hd engine euro vi technology roadmap
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© Ricardo plc 2014
Euro VI HDD Engine Technology Overview
May 2015
http://www.ricardo.com/http://www.ricardo.com/
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© Ricardo plc 2014February 2014Internal
INTERNAL
-20%
0%
20%
40%
60%
80%
100%
600 800 1000 1200 1400 1600 1800 2000 2200
Typical Engine Speed - Actual Depends on Torque Curve [rev/min]
Torque[%
ofmaximum]
Cycle shown against a typical torque curve
Actual cycle is specific to particular torque curve
• Euro VI regulations:
– EC Regulations 595/2009 & 582/2011 – (UN-ECE Regulation R49.06)
– Type Approval after January 2013
– All new vehicles from January 2014
• Significant reductions for Euro V Euro VI:
– ~80% reduction in NOx (to 0.46 g/kW.h)
– >50% reduction in PM (to 0.01 g/kW.h)
• Additional limits for:
– Ammonia (NH3)
– Particle Number
• World Harmonised Test Procedures:
– Cold & hot start Transient cycle (WHTC)
– Steady-state cycle (WHSC)
• The legislation was framed to force
the application of available diesel exhaust
emissions reduction technologies
(EGR, SCR, DPF)
Exhaust Emissions Legislation: Euro VI
World-wide Harmonised procedures – UN-ECE Regulation R49.06
WHTC & WHSC
Euro V Euro VI
[g/kW/h] ETC ESC WHTC WHSC
NOx 2.0 0.46 0.40
PM 0.03 0.02 0.01
HC 0.55 0.40 0.16 0.13
CO 4.0 1.5 4.0 1.5
Particle # – 6 x 1011 8 x 1011
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Comparison of some key legislative changes
between Euro V and Euro VI
Euro V Euro VI
ETC ESC WHTC WHSC Implication
NOx [g/kW.h] 2.0 0.46 0.40 ~ 80% reduction
PM [ g/kW.h] 0.03 0.02 0.01 – 50% reduction
Particle Number – 6 x 1011 8 x 1011 DPF forcing
Cycles
(examples shown are for
a typical HD engine)
Generally lowerspeeds and loads
for WHTC/ WHSC
Power “factor” 33% – 35% 51% – 53% 18% – 20% 18% – 20%lower exhaust
temperatures at Euro VI
Starting condition Hot start Hot start Cold/Hot (14%/86%) Hot
Inactive catalysts at test
start of cold WHTC
OBD Required Required Also limit on NH3
Off-cycle emission – Not-to-Exceed Zone applies Similar to USA
PEMS – Portable Emissions Monitoring Throughout useful life(eg: for GVW >16t: up to
7 yrs or 700,000km)Monitoring – In-Service Records Auditing
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0%
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40%
60%
80%
100%
600 800 1000 1200 1400 1600 1800 2000 2200
Typical Engine Speed - Actual Depends on Torque Curve [rev/min]
Torque[%
ofm
aximum]
Cycle shown against a typical torque curve
Actual cycle is specific to particular torque curve
---------- engine speed ---------------
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60%
80%
100%
600 800 1000 1200 1400 1600 1800 2000 2200
Typical Engine Speed - Actual Depends on Torque Curve [rev/min]
Torque[%
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aximum]
Cycle shown against a typical torque curve
Actual cycle is specific to particular torque curve
---------- engine speed ---------------
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• Deterioration Factors to ensure
compliance throughout useful life
• Off-cycle emissions (World Harmonised
Not-To-Exceed zone) limits apply over a wide
range of operating and ambient conditions
• On-Board Diagnostics (OBD) monitoring
• During the useful life, manufacturers have
obligations:
• To monitor service records
• To measurement in-operationemissions using Portable Emissions
Measuring System (PEMS)
– and to take action to rectify failures
Euro VI: Regulations incorporate significant additional measures to
ensure continued compliance throughout the useful life
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0%
20%
40%
60%
80%
100%
600 800 1000 1200 1400 1600 1800 2000 2200
Typical Engine Speed - Actual Depends on Torque Curve [rev/min]
Torque[%
ofmaximum]
Cycle shown against a typical torque curve
Actual cycle is specific to particular torque curve
WH-NTE Zone
WHTC , WHSC & WHNTE
Useful Life Definitions
EC Regulation 595/2009, Article 4.2
N2 (trucks. GVW 7.5 t)
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SCR & AmOC
Urea
Dosing
System
Turbocharger &
Air-air charge cooler
Internal:
• HP FIE
• 4 v/cyl
• chamber
• inlet swirl
PM Reduction Technologies:
• HP Fuel Injection Equipment
• Injection strategy (timing, post inj.)• Low soot combustion chamber
• Adequate boost for lean AFR
• Design for low oil carry -over
NOx Reduction Technologies: • Injection strategy (timing, pilot inj.)
• Charge cooling for low inlet temperature
• SCR (selective catalytic reduction)
Euro V engines: Typical exhaust emissions reduction technologies
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PM & PN Reduction Technologies:
• HP Fuel Injection Equipment
• Injection strategy (timing, post inj.)• Low soot combustion chamber
• Adequate boost for lean AFR
• Design for low oil carry -over
• DOC (oxidises HC)
• DPF (filters soot and PN )
• Thermal management of exhaust gas
to enhance passive r egeneration of PM
DOC & DPF SCR & AmOC
Urea
Dosing
System
EGR
Turbocharger &
Air-air charge cooler
Internal:
• HP FIE
• 4 v/cyl
• chamber
• inlet swirl
NOx Reduction Technologies: • Injection strategy (timing, pilot inj.)
• Charge cooling for low inlet temperature
• (Cooled) EGR (exhaust gas recirculation)
• SCR (selective catalytic reduction )
• Thermal management of exhaust for high
NOx conversion eff ic iency
Euro VI engines: Typical exhaust emissions reduction technologies
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Euro VI engines: Survey of engines from press releases & websites
Status as at November 2013
Mfr HD RangeSwept
VolumeFIE TC EGR SCR DPF
Urea cons.
[% of fuel]
DAF
MX13 12.9 CRS (2500 bar) VGT Cooled (est. ~3%)
MX11 10.8 CRS (2500 bar) VGT Cooled (est. ~3%)
Cummins ISB 4.5; 6.7 CRS VGT Cooled (est. ~3%)
Iveco
Tector4 /6 4.5; 6.7 CRS (1800 - 2000) VGT or WGT None (95%-99%) up to ~8%
Cursor9 /11 8.9;11.1 CRS (2200 - 2400) VGT or WGT None (95%-99%) up to ~8%
Cursor13 12.9 CRS (2200 - 2400) VGT or WGT None (95%-99%) up to ~8%
MAN
D0834/ D0836 4.6; 6.9 CRS (1800 bar) 2-St. or WGT Cooled (~90%) (est. 2%~3%)
D20/D26 10.5;12.4. CRS (1800 bar) 2-St. or WGT Cooled (~90%) (est. 2%~3%)
Mercedes
Benz
OM934 /6 5.1; 7.7 CRS 2-St. or WGT Cooled (est.~3%)
OM470 /1 10.7;12.8. ACRS (2100 bar) Asym. TC Cooled (est. ~3%)
Scania
DC9 / DC13 9.3;12.7. XPICRS (2400bar) WGT None (95%-99%) up to ~8%?
DC9 / DC13 9.3;12.7. XPICRS (2400bar) VGT Cooled (est. 3%~4%)
DC16 16.4. XPICRS (2400bar) VGT Cooled (est. 3%~4%)
Volvo/
Renault
MD5/MD8 5.1; 7.7 CRS WGT Cooled (est. ~3%)
D11K 10.8 CRS WGT ! Hot only (>95%) ~6%
D13K 12.8 EUI (2-sol.) WGT ! Hot only (>95%) ~6%
I-Torque D13 12.8 CRS (F2) WGT Cooled (est. ~3%)
D16 16.1 TBA TBA TBA ?
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Euro VI NOx reduction strategies compared
Cooled EGR
+ SCR
(uncooled) EGR
+SCR
High Efficiency
SCR only
EGR rates at high load ~12% – 20% negligible none
EGR rates at light load ~20% – 30% ~15% – 25% none
SCR Conversion ~90% – 92% ~94% – 96% ~96% – 99%
Urea cons rate (% fuel) ~2% – 3% ~5% – 7% ~6% – 8%
Benefits • Evolution of known technology• NOx reduction from cold start• NOx reduction with low Texh.
• Costly EGR cooler deleted
• NOx reduction from cold start• NOx reduction with low Texh.
• Fast catalyst warm-up
• No EGR system (saves weight)
Concerns • Cost of EGR + DPF + SCR• Increased heat to coolant
• Oil change interval shortened
• Relatively high urea cons.
• In-service compliance with
aged catalysts & worn dosers
• No NOx reduction when cold -
thermal management is critical
• Sophisticated control requires
additional sensors (eg: NH3)
• High urea consumption
• In-service compliance due to
deterioration of catalysts & worndosers
It is anticipated that most manufacturers will strive to reduce EGR rates and maximise the effectiveness of the SCR
system, whilst ensuring that engines maintain good fuel consumption
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Euro VI NOx reduction strategies – comparison of relative fuel
consumption costs. Lowest cost strategy affected by cost of urea
-2
0
2
4
6
0 2 4 6 8
C h a n g e i n F u e l
C o n s u m p t i o n [ %
]
0
2
4
6
8
0 2 4 6 8
C h a n g e i n F
l u i d s C o s t
[ % o
f F u e l ]
NOx at Turbine Exit [g/kW.h]
Fuel : urea
cost ratio: 1 : 1
Fuel : urea
cost ratio: 1 : 0.5
High h SCR,no EGR
Uncooled EGR
SCR h~95%,
Cooled EGR
SCR h~90%,
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SCR Systems:
Additional consideration needed to enhance efficiency of SCR
Control System:
• Very close control of NH3 required
to attain 96+% NOx conversion withminimal NH3 slip
• model-based control may be used
to control urea dosage rates and
monitor ammonia storage
• additional predictive strategies
(based on engine operation)
Addit io nal sensors
• Most SCR system with conversion
efficiencies over 90% use two NOx
sensors to monitor catalyst effy
• Ammonia sensor may be added
for closer control with high-effy SCR
CUC /ASC Catalyst • High dosing rates risks overdoing
of ammonia
• An Oxidation catalyst (clean-up, or
ammonia slip, catalyst) downstream
of the takes out unused ammonia
Mixing Length
• Adequate mixing length is requiredfor hydrolysis of aqueous urea to
produce ammonia
• Homogenous mixture of exhaust
gas & ammonia across full face of
the catalyst essential for high effy
Thermal Management
• No EGR means no NOx reductionat low temperatures
• Engine out exhaust gas
temperatures can be increased by:
throttling (intake/exhaust), late fuel
injection, modified valve timings
NO:NO 2 rat io
• Upstream DOC
improves NO:NO2ratio
Catalyst Volum e
• Catalysts must be sized to
provide the right space velocity
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Extremely high conversion efficiency for NOx control requires
complete system optimisation. The following points are critical for
high efficiency SCR
• Optimised NO2formation
• Urea spray distribution
and mixing
• Thermal management
and warm up strategy of
SCR and DPF
• Urea crystallisation
control
• Optimised NH3 storage
model
• Enhanced durability of
SCR system
90
92
94
96
98
100
0.0 2.0 4.0 6.0 8.0 10.0 12.0
NOx Conversion Efficiency
Engine Out NOx (g/kWh)
E f f i c i e c n y
Source: Ricardo Research
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• Urea consumption is proportional to the NOx
reduction over the SCR catalyst• Retarding the fuel injection timing reduces
NOx emissions but increases fuel consumption
• The optimum engine out NOx emissions level
depends the relative costs of diesel fuel and
urea.
– In Europe minimum point= 7- 8 g/kW.h NOx• At the end of the useful life, the SCR catalyst
efficiency must exceed 94%
• Therefore, assuming a deterioration of only 3%
in the SCR catalyst efficiency, then the
engineering target should be ~97%, hence a
tailpipe NOx target of 0.23 g/kW.h
SCR Catalyst Efficiency is critical
to the success of the “no EGR” strategy at Euro VI
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DOC DPF
DP
T T
SCR
Dosing
moduleTank
Heater
CUC
T TT
Alternative
NOx / lOne l
sensor
T
T
Urea
Quality
Optional:
NOx
Level
Sensor
NOx / l NH3One sensor
One sensor
Source: Ricardo Research
The are potential multiple sensor requirements for Euro VI
emissions control
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Volvo D13K 460 Euro VI engine
(Press Release: 5 July 2012)
Sources: http://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249;
http://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.be
EGR + DOC/DPF + SCR/ASC, but....
No EGR cooler – hot EGR mainly at light loads when SCR is ineffective Fixed geometry, wastegate turbocharger
Electronic unit injectors FIE
SCR conversion effectiveness of 95%. Urea consumption ~6% of FC
Thermal management with exhaust throttle and seventh injector for
DPF regeneration and high SCR conversion efficiency.
INTERNAL
http://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249http://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.behttp://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.behttp://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249
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• EGR is used primarily to raise the exhaust gas temperature when the engine is not sufficiently hot to
heat up the exhaust gases, which must reach at least 250° C for the SCR system to operate
optimally. Once the engine is warm, EGR is switched off and Nox is converted through SCR.
• EGR system is virtually inactive during highway cruising, so it does not impact fuel consumption
during such operations.
• It uses EGR to minimise Nox from start-up and at low load when exhaust temperatures are low, so
SCR is ineffective. It is not a problem because there is plenty of excess air.
Volvo Euro VI features thermal management
Source: Nakano, SIA Conference, Lyon, November 2012
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Volvo Euro VI exhaust aftertreatment
Sensors used by Volvo: 2 NOx sensors before and after muffler, 3 temperature
sensors, 1 differential pressure sensor
Mufflers used by other applications such as off-highway are kept the same as on-
highway in order to reduce complexity and cost
Source: Nakano, SIA Conference, Lyon, November 2012
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Scania Euro VI engines (first Euro VI press release: 31 March 2011)
Attention to thermal management of SCR
Features to enhance exhaust temperatures:
• Short distance between turbine outlet andaftertreatment system
• Exhaust pipe appears to be double skinned
• All catalysts (DOC +DPF +urea doser/mixer
+SCR) housed in one can with insulated case
to minimise heat losses
• Intake throttle used at lower engine loads to
manage exhaust temperatures and maximise
SCR conversion efficiencies
Source: Scania press release 31 March 2011, www.scania.com
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Scania Euro VI engines – Evolution of Technologies
Line-up now includes variants with SCR only for NOx reduction
• March 2011: Initial press release presented the anticipated range of
emissions reduction technologies for Euro VI on DC13 engines:
– HP Common Rail FIE (Scania XPI), VGT
– SCR + cooled EGR +DPF
• September 2012: Ahead of the IAA Hannover show Scania
announced SCR only variants of the DC9 engine at two ratings:
– SCR only: 320 hp & 360 hp
– SCR + EGR: 250 hp & 280 hp
• March 2013: Scania announced second generation Euro VI
engines. DC13 variants with SCR only
– SCR only: 410 hp (20:1 CR)
– SCR + EGR: 440 hp & 490 hp
– (370 hp to be announced later)
Source: Scania press releases, www.scania.com
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DAF MX 13 litre engine for Euro VI
• Strategy: Cooled EGR +SCR +DPF
• Technology follows EPA10 versions of this engine
• VGT modulates EGR rates and enables good fuel consumption
• New Common Rail FIE, pressures up to 2500 bar for low soot
• Power outputs of 300 kW, 340 kW and 375 kW
Source: Press Release May 2012 www.daf.com;
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http://www.daf.com/http://www.daf.com/
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DAF MX 11 litre engine for Euro VI
• Announced early 2013 for Euro VI
• Strategy: Cooled EGR +SCR +DPF
• VGT modulates EGR rates and enables good fuel consumption
• New High Pressure Common Rail FIE
– Block mounted unit pumps feeding Common Rail
– Rail pressures up to 2500 bar (potential for 2750 bar)
• Double overhead camshafts with integrated exhaust brake
Source: DeKok P, vHal M., Frijters P. “Common Rail Integration on PACCAR Heavy Duty Truck Engines” 22nd Aachen Colloquium Automobile and Engine Technology Oct. 2013
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• Strategy: Cooled EGR +SCR +DPF
• Technology follows EPA10 versions of this engine
• Amplified Common Rail FIE with pressures up to 2250 bar
• Asymmetric twin-entry turbine, with EGR from higher pressure bank
• Double overhead camshafts with variable exhaust valve timings
(for thermal management of exhaust temperatures)
Mercedes OM471 Engine Range for Euro VI
Source: http://www.daimler.com/media-services
INTERNAL
http://www.daimler.com/media-serviceshttp://www.daimler.com/media-services
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IVECO Engines for Euro VI
High-Efficiency SCR without EGR
• Technical paper and press release from Iveco
in May 2011 announced that IVECO plan to
use high efficiency SCR for Euro VI
– No EGR
– Technical solution will be applied across all
IVECO medium- and heavy-duty engines
• Technical overview: – DPF + high-efficiency SCR
– Common Rail FIE
(previous Cursor family engines used EUIs)
– VGT on higher power output variants
– W/G TC on lower rated engines
•
Source: Ellensohn,R., IVECO “Real World Emission of a EURO VI Long Haul Truck” 6th AVL International Commercial Powertrain Conference, 2011
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IVECO E VI f t
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IVECO Euro VI features
Source: Chandon SIA Conference Lyon November 2012
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MAN D2066 T k E VI E i
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MAN D2066 Truck Euro VI Engines
Strategy: Cooled EGR +SCR + DPF
Common Rail FIE with pressures up to for low engine out soot
2-stage TC provides high boost pressures and modulates EGR
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MAN D2066LUH B s Engine for E ro VI
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MAN D2066LUH Bus Engine for Euro VI
• Strategy: Cooled EGR +SCR + DPF
• Common Rail FIE with pressures up to for low engine out soot
• 2-stage TC provides high boost pressures and modulates EGR
Source:http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612
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MAN D2066LUH Bus Engine for Euro VI
http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612
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MAN D2066LUH Bus Engine for Euro VI
• Strategy: Cooled EGR +SCR + DPF
• Common Rail FIE with pressures up to
for low engine out soot
• 2-stage TC provides high boost
pressures and modulates EGR
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Euro VI Technology Summary
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• Euro VI has required manufacturers to make major changes Heavy Duty diesel engines to ensure
exhaust emissions compliance, throughout the useful life of engines, whilst maintaining or
improving thermal efficiency
• Key Euro VI technologies are:
– NOx controlled by Cooled EGR and SCR.
– PM controlled by low soot combustion systems, improved boosting systems, higher pressure
FIE (all Common Rail architecture) and DPFs – Thermal efficiency: by adequate EGR rates and SCR conversion efficiency in order to avoid
compromising the FIE strategy, and low soot combustion to avoid soot accumulation in DPF
• Manufacturers will continue to investigate more cost effective ways of achieving target emissions
– The anticipated development trend is towards higher efficiency SCR systems to enable the
reduction of EGR rates and possible elimination of EGR
Euro VI Technology - Summary
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QUESTIONS?
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QUESTIONS?For any specific questions relating to this document, or to discuss your business needs
and requirements, please do not hesitate to use the following contact information:
www.ricardo.com
Telphone: +86 21 3367 5858 * 2064
Fax: +86 21 5208 2811
Mobile: +86 150 6256 9866
Dr. Yu Jiao
Principal Engineer
Engines Product Group
Ricardo Shanghai Co. LimitedRoom 501 Gems Tower, Caohejing Hi-Tech Park
487 Tianlin Road, Xuhui DistrictShanghai 200233, P. R. China