Cummins Inc. is the world's largest diesel engine supplier. It is rooted in the diesel engine sector. It also develops natural gas and other alternative fuel engine products, and strengthens key engine parts and generator sets business. In terms of business composition, diesel engines are its main products.
Cummins technology research and development mainly has three major business areas. As the only global company with all key subsystems of the engine, the main direction of R&D for Cummins engines is to meet the increasingly stringent engine exhaust emission standards and customer requirements for overall engine performance and reliability by focusing on improving system integration capabilities. The five key subsystems of the engine are the in-cylinder combustion optimization system, the fuel injection system, the intake pressure system, the electronic control system, the filtration and the post-discharge treatment system.
Cummins has also been committed to the development of high-efficiency diesel engines, and has made breakthroughs in the application of biodiesel, and continued to innovate to obtain the "Innovation Award" from the American Biodiesel Committee.
The hybrid power adapting to new energy technologies is also Cummins' research orientation. As early as the mid-1990s, hybrid technology research and development began. After more than a decade of research and development, it has become the largest manufacturer of hybrid diesel engines in the world, covering buses, buses, Medium-heavy trucks, light trucks, pickup trucks, and ships.
Founded in 1919, Cummins Inc. has entered China for more than 30 years. In the buzz of new energy development, how does the leading company of diesel engines cope and what strategy it adopts has become a matter of common concern.
As a foreign-funded company, the technical route and market strategy in the Chinese market are even more attractive. This reporter interviewed Dr. Peng Lixin, chief technology officer of Cummins (China) Investment Co., Ltd. Dr. Peng joined Cummins in 2007, nearly five times. As the chief CTO of the world's largest diesel engine supplier, Dr. Peng Lixin introduced Cummins' technological advantages, market conditions, new energy initiatives, the genes of multinational companies, the pursuit of charity, and a diverse R&D culture.
He repeatedly stressed that Cummins China has unique technical advantages and inherits Cummins's diversified culture. He has set up an R&D center in China. The R&D team has experts from the United States, but most of them are experienced engineers graduated from Chinese universities. . He also emphasized the company's contribution to the public interest, and took advantage of the company's technological superiority, and was trying to convert the "draining oil", which was a major hazard, into bus oil.
One-stop emission technology provider
Q: Please tell us about Cummins Inc. and Cummins China.
Peng Lixin: Cummins is a U.S. company. It celebrated its 90th anniversary in 2009, and it celebrated its 100th anniversary in 2019. The company is the world's largest diesel engine supplier, mainly doing diesel engine generator sets and also as natural gas engines. Diesel engines are Cummins's main products. Around the main product is the company's other business units, such as the main components. We are the only company that makes a diesel engine and does all the key components.
[next]
Q: This is your Cummins company's "one-stop" emission solution?
Peng Lixin: It can also be said that this is a “one-stop†emission solution from the customers. It is a unique condition that can be optimized overall for those who engage in engine production and development.
Q: Can a "one stop" emission solution be discussed in detail?
Peng Lixin: “One-stop†refers to the collection of all emissions-related components. The diesel engine must first inject and then inject fuel. The exhaust pipe must be post-processed after it exits. This series of components determines the emissions and fuel consumption of an engine. Generally, a diesel engine company will bundle up several major component suppliers. I bought your components and you come to me for after-sales service support. This Cummins company's "one-stop shop" is closer because it is a company and there is no need to negotiate an agreement with another company. All the support can be implemented between the various subsystems within the company. Therefore, in this sense we are the only one-stop, real "one-stop shop." It is precisely because of such a unique advantage that Cummins engineers can do more to fully optimize the engine.
Q: Cummins is a technology-driven company. It mainly promotes technological innovation according to the market's rhythm. Is this not the case?
Peng Lixin: Yes, Cummins Inc. is a leading technology company. Technology and products are very important. Technological innovation is the company's gene.
Q: Do foreign identities have advantages and disadvantages in the Chinese market?
Peng Lixin: Although we are a foreign investor, we feel very harmonious. Cummins has been in China for more than 30 years and has received support from government policies at all levels.
This will benefit from Cummins' own strategy. Cummins seeks to grow together with the industry. Most of the joint ventures in China are 50:50 equity stakes. In addition, by providing the industry with the most advanced component products, Cummins has also contributed to the continuous development of the industry.
Cummins also strongly encourages Chinese local culture. For example, Mr. Cao Side, the head of our China region, is a China Connect. He not only speaks Chinese well, but his understanding of Chinese culture is also very good. The leaders of various departments of Cummins China are also mostly Chinese, not 150 from the United States. All are operated by Americans.
[next]
Q: Your technology does not involve technical confidentiality?
Peng Lixin: Also involved, Cummins has all kinds of headaches at all times, including technical leakage. We have had problems with technological disclosure and the risk of disclosure has also existed from time to time, but our technical cooperation and opening doors have not been closed because of these inconsistencies. Cummins insists on balance, while openness and development, on the other side reasonable protection, protection and openness in parallel.
Traditional power companies' new energy logic
Q: In addition to focusing on the engine, Cummins also involved in biodiesel and hybrid power. How does the company position the future technology route?
Peng Lixin: Our technical line is positioning diesel engines and natural gas products. Combined with the need for energy conservation and emission reduction, we have also done a lot of exploration on hybrid power. China is ahead of the world in hybrid applications, so the Cummins Hybrid Business Center is located in China. The first step, in conjunction with Eaton and Fukuda, has delivered more than 1,000 hybrid buses. Cummins is also further developing and optimizing hybrid systems, taking advantage of Cummins control systems and other products.
Q: The wave of new energy sources in the world has been one wave after another. Cummins has traditionally made diesel engines. How do you see the issue of new energy development?
Peng Lixin: We think that new energy must be done. What is new energy? I think energy-based alternatives based on current oil are new energy. Oil is something that was buried by the earth billions of years ago. We are now using it. We will run out one day. It may be one hundred years or maybe two hundred years. It will be used up one day, so humans must look for the future. New alternative energy, this is our responsibility and obligation to future generations. At present, new energy such as hydropower, solar energy, tidal energy, and wind energy cannot be used directly on automobiles as oil does. At least it cannot be put into a fuel tank like fuel and it can be left open. There must be a carrier. Both wind energy and solar energy need to be made available to vehicles through a carrier. What is this carrier? It's the battery. At present, there isn't anything that can replace it.
It is not clear what the most important alternative energy will be in the future. But the conclusion that these energy sources need a carrier is already clear. We cannot avoid it. This determines that electric vehicles must be a trend in the future development of automobiles.
Q: What are the advantages of Cummins in the new energy field, apart from the simple division of traditional energy and new energy?
Peng Lixin: Electric vehicles are the direction of the future, but it does not mean that we must engage in electric vehicles now, because the timing is still immature and the difficulties are still very great. I think hybrid power is a good transition, especially in the bus, because the bus stops and opens to provide a very good opportunity for the use of hybrid power. Cummins has technical advantages and will continue to invest in new energy, but at the same time it will not give up its advantages in the traditional energy field. There is a degree of problem here. At present, our focus is still on the optimal development of the traditional energy sector.
[next]
After reducing emissions, we must focus on energy-saving technologies
Q: As a company focused on the diesel engine sector, what is Cummins’ new approach to meeting increasingly stringent global emissions standards?
Peng Lixin: First of all, from the United States, the emission standards have gone from the 1970s to the present day. From the data point of view, they have come to an end. Emission control indicators such as nitrogen oxides and particulates have come to an end and there will be no major changes. There are two reasons. First, to meet the current emission standards, exhaust gas has begun to approach the quality of fresh air; secondly, further tightening must challenge the ultimate precision level of detection methods (instruments). The next act of US emissions is to strengthen the control of consistent use of vehicles, including the strengthening of OBD rather than continuing to increase the difficulty of emissions.
Europe-Europe 6 is basically in place, but there are still some differences between Europe 6 and the United States in terms of 2010 standards. Whether Euro 7 will be debated is something that everyone is arguing about. However, basically it is almost the same, and emissions control for advanced countries is basically in place throughout the world. The following major work is energy saving. Energy saving and emission reduction is actually not just China, but it is being done internationally. It is only different. Technology always needs to be developed. In the past 20 to 30 years, emission reduction will promote the development of technology. In the future, energy will be used to promote the development of technology.
The U.S. super truck requires 50% energy saving and the engine thermal efficiency to become 55%. This is what the diesel engine industry has been dreaming about for many years, but it is difficult to achieve. Now, 42%~43% of diesel engine thermal efficiency is very good, and it is very difficult to exceed 50%. So the wave of technology in the next section should be how to save energy. Of course, the road to China's emissions has not yet been completed. Therefore, energy conservation and emission reduction must be synchronized.
Q: A very unique advantage of Cummins is that it can meet the emission standards of Europe and the United States at the same time. However, I think there is a problem. The Cummins standard is pushed by European and American standards, or our standard technology is ahead of the national standard. Is energy efficiency improvement active or passive?
Peng Lixin: The basic is still passive. It should be said that active and passive are combined. This is because the United States does not have the same environmental protection legislation as China does. There is a precedent in Europe when China enacts environmental protection regulations. China can then compare and then formulate its own emission standards and regulations. When the United States enacted environmental protection regulations, no one tried to find a way forward, and did not know what standards should be set in the end. For example, the US emissions standards are set according to the year, 2007, 2010, and 2013. For example, when formulating the 2010 standard, how can the 2010 standard be made available to the industrial sector? The Ministry of Environmental Protection needs to conduct research. The Ministry of Environmental Protection has a huge technology research and development center that specializes in research and prediction in this area.
Q: Isn't it possible to take the company's data directly to predict whether the company can do it?
Peng Lixin: How do the data come out? They are doing research first and then decomposing indicators. The Ministry of Environmental Protection wants to do this, and at the same time, it must unite with the industry to do it. It's like a high jumper. Do you put the indicator at 2.5 meters or 5.3 meters? If you put it at 5.3 meters, it will certainly jump, but it won't have any result. At the same time, Cummins and the Ministry of Environmental Protection have played a guiding role in the communication. Where can the technology go and what kind of cost is the market? You also know that what you want to do is just a cost issue. The key is what kind of cost is acceptable and what kind of time is more mature.
Q: Does Cummins develop products specifically for the Chinese market?
Peng Lixin: Yes. First of all, according to different emission standards, Cummins divided the engine's products into three major pieces, the United States is a piece, Europe is a piece, and China and emerging market countries are another big piece. We have a term called FFM (FitforMarket), which is a product that adapts to market demand, or a product tailored to the local market.
For example, why do you want to be a European product? Because Europe's emission standards are different, it is better to understand that the same engine can meet both Europe and the United States, and it must develop a European engine. After coming to China, China followed the European emission standards. Theoretically speaking, we can take products from Europe. However, China's requirements for use are not the same. For example, China uses different types of diesel fuel, different types of lubricants, and China's use status is different. China's expectation of the engine's service life and failure and failure mode Not all the same, plus China's cost requirements are very sensitive, so putting all these different things together will determine that we must make different products.
Let me give you the simplest example. In the fuel system, we have a fuel system in the United States. The peak pressure can reach over 2000 bar. The service life of the fuel system is also designed according to 1 million miles.
In China, it is different. First of all, it does not need such a large injection pressure. Second, we do not need such a long durability. China's current trucks may only run 500,000 kilometers, 1 million miles is 1.6 million kilometers, and we rarely have cars. Can run 1.6 million kilometers, the car can not run so long, the engine does not have to be so durable, let alone the fuel system.
If a 1 million-kilometer car is equipped with a 1 million-kilometer engine, customers are willing to pay for high costs because of their value. If I put a 1 million-kilometer engine on a 500,000-kilometer vehicle and the engine cannot be used after the vehicle is reimbursed, the surplus value is meaningless. Of course, no one is willing to pay for the increased cost. Therefore, according to such a situation, we must cut off this meaningless surplus value to reduce costs for customers. This is what Cummins China's technology department is doing. It is called "according to China's requirements to make products suitable for China."
Q: Do you have any suggestions for energy saving and emission reduction in China?
Peng Lixin: China is now doing vehicle fuel consumption standards, and I have a little worry. why? It is now entirely in accordance with the car to do this fuel standard. On the face of it, this seems very reasonable, but actually there will be problems. First of all, it is easy to cause the responsible parties to push each other. It is very easy for the OEM to reduce the target of reducing fuel consumption to the upstream component suppliers. The U.S. experience is separate management. The car drops 10% of oil (tires, weight, etc.), and the engine also reduces oil (burning, wear, etc.) by 10%, which may add up to nearly 20%.
In addition, there is a relationship between energy saving and emission reduction, and there will be no conflict between them. The energy-saving control of the US regulations does not use fuel consumption, but uses carbon dioxide as an indicator to reduce the conflict between energy saving and emission reduction. U.S. regulations stipulate that when the engine is used as an emission test, "by the way," it will emit carbon dioxide emissions. The emission of carbon dioxide has a very consistent relationship with fuel consumption. The operating cost is very low and it is relatively easy to implement.
The vehicle's limited energy is a general direction, but if the details of these issues are not taken into account when the policy is formulated, it will be difficult to manage in the future, and it will be difficult for the industry to follow suit. We can learn from some successful foreign management methods.
[next]
"Economy is a systematic project"
Q: Did Cummins have an energy-saving breakthrough for existing engine technology?
Peng Lixin: In today's society, the traditional energy power is still the main body of application. This pattern will not change in the coming period. In the current emphasis on energy conservation and emission reduction, the traditional energy power reduction technology is particularly important. Cummins has been actively working with key industry partners such as OEMs to explore ways to optimize energy efficiency.
We have always emphasized that energy conservation is a systematic project, and the engine's own technological improvement is only part of it. Maximizing energy savings requires matching optimization of engines, transmissions, axles, and drivers. Therefore, we actively conducted matching tests with host manufacturers such as Foton Motor (600166) and Dongfeng Motor (600006). While pursuing continuous innovation in engine technology, we also sought to innovate technologies that can work together with the entire key components to reach machines, vehicles, and The perfect match of people to maximize the efficiency of energy use.
Cummins' “EBP smart people†energy saving system promoted by different road conditions and vehicle carrying capacity is an important result of multi-party cooperation. Through close cooperation with the OEM, the Cummins engine system provides the driver with a simple, easy-to-use third gear option on the steering wheel of the cab. Drivers may choose Power, Standard, or Economy according to different road conditions such as high speeds, plains or hills, and different load conditions such as full load, standard load, and no load. Selecting different gears ensures that the engine is always operating in the fuel economy. By optimizing and improving the structure and design of the engine, the fuel economy is wider. Then through the optimization of matching with the tires, gearboxes, chassis, etc. to achieve improved operating efficiency. Finally, the “engine†and “driver†dialogues and interactions are achieved through the rocker-type gear selection buttons of the operation panel. This new range system ensures smooth acceleration, smart economy gear shifting, and avoids the dangerous behavior of speeding through the limit of the maximum speed, guiding the driver to develop good driving habits.
We have repeatedly emphasized the importance of system energy saving because of the potential for energy savings in the optimization of each component. For example, by improving the fan and other components, that is, using an electronically controlled fan device, it is automatically turned on or off according to the environment and water temperature, effectively saving the power consumed by the engine, achieving high temperature control, full combustion, high thermal efficiency, and achieving fuel economy. This can significantly improve the energy efficiency of the engine, which is reflected in the reduction of fuel consumption of the vehicle.
By intelligently controlling the fan by the engine and maximizing the efficiency of the engine, we all know that there are many factors that affect the fuel consumption of the vehicle, and some are not adjustable: for example, the weather, working conditions, emission levels, and the driver's own driving habits. However, there are some that can be influenced by improvements: such as engine design, vehicle matching, and providing drivers with reasonable recommendations. What we need to do is lay emphasis on the influential parts: optimize the engine design and operation efficiency, actively cooperate with the auto manufacturer, reasonably match, and actively interfere with their possible bad driving habits by providing drivers with simple and easy choices. . Therefore, to achieve energy conservation, "machine" (engine), vehicle (whole vehicle) and human (driver) must achieve systemic coordination, and each element of each link is indispensable.
Unlike other similar energy-saving switches on the market, Cummins has used its engine's rich electronic control functions to perform a comprehensive optimization based on the different requirements for fuel consumption and power matching in each car's working range. Dynamic performance and optimal fuel economy results.
Engine oil packaging tubes are cylindrical containers that are specifically designed to store and transport engine oil. These tubes are typically made of high-density polyethylene (HDPE) or polypropylene (PP) plastic, which is known for its durability and resistance to chemicals and moisture.
The tubes are available in various sizes and shapes, depending on the volume of oil they are intended to store. Some tubes come with a screw-on cap or a snap-on lid to prevent spills and leaks, while others have a flip-top cap or a pump dispenser for easy pouring.
Engine oil packaging tubes are commonly used by automotive manufacturers, oil companies, and retailers to package and sell engine oil to consumers. They are also used by individuals who want to store and transport engine oil for personal use.
The benefits of using engine oil packaging tubes include:
1. Protection: The tubes provide a protective barrier against moisture, dust, and other contaminants that can compromise the quality of the oil.
2. Convenience: The tubes are easy to carry and store, making them ideal for use in vehicles, boats, and other mobile applications.
3. Sustainability: The tubes are recyclable and can be reused multiple times, reducing waste and promoting environmental sustainability.
Overall, engine oil packaging tubes provide a convenient and reliable way to store and transport engine oil, ensuring that it remains clean and free from contaminants until it is ready to be used.
Engine Oil Packaging Tube,Oil Packaging Tube,Custom Oil Packaging Tube,Lube Oil Packaging
Suzhou Sanxin Tube Co.,Ltd. , https://www.packagingest.com