China's commercial vehicle road: buy mainstream technology to make future money
Electronic control technology is a crucial pathway to achieving stricter 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 that met Euro V emission standards, all of which relied heavily on electronic control systems. These technologies were built upon existing innovations like common rail and electronically controlled unit pumps, and further integrated exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) for more effective after-treatment.
These advancements offer strong technical support for European trucks to meet increasingly stringent emission requirements. China's emission regulations are largely modeled after the European system. Currently, Europe is implementing Euro IV standards and will transition to Euro V by 2009. Based on the European timeline, China may only need about three years to move from National III to National IV. This rapid transition places high demands on Chinese vehicle manufacturers.
In contrast to earlier upgrades, which primarily relied on mechanical improvements, the shift from Euro II to Euro III involved integrating electronic control technologies, marking a significant technological revolution. This innovation not only improves performance but also enhances environmental compliance.
For Chinese companies, adopting a reasonable technical approach is not just a business decision—it’s a matter of corporate social responsibility. The introduction of electronic control systems has transformed every stage of the truck lifecycle, from production to operation, affecting management practices, driving habits, maintenance procedures, and even profit models.
Currently, Chinese truck manufacturers utilize three main types of electronically controlled engines: high-pressure common rail, electronically controlled pump nozzles, and electronically controlled unit pumps. For example, FAW's trucks that meet National III standards are equipped with engines produced by Wuxi Diesel Engine Co., Ltd. and Dalian Diesel Engine Co., Ltd. These include models like the Dachai Road Cz motor and Xichai 6DL series. The former uses electronically controlled unit pump technology, while the latter employs common rail technology.
Common rail technology allows the ECU to precisely calculate fuel injection amounts and deliver consistent pressure and quality fuel to each injector via a shared rail. This results in smoother engine operation and improved overall performance. One of its key features is separating fuel pressure generation from fuel injection, enabling precise control of the rail pressure regardless of engine speed.
The electronically controlled unit pump system sends commands through an ECU to control high-speed solenoid valves, allowing for precise fuel injection timing and regularity based on engine conditions. This enhances engine performance and efficiency.
With these advanced technologies, fuel injection pressures can exceed 140 MPa, leading to better atomization and more complete combustion. Compared to previous models, National III engines show significant improvements in power output. For instance, the CA6DL engine saw a 23% increase in low-speed torque and a 13% rise in maximum torque.
New technologies are also reshaping profit models for users and influencing buying habits. After the implementation of National III regulations, many companies introduced new trucks, but some users struggled to choose the right technology for their needs. This highlights the importance of educating customers during product promotion.
For example, FAW’s National III trucks feature a self-diagnosis system. If a minor fault occurs, the system automatically detects it via the CAN meter, and users can refer to the fault code table to resolve issues quickly, minimizing downtime and improving efficiency.
Another example is Guosan Trucks, which require drivers to refuel at regular stations and monitor the fuel gauge closely. This is because National III vehicles have higher fuel turnover, and running out of fuel can cause the engine to stall, making it difficult to restart.
Users who understand these details before purchasing a vehicle often achieve better results. Master Zhang, for instance, owns three trucks, including a CA4203 tractor powered by a Deutz 280-horsepower engine. He transports coal between Feicheng and Laizhou, covering around 54,000 kilometers without major repairs beyond routine maintenance. His truck is highly valued due to its efficiency, and he claims the Deutz engine is the most fuel-efficient among the three options. On average, it consumes 2-3 liters less per 100 km than other brands with similar power.
As the saying goes, practice is the sole criterion for testing truth. Users ultimately care about profitability, and energy-saving and emission-reduction are inevitable trends in economic development. By meeting these standards and delivering real value, companies can earn user trust and create long-term benefits. When this becomes a transportation model, it can bring profits to more people, driving continuous improvement in vehicle technology.
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