The diesel engine industry entered the fourth national era. The reporter learned from the Ministry of Environmental Protection that starting from July 1, China will implement the fourth stage emission standard for light vehicles nationwide, and light vehicles that have not reached the national IV emission standard will not be able to enter the new vehicle announcement of the Ministry of Industry and Information Technology. With effect from July 1, 2011, light vehicles that have not reached the National IV emission standard will not be sold or registered nationwide. At the same time, the Ministry of Environmental Protection has, on January 1, 2010, ceased to apply for the approval of the national heavy-duty trucks in accordance with the provisions of the national emission standards.
Post-processing technology into focus
Secretary-General of the Internal Combustion Engine Aftertreatment Special Committee, Hong Jianhua, told the reporter: "From the second to the third, the key lies in the fuel injection system, and from the third to the fourth, we must use post-discharge technology."
In the middle of the 20th century, with the continuous improvement of automobile environmental protection standards, the post-discharge processing industry has risen in Europe and the United States and has developed rapidly. At the end of 2006, three companies, Volkswagen, Audi and Mercedes, jointly launched bluetec technology, which caused a great sensation in the world. Bluetec is an advanced emission post-processing technology. According to statistics from the US Environmental Protection Agency, diesel engines use bluetec, reducing particulate emissions by 98% and reducing harmful gas emissions by 80%.
In recent years, China's internal combustion engine manufacturers have made great progress, but there is a big gap with foreign countries in the development of engine products. The post-discharge processing industry has just begun.
China's huge market has attracted world-renowned internal combustion engine research institutes to enter China. Following the AVL and FEV, the Southwest Research Institute of the United States, the United Kingdom Lotus, the Czech Alcodida, the Australia Australian Bitto, and the Austrian company Alvi have recently entered the Chinese market. For example, BASF in Germany has established a wholly-owned subsidiary in Shanghai. The Beijing Cummins Engine equipped with Beijing Bus adopts SCR (Selective Reducing Catalysis) provided by BASF.
“These companies cooperate with Chinese companies to develop new products and have corresponding recommendations for the selection, matching, and finalization of post-processing devices. If China does not develop its own post-disposal manufacturing industry, it is likely to become foreign sales. The market where emissions from post-processing products gain the most benefit, said Ni Hongjie, Honorary Chairman of China National Internal Combustion Engine Industry Association.
“At present, the European post-discharge processing industry has an estimated output value of 80 billion yuan. Based on China’s vehicle ownership, the national post-treatment industry will generate a market share of several hundred billion yuan.†According to relevant persons from the industrial association, "The profit from the post-treatment of diesel engine emissions is very rich and has received the attention of multinational corporations."
Domestic companies are also developing diesel after-treatment products. These companies are mainly original gasoline engine aftertreatment systems suppliers. It is understood that at present, several key enterprises in the diesel engine after-treatment system have been formed in China, including Wuxi Weifu Lida Catalysis Purifier Co., Ltd., Sichuan Zhongzi Autogas Purification Company and Kunming Guiyan Catalysts Company.
“Our main production tail gas aftertreatment catalyst, in 2005 will invest in research and development, is currently working with a number of domestic diesel engine production enterprises.†Chen Qizhang, general manager of Sichuan Zhongzi tail gas purification company said. “There are not many domestic companies that can provide mature products, and there is a large gap between the technology and the advanced level in foreign countries.â€
Market Choice SCR Technology
According to reports, at present, the international internal combustion engine industry has evolved from Euro III to Euro IV. There are basically two basic systems. In general, Europe tends to use SCR (selective catalytic reduction) systems to treat nitrogen oxides in tail gas with urea solutions; the United States and Japan prefer EGR (exhaust gas recirculation) systems, ie, through particle traps or particle catalysis Converter (DPF), an EGR (Exhaust Gas Recirculation) technology that processes combustion-generated particles. Because of different national conditions, companies in different countries have different tendencies in selecting technologies.
According to the reporter's understanding, on the technical route, domestic mainstream diesel engine manufacturers have basically reached consensus, and SCR will be the main technical direction for future domestic diesel engine emission upgrades. Currently, Cummins, Weichai, and Yuchai have adopted SCR technology.
Analysts attributed the SCR system to the Chinese market due to the following reasons: First, the SCR system can effectively save fuel consumption. The fuel consumption of the SCR system is slightly lower than that of the EGR+DPF system, and its consumption of urea aqueous solution can also be compensated for in fuel consumption. Second, if this technology is adopted now, emission regulations can be met for a long time until the introduction of Euro V and even higher emission standards. Third, in the EGR+DPF system, the volume of the cooler needs to be increased. The SCR system requires only an additional storage tank, which has little effect on the design of the vehicle cab. Fourth, the engine complexity is low. The SCR system can meet the National 3 and 4 standards at the same time and can be introduced in advance in some areas.
In the face of the forthcoming National IV emission standards, domestic enterprises have already prepared. Dr. Li Qin, Senior Technical Consultant of Yuchai Machinery Co., Ltd., said: “Mainly domestic mainstream companies are basically developing SCR products, but only Yuchai is the only mass-produced product.â€
Yuchai's first-mover advantage is the formation of the market. Because the SCR aftertreatment system market is relatively concentrated, it is basically in urban buses, and Yuchai's customers are precisely concentrated in the bus area. As early as 2006, Yuchai launched China’s first national diesel engine with independent intellectual property rights, which is five years ahead of the national mandatory implementation of the fourth national emission standard.
Since then, Yuchai has carried out a large number of adaptive tests for SCR systems, providing scientific basis for the wide application of SCR systems in China. In December 2006, Yuchai's YC6L-40 diesel engine, which emitted up to four countries, successfully passed the provincial-level technological achievement appraisal. “Today, about 6,000 vehicles in China use engines equipped with Yuchai’s SCR system. In 2008, more than 5,500 of the buses serving the Olympic Games used engines equipped with Yuchai’s SCR system,†said Li Qin.
As a foreign diesel engine company that came to China for local production earlier, Cummins’ technology has always been of concern to the industry. A few days ago, a related person in the Cummins Engine Division stated that it will meet the zero-emissions EPA2010 standard through the installation of an SCR aftertreatment system. It is the most stringent emission regulation in the world today, and the requirements for nitrogen oxides and particulate emissions are very strict. It is required to significantly improve engine efficiency and durability. According to the person in charge, Cummins can use the SCR technology to provide the highway market with the most fuel-efficient advantages of low-energy engines. It is expected that the fuel efficiency of the EPA2010ISX15 litre engine will increase by more than 5%, and the mid-horsepower engine will increase by 3%.
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