XI'AN TAIMA BIOLOGICAL ENGINEERING CO.LTD , https://www.taimabio.com
In an instant, the State III emission standards have been officially implemented for more than two months. Although the debate in the commercial vehicle industry on how to deal with the country III should continue to be controversial, but the market is not waiting for people, customers are making their own judgments and choices. Judging from the July heavy truck sales data in the first month after the implementation of State III, the sales volume of the heavy truck industry in July was 28,916, which was a sharp drop of 51.06% from June before the implementation. Among them, FAW and Dongfeng's July sales volume in the conventional emission control technology line (mainly electronically controlled high-pressure common rail technology) dropped by around 70% month-on-month, which is far greater than the decline in the industry; and the unconventional technology route (H pump + EGR technology) was adopted. The sales of China National Heavy Duty Truck in July also fell by 35.18% compared with the previous month, but the decline was only half that of FAW and Dongfeng. It sold 5,970 vehicles in that month, ranking from the third in June to the first in 2007. It seems that what kind of technical route is really worthy of consideration by commercial vehicle companies, especially the medium and heavy truck companies.
In fact, after more than six months of controversy, even commercial vehicle users in the commercial vehicle industry are familiar with common rail technology and EGR technology. The common rail technology is not only advanced but also mature, and is most beneficial to future emission upgrades. However, due to the fact that the technology is almost entirely monopolized by multinational companies such as Bosch, the cost is high, coupled with its sensitivity to oil, insufficient capacity, and maintenance. The service is inconvenient and expensive, so it is reasonable for Chinese customers to be a bit off guard for a certain period of time. EGR technology has been eliminated by developed countries such as Europe and the United States. It is very difficult to upgrade the emission standards in the future. In particular, the engine of this technology can be effectively installed by the government when it is detected by the government. The questioning of commercial vehicle companies such as Dongfeng and Dongfeng is certainly not surprising. However, due to the low cost of this technology, it is not sensitive to oil products, and maintenance services are convenient and inexpensive. Therefore, it is also reasonable to be welcomed by customers as a transitional solution in the short term.
However, what is puzzling is that the focus of the current industry controversy is mainly on the "electronically controlled high pressure common rail injection" and "H pump + EGR" two major technologies, and few people talk about European commercial vehicle giants to achieve Europe III , And even the mainstream technology of Euro IV - electronically controlled monomer pump.
At present, more than 85% of heavy-duty diesel engines on the European market use electronically controlled monomer pump technology. The technology fuel injection per cylinder of the engine is performed by separate injection units. The unit pump and the injector are connected by a high pressure oil pipe. The diesel fuel is supplied to the injector by an electromagnetically controlled oil spill valve placed in a single pump body. The ECU receives and processes the engine operating parameter information from each sensor and compares it with the stored optimal value to control the injection timing and fuel injection quantity. Its maximum injection pressure can currently reach 2000 bar or more.
Electronically controlled combination pump is an electronic control unit pump combined into one type, its working principle is basically the same with the electronic control unit pump. Because the electronically controlled monomer pump is equipped with a high-pressure pump for each cylinder of the engine, its greatest advantage is that the structure is relatively simple, there are few changes to the prototype engine, the performance is reliable, the failure rate is low, the service life is long, and maintenance is convenient. In addition, the monomer pump is less sensitive to the cleanliness of the oil, especially because of the higher injection pressure, the sensitivity of the high-power diesel engine is relatively weaker. Under the condition that the current domestic oil quality cannot meet the requirements, the advantage of using the monomer pump technology is self-evident. Of course, compared with the high pressure common rail system, the electronically controlled monomer pump also has disadvantages, mainly because it is unable to freely control the fuel injection pressure and the low speed performance of the diesel engine is not good.
Fortunately, currently in China, two companies, Chengdu Witt and ASIMCO Nanyue, have completely overcome and mastered all the problems of single-pump technology. It is said that their independently-innovated product, electric control combined pump, has already covered The price of all commercial diesel vehicles is medium and light, and its price is currently only half that of the electronically controlled high pressure common rail injection system; at the same time, the engine companies owned by the two leading FAW and Dongfeng companies have also entered the monomer pump technology. In the final phase of the research, it is expected that its products will be launched in the first half of 2009. It is predicted that domestic electronically controlled combination pump products represented by Chengdu Witton and ASIMCO Nanyue are expected to generate 2-350,000 sets of production capacity within the next year, and the price can be reduced to 35% of the common rail system by that time. %.
According to the above analysis, the author believes that the electronically controlled monomer pump is an important choice for meeting the requirements of China's national conditions in response to the commercial vehicle industry III technology route, and it is no exaggeration to say that it is the best choice. It is initially expected that by the end of this year, the common rail system will account for 60% of the domestic fuel injection system market, with single pump and in-line pump + EGR each accounting for 20%; in mid-2009, these three technologies will each take up three parts. One; but by the end of 2009, the single pump will rise to 40% or higher, while the common rail system and inline pump + EGR will each drop below 30%.