With the implementation of the National IV emissions requirements, efficient and clean transportation solutions have always been a topic of concern in the industry, and it is a concrete reflection of corporate social responsibility. In fact, as early as 2012, Iveco and Fiat Powertrain Industries demonstrated their technologies and their unique solutions to meet Euro VI emissions requirements at a technical forum in Turin, as well as their ability to reduce fuel consumption and operations for future customers. Cost requirements plan.
Shang Fei Hong engine
The Shanghai Hongfei Powertrain Industry has always been committed to technological innovations that reduce operating costs, of which fuel consumption is the basic point to achieve this goal. When the Euro IV/V emissions standards were introduced in 2005, Iveco and Fiat Powertrain Industries had already chosen the SCR (Selective Catalytic Reduction) technology route. This technology can adjust the engine , so as to fully optimize the combustion efficiency and achieve the purpose of reducing fuel consumption. The resulting more nitrogen oxides will be processed by the SCR exhaust after-treatment system.
In view of the fact that the requirements of end-users for high-efficiency fuel engines have not changed, Iveco and Fiat Powertrain Industries have maintained the same technical route as Euro IV/V for Euro VI emissions regulations. Compared with the need to intervene in the combustion chamber and the exhaust system, Iveco can make the best use of the scientific and technological achievements made by the unremitting efforts of the Fiat Powertrain industry and further improve efficiency through SCR technology. The Fiat Powertrain industry has been fully patented for an efficient SCR system that can achieve unprecedented efficiency.
The post-processing technology of the Fiat Powertrain Industry, which uses a single SCR on Euro 6 cars, is unique because it can eliminate extreme exhaust gas recirculation and rely solely on catalytic reduction systems to meet extremely stringent nitrogen oxide emission limits.
Emissions: Overview
Due to the chemical reaction caused by combustion, diesel engines emit a series of pollutants, the most harmful of which are nitrogen oxides (NOx) and particulate matter (PM). The Euro VI emission regulations apply to all heavy commercial vehicles and passenger cars that are on the market after January 1, 2014, which requires that the emissions of harmful pollutants from tailpipes must be significantly reduced:
Compared with Euro 5, nitrogen oxide emissions need to be reduced by 80% (ETC test cycle, emission equivalent). Compared with Euro 5, particulate emissions need to be reduced by 66% (ETC test cycle, emissions equivalent). Plans to further introduce particulate limits will result in a reduction in total particulate emissions by more than 95%. Introduce ammonia emission limits.
In addition to this, the Euro VI emissions regulations have also updated a range of operational aspects: they apply to new test cycles in the transient and steady state globally. The transient cycle will repeat twice: once when the engine is cold and once after the engine has stopped for a while. Cylinder emissions are included without the use of a closed system. Emissions have been met for a period of up to 700,000 km or extended to 7 years for the largest model. Further enhance the performance of on-board diagnostic systems. Use portable measuring systems (PEMS) to check emissions during use and check and control emissions outside the cycle. Take measures to facilitate access to vehicle repair and maintenance information to ensure that independent operators can obtain this information. Since the first use of the global unified engine certification test cycle, the introduction of the Euro VI legislation represents a milestone in the development of global emissions standards.
Efficient SCR system
To achieve Euro 6 emission limits, only by using the SCR system, this system can be used alone or in combination with EGR (Exhaust Gas Recirculation System). The use of the EGR system reduces the emission of nitrogen oxides in the combustion chamber through the recirculation of exhaust gas, but correspondingly increases the emission of particulate matter and reduces the combustion efficiency. In addition, exhaust gas containing more particulate matter discharged by the engine must be reprocessed by a DPF (diesel particle filter). However, Fiat Powertrain Industry has taken a different approach by increasing the efficiency of the engine by not using exhaust gas recirculation and reducing the particulate matter produced by combustion. The remaining particulates are burned through the passive diesel particulate filter, while the nitrogen oxides are reduced through the exhaust system while improving fuel consumption, performance, and reliability. The high-efficiency SCR system of Fiat Powertrain Industry can reduce nitrogen oxide emissions by more than 95%.
Specifically, the system consists of the following components: Diesel Catalyst (DOC), Passive Diesel Particulate Filter (DPF), Additive Blue Dosing Module, Adder Blue Mixer, Selective Catalytic Reduction (SCR), Cleanup Catalyst (CUC) . Finally, a sensor integrated network is used to control the emissions of nitrogen oxides and excess ammonia.
The "single SCR" technology is a new comprehensive method introduced under the extensive research of the Fiat powertrain industry. These studies have brought many important patents:
"Closed" control: The amount of tanned ration can be accurately controlled to reduce the NOx emissions at the SCR catalyst inlet.
Self-adapting blue dispensing system: Due to the use of nitrogen oxide and ammonia sensors, the control system can provide accurate information on the composition of the exhaust gas.
Insulation high turbulent mixing: Allows uniform hydrolysis of urea and proper distribution of exhaust gas flow.
Improved thermal management: Accelerate the activation of the SCR system in the cooling section of the discharge cycle.
All components of the entire exhaust after-treatment system are contained within a compact, fully enclosed structure that does not interfere with retrofit work or installation of chassis equipment and minimizes weight.
Euro six engine
By continuously making technical improvements to the advanced engine range, the Euro 6 engine has introduced technology remanufactured products that allow Iveco vehicles to maintain their leading technological characteristics. The key to optimizing combustion efficiency is to have high average cylinder pressure and high injector pressure. To achieve these goals, important changes have been made to the engine block and cylinder head design, including increased structural rigidity, increased coolant flow, and increased working volume. The Euro 6 engine series uses the latest generation common rail injection system with a maximum injection pressure of up to 2200 bar.
Euro 6 engine introduced a new electronic control unit to manage engine parameters and precise control of the post-processing system. The new electronic control unit aims to optimize the compactness of the structure and fully integrate the functions of all engines, SCRs and DPFs. The Cursor engine uses a variable geometry turbocharger, which features an electronic control unit to optimize engine response at low speed loads and improve engine braking efficiency. In addition, all engines are equipped with an engine brake throttle to support passive regeneration of the DPF, and it can increase engine braking performance by 30% compared to the current Euro 5 engine.
In order to achieve the best environmental performance, the Euro 4/5 engine is equipped with a closed-circuit engine intake system, while the Euro 6 engine retains this configuration. In order to prevent the engine gas mist, a high-performance oil separation system was also introduced to minimize the possibility of fuel contamination of the DPF.
Due to the optimized combustion scheme, the amount of particulates emitted from the engine has been reduced, so there is no need to use DPF regeneration, which is very important for controlling fuel consumption and regular maintenance. In addition, since the engine only inhales clean filtered air and does not inhale any recirculated exhaust gas, the engine wear can be kept at a very low level and the oil change cycle can be increased to 150,000 kilometers. This also brings advantages in operating costs and reduces downtime due to scheduled maintenance. Its advantages can be summarized as follows: Higher reliability; Higher output power without an advanced air management system; Increased maintenance cycles due to reduced engine wear (up to 150,000 km depending on the application ), Operating costs are reduced; engines and efficient post-processing systems are compact, well-designed, lighter, and require less space for installation.
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