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自2012年起,机车柴油机将必须满足更加严格的排放标准——EU非公路97/68/EGStageⅢB的要求。与StageⅢA相比,新标准规定的NOx排放限值降低了39%,PM限值降低了88%。新一代MTU4000系列R44发动机满足StageⅢB排放标准。首先,2012年之后将提供V形12缸和16缸发动机,而8缸和20缸V形机将紧随其后。新一代4000系列发动机功率范围将为1000～3000kW,用于电传动或液力传动干线机车和调车机车。MTU4000系列发动机作为在世界范围内运行的内燃机车的牵引动力装置已超过10年。从一开始起,MTU4000系列发动机就以其优异的经济效率、可靠性和功率-重量比而出类拔萃。新一代MTU4000系列R44发动机是目前MTU4000系列R43发动机的升级产品,后者是在2009年投放市场的。开发R44发动机的原则是,要尽可能地保留R43发动机久经考验的技术,对客户界面和发动机尺寸仅进行了略微修改,而且对所有技术都进行了数年的深入细致的试验和验证。到2012年标准系列发动机批量生产时,其样机在试验台和现场将积累数千小时的运行时间。EUⅢBNOx排放限值(NOx+HC<4g/kWh)仅通过发动机内部技术(不带SCR催化器)即可达到,而采用柴油机颗粒过滤器(DPF)将可以使PM排放控制在限值以内(PM<0.025g/kWh)。除了冷却的废气再循环和优化的气门定时(Miller循环)外,最新一代的LEAD共轨喷射系统(L’Orange公司制造)和MTU二级涡轮增压系统也是新发动机设计的突出特点。基于这些先进的发动机内部技术,可能实现很低的原始颗粒排放值,而发动机的结构可以兼容更高的背压(来自加载的颗粒过滤器)。按此原则,设计的柴油机颗粒过滤器与所开发的再生技术相结合,可满足用户对结构紧凑性、运行安全性、维修方便性和效率的要求。尽管R44发动机的废气排放量大幅度减少,但其仍保持了R43发动机优良的燃油经济性。MTU公司凭借其新的发动机,将继续为安装在干线机车和调车机车上的柴油机树立标准。
Since 2012 locomotive diesel engines will have to meet the more stringent emission standards - EU Off-Highway 97/68 / EGStage IIIB. Compared with StageⅢA, the new standard stipulates a NOx emission limit of 39% and a PM limit of 88%. The new generation of MTU4000 Series R44 engines meet StageⅢB emission standards. First, V-shaped 12-and 16-cylinder engines will be available after 2012, followed by 8-cylinder and 20-cylinder V machines. The new generation of 4000 series engine power range will be 1000 ~ 3000kW, for electric drive or hydrostatic transmission locomotive and shunting locomotive. The MTU4000 series has been used as a traction powerplant for diesel locomotives operating worldwide for more than 10 years. From the very start, the MTU4000 series engines excel at their superior economy, reliability and power-to-weight ratio. The new generation of MTU4000 Series R44 engines is the current upgrade to the MTU4000 Series R43 engine, which was launched in 2009. The principle behind the development of the R44 engine is to keep as much of the proven technology of the R43 engine as possible, with only minor modifications to the customer interface and engine dimensions, and to carry out years of intensive testing and validation of all technologies. When the 2012 standard series engines are mass-produced, prototypes will accumulate thousands of hours of running time on test benches and in the field. EUⅢBNOx emission limits (NOx + HC <4g / kWh) are only achievable with internal engine technology (without SCR catalyst), while PM emissions can be controlled within limits using a PMF (PM <0.025g / kWh). In addition to cooled exhaust gas recirculation and optimized valve timing (Miller cycle), the latest generation of LEAD common rail injection systems (manufactured by L’Orange) and MTU 2-stage turbocharging systems are also salient features of new engine designs. Based on these state-of-the-art in-engine technologies, it is possible to achieve very low raw particle emission values while the engine’s structure is compatible with higher backpressures (from loaded particle filters). By this principle, the design of the diesel particulate filter combined with the developed regeneration technology meets the user’s requirements for compactness, operational safety, ease of maintenance and efficiency. Despite the drastic reduction in emissions of the R44 engine, it still maintains the excellent fuel economy of the R43 engine. With its new engine, MTU will continue to set standards for diesel engines installed on mainline and shunting locomotives.