile enterprises at the same time.
Commodity intensive research is a new content module. every day, from hundreds of securities research newspapers, we screen out the latest and hottest securities research newspapers and refine them, and extract the most core investment logic and the most concise charts. Whether it's stocks, futures or other commodity-related areas, scan the QR code below, there's always something you care about!