The designers of commercial vehicle engines advised in a similar destiny conflict as that of car engines: on the one hand, a powerful exhaust poisoning increases the consumption, on the other hand it must now be lowered even strongly. From the supplier MAHLE, a proposal for a key technology for this area is now.
For heavy commercial vehicle engines, the exhaust standard Euro VI for the European market or EPA-MY2017 legislation for the USA is currently valid. In order to achieve the values, measured in the laboratory and in real traffic, already today, among other things, a particulate filter and a dividing of the exhaust gases using SCR catalyst are already necessary. Another compilation of the limits is to be expected. In the US, the importation of so-called ultra-low-nox emission standards is discussed, with the aim of the California Air Resource Board (carb) of 20 mg / bhp-hr (gram pro "Brake Horse" Time hour, "Brake Horse" Corresponds to PS; G / BHP-HR = G / KWh: 1,341) as the strictest limit.
In addition, the planned fleet consumption is available for commercial vehicles over 3.5 tonnes in the EU. Since 2009, the EU has been subject to light commercial vehicles up to 3.5 tonnes of CO2 regulation. The average CO2 emissions of heavy commercial vehicles should be at least 30 percent below the level of 2019 by fleet limit values 2030, the EU Commission announced in May.
Variable timing now also in the diesel engine
In order to bring about a potential clean raw exhaust with a low consumption, similar technologies are used in NCF and car engines. The correspondences are high, but there are also differences, because trucks have another application profile and commercial vehicle buyers are clearly more sensitive in terms of acquisition and posture costs as well as the reliability of their machines as car buyers.
As a congestion to more power with reduced consumption, variable timing – but long time only at the gasoline engine. Here you could lift a rough potential through the escalation. The first engines with this technique came at the end of the 80s, beginning of the 90s (Honda Vtec, Toyota VVTI), greater spread they found only a few years ago. There were already in the first series-maby Ottomotors: Your load control was not accomplished by means of throttle, but by using a variable valve control by a camshaft slidable on the camshaft. The variation of stroke and control times for load control then already known from the steam engine, in which one could optionally use the torque (under full load approximately when starting) or under part load (at a constant speed) the efficiency of the expansion of the steam in the cylinders.
In the diesel engine, however, the variation of vibration remained long unnoticed, because the self-cords run yes with maximum airupy and therefore never granted a throttling. For the first time in series, variable tax times at the diesel car were therefore only 2010, in Mitsubishi Asx Diesel, later in the lightweight commercial vehicle L200. In such engines, the most important driver for such production expensive solutions is the raw degradation. The variability offering the possibility of bringing the motor and catalysts to the operating temperature faster, not to cow so quickly and mitigate the regeneration of the particulate filter by a production of the exhaust gas temperature.