"The technological progress of diesel engines over the past 20 years is actually driven by people's demand for emission reductions." Peng Lixin, chief technology officer of Cummins (China) Investment Co., Ltd. (Cummins China), points out that from the perspective of Europe, 1992 Since the beginning of the implementation of Euro I, the implementation of Euro II in 1996, the implementation of Euro III in 2000, and the implementation of Euro IV in 2005, the emissions of leading automotive engines have been reduced by 99% in 20 years, and Cummins has already done so.
Peng Lixin was born in 1957, but he can't see the actual age, and the gentleness behind him exudes confidence and perseverance. “From 1993 to 2013, the global demand for single-engine emission reduction of diesel engines was at least 96%. Now, Cummins has been able to do it. By 2014, when Euro VI standards are implemented, it will be reduced to 0.4 grams again, and the total emission reduction will be 55%. Particulate matter emissions will be reduced from 0.3 grams to 0.01 grams, and total emissions will be reduced by 94%."
On June 19, 2009, Shaanxi Automobile Group Co., Ltd. Cummins State IV heavy trucks were listed on the initial launch and the first vehicle delivery ceremony was held in Xi'an. This is the sign that Cummins has allowed Chinese diesel engines to raise their national III emission standards to the national IV emission standards. However, before the introduction of this product, "there was one thing that made us very difficult." Peng Lixin told reporters. Cummins China produced the diesel engine of the National IV. It is necessary to get the National IV diesel engine to the vehicle for verification. However, the Chinese government's regulation is that a truck without a license plate cannot be on the road, and this engine is only a test product. There are no basic files for the National IV diesel engine's files, and there is no "grandcard" yet, so this has become a deadlock."
In foreign countries, the operation process before an engine is put on the market is that a diesel engine that has not been tested successfully cannot apply for a license. However, China’s policy is that it cannot be used without a license. In the face of this thorny issue, Peng Lixin, who has always been very confident, thought of an idea. “In the end we will sell the engine of the State IV as the State III. Then, tell the user, “Our engines are all packaged, and we guarantee 12 There was a problem with the car within the hour. We had engineers to solve the problem and told him that we were selling a test car."
National IV, the national fourth-phase motor vehicle emission standard, is equivalent to the Euro IV standard in Europe. Compared with Guo III, Guo IV needs to further reduce about 30% of its pollutants before it can reach the standard. However, in the measurement system of the three diesel engines for emissions, fuel consumption, and cost, the cost has risen due to the increase in fuel consumption and emission indicators. The price of diesel engines alone has increased by nearly 20,000 yuan. Therefore, Cummins China has some headaches for the fact that Chinese customers do not buy things. Cummins China is committed to making all three assessment indicators meet the needs of customers. This challenge is particularly daunting. However, it is more difficult for Peng Lixin to make it harder. Peng Lixin said: “When the implementation of the National II emission standards, because the government is aggressively implementing new technologies, no supercharger will not recognize the achievement of the National II emission standards. No matter what data the manufacturer has come up with, it is not satisfactory. When it came to implementing the country III emission standards, the government did not persist."
Can choose diesel engine technology, this is China's advantage. However, China still wonders whether it is better to use selective catalytic reduction (SCR) or exhaust gas recirculation (EGR), but Professor Ning Zhi of the School of Mechanical and Electrical Engineering at Beijing Jiaotong University told reporters that EGR is mainly used in small vehicles. There is nothing controversial. The SCR technology reduces the NOx in the exhaust gas to N2 and water by adding solution, while the EGR technology separates and introduces part of the discharged exhaust gas into the cylinder to reburn it to reduce the NOx content in the exhaust gas. This is Cummins's chosen technology path. Although the sensitivity of SCR system to sulfur is not too strong, and the quality of diesel oil is not high, and because it is also applicable to vehicles of the National III emission standards, the upgrading country V is also convenient. Therefore, the main choice for the upgrading of national heavy trucks such as buses is IV. The SCR technology line. However, due to the import of some key components and the high cost, there are also problems with domestic engines that do not match. In fact, it has been plaguing the problem that diesel engines cannot move to the National IV emission standards and also involve oil products. This is why some domestic diesel engine manufacturers may choose SCR systems. At the two sessions in 2010, Chen Hong, President of the Shanghai Automotive Industry Corporation and deputy secretary of the Party Committee, pointed out in his proposal: “The phenomenon that oil quality has always been below the requirements of automobile emission standards has continued in China for many years. Oil products that meet emission requirements cannot be supplied to the market in a synchronized manner, which has affected the smooth implementation of China's overall strategy for energy conservation and environmental protection."
This appears to the Chinese Internal Combustion Engine Industry Association as a person who does not wish to be named, which has become a major obstacle to the implementation of higher-level emission standards for diesel engines. However, China is facing the fact that emission reduction is the main driving force for the development of diesel engine technology. It is possible to abandon the energy saving and emission reduction of diesel engines to develop new energy sources. However, Su Huaishan, deputy director of the Automotive Division of the Ministry of Industry and Information Technology, told reporters: “Traditional car energy-saving and emission-reduction technologies must continue to advance. First of all, new energy vehicles must have a gradual process; Secondly, commercial vehicle diesel engines The gap between energy-saving technologies and foreign countries is still quite large. The gap in fuel consumption and emission levels is even greater than that of passenger cars in developed countries. It should be said that the energy-saving and emission reduction of diesel engines is more important.†Nevertheless, the issue of energy saving and emission reduction of Chinese diesel engines has been It is still unknown whether diesel engine manufacturers will make the same mistakes on the way forward.
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