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Peng Lixin (U.S. Cummins Inc.): Everyone in the engine industry, all of you, colleagues, good morning. It is a great privilege to have this opportunity to discharge here today. How to deal with engines, especially propellers for the development of diesel engines, and talk to you about some ideas for your reference.
Looking back at the history of emissions, it was probably the time when the United States began to control emission regulations in 1976. At that time, I was not in the United States. I heard that the three major companies were strongly opposed to it at the time. One reason was that the regulation was too strict. If this regulation was implemented, the Fuel consumption, performance damage is too great, another reason is the high cost of implementing this regulation. Blocked by these two reasons, at that time, the US Department of Environmental Protection's control of emission standards was up to 9:1 between today's emission standards and today's emission standards. Today, there are only 10% of emissions data left. It is said that the U.S. Department of Environmental Protection was able to do so because Honda Motor Co., Ltd. made the first car that meets the current emissions to the United States. This history is also very much like some of today's arguments and practices.
Haze is a new term. In the United States and in China, it has become a piece that affects everyone's normal life. There is also a new term called acid rain. These are some new terms that have emerged in recent years. In this case, the world Work began on the environmental protection of the three major regulatory systems, including the U.S. system, the European system, and the Japanese system. This picture shows the current situation of the system being implemented. China is taking the European system. The European system has 20 years. During this 20-year period, one of the most important controls for our diesel engines is pellets and one is nitrogen oxide. The two emissions have been reduced by 90%. Nitrogen oxidation 86% reduction of material and 95% reduction of particles. In the 1990s, we produced more than 1 million vehicles a year, and today it is 10 million vehicles. Our emissions have left us 10 times the space to continue to produce cars and continue to expand this market.
How do we do it? Starting from the diesel engine, Europe started to do emission control in 1990. This is a coincidence. It is also a matter of technology advancement. At this time, the direct injection diesel engine formed a new technology of ours, and then it gradually went to EFI. The ordinate of this picture is deep. Power can be seen as a turning point in the past 90 years. In the previous years, it has been slower than ever. After 90 years, we have had a very big change. There are two major factors. One is the direct injection technology. The second one is It is electronic control technology. In this development, there are many other things, such as outburst pressure, the pressure in the outbreak cylinder is increasing, all the technology must follow this forward, which is to make us enjoy today completely different from the industry in 20 years. Technical reasons.
In the past 20 years, diesel engine technology has also gradually evolved from experience engineering to science. In 20 or 30 years ago, our knowledge of diesel engines was very shallow. We sent oil into it. After the pistons sucked in the air, they carried out a certain amount of mixing to provide us with energy. This is something that we can realize with experience engineering. Only then came later, in the last 20 years, we had all sorts of research tools and techniques. With a step-by-step understanding of the combustion process, we can give the air-to-fuel ratio of a nozzle, which can range from infinity to infinity. Each process within the scope of change has a clear understanding, so that we have a way to control the particles, can control the nitrogen oxides, we say that particles and nitrogen oxides are a contradictory control conditions, all beneficial to the particle control technology, means It will increase the production of nitrogen oxides, which makes us a little helpless in the past. Some people say that when the oil is in the cylinder of the diesel engine, only God knows it. We can't control it. It wasn't until later that we discovered that this is not the case. This picture is very clear. It appears in the middle of particle and NOx production. In some green areas, it is in these green areas that simultaneous reductions in nitrogen oxides and particulates can be achieved. With this understanding, everyone started to work on this, so improving the mixer conditions and reducing the local air-fuel ratio, Let us go to the green area. It is these technologies that allow diesel emissions to come today.
At the same time as the diesel engine came to the present day, we have a very clear understanding of the internal diesel engine. With many means, HCI is an example. Although HCI is not yet very mature, it is above the word “technology†of internal combustion engine technology. It is a completely new idea and it gives us the direction we should pursue. Under the guidance of some of these technologies, we have gradually figured out the relationship between particulates and fuel parameters. We have gradually figured out the relationship between nitrogen oxides and exhaust gas and figured out the relationship between particulates and pressure. Something that makes the diesel engine technology we just mentioned gradually move toward science.
There are two major pieces of hardware here. One is the fuel system and the other is the transformer system. For a diesel engine, two things are needed, oil and gas. For 20 years, the fuel system has been guiding diesel technology step by step to today. This is a historical review of several generations of Cummins fuel technology. From the 1950s, Cummins began to do PT fuel system, from the original pressure of about 1000 kg to more than 2500 kg. We can note that there are two inflection points here. One inflection point is the 1980s and the second is the 90s. This coincides with the emission control in the United States and the emission control in Europe. This further shows that it is the requirements of emission regulations that drive and advance our efforts to bring fuel technology to the climax of today.
In addition to the refinement of the nozzles, a variety of nozzle systems emerged each year. The statistical size of each nozzle of the nozzle decreased year by year, and the number of nozzles also gradually increased. Now, one mouth has 8 holes and each hole has 0.1 mm. It has become a typical technology. This is also the beginning of these advancements in the 1990s, which made our injection status very different from 20 years ago.
Without the advancement of turbochargers, it is impossible to complete the advancement of fuel technology without supplementing the gas. The maximum speed of the turbocharger, the reliability of the supercharger and the supercharging pressure were chosen here. As you can see, 1990 was also the turning point of these three parameters. Under such an emission boost, the supercharger The reliability, boost pressure, and turbocharger speed are constantly increasing, allowing us to spray more oil, allowing us to meet higher requirements. Fuel injectors also have a variety of technologies. This technology not only increases the pressure, but also puts forward intelligent requirements. There are a variety of VCTs, that is, portable supercharged superchargers.
In addition to the two important fuel systems and booster systems, other systems are gradually improving to ensure the transformation and development of the entire diesel engine system. There are two examples here, from the cooling system, lubrication system, battery system, but also to use a variety of experimental basis to ensure the development of these systems, this is our example of gradual progress from empirical engineering to science.
Another development in diesel engines is noise. From 2000 when Europe entered the Euro III era with electronic control technology, and after entering the era of the Euro IV era fuel system that entered the era where fuel injection laws can be adjusted in 2005, our noise has been improved step by step, with three decibels. From the year 2000 until now, we have gone two orders of magnitude, which is equivalent to the noise of three diesel engines. Now there is only one diesel engine noise, which is such a concept.
The technology of diesel engines has not stopped from engineering to science. Actually, due to the continuous introduction and continuous improvement of electronic control technology, diesel engine technology continues to move toward high technology. Everyone can find many engine R&D institutions and development companies in high-tech research. Because everyone admits that this has become a high technology, we can see that the supercharger, fuel system, and after-sales service tool control have turned the diesel engine into a smart thing. It used to be the conversion of pistons, connecting rods, and crankshafts. It can be turned into a machine. Now it is not. It can become more and more intelligent. Now it is no longer a bunch of equipment. It also makes us enter the high-tech era of diesel technology, which does not stop the diesel engine itself. It is a diesel engine system. After a car is opened, it can be connected with the entire system. You can know where your car is. How is the fuel consumption? The amount of oil is enough. Feedback of service information can be real time every minute or minutes. Give the signal to the headquarters. For example, if the driver has a problem, the driver does not know. As a result, our service personnel know it first and immediately call the driver. If you have problems with this car, there will be security risks. The entire diesel engine is not something that has been produced, it has become a part of society. In other words, diesel engines gradually move from experience engineering to science and to high technology.
How is the way behind? This is a picture drawn by the National Information Center. The reliability of this figure is not stated for the time being, but it is a trend that I agree with. There are several points here. First, the diversification of energy sources, today's traditional industrial blockage market for diesel engines and internal combustion engines will gradually become history, and various energy forms will emerge in the future. Secondly, the electrification of power has its obvious advantages in two aspects: First, the source of pollution has been moved from a densely populated city to another place. It can be moved to the desert or to a place where people can tolerate it more. The source of energy has changed from being completely fixed to petrochemical to multi-energy. For example, solar energy, wind energy, and water energy are all used to transform electricity. Therefore, the electrification of power is an absolute trend. This picture is very interesting. By 10 years after 2020, about 70% of the traditional diesel engines will be on the market. After 2030, 20 years later, everyone will find that only a few percent of the traditional technology is left. Now.
The United States does the most for hybrid power. Now 70% of the hybrid market is in the United States. Just now European professors also said that the battery is a very important technology that needs to be broken. Only if the battery technology is broken, can we be real Industrialization. During the discussion yesterday, someone proposed a 1/40 concept. The cost must be reduced 40 times before it can be truly industrialized. It is difficult to say how much this number is feasible, but tells us that there is a lot of work to be done here. Need our technology breakthrough. Fuel cells are also something that we are working on. We are gradually moving towards commercialization, but we have gradually realized that it is difficult.
Finally, I would like to say that Cummins has invested a great deal of power in these new technologies and is also preparing to devote more resources to meet the challenges. We have to do emissions, but we definitely do not have the consciousness to come to this level and we must achieve zero emissions. In the era of carriages, some people said yesterday that there were more carbon dioxide emissions from cars than cars, so this is not zero emissions. Therefore, we do not need to go back to the past. In today’s era, what we need to do is to be colleagues here. We take responsibility for environmental protection and take a step forward to make tomorrow a better place.
1. Boron Carbide (B4C): Boron carbide is one of the hardest materials known, making it ideal for applications requiring high wear resistance. It also has excellent chemical resistance and thermal stability.
2. Titanium Diboride (TiB2): Titanium diboride offers a combination of high hardness, excellent wear resistance, and good thermal conductivity. It is often used in applications where both wear and heat resistance are required.
3. Tungsten Boride (WB): Tungsten boride powders have high hardness, excellent wear resistance, and good thermal stability. They are commonly used in thermal spray applications for their ability to withstand high temperatures and resist wear.
4. Chromium Boride (CrB2): Chromium boride powders offer high hardness, wear resistance, and good thermal stability. They are often used in thermal spray coatings for applications requiring resistance to abrasion and erosion.
These boride-based powders can be used in various thermal spray processes such as plasma spraying, high-velocity oxy-fuel (HVOF) spraying, and detonation gun spraying to provide protective coatings on surfaces that require enhanced wear resistance and thermal protection.