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Under the dual pressures of energy and the environment, the development of hybrid power is increasing.
Recently, Hunan Keliyuan Changsha Plant was formally put into production. This is the first manufacturing plant in China that independently masters the core components of hybrid vehicles, nickel-hydrogen batteries, with an initial production capacity of 60,000 units.
On the day of production, Changan Automobile signed a strategic cooperation agreement with it and became the first local vehicle company to try to develop a hybrid vehicle. At the same time, several other major automobile groups in the country also arrived at the scene and approached Keli.
Domestic auto companies have extended olive branches to Keli and are closely related to the background of China's promotion of energy-saving and emission reduction. In sharp contrast to this, compared to the development of pure electric vehicles, it has won a lot of policy encouragement. The state's support for hybrid power is only equivalent to energy-saving cars. The industry is calling for more support for the hybrid. Otherwise, the future fuel consumption limit may become a dead letter.
Great pressure for energy saving and emission reduction
According to data from the China Association of Automobile Manufacturers, from January to September of this year, China's automobile production and sales volume were 15,938,400 vehicles and 15,887,100 vehicles, respectively, an increase of 12.78% and 12.70% year-on-year. Some industry insiders predict that the growth of the Chinese auto market in 2013 is expected to end in double figures, and the sales volume of new cars will exceed 20 million for the first time.
The ever-increasing sales of new cars will once again push up China’s car ownership. Concomitant with this, issues such as environmental degradation, energy shortages and urban traffic congestion are also highlighted.
In this context, the related ministries and commissions of the country are increasingly strict about the management of vehicle fuel consumption. On May 1st this year, the "Accounting Measures for Average Fuel Consumption of Passenger Vehicle Enterprises" (hereinafter referred to as "Measures") was formally announced. In 2015, the average fuel consumption of passenger car products in China fell to 6.9 liters/100 kilometers in 2020. It will be further reduced to 5.0 liters/100 km.
At present, the average fuel economy of passenger cars in China is 7.38 liters, which means that the accumulated fuel consumption of cars will be reduced by 32% in the next seven years, and in the past six years, the average annual fuel consumption in China has only decreased by 1.3%. %.
Under the imminent pressure of energy saving and emission reduction, the promotion of hybrid vehicles is considered to be the most feasible approach.
At present, most of the world's hybrid vehicles use nickel-metal hydride batteries. According to "Daily Economic News" reporter, currently more than 90% of Toyota's hybrid cars use nickel-metal hydride batteries. In addition, in the hybrid vehicles that have sold more than 5 million vehicles worldwide, there has been no incident of spontaneous combustion or fire of batteries.
Recently, the Gasgoo Automotive Research Institute has investigated more than 2,300 industry insiders on the topic of the development path of energy conservation and emission reduction. The results show that 35% of people believe that hybrid power is more technologically mature than pure electric vehicles. If the domestic automobile enterprises do not develop hybrid power, the future fuel consumption standards or regulations will be delayed.
Call for greater policy support
The biggest bottleneck for restricting hybrid power is still cost.
According to foreign development experience, the governments of major automobile-producing countries such as the United States, Japan, and Europe all gave vigorous support to hybrid vehicles through various means in the early stage of industrial development. Among them, the most popular methods include the reduction of purchase tax, consumption tax, and fuel tax.
At present, China still adopts pure electric vehicles and plug-in hybrid vehicles as its main promotion direction. For hybrid vehicles, some people in the industry point out that it is only “oral encouragement, but there is not much substantive actionâ€.
At present, hybrid power and new energy vehicles enjoy a far cry from their subsidies. A subsidy for a pure electric passenger car can reach 60,000 yuan, while the hybrid car only enjoys the same 3,000 yuan subsidy treatment as an energy-saving car.
"Hybrid products can save 40% of fuel, and are not on the same level as traditional energy-saving vehicles, but they only enjoy the same subsidies," said Song Jian, dean of the Institute of Automotive Technology at Tsinghua University.
Even if we do not consider policies to support this path, because the market is not yet clear, it is very difficult for Chinese auto companies to have the courage to promote large-scale development. At present, most companies are in a wait-and-see attitude.
Ren Yong, general manager of Chang’an New Energy Automobile Co., Ltd., told the reporter of “Daily Economic Newsâ€, “If the 2020 “Measures†cannot be fulfilled, serious companies will suffer. For companies, they also need to invest cautiously.†Currently, the National IV standard that commercial vehicles have repeatedly postponed has already provided a lesson.
In this situation, the business is dilemma. On the one hand, if the fuel standard limit of 2020 is to be fulfilled, it must be acted at an early date; but on the other hand, if the policy is not fulfilled, then the company's investment may be overdone.
In fact, in addition to Changan Automobile, several major automobile groups are also acting in secret. At the time when the Keliyuan Changsha plant went into production, SAIC, FAW Group, Dongfeng Group, Guangzhou Automobile Group and Beijing Automotive Group were all absent from the large-scale automobile group, and they were all in private contact with Keliyuan.
Some analysts pointed out that at present, the country has not been able to support hybrid power more slowly. The main concern is that these dividends will eventually flow into the hands of Japanese companies that are far ahead of the hybrid technology.
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