In a dispute about which engine is better – diesel or gasoline, diesel has its own undeniable arguments.
A compression ignition engine is definitely more fuel efficient and has more torque. It is especially appreciated on heavy trucks and buses, on military all-terrain vehicles and civilian jeeps, on LCVs and medium duty vehicles. The use of diesel engines in taxis is also a long-standing practice. The fact that a diesel engine is heavier than a gasoline engine has also been “cured” over time. Here, the modern trend of reducing the working volume of diesel engines while maintaining the required power came into place – due to efficient turbocharging. Two-stage turbochargers give almost twice the power increase compared to atmospheric versions.
With environmental requirements, modern diesel also quite successfully gets along. Even naturally aspirated diesel engines have lower CO2 emissions than gasoline engines. You can, of course, remember the black smoke and soot from some cars with diesel engines on the road … But such an exhaust is more a sign of a malfunction of the fuel equipment than a sentence for a diesel engine. Gasoline engines can also smoke.
The evolution of diesels followed its own path, different from the engines with the Nikolaus Otto cycle. The use of a turbine, an intercooler, an increase in fuel spray pressure in combination with electronic injection dosing systems ensured a gradual transition to the implementation of Euro-0 to Euro-3 standards. And then, already at the Euro-4 level, just improving the working process of the engine was not enough. We needed neutralization systems, and special ones, specifically for diesel engines. There are statistics on the negative impact on the environment: one car with a Euro-0 diesel can be equated to ten with Euro-6. Think about it: one to ten!
Starting with Euro 4, modern diesel engines have to deal more with nitrogen oxides (NOx). To some extent, the “nitrogen” negative from diesel engines allows to reduce the use of hybrid power plants (this is when a diesel engine is supplemented with an electric motor with a lithium-ion battery). The high autonomy of the car, inherent in diesel engines, is maintained, and at the same time, in the city, cars have the opportunity to move on electric traction. But still, the engine exhaust and the “hybrid” must be cleaned.
Confrontation of two technologies
Diesel engines starting from the Euro-4 level have two main exhaust gas aftertreatment technologies. EGR (Exhaust Gas Recirculation) is when part of the exhaust gases is mixed with the air entering the engine cylinders. Exhaust gas recirculation lowers the combustion temperature of the air-fuel mixture, thereby reducing nitrogen oxide emissions. The second technology is called SCR (Selective Catalytic Reduction). It is based on the chemical reaction of an aqueous solution of ammonia (urea) with NOx. As a result, with the SCR system, the NOx content in the exhaust gases is sharply reduced, just nitrogen and water vapor are formed. Each technology is good in its own way and is optimal for use in different conditions. In the mid-2000s, Scania and MAN, as well as Isuzu and Hino, preferred EGR.
The argument is that no additional liquids are needed, which also cost money. However, Daimler, Volvo, DAF, IVECO, VW, BMW engineers used a more complex SCR selective catalytic reduction system. The opposition was tough. For several years, each of the companies defended its innocence. But then, again at the Euro-4 level, for some diesel markets, the combined use of EGR and SCR technologies began. One of the main reasons for the limitation of the use of recycling has been the use of diesel fuel with a high sulfur content. Sulfur reacts with oxygen to form an oxide, to which water vapor is added. A tiny fraction of that sulfur in diesel fuel …
But as a result, sulfuric acid is formed, which begins to oxidize aluminum pistons and heads, even cast iron cylinders. If you look at such a ruined motor with the head of the block removed, it seems that the pistons have melted from overheating. But this is the work of corrosion. Those companies that did not use EGR, but focused only on SCR, did not know such problems. The use of urea and SCR in addition to EGR made it possible to reduce the dosage of mixed exhaust gases to a fresh charge of air and prevent the likelihood of corrosion damage to the cylinder-piston group.
The main drawback of the EGR mechanism is the huge amount of deposits in the form of soft asphalt, which form from passing exhaust gases in the intake system. The tubes, the USR valve itself, the throttle, the intake manifold are clogged with growthsThe main drawback of the EGR mechanism is the huge amount of deposits in the form of soft asphalt, which form from passing exhaust gases in the intake system. The tubes, the USR valve itself, the throttle, the intake manifold are clogged with growths
No power loss
The injection of the urea solution into the SCR catalytic converter is strictly metered. The muffler-neutralizer itself is made of high-quality stainless steel, but it contains a lot of rare earth metals and their oxides, which are sensitive to pollution. The urea solution is supplied under pressure from a special pump, sprayed through its nozzle, and dosing is tied to an electronic engine control unit. It is clear that this is an expensive system. One of the factors that ensure the smooth operation of the SCR and the durability of the equipment is the quality of the urea solution.
A separate tank is provided for refueling AdBlueA separate tank is provided for refueling AdBlue
Previously, in the late 2000s, Russia had only imported urea called AdBlue, now licensed production is organized at domestic enterprises.
The name AdBlue itself is a trademark owned by VDA, the German Automotive Industry Association. It is important to use original products from trusted manufacturers, avoiding the use of counterfeit products, and even more so, obvious fakes.
However, in Russia, blue canisters of completely unknown manufacturers come across for sale, filled not at all with a solution of technically pure urea in demineralized water, but with a mixture of cheap agricultural fertilizers in tap water. Such a “solution” contains unwanted impurities that quickly kill the car’s exhaust gas aftertreatment system.
There is a way to distinguish the correct urea solution from a fake – check its density, which at room temperature should be in the range of 1.087–1.093 g / cm³. Density will have to be measured not with a hydrometer, like an electrolyte in a battery, but with a special refractometer. At the required density, AdBlue, according to ISO 22241-2-2009, will contain 32.5% carbamide and 67.5% water.
SCR has a special, emergency mode, when the system “falls asleep”. This mode is activated if AdBlue runs out on the road, when it froze in frost below minus 11 degrees and in case of other malfunctions associated with an increased NOx content in the exhaust gas. What is important – initially, the motor does not “cut” power and torque. Thus, the car is given the opportunity to get to the nearest service or gas station. Then, after 10 hours, after a repeated warning to the driver (!) and only after the next engine stop, the power decreases first by 10%, then by 20% and finally by 50%.
An important point: AdBlue consumption is usually 3-6% of fuel consumption, depending on various factors. At the same time, as noted by all manufacturers of cars with the SCR system, there is a decrease in diesel fuel consumption by 4-5%. That is, there is not much point in saving by turning off the neutralization system.
The right solution
One of the manufacturers of AdBlue on the European market is the German company reinWell, which is also known as a manufacturer of high-quality motor and transmission oils, various additives and car care products. The company was founded in 2009, has the most modern equipment and technologies for the production of high-quality oils and automotive technical fluids. reinWell products meet the strict German standards and are approved by all major European car manufacturers. In Europe, reinWell is widely known as a reliable supplier of oils and chemicals for large transport companies, auto repair centers and gas stations. Focusing on large customers, AdBlue is supplied in 200 liter drums or in 10 and 20 liter cans.
For owners of passenger cars and LCVs, smaller AdBlue packages are provided – per liter and 5 liters, which are sold on various marketplaces. For the production of AdBlue in Russia, reinWell localized its production here, while meeting all European requirements for the quality of the urea solution. Thus, AdBlue reinWell complies with the recommendations of the system of hazard classification and labeling of chemical products, agreed at the global level and approved by the International Union of Pure and Applied Chemistry.
The main trend in the development of the reinWell company is investment in the development and production of its products, while reducing the final cost due to strict cost optimization. The buyer pays for a modern and high-quality product, and not for packaging. This results in an affordable and competitive price.
If the manufacturer of your car has decided to take care of the environment, then support it by choosing a high-quality European composition that can reduce emissions into the environment. In Europe, as nowhere else, concerned about the care of the environment. Car manufacturers and AdBlue manufacturers are playing on the same side.
Advertising/LLC “Alleya Group”/TIN 7728429454/erid 4CQwVszH9pSXqtNpa5X
