"All have been replaced by new energy, what is the way out for fuel vehicles?"
"The No. 92 gasoline has broken 8 yuan, do you want me to buy a fuel car?"
"There is no cure for fuel vehicles"
This is the hot discussion that the professor has recently seen on the Internet, and many brands in the new era have transformed into new energy.
WEY, from "China's luxury SUV" to "a new generation of intelligent cars", to do new energy power;
BYD boldly abandoned pure fuel models and transformed into a new energy brand;
Audi CEO Marcus Dusman said in a media interview that "no new fuel engines will be developed in the future."
"Is it true that the internal combustion engine is dead?" However, in the professor's view, the internal combustion engine still has a glimmer of life, and some brands are still "sticking" to the fuel engine, and who are they?
Although Audi, and even Volkswagen have determined that pure electric is the future direction, this does not mean that they have completely abandoned, because now these "new engines" have long been established, but no longer set up a project to build a new type of internal combustion engine, the internal combustion engine that began to be developed in the past is enough for the Volkswagen Group to spend a long time.
According to the relevant information, the latest generation of internal combustion engines developed by Volkswagen will be launched in 2026 and is expected to be applied in 2040.
Back to the latest engine, it is necessary to count the 1.5T EA211 EVO engine, which is also determined to be installed on the new Sagittarius and has entered the application stage of the Ministry of Industry and Information Technology.
In terms of power performance, it only increases the "mere" 2 kilowatts (domestic version) than 1.4T, in fact, the internal combustion engine has long been "excessive performance", "environmental protection and low emissions" is the mainstream of the future, otherwise how can the public cope with the future emission standards?
The 1.5T engine of the EA211 EVO series has a miller cycle with a high compression ratio, and the compression ratio reaches 12.5:1, which is also a rather frightening level for turbocharged engines.
(The picture above is the Guandao 2.0T engine)
Conventional turbocharged engines have a low compression ratio, avoid knocking, and have stronger power, such as:
The 197-horsepower 1.6T engine of The Starway has a compression ratio of only 9.9:1.
Honda's 272-horsepower 2.0T engine compression ratio is 9.8:1.
This way we can understand why this new 1.5T power boost is not big. It just makes people want to ask, such a high compression ratio, can No. 95 gasoline still hold up?
In addition, it has been upgraded from EA211's 200-bar direct injection to 350bar direct injection; 5-hole injector nozzles to improve atomization performance; plasma cylinder wall coating, sodium-filled exhaust valves, and even closed cylinder technology. Today, Volkswagen's route is still upgraded on the existing basis.
Compared with volkswagen directly using the latest existing technology, it has improved in detail. Mazda played a big wave, raising the engine copy from "medium" to "hellish" difficulty.
Because it is also "out of nothing" to play the "spark plug control compression" technology, that is, the Anksela na SKYACTIV-X 2.0L engine, the theoretical thermal efficiency of 50%.
Although it is a "naturally aspirated engine", it actually adds a supercharged to meet the more air required for compression combustion.
In addition, this compression ignition is also a specific working condition can be achieved, so this supercharger also added a set of clutches for control, pressure combustion conditions are "mechanical supercharging", but usually it is "natural inhalation".
So with spark plug controlled compression technology, its compression ratio can reach an exaggerated 15:1! It should be known that the higher the compression ratio, the more the combustion of gasoline can be converted into kinetic energy, rather than wasted heat.
In addition, the 700Bar in-cylinder direct injection, 10-hole fuel injector, as an auxiliary 24V micromix system, so that this set of power can be described as "black technology" to the extreme, it is no exaggeration to say that it is even one of the most advanced fuel engines today.
This makes the Mazda Axela equipped with this powertrain have a maximum power of 180 horsepower, although it is still not as good as some high-power 1.5T power, but its comprehensive fuel consumption of the Ministry of Industry and Information Technology is only 5.2L/100 km.
In contrast, the 182-horsepower Honda Civic 1.5T fuel consumption reaches 5.8L/100 km, and the 150-horsepower Volkswagen Golf 1.4T also needs 5.5L/100km, which shows the high fuel consumption performance.
In general, the internal combustion engine still has a lot of room for improvement, depending on how the manufacturers develop, but it is certain that this route is difficult to go...
Watching Mazda go to such great lengths to upgrade the engine, Toyota's approach is relatively "easy", with the Atkinson cycle as the main tone, the use of electronically controlled timing variable system (VVT-iE) technology, coupled with various optimizations, so that the hybrid version of the 2.0L/2.5L engine has a thermal efficiency of 41% (compression ratio of 14:1), and the pure fuel version also has 40% thermal efficiency (compression ratio of 13:1).
Toyota actually took a "difficult road", in order to meet the emission standards, the simplest or add turbocharging, in the realization of the same power premise, reduce the displacement.
But as mentioned before, this forces a reduction in the compression ratio, and in the case of equal power, turbocharging is not necessarily more fuel efficient than natural aspirate... This is just a form of "curve saving the country" to meet emission standards.
Professors also do not want to see manufacturers in order to increase power, reduce displacement, and let the internal combustion engine to the "extreme", to know that "95 full, ruined!" ”
The oil money saved is all for Sinopec PetroChina, and the manufacturers just transfer the emission costs to the users, such as the Volkswagen EA211 (EVO) and Mazda SKYACTIV-X mentioned earlier, which are all 95# gasoline!
And Toyota's latest 2.0L, 2.5L power, but the 92 can meet.
The engine itself is efficient enough to keep it alive. Toyota also made it the main component of the hybrid system, with the engine output as the mainstay, the motor as an auxiliary, and as one of the earliest hybrid concepts, which is also true today.
Jun does not see those PHEV models in the past, there is electricity as fierce as a tiger, no electricity is weak as a chicken, and the key fuel consumption is also high! So without a fuel-efficient engine, don't think about making a real fuel-efficient PHEV model!
It is also based on the above Toyota's idea, in today's pure electric can not meet the needs of the Chinese people, to know that not everyone has a fixed parking space at home, or can install a charging pile;
Not everyone travels less than 300 kilometers a week, two days a charge for these users, it is too painful, even if the pure electric car less than 1 cent of the driving cost is really very fragrant...
The methods used by Chinese brands to sustain the internal combustion engine are "hybrid", "plug-in hybrid", and... The role of the engine is "relatively weakened", more to generate electricity, or to work at high speeds, which are not suitable for electric conditions.
In addition, compared with the Honda i-MMD, which adopts the "single gear" hybrid, some Chinese brands have adopted more gear DHT gearboxes in order to optimize the poor working conditions of pure electric power.
For example, the Geely Xingyue L Hybrid, equipped with a 1.5T hybrid system, the system has a comprehensive power of 180 kilowatts and a comprehensive torque of 545 Nm, matching the 3-speed DHT transmission.
For this hybrid model with 100 kW electric motors, the DHT transmission with more gears is crucial, and the HEV model has a negligible battery capacity and relies more on the engine to generate electricity and drive.
As a "non-charging" hybrid model, its NEDC fuel consumption is only 4.3L/100 kilometers, and a tank of oil can run 1300 kilometers!
PhEV is represented by the StarWay Wind Chasing ET-i, which is also equipped with a 1.5T displacement engine; thanks to the "power blessing" of the power battery pack, it can achieve a comprehensive maximum power of 240 kilowatts under the premise of 115 kilowatts in the engine part and 125 kilowatts in the electric motor part!
Its power loss fuel consumption is 4.8L/100 km, which can achieve a comprehensive endurance of more than 1,000 km.
PS: The comprehensive maximum power is more limited by the "power supply", and the general hybrid maximum power is not calculated by "1 + 1 = 2", but because of insufficient current supply, it is "1 + 1"
These hybrid models, especially Chinese brands, show that the internal combustion engine is very useful! On the one hand, it can generate electricity without endurance anxiety; on the other hand, it also contributes to the high-speed working conditions that pure electric is not good at.
In fact, China has not directly determined the "death date" of the internal combustion engine, and the "Energy-saving and New Energy Vehicle Technology Roadmap 2.0" issued by the Society of Automotive Engineers in 2020 explains:
Emphasis is placed on expanding the proportion of hybrid technology applications, with hybrids accounting for 50-60% of new traditional energy vehicles in 2025 and 100% in 2035.
Therefore, even if there are still fuel vehicles in 2035, it will be more HEV/PHEV. The engine's development route will also change, or pay more attention to the performance of fuel under certain operating conditions, after all, it will be used more as "power generation" in the future.
To some extent, the internal combustion engine specifically refers to the pure internal combustion engine has been sentenced to death, the new pure electric vehicle brands flocked to, the future is pure electric. But they are also undeniable that in some environments pure electric vehicles are not easy to use, which will take time to solve, whether it is battery technology or charging facility construction. This requires the "internal combustion engine" to make a transition, they have no mileage anxiety, and with the assistance of the motor, these fuel vehicles still have a short life, not to mention that some brands are still actively "renewing their lives" for them and improving fuel efficiency. The internal combustion engine does not die, but only gradually withers away.