It has been stressed that Cummins, which only uses EGR after-treatment systems on heavy-duty diesel engines and uses SCR after-treatment systems on medium-sized diesel engines, began to change its direction.
Cummins publicly stated that it will use SCR on heavy-duty diesel engines to meet the 2010 EPA 2010 emission standards (equivalent to Euro VI). According to the relevant person in charge of Cummins, the advantage of SCR is that this technology will improve the fuel economy of the vehicle. Therefore, the use of SCR in heavy-duty diesel engines will result in a significant increase in the fuel economy of Cummins products, which in turn will reduce the operating costs of users.
Cummings defeated Navistar alone
After Caterpillar withdrew from the heavy-duty engine market and Cummings fought against SCR, currently only Navistar International Corp. in the US is alone in the EGR field. It is understood that Navistar will cooperate with particulate filter (DPF) on the basis of EGR to achieve EPA 2010 through high-pressure fuel injection technology without the need for any post-treatment of nitrogen oxides.
In June of this year, Caterpillar announced to the outside world that it will withdraw from the highway truck engine market in 2010 and instead cooperate with Navistar to develop the truck business in the global market. Two months later, Cummins publicly stated that it will introduce SCR technology on heavy-duty diesel engines. They believe that the use of SCR technology will further increase the effect of energy conservation and emission reduction.
When Caterpillar announced its withdrawal from the North American truck engine market, analysts predicted that Caterpillar's strategy will lead to a more concentrated North American truck engine market share, Cummins, Navistar, Paka and Daimler (North America ) will benefit from this.
Why Cummins?
In the 1990s, to meet North American EPA 1998 emission standards at the time, heavy-duty diesel engine suppliers adopted EGR technology; with the implementation of the EPA 2002 standard, manufacturers disagreed on the emission upgrade technology route, and Cummins and other companies adopted CEGR technology upgraded based on EGR; in 2007, Cummins continued to optimize CEGR technology and launched diesel engines that meet EPA 2007 emission standards as scheduled. Cummins once firmly stated that the use of EGR technology on heavy-duty diesel engines is why this time?
Perhaps it is the pressure of high oil prices.
Since 2008, international oil prices have remained high, climbing all the way to 147 US dollars / barrel, fuel economy has become the focus of engine companies. It is understood that SCR has higher fuel economy than EGR, and test data shows that the fuel economy of an engine using SCR is increased by about 3%. Therefore, some analysts believe that Cummins is using SCR on heavy-duty diesel engines for this purpose.
However, there is another saying that Cummings' reversal is due to a bottleneck in the promotion of EGR technology, but Steve Charlton, vice president of heavy-duty engine division of Cummins, denied the claim.
Market decides the technical route
In the development of SCR, many difficulties have still been encountered. The establishment of some infrastructure required for urea supplementation and the distribution of urea have all become reasons for SCR opponents. Recently, a related association in the United States held a meeting to discuss how to complete some of the infrastructure required for urea filling.
Another factor hindering the development of SCR technology is the price of urea. The European Union began to use SCR technology earlier. According to recent statistics, the price of urea and AdBlue required for SCR technology is constantly rising, and AdBlue is already in short supply.
During the implementation of the US Emission Standards, the dispute between EGR and SCR has never stopped. Even though the US National Environmental Protection Agency has emphasized SCR as a designated development technology several years ago, there are still manufacturers who insist on using EGR.
In fact, neither EGR nor SCR will be the technical end point. With the increasing demand for automobile emissions from relevant organizations, the corresponding technologies will become more and more advanced. Perhaps in the subsequent Euro VI era, SCR will be replaced by new technologies.
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