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The Death Of A Diesel Engine: What Else Will The Introduction Of The Environmental Standard Euro-6

2024

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Video: The Death Of A Diesel Engine: What Else Will The Introduction Of The Environmental Standard Euro-6

Video: The Death Of A Diesel Engine: What Else Will The Introduction Of The Environmental Standard Euro-6
Video: Why Diesel Cars Are Disappearing 2024, March
The Death Of A Diesel Engine: What Else Will The Introduction Of The Environmental Standard Euro-6
The Death Of A Diesel Engine: What Else Will The Introduction Of The Environmental Standard Euro-6
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The introduction of Euro-6 was planned on December 31, 2013, but the leading European automobile concerns and fuel producers were then not ready for absolute compliance with the innovative requirements of zealous lawmakers and asked for a delay. Too stringent were the next restrictions on the permissible content of harmful substances in the exhaust gases, and for their non-compliance threatened heavy fines. Additional respite was needed to refine the engines, improve fuel quality and modernize enterprises.

No to harmful substances

Nominally, the battle for the cleanliness of “breathing” cars in Europe began in 1988 (although environmental standards existed there before), when a regulation was approved that required to reduce the content of carbon monoxide (CO), residual hydrocarbons (HC) and oxides in the exhaust gases of large vehicles nitrogen (NOx). The first restrictive barriers were as follows:

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The so-called basic Euro-0 standard got its name only after the Euro-1 standard that came to replace it in 1993. And since then off and on. In 1996, Euro-2 officially entered into force, in 2000 - Euro-3, in 2005 - Euro-4, in 2009 - Euro-5. Each next regulation introduced more stringent restrictions, calculations became more complicated and new monitoring objects were added: the level of smoke (smoke), the content of solid particles (PM) in the exhaust gases, etc.

From the time of the first standard until the introduction of Euro-5 it was possible to achieve a multiple reduction in the emission of harmful substances, including carbon monoxide CO (carbon monoxide) - from 2.72 to 9.3 times, nitrogen oxides (NOx) from 2.4 to 7, 9 times, suspended particles - from 20 to 50 times. A perceptible spread of data is due to the fact that for each category of vehicles (taking into account the type of fuel), their own standards apply.

Cleaner than cigarette smoke

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Diesel and ecology: chimney sweep for diesel

Euro 6, continuing the traditions of its predecessors, also tightens control over the emission of exhaust gases into the atmosphere. Thus, in comparison with previous standards, the permissible threshold for the content of nitrogen oxides (NOx), solid particles (PM) and residual hydrocarbons (HC) is again reduced. Moreover, the engines of the new standard must fully meet all the stated requirements for at least seven years from the date of manufacture or 700 thousand kilometers in all operating conditions. What environmental heights Euro-6 standard has reached is evidenced by a curious experiment conducted by a group of Italian scientists in 2014 as part of the Tobacco Control project under the auspices of the World Health Organization. They found that three lit cigarettes in 30 minutes of burning in a closed garage of 60 cubic meters. m emit a higher concentration of harmful substances than the diesel engine of a Euro-6 class passenger car operating in the same place and during the same time.

Comparison of Euro-5 and Euro-6 standards for different categories of vehicles (taking into account the type of fuel) shows an interesting feature of the new regulation, it leaves the norms for gasoline engines unchanged. They have so far been left alone. It seems that Euro 5 today has already squeezed too much out of them. Euro 6 is directed only against the harmful effects of diesel engines on human health and the environment, especially against the high levels of nitrogen oxides emitted into the atmosphere during their operation. According to environmentalists, nitrogen oxides are 10 times more dangerous than carbon monoxide. Reacting with hydrocarbons, they participate in the formation of highly toxic and carcinogenic compounds, contribute to the formation of photochemical smog and the loss of acid rain. That is why this time heavy diesel engines were hit the most. The amount of permissible concentration of nitrogen oxides (NOx) was immediately reduced by five times - from 2 to 0.4 g / kWh, the level of particulate matter (PM) was halved - from 0.02 to 0.01 g / kW- h, and the content of residual hydrocarbons (HC) was reduced by 3.5 times - from 0.46 to 0.13 g / kWh.

European exhaust gas standards for heavy diesel engines, g / kWh (smoke in m − 1)

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In order not to fall out of the competition, seven European manufacturers of trucks and buses of brands - DAF, Iveco, Mercedes-Benz, MAN, Renault, Volvo, Scania - have invested heavily in the preparation of new series of tractors and other equipment that meet Euro-6 standards that have already been successfully operated on EC roads. So, it is known that the German concern Daimler AG brought the fourth-generation Mercedes-Benz Actros to the market for a billion euros, the Italian company Iveco spent 300 million euros on its brainchild Stralis Hi-Way, and the French Renault Group to create Euro-6 cars, including the Renault Trucks T-Series main tractor, invested 2 billion euros.

Looped

The designers had to work hard to figure out how to neutralize nitrogen oxides in exhaust gases as efficiently as possible. They developed sophisticated Exhaust Gas Recirculation (EGR) systems, a Selective Catalytic Reduction (SCR) system with AdBlue reagent injection (urea water solution, 32.5%), and improved particulate filters. Most automakers, in order to cope with the problem of compliance with Euro 6 standards, use these technologies, adding their own best practices. The new ecological class of Mercedes-Benz Actros IV trucks with Mercedes-Benz OM 471 engines in the BlueEfficiency series is implemented thanks to a particle filter EGR system and a selective catalytic converter system. SCR provides for injection of a strictly dosed amount of AdBlue liquid into the exhaust gas stream in the presence of a catalyst (vanadium pentoxide), as a result of which a chemical reaction of the conversion of harmful nitrogen oxides (NOx) into harmless substances - nitrogen and water. Such an engineering solution, in addition to meeting environmental requirements, allows reducing fuel consumption of a Euro-6 truck by 3% compared to the previous model and the consumption of AdBlue reagent by 40%.

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Дизельный двигатель OM 471 от Mercedes-Benz
Дизельный двигатель OM 471 от Mercedes-Benz

Mercedes-Benz OM 471 diesel engine OM 471 diesel engine from Mercedes-Benz OM 471 diesel engine from Mercedes-Benz

The fourth generation of Volvo FH trucks complies with Euro 6 standards with EGR and SCR technology. But the company Iveco did more original. In her new Stralis Hi-Way tractors with Cursor engines, she was able to achieve Euro 6 standards by using the unique Hi-eSCR (High Efficiency SCR) system, patented by FPT Industrial (FIAT), without using an exhaust gas recirculation system (EGR) but only using selective catalytic reduction (SCR) with AdBlue and a particulate filter. According to Iveco representatives, the efficiency of the HI-eSCR, placed together with the particulate filter in a single housing next to the frame, exceeds 95% compared to 80–85% of the best competitors in terms of NOx in exhaust gases. In addition, compared to its predecessor in the lineup, the Stralis Hi-Way consumes 2% less fuel. The developers claim that their know-how will allow the engine to "digest" diesel fuel with a high sulfur content, since engines without EGR are less demanding on fuel quality. And this is very important for Russia, where the quality of fuel so far leaves much to be desired.

Ecology requires sacrifice

The installation of additional equipment on diesel cars of Euro-6 class, its maintenance and the need to use AdBlue increase the total cost of ownership of the vehicle and create certain inconveniences for drivers. For example, AdBlue fluid requires the installation of a separate container, the fluid freezes at a temperature of -11.5 0 C, and you also have to pay for refueling it. The consumption of AdBlue reagent for the operation of the SCR system for Euro-6 trucks is on average 2–3.5% of fuel consumption, and for cars - from 0.9 l per 1000 km of track.

European standards of exhaust gases for cars (category M *), g / km

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Experts suggest that for this reason, after the entry into force of Euro 6, owners of passenger diesel cars in the EU will begin to actively abandon them in favor of other types of cars, including hybrids and electric vehicles, which have recently been so widely promoted. In addition, in some countries, such a decision is stimulated at the state level by good monetary compensation. So, in France, car owners who decide to exchange cars with diesel engines for electric cars or hybrids are offered a subsidy of 10 thousand euros, and London drivers are promised 2 thousand pounds for this.

Those who oppose will be sanctioned. Recently, in France, at the legislative level, diesel engines that even comply with Euro 6 standards have already been excluded from the “category 1”, which includes the most environmentally friendly engines. Further, the French authorities plan to increase duties on diesel fuel, the abolition of local tax and parking benefits, the ban on entry into certain urban areas. In London, they announced their intention to fine 20 pounds of diesel car drivers for parking in a city with a working engine. By 2020, entry to the center of the British capital with all diesel engines is expected to charge a fee of 10 pounds.

There was a paradoxical situation. A couple of decades ago, the purchase of diesel cars was positioned in Europe as an environmentally sound choice and was even encouraged in some countries by tax preferences. As a result of state policy, the share of such vehicles in the fleet of France now reaches 80%, Spain - 70%, in the UK exceeds 50%. The EU average is 55%. Now, diesels are demonized, turning into an object of blame, which is being attacked on all fronts. Whether passenger diesel cars will withstand the pressure of public environmental opinion, time will tell. So far, experts are not afraid only for the fate of large-capacity trucks, long-haul tractors and heavy special equipment. According to their estimates, this market segment will not undergo major changes, because there are simply no alternative to such cars in the coming years.

European exhaust gas standards for light commercial vehicles ≤1305 kg (category N1-I), g / km

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Catch up with Europe?

It is difficult to say when Russia will accept Euro 6. For starters, we would have to deal with Euro 5. It was nominally introduced in our country on January 1, 2014, but in fact, the transition for trucks and buses to this standard only occurred on January 1, 2015 from the date the Customs Union technical regulation "On the safety of wheeled vehicles" entered into force. Although by the end of 2015 it is allowed to manufacture Euro-4 cars certified and approved until the end of 2013, provided they are equipped with an on-board engine diagnostic system. But from January 1, 2016, Euro-5 standards will become, without exception, mandatory in our country for all new vehicles of domestic and foreign production.

Yes, and the introduction of Euro-5 is not going quite smoothly. According to this technical regulation, commercial vehicles should be equipped with fuel analyzers, the task of which is to limit engine torque. When using low-quality fuel, the device automatically reduces the engine speed, which can lead to its complete stop and provoke serious accidents. Therefore, for many Russians, Euro-5 cars will not bring anything but a headache. After all, the quality of fuel we often leave much to be desired. For reference, in 2008, in a ranking of one hundred countries compiled by the International Center for Fuel Quality (IFQC, Houston, USA), Russia showed the worst results in Europe in the quality of diesel fuel and gasoline. In general, in the world, our country took only 44th place in diesel fuel and 84th in gasoline.

European exhaust standards for light commercial vehicles 1305-1760 kg (category N1-II), g / km

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Despite the technological lag, Russian automakers, as far as financial capabilities are, are carrying out preparatory work for the future transition to Euro-6. For example, in September 2010, the GAZ Group demonstrated in Moscow a sample of a low-floor bus LIAZ-5292 with a gas engine from MAN and an “automatic” ZF Ecolife, which corresponds to the EEV (Euro-6) eco-standard. And in June 2012, the Gazovites, in partnership with the Belgian Bosal, launched a plant in Nizhny Novgorod for the production of exhaust systems that meet Euro-3 and Euro-4 standards, which, if necessary, can be brought up to Euro-5 and Euro-6 standards. Moreover, local products are used not only for GAZ cars, but also for Volkswagen Jetta, Skoda Octavia and Skoda Yeti assembled at the Nizhny Novgorod enterprise.

Engineers of the Yaroslavl "Autodiesel" in collaboration with the Austrian AVL List created a new family of diesel engines YaMZ-530 Euro-4 class with the possibility of their refinement to Euro-5 and Euro-6. The manufacture of in-line four- and six-cylinder engines was put on stream in 2013. The range of engines intended for automobiles of the GAZ Group factories consists of 27 modifications and over 200 complete sets with power from 120 to 320 hp.

European exhaust gas standards for light commercial vehicles> 1760 kg max 3, 500 kg (category N1-III & N2), g / km

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But KAMAZ, together with the Swiss Liebherr-International AG, is still only developing the next generation of in-line diesel engines and gas engines. The new family of six-cylinder engines KAMAZ-910.10 with a working volume of 11.95 liters and a power of 380-550 hp at 1900 rpm it will comply with Euro-5 standards and have the technical potential that will allow it to reach the Euro-6 standard level in the future. The release of the first batch of engines is scheduled for the second half of 2017. It is important that almost 100% localization of their production in Russia is assumed.

In autumn 2015, AvtoVAZ will begin deliveries to the EU of Lada cars modified to meet Euro-6 standards. The first to evaluate the quality of Russian cars will be the residents of Hungary and the Czech Republic. Further development of the markets of Germany, Italy and the UK is planned.

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KAMAZ-910.10

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