Although the implementation time of the National IV standard has not yet been clarified, truck companies have not taken it lightly. In early 2010, truck companies have released the national IV technical route. As a supplier of components for electronically controlled diesel injection systems and exhaust gas aftertreatment systems, Bosch is also actively making reserves of product technology and production capacity, and is committed to the upgrading of China's diesel commercial vehicle emission levels.
High-pressure common rail into the mainstream
In the national IV technical route, whether it is the CRS (High Pressure Common Rail) + SCR (Selective Catalytic Reduction) selected by the heavy truck company, or the CRS + EGR (Exhaust Gas Recirculation) + DOC (Oxidation Catalyst) selected by the medium and light truck companies ), CRS + EGR + POC (particulate catalytic oxidizer), CRS + EGR + DPF (particle trap), have one thing in common, that is, high pressure common rail technology. Although the high-pressure common rail and EGR disputes existed on the market since the implementation of the National III Standard on July 1, 2008, after more than one year of market selection, the high-pressure common rail system was consistent in terms of technical stability, reliability, and environmental protection. The advantages of such aspects are increasingly recognized. At the same time, the advantages of high-pressure common rails in technology upgrades have enabled the engine and vehicle companies to reach consensus on the National IV solution.
Zhang Xiao, manager of Bosch Diesel Technology Center's engine and vehicle laboratory, stated: "The common rail system is a high-pressure injection system that can achieve multiple injections and multiple injections. Its injection pattern can be flexibly changed to meet the requirements for reducing fuel consumption and emissions. The reason for the common use of high pressure common rail in the country IV stage is that the high pressure common rail system is entirely an electronic control system and can achieve ultra-high pressure injection, that is, if the injection pressure of the original common rail system is 1600 bar, it may reach the national V stage. 1800 bar, even 2000 bar or even higher. In the course of upgrading the emission standard, conventional mechanical pumps are subject to problems such as injection control and injection pressure, which cannot further reduce emissions."
The price of SCR urea injection system is expected to be localized
In the selection of the National IV technical route, all heavy truck companies basically adopt the high pressure common rail + SCR technology route. Zhang Xiao believes: "In the process of upgrading from State III to State IV, in the next few years, the market of SCR technology post-processing system will be rapidly upgraded and become a sunrise industry."
For this reason, Bosch has introduced the DENOXTRONIC urea injection system for diesel commercial vehicle SCR technology. It can reduce fuel consumption while reducing emissions, and can reduce NOx emissions by about 85%, saving about 5% in fuel consumption compared to the National III engine. . As a result, the user's additional investment in such a system can be recovered through the reduced fuel consumption of the vehicle during use. According to the price of fuel oil and car urea, investment can be amortized within 1 to 2 years.
"Not only that, the SCR technology of the engine is more adaptable to the oil. Even if the State III diesel with sulfur content below 350ppm is used, the engine and the vehicle can meet the national IV emission requirements." Zhang Xiao said.
In the face of future market demand, Zhang Xiao said that in the future Bosch DENOXTRONIC system will be fully domesticated to local production, local facilities, and local supply. It will no longer rely on foreign production capacity, and prices will also meet the Chinese market demand, which is lower than in Europe.
Looking forward to clarifying the implementation time of State IV
However, the market demand for future high pressure common rail and exhaust gas aftertreatment systems still depends on the implementation of State IV. "If the implementation date of the National IV standard can be determined early, companies can formulate more specific production plans and expand production capacity in time," said Zhang Xiao.
In addition to policies, Zhang Xiao believes that the urea supply and oil products have yet to be resolved. The survey shows that there is no problem in the production capacity of vehicle urea, and there are no complicated technical requirements for storage and transportation. It is only necessary to improve the supporting facilities, that is, to speed up the construction of vehicle urea supply station outlets. At present, only the bus systems in several major cities such as Beijing and Shanghai have built urea supply stations for vehicles. In addition, although most cities still supply regular diesel with sulfur levels much higher than the National III standard (350ppm), according to the “Detailed Regulations for the Adjustment and Revitalization of the Petrochemical Industry†issued by the State Council, by the end of 2010, all vehicle diesel will reach State III standard, which will be conducive to the implementation of the National IV standard. However, to fully realize the environmental benefits brought by the national IV standard and upgrade of automobile technology, it is still necessary to provide national IV diesel. At present, some large cities have begun to supply the National IV diesel. For example, Beijing began to supply the national IV diesel with sulfur content below 50ppm in 2008. Shanghai began to supply the national IV diesel on November 1, 2009, which is the future of the country IV. The popularity of diesel fuel and the implementation of the National IV Standard have played a catalytic role.
View related topics: State III standard commercial vehicle companies usher in new challenges
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