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„TSAKI“ Ltd. manufactures AdBlue® under the trademark BlueSky® under the license of the German chemical company KRUSE K.G. from the beginning of 2009.

From the beginning of 2017, after the audit, the company acquired its own European license issued by VDA – the Association of German Automobile Manufacturers.

To our customers, we always guarantee the delivery of a high-quality raw material product that we receive from licensed suppliers in accordance with ISO 22241. Quality tests for our production are done on each batch by a licensed laboratory.

 

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Technical characteristics of the AdBlue

The chemical composition of AdBlue® is highly purified. It is made from high-yield urea. The high quality of the product is guaranteed by DIN 70070. As a continuation of DIN 70070 ISO 22241 has been prepared.

Our product fully complies with the above-mentioned DIN norm. Our internal quality management rules ensure control over every unit in the production process – from the delivery of the raw material to the delivery of the final product to our customers.

Product Compatibility

The application of SCR technology from new engines will have a beneficial effect on the environment. Cars burn with little fuel, emit less harmful emissions and less pollute the environment. Compared to EURO 3 engines, particle separation is reduced to 40% and the NOx release level is reduced to 90%.

The AdBlue® product does not in itself pose any danger to humans and the environment. The product is not dangerous, non flammable and not toxic.

Safety during storage of the product

Under the best storage conditions, AdBlue® has a shelf life of at least 1 year. Under the best conditions is meant a temperature of -5 to +25 ° C, in closed containers.

AdBlue® crystallizes at -11 ° C. At temperatures above 30 ° C, the product may lose its properties as a result of hydrolysis. Avoid exposure to the product under the direct influence of UV rays.

Compatibility with materials

Do not allow AdBlue® contact with copper, zinc and their alloys. Any contact with aluminum is extremely dangerous for product quality. Stainless steel and most types of plastics are safe.

SCR Technology

Behind the SCR (Selective Catalytic Reduction) abbreviation stands the innovative technology adopted by leading European carmakers after tests and comparative analysis of the various technical options to reduce the emissions emitted during engine operation. The SCR technique is the only technology that allows simultaneous reduction of exhaust emissions and optimization of the engine in terms of its performance and fuel consumption.

Functionality

During the SCR procedure, the NOx emissions emitted by the engine during combustion are treated in a catalytic converter. For this procedure, a reducing agent called AdBlue ®, a non-toxic and odorless aqueous solution of high-quality urea at a specific concentration, is required. A precisely defined dose of AdBlue ® is injected through the nozzle into the exhaust stream where it is transformed into nitrous oxide (NOx), nitrogen (N) and water (H2O) as a result of hydrolysis in the catalytic converter. The SCR technology ensures that the EURO 5 emission requirements are met from 2008.

The catalytic converter

The SCR catalytic converter consists of transit metallic connections of titanium dioxide, pentoxide and tungsten oxide fixed to ceramic panels. The transformation of NOx in the catalytic converter depends on the number of active cells and most importantly on the size of the pores in the ceramic plates.

The functionality of the SCR catalytic converter depends largely on the quality of the AdBlue® product. Pores and active cells can be blocked and permanently deactivated, resulting in damage to the SCR catalytic converter using a poor quality product. In this case, the incoming nitrogen monoxide will not be fully processed and transported in nitrogen and water, which will significantly exceed the EURO 4 and EURO 5 emission limits for emissions into the atmosphere.

The residual ammonia formed by the action of the AdBlue product in the hydrous and the hot releases from the combustion is processed in a non-return oxidation converter. This avoids the risk of the release of ammonia residues in the atmosphere.

In Euro 5 emission cut-off, valid since October 2008, nitrous oxide emissions have been reduced by 90% compared to 1990; the subsequent Euro 6 norm reduces them to 97%. The Euro 4 norm reduces nitrogen oxide to 80% and particle emissions to 95% compared to 1990.

In Europe today, over 400,000 commercial vehicles are equipped with an SCR system and use AdBlue ®. This number increases by around 25,000 commercial vehicles per month worldwide. The SCR system is being distributed in the US and Japan, and technology is becoming increasingly global in light and light commercial vehicles.

Technology and emission standards

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Functional Principles of SCR Technology

The new engines are optimized to the extent that less carbon black is released during their operation, but the amount of nitrogen oxides released is high.

The AdBlue ® Reagent is injected into the exhaust stream and due to the high temperature, the AdBlue ® hydrolysis process proceeds to ammonia and CO2.

Using ammonia, nitric oxide reacts to the surface of the catalytic converter and transforms into nitrogen and water – natural components of our atmosphere.

Effect of the SCR catalytic converter

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or

How the SCR system works

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EU Emission Standards

Restrictions on heavy goods vehicles are first enforced in the 88/77 / EWG Regulation and every year the standards become more and more strict. The next steps were taken in October 2005 with EURO 4 and in October 2008 with EURO 5. (Regulation 99/96 / EG). With each successive standard, NOx levels are reduced.

g/kWh NOx HC CO PM
Euro 0 15.8 2,6 12,3
Euro 1 9,0 1,23 4,9 0,4
Euro 2 7,0 1,1 4,0 0,15
Euro 3 5,0 0,66 2,1 0,1
Euro 4 3,5 0,46 1,5 0,02
Euro 5 2,0 0,46 1,5 0,02

Processing of exhaust gases

Requirements up to EURO 3 are covered by engine improvements, but with the entry into force of EURO 4, this is no longer possible without further treatment of exhaust gases. At this stage SCR technology is the only competitive technology that meets the requirements of EURO-4 and EURO-5 standards. The next EURO-6 standard will be provided by the same technology.

Automobile manufacturers’ difficulties in engine design stem from the fact that the requirements for both particle and Nox emissions are simultaneously reduced, and by regulating the combustion process in the engine, only one emission can be reduced at the expense of others and vice versa.