The benchmarking analysis of the engine refers to a detailed analysis and understanding of its performance and product characteristics with reference to a competitive model, thereby providing a reference for the research and development of its own products. Mastering the latest benchmarking information is the key to product development efficiency and marketization. Without reliable data references, it is difficult for engine manufacturers to define the advantages and disadvantages of their products. Through accurate engine benchmarking data analysis, engine manufacturers can clearly see the level of their products, and establish clear goals for building first-class products.

To carry out engine benchmarking analysis to effectively carry out product development and improvement, in addition to the need to invest a lot of time, manpower and equipment and other resources, it is more critical is experienced professional team of engineers to analyze and interpret the data. Simply executing the test and extracting huge amounts of data has no value. This professional team should also be familiar with emissions regulations, competitive models, and engine performance and design, and have considerable expertise in all aspects of electronic controls, post-discharge post-processing components, and more. Although the vast majority of engine manufacturers have associated resources, such time-consuming projects are difficult for manufacturers with product development schedules. Even if the analysis is conducted internally, the results cannot be disseminated and retained within the company due to problems such as the collation and writing of key documents.

For suppliers of parts and components, it is even more difficult to conduct benchmarking tests on the entire engine and vehicles. They can only rely on the design information provided by the engine manufacturer for production, such as flow, temperature, pressure, size and quality. Accurate information is the key to manufacturing and designing competitive products. One can imagine that if the design of the component is not up to standard, normal product performance and durability will be affected. At the same time, over-design will also cause upgrades in size and quality, leading to unnecessary cost increases. Because engineers usually have a conservative nature, the current product trend is to design excessive. Similarly, when considering the safety of products, engine manufacturers also provide over-designed specifications that can withstand the highest temperatures, pressures, and flow rates. These specifications are not set at the same time in actual use. For example, when the maximum flow passes through a heat exchanger, the inlet temperature does not reach its maximum. If the heat exchanger manufacturer assumes that the maximum flow rate and the maximum temperature will occur simultaneously, the produced product will be exceeded. Adapting to new product requirements, designing appropriate engine components that meet standards, and providing cost-effective products, reliable engine performance information from third-party agencies is indispensable.

Taking the Southwest Research Institute of the United States as an example, as early as 2003, the widespread demand for benchmarking data on engines was recognized. In response to the new emission regulations issued by the US National Environmental Protection Agency (EPA) at the end of 2002, they launched a project to analyze heavy-duty diesel engines. After soliciting the models most customers are interested in, seven engines were selected for the first year to test four tractor engines and three pickup and truck engines. The initial test conditions and facilities were limited. After customer feedback, test upgrades and equipment expansion were performed. Currently, items that can be tested include: various emission test cycles, cylinder head pressure tests, steady state tests under 200 different engine speed/load conditions, throttle response tests, engine friction and brake curves, and high cooling Loss of power at liquid temperature or high altitude.

After the various tests are completed, in order to better understand the design features of the test engine, the tested engine parts and components will be disassembled. Parts are cleaned, weighed, and photographed one by one. In addition to the customer's value, this information is also an important reference for SwRI's engine design projects.

Control methods for meeting new emission standards

Beijing's upcoming implementation of the Euro V Standard is equivalent to the United States' introduction of the most stringent new emission regulations in 2007, which requires a reduction of 90% of particulate matter (ie, the main component of black smoke). When the United States implemented a new standard, a highly efficient diesel particulate filter (DPF) came into being. Before the smoke was regenerated (at a high exhaust temperature, similar to the process of a black smoke self-cleaning combustion furnace), the DPF played a role in eliminating diesel vehicles. The role of black smoke in the exhaust. The regeneration of smoke can be either active or passive. During continuous high-load operation, the exhaust heat is high enough to burn off some of the black smoke. Under light load and no-load conditions, the temperature of the exhaust gas is not high enough, and the condition of passive regeneration is not enough. The temperature increase control is needed. The most common exhaust temperature control is to increase the temperature by injecting a small amount of fuel before the reduction catalyst is discharged. The fuel consumed by the catalyst releases a large amount of heat to initiate the regeneration of the DPF.

The 6.7 litre Cummins diesel engine that had participated in benchmarking that year had a traditional emission aftertreatment component called nitrogen oxide absorption catalyst (NAC). The nitrogen oxides in the exhaust gas stream are absorbed by the NAC and they adhere to the surface of the catalytic material, gradually and continuously reducing exhaust emissions. NAC requires two additional regeneration modes, one is the DeNOx mode, where chemically adsorbed nitrogen oxides are converted to harmless gases, and the rich fuel-air ratio is generated by rapidly injecting additional fuel. The other is called DeSOx mode. In the desulfurization mode, the accumulated sulfur reaches high temperatures by injecting additional fuel over a period of time and is removed from the NAC. If there is no regular desulfurization, the nitrogen oxide capture efficiency will deteriorate rapidly. The desulfurization model helps to restore the efficiency of NAC and maintain low emissions.

Fuel consumption challenge

At present, another major challenge faced by engine manufacturers is maintaining fuel efficiency while reducing nitrogen oxide emissions. Lowering the combustion temperature in the cylinder will reduce nitrogen oxides, but the combustion efficiency of the engine is the best when the temperature is high. Normally, people maintain or increase the efficiency and performance of the engine by increasing the peak cylinder pressure, but with the current engine design methods and materials, the further increase in cylinder pressure is limited.

In addition, DPF and NAC regeneration modes require additional fuel to achieve the required exhaust temperature and tail gas composition. In the DPF active regeneration mode or NAC desulfurization process, a large amount of additional fuel is required to increase the exhaust gas temperature to 600 degrees Celsius in 30 minutes. Under some conditions, poor results such as fuel consumption due to exhaust temperature management exceeded 10%. Generally at light loads, the exhaust temperature is lower and the result is even worse.

Despite this, world-renowned engine manufacturers have done an outstanding job to maintain fuel efficiency. The results of heavy-duty engine benchmarking in recent years have reached equal or even better levels than in previous years. Among them, the improvement of hardware and combustion process is part of the reason, but the most important is the improvement of the engine control system.

Engine Control - A Quiet Revolution

The electronic control system has been applied to heavy-duty diesel engines in the 1980s. Initially, only fuel injection and duration were controlled to optimize fuel consumption and performance under various operating conditions. With the introduction of several rounds of emission reduction regulations, the application of electronic control systems has been enlarged and complicated. Today, the engine control unit (ECU) receives throttle, brake, clutch pedal position, gear selection and vehicle speed, and other information from various other modules on the truck. The engine control can limit the torque to prevent the transmission or shaft from being overloaded in low gear, and can also provide the cruise control function. Even when reaching the fuel economy goal, the driver can be provided with a controllable higher speed as a reward. With the advent of the new common rail system, the ECU can control the injection pressure, with up to five injections per firing cycle per cylinder, accurate to milliseconds.

The ECU decides when regeneration will occur and starts without driver intervention. Usually the time between regenerations is maximized to reduce the loss of fuel consumption, but if the regeneration does not occur frequently, the performance of the aftertreatment system will be reduced or permanently destroyed. Between regeneration, fuel flow, fuel injection time, EGR flow, boost pressure, and air/fuel ratio may change radically, but the mode change is timed automatically and gives the driver a clear view. The torque output can be kept constant; the engine and its performance must be kept constant, and the sound of the engine will not change the emitted noise; while the speed and power requirements are changing, the discharge temperature must be kept within a very fine variation range.

Fuel consumption has always been a very important issue for long-distance truckers. In particular, the price of diesel is rapidly rising. In recent years, the project has clearly demonstrated that the maximization of fuel economy has become a trend and one of the most concerned issues in production. The optimization of air-fuel and the use of fuel injection time to produce high discharge temperatures, which promote the regeneration of passive DPFs, is one of the solutions under typical driving conditions. Increased passive regeneration, the active regeneration of fuel consumption loss will be the maximum possible delay.

In recent years, SwRI's benchmarking analysis program for heavy-duty diesel engines has found that engine manufacturers have placed 90% of particulate emissions and 30% of nitrogen oxide emissions while maintaining fuel consumption at the heart of engine production. In combination with new emission strategies, new emissions aftertreatment components have been successfully integrated. SwRI's benchmarking team came to these conclusions with a wealth of data, including fuel consumption, emissions, control strategies, and engine design features. This data provides customers with a valuable reference for complete engine design and marketization.

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