For Cummins products entering China, Cummins has a very strict selection of imported product parts and must meet quality requirements. Adapting to the Chinese market and maintaining its leading edge in experience as far as possible is Cummins’ current competitive strategy in China because Cummins does not have an advantage in cost when compared to domestic competitors.
Cummins continues to develop the latest technologies for the global market. From Europe's launch of Euro IV in 2005 to now, technology is constantly improving. For Chinese customers, basically all specifications have products. The Cummins engine is divided into light and medium-heavy two big blocks, the domestic market is also so divided: pickup, SUV is a light, heavy duty heavy truck, sanitation and other special vehicles. The 11-litre IV engine was released in July 2009. It has been more than a year since the entire vehicle was put into operation. By collecting usage data and understanding the actual operation conditions, it has been proved that the Euro IV technology route meets higher emission requirements. At the same time, it can also save fuel. There are ISBs (4.5, 6.7 liters) and ISLs (8.9 liters) in the medium size, and a large number of road tests have also been done on the entire vehicle. Use European technology but not European products. For example, ISM is a product developed by the Chinese team according to the needs of the Chinese market. ISF is produced at Foton Cummins and developed for National IV.
Cummins's equipment and equipment adjustment between the State III and State IV products is very small, that is to say it can be adjusted immediately to produce the products of the State IV, there is no pressure on the production preparation. One of the greatest benefits of the high pressure common rail system between State III and State IV is that it is easy to upgrade and there is no major change in the entire system. Of course, due to the increase in pressure, the product needs further strengthening. At present, these products have been produced locally and have been calibrated with most customers. Many of the projects have already been completed and some projects have been introduced into the market one after another. From the calibration point of view, the national IV spent more energy than the country III, the parameters required for calibration than the country III, but the essence is not much different. National IV also added the OBD requirement, which is a new requirement.
There are two problems with oil products. One is water content and the other is sulphur content. Targeted technology development is required. Sulphur content, Europe IV to 50ppm, the country III is 350ppm, use SCR. As long as it can meet the quality of the national III oil, can be applied to the National IV products. Additives, Europe is called adblue, the United States is called DEF (Diesel Exhaust Fluid), China is called urea. It is a kind of thing. 33.3% of the urea granules are different from the liquid saturated urea completely saturated with water, and the control of impurities is mainly different. The current National IV ISM runs in Guangdong and has encountered no problems. It probably ran 600,000 kilometers. Analyze emissions, engine oil consumption, and fuel consumption based on the data received.
The Euro VI of the ISF engine may be one step closer to localization. In the beginning, it was designed for local production in China. It was not originally designed in Europe, and it was brought to China for localization. This is a deeper, targeted design and development. The 11-litre IV engine was developed in this way. Futian's Euro VI products will not begin production until the end of 2013. This is a very difficult technique. It is mainly controlled by particulates and nitrogen oxides. It requires EGR and SCR to be used together. Our development is also very strict and we have done tens of thousands of kilometers of road tests to ensure the reliability of our products. In fact, the Euro VI standard in the European market was only finalized in June 2010, specifying how to do it and how to test it. Cummins divided its product development into two parts. At present, Euro VI has completed the technical development, which is to study what kind of technology and combination are used to achieve Euro VI. Now we are working on product development. It has just begun. In the future, we will also import Euro VI products in Dongfeng Cummins.
At present, a large part of China's high-end market is served by Cummins, and the mainstream market has met some of the diversified products of joint ventures such as Dongfeng Cummins.
Cummins is an engine company. We also make key components. Cummins may be the only diesel engine company with all the key system integration capabilities. One of the benefits is that it can use an electronic control system to control all fuel systems, booster systems and post-processing. The system is highly integrated, and continuous optimization is achieved through collaboration. In addition, because our control system and after-sales service can access an electronic control platform, after the products are sold, there are also service advantages.
The technical center is set up by Cummins for the Chinese market, and many localization issues are solved in the R&D center in Wuhan. There are more than 100 people, and the technical level is relatively high, but it does not mean that the products are very small, but they must make popular products. An imported fuel system designed for engines in the Cummins system may achieve very high injection pressures. However, Chinese users may not need such high injection pressure. If the pressure is reduced, domestic systems can be used, and they will be cheaper. Moreover, reducing pressure provides a great choice for reducing costs. For example, materials, designs, etc.
Cummins has three major experiences in learning rapid response capabilities from the Chinese market. The first is that we must maintain a leading position in technology, and the second is responsible enterprises. One of our long-term goals is to be the healthiest, cleanest and safest product. Whichever market is the same. Third, we should focus on the requirements of our customers and grow with all our partners. The goal is to support the requirements of partners and end users, and grow together with our customers, not just Cummins itself.
1.Casing head spools are provided with a seat for secondary sealing. The lower flange can be provided with a second smaller supplementary ring gasket allowing the maximum pressure build-off with one stage.
2.The casing spools used to suspend and to seal the casings.
3.The flanges and the passing inside diameters are designed according to API spec.6A.
Casing Head,Casing Spool,Wellhead Equipment,Wellhead Casing Hanger
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