China's commercial vehicle road: buy mainstream technology to make future money
Electronic control technology is a crucial pathway to achieving cleaner and more efficient engine emissions. At the 62nd International Commercial Vehicles Exhibition in Hanover, Germany, in September this year, leading European truck manufacturers such as MAN, Volvo, and Scania showcased engines compliant with Euro V emission standards, all of which relied heavily on electronic control systems. These technologies incorporated advanced features like common rail fuel systems and electronically controlled unit pumps, combined with exhaust after-treatment solutions such as EGR (Exhaust Gas Recirculation) and SCR (Selective Catalytic Reduction). Together, these innovations ensured that European trucks could meet increasingly stringent environmental regulations.
China’s emission standards have largely followed the European model. Currently, Europe is implementing the Euro IV standard, with Euro V set to take effect in 2009. Based on this timeline, China may transition from National III to National IV standards within about three years. This rapid evolution places significant demands on Chinese vehicle manufacturers. Unlike the gradual upgrades seen in Europe from Euro II to Euro III, where mechanical systems were gradually enhanced with electronic controls, the shift in China requires a more integrated approach, emphasizing innovation and technological leap rather than incremental improvements.
The adoption of electronic control systems has brought comprehensive changes across the entire lifecycle of truck operations—from manufacturing and management to driving, maintenance, and even business models. Chinese truck manufacturers and users are currently navigating this transformation, adapting to new technologies and practices.
Currently, Chinese truck companies utilize three main types of electronically controlled engines: high-pressure common rail systems, electronically controlled pump nozzles, and electronically controlled unit pumps. For example, the Liberation trucks that meet National III emission standards are equipped with engines produced by Wuxi Diesel Engine Co., Ltd. and Dalian Diesel Engine Co., Ltd. The main models include the Cz motor and Xichai 6DL series. The former uses electronically controlled unit pump technology, while the latter employs the more advanced common rail system.
Common rail technology allows the ECU to calculate the exact amount of fuel needed, then delivers it at consistent pressure through a shared fuel line to each injector, resulting in smoother engine operation and improved performance. One of its key advantages is the separation of fuel pressure generation from fuel injection, enabling precise control over the pressure in the common rail, independent of engine speed.
The electronic unit pump system, on the other hand, uses an ECU to send commands to high-speed solenoid valves, allowing for precise control of fuel injection timing and quantity based on engine conditions, thus enhancing overall performance.
With electronically controlled common rail and unit pump systems, fuel injection pressures can exceed 140 MPa, leading to better atomization and more complete combustion. Compared to older models, National III engines offer improved power performance. For instance, the CA6DL engine saw a 23% increase in low-speed torque and a 13% rise in maximum torque.
New technologies also bring new profit models and change user behavior. After the implementation of National III standards, many companies introduced new trucks, but users often struggled to choose the right technology for their needs. This highlights the importance of educating users during product promotion and providing practical training to reduce risks and improve confidence.
For example, the electronic control system in Liberation's National III trucks includes self-diagnosis capabilities. If a minor fault occurs, the system automatically detects the issue via the CAN meter, and users can refer to the fault code table to perform basic troubleshooting, minimizing downtime and operational stress.
Another example is Guosan trucks, which require drivers to refuel at regular stations and monitor fuel levels closely. Since National III vehicles demand higher fuel flow rates, running low on fuel can cause the engine to stall, making it difficult to restart.
Users who understand these nuances before purchasing can enjoy better performance and reliability. Take Master Zhang, for instance. He owns three trucks, one of which is a CA4203 tractor equipped with a Deutz 280-horsepower National III engine. It transports coal between Feicheng and Laizhou, covering around 54,000 kilometers with a load of 40 tons and returning with 35 tons. Despite heavy use, he has only performed routine maintenance. His truck is highly sought after due to its efficiency, and he claims the Deutz engine is the most fuel-efficient among the three, consuming 2-3 liters less per 100 km than similar-powered alternatives. He plans to continue choosing Deutz products in the future.
In conclusion, real-world performance is the ultimate test of any technology. Users care most about profitability, and energy-saving and emission reduction are inevitable trends in economic development. By meeting these goals and delivering value, companies can earn positive word-of-mouth, ultimately driving higher technical expectations from users.
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