預(yù)計(jì)在2019年，歐洲五階段（Stage V）非公路發(fā)動(dòng)機(jī)排放法規(guī)將成為菲亞特動(dòng)力科技(以下簡(jiǎn)稱FPT)的頭等大事。屆時(shí)，歐盟法規(guī)將嚴(yán)格限定排放物的顆粒物濃度（PN），顆粒物質(zhì)量限值要求也將收緊。五階段法規(guī)同樣也會(huì)降低氮氧化物、碳?xì)浠衔锖鸵谎趸南拗怠?/p>
菲亞特動(dòng)力科技的市場(chǎng)與產(chǎn)品管理副總裁Federico Gaiazzi認(rèn)為，盡管五階段法規(guī)要求很嚴(yán)苛，但其控制的歐盟市場(chǎng)畢竟只是全球市場(chǎng)中的一小部分。 在Gaiazzi與《SAE非公路工程》的訪談中，他指出歐盟法規(guī)很可能對(duì)世界其他地區(qū)的法規(guī)制定者造成影響，使其在考慮自己國家需求的時(shí)候調(diào)整策略。Gaiazzi相信，為了配合歐盟，其他國家的排放法規(guī)與燃油質(zhì)量規(guī)定也將更加嚴(yán)格。
這意味著FPT需要對(duì)其全球市場(chǎng)的發(fā)動(dòng)機(jī)進(jìn)行升級(jí)，并使用與歐盟市場(chǎng)相似的高級(jí)技術(shù)。“在朝著未來的排放標(biāo)準(zhǔn)努力的同時(shí)，F(xiàn)PT也在考慮研發(fā)新的方案，以提升發(fā)動(dòng)機(jī)效率并降低總擁有成本，這也是為什么我們堅(jiān)持只使用‘長(zhǎng)期高效選擇性催化還原(HI-eSCR)’技術(shù)策略的原因。” Gaiazzi表示，這一技術(shù)替換了中型和重型車輛中的廢氣再循環(huán)（EGR）技術(shù)，既簡(jiǎn)化了發(fā)動(dòng)機(jī)，也降低了成本。
Gaiazzi預(yù)測(cè)，F(xiàn)PT的下一代HI-eSCR后處理方案是在SCR上添加一個(gè)柴油顆粒過濾器（DPF）。一部分SCR催化劑的作用將由這個(gè)過濾器代替，以避免對(duì)整個(gè)后處理系統(tǒng)的布局造成影響。據(jù)稱，這一技術(shù)在顆粒質(zhì)量和PN排放方面都能滿足要求?？偟膩砜?，這個(gè)將兩種技術(shù)進(jìn)行結(jié)合的系統(tǒng)不僅可以縮小發(fā)動(dòng)機(jī)體積，還能更方便地管理SCR所需的溫度。（詳情請(qǐng)閱讀《非公路發(fā)動(dòng)機(jī)的復(fù)雜未來》，SOHE，2015年8月刊）
“HI-eSCR系統(tǒng)原本是位于瑞士亞邦的FPT研發(fā)中心開發(fā)的。它是第一個(gè)無需保養(yǎng)的后處理系統(tǒng)，而且可以減少95%以上的氮氧化物含量，” Gaiazzi表示。行業(yè)中的其他人士也指出新的SCR技術(shù)可以在降低97-98%的氮氧化物，而這也正是其能夠淘汰EGR的關(guān)鍵能力。
當(dāng)被問及哪些高級(jí)技術(shù)對(duì)提高燃油效率和降低運(yùn)作成本最為重要時(shí)，Gaiazzi提供了一個(gè)視角寬廣的答案。
“沒有哪一個(gè)單獨(dú)的技術(shù)領(lǐng)域可以在降低燃耗或提高發(fā)動(dòng)機(jī)性能上起到突破性的作用，”他表示。最關(guān)鍵的方法就是提高發(fā)動(dòng)機(jī)的制動(dòng)熱效率。“這是一道難題，這是無法通過某項(xiàng)技術(shù)突破一蹴而就的；相反，只有通過發(fā)動(dòng)機(jī)各個(gè)部分的共同改進(jìn)，才能積累優(yōu)勢(shì)，最終形成進(jìn)步。”
這些改進(jìn)中包括燃燒和空氣處理手段的優(yōu)化、能量損失抑制、智能輔助系統(tǒng)、排氣管道廢熱回收，以及發(fā)動(dòng)機(jī)與相關(guān)系統(tǒng)中的能量管理等技術(shù)，此外還包括整輛汽車中影響燃油消耗的所有因素。
作者：Bruce Morey
來源：SAE《非公路用車工程雜志》
翻譯：SAE 上海辦公室
FPT plans engines for complex market
Expected in 2019, the impending European Stage V emissions regulations for off-highway engines will remain top of the agenda for FPT. EU regulators will limit both particle number, or PN, as well as tighten the existing particle mass limits. Stage V also reduces NOx, HC, and CO limits.
While these are stringent, it is also true that the EU market governed by Stage V is only a small part of the global market, according to Federico Gaiazzi, Vice President of Marketing & Product Management for FPT Industrial. Sharing his views with SAE Off-Highway Engineering, Gaiazzi noted that these EU regulations may well affect how regulators approach their own national needs in other parts of the world. Gaiazzi believes it is likely that emissions regulations and fuel quality restrictions imposed in other countries will tighten in response to the EU actions.
This means FPT will need to upgrade global engines to use similar advanced technologies needed for the EU market. “While working toward the anticipated emissions standards, FPT is looking at solutions that will continue to increase engine efficiency and reduce total cost of ownership, which is why we will not be deviating from our long-term high-efficiency selective catalytic reduction [HI-eSCR] only strategy,” he said. This technology, according to Gaiazzi, frees FPT’s engines from using exhaust gas recirculation (EGR) in medium- and heavy-duty applications, simplifying the engines and reducing costs.
He predicts that the next generation of FPT’s HI-eSCR aftertreatment solution will incorporate a diesel particulate filter (DPF) integrated on the SCR. Part of the SCR catalyst will be replaced by the DPF in this solution to avoid impacting the aftertreatment layout. This is a technology that is reportedly efficient in meeting both particle mass and PN emissions. In general, these combined SCR and DPFs reduce packaging and makes it easier to manage the temperature needed for the SCR (See The Complicated Future of Off-Highway Engines, SOHE, August 2015).
“The HI-eSCR system was originally developed at FPT’s R&D Center in Arbon, Switzerland, and was the first maintenance-free aftertreatment system, achieving NOx reductions of more than 95%,” he said. Observations from others in the industry note that newer SCR technologies could achieve 97–98% efficiencies in reducing NOx, a key enabler in eliminating EGR.
When asked what were the most important advanced technologies for achieving better fuel efficiency and total cost of operation, his answer reflected a broad perspective.
“No one technological area will create a breakthrough in improving fuel consumption or performance in engine development,” he said. The key is increasing an engine’s brake thermal efficiency. “It is a challenge with no quick-fix technological breakthroughs on the horizon; instead, progress will be the sum of improvements to several aspects of the engine.”
These include the optimization of combustion and air handling, reduction of power losses, the introduction of smart auxiliaries, and waste heat recovery in the exhaust line, as well as energy management controls in the engine, its related systems, and all elements of the vehicle that influence its fluid usage.
Author: Bruce Morey
Source: SAE Off-Highway Engineering Online
Federico Gaiazzi表示，目前菲亞特動(dòng)力科技發(fā)動(dòng)機(jī)系列的制動(dòng)熱效率達(dá)到了46%左右。圖中顯示的是FPT的C13二階式發(fā)動(dòng)機(jī)。
菲亞特動(dòng)力科技市場(chǎng)與產(chǎn)品管理副總裁Federico Gaiazzi指出，提高發(fā)動(dòng)機(jī)的制動(dòng)熱效率非常重要。他預(yù)測(cè)，F(xiàn)PT將于2020年前將工業(yè)發(fā)動(dòng)機(jī)的制動(dòng)熱效率提升至55%。