Advanced EGR 2010 Emission Compliant
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ADVANCED EGR2010 Emission Compliant
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EPA Regulations
EPA regulations for NOx(Oxides of Nitrogen) andPM (Particulate Matter or soot) have tightened.
In 2010 NOxemissions must be reduced from 1.2 g/bhp-hr
(grams per brake horsepower hour) to 0.2 g/bhp-hr.
WHAT IS NOx?The atmosphere is 78% Nitrogen. High combustiontemperatures inside an engine form NOx. Once in theatmosphere, NOxresults in ground level ozoneformation and smog.
5.0
500 PPM(6/93)
SULFURContentIn Fuel
NOx
(g/bhp
-hr)
Particulate Matter (g/bhp-hr)
ULSD
15 PPM(6/06)
4.0
2.5
1.2
0.20.0
0.0 0.01 0.10
How can we control NOxemissions? Either by addingmore equipment to the exhaust system to clean them
up, or by reducing combustion temperatures to avoidcreating the NOxin the first place.
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EPA vs. Euro Standards
EPA regulations in the US are alsotypically adopted by Canada.
The European Unions latest standardsare referred to as Euro V.
European manufacturers began usingSCR to meet Euro IV emissions levelsin 2005 and many will continue to doso in 2008.
We have been able to meet thechallenge of our stricter US EPA
emissions levels that went into effectin 2004 and 2007 with EGR systems.
NOTE: Euro requirements are typically lessstringent than the EPA requirements.
5.00
EPA941994
Euro II EPA98 Euro III EPA04 Euro IV EPA07 Euro V EPA10 Euro VI1996 1998 1999 2004 2005 2007 2008 2010 2013
EPA941994
Euro II EPA98 Euro III EPA04 Euro IV EPA07 Euro V EPA10 Euro VI1996 1998 1999 2004 2005 2007 2008 2010 2013
NOx
(g/bhp-
hr)
PM(
g/b
hp-
hr)
5.22
4.00 3.73
2.50 2.61
1.20 1.49
0.200.37
0.10
0.186
0.10 0.075 0.10
0.015 0.01 0.015 0.01 0.007
NOx
PARTICULATE MATTER
SCR was adopted when competing technologies were not ready to meet thestandards. It was presented and pushed by manufacturers of the technology,and the infrastructure to support SCR was mandated by European legislation.
Manufacturers now have competing technology solutions available, and thestricter requirements of EPA 2010 mean that Euro V experiences are not
directly applicable.
EPARegulations&Stamdards
ADVANCED EGR2010 Emission Compliant
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T
T
DieselParticula
teFilter
EGR - Cooler
OxidationCatalyst
T
P
NOxNOxT Urea Doser
Tank must beinsulated and
heated
Clean Air
Level Sensor
Urea TankNH3Slip Cat
ChargeAirCo
oler
SCR Catalyst
Urea
Tank
One method of moving from the 2007 to 2010 emissions level is to take the current EGRsystem and add SCR, Selective Catalytic Reduction, to clean up the NOxemissions and
meet the 2010 standards.
The engine includes an EGRsystem, much like todays engines,and it creates exhaust whichincludes particulate matterand NOx
Exhaust passes through theoxidation catalyst and on to theDPF, which cleans the soot. Fromthere, the exhaust passes to theSCR catalyst
There is a urea tank located nearthe exhaust system. This tank mustbe continuously monitored forurea level. The tank must also beinsulated and heated.
Pump supplies urea to the SCRinjection system
The injector sends the urea into theSCR catalyst
Urea mixes with the exhaust gasesand turns into ammonia and carbondioxide, then reacts with NOxtoproduce nitrogen and water vapor
The end result of this process islowered levels of NOxto meet theEPA 2010 emissions standards
EGREGR
SCRSCR
2007 NOxLevel
2010 NOxLevel
Emissions Solutions
SCR
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An alternative solution involves refining the EGR (Exhaust Gas Recirculation) systemcurrently in place to provide an in-cylinder solution. Rather than continuing to create NOx
and then having to clean it up, an in-cylinder solution is designed to prevent the NOxfrombeing formed in the first place.
SCR systems are projected to offer a slight improvement in fuel mileage, since they can allow theengine to run dirtier and then clean up the emissions later. However, they also require the addition of
diesel exhaust fluid or DEF, so the costs of operating the engines are similar.
In-CylinderEGR
2007 NOxLevel
2010 NOxLevel
In-CylinderEGR
EGR
Navistars 2010 compliantengines will be very similar tothe 2007 compliant engines,with no additional aftertreatmentcomponents or fluids required
Emis
sionsSolutions
ADVANCED EGR2010 Emission Compliant
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Urea + Deionized water = DEF(Diesel Exhaust Fluid)
The mix of urea used foragricultural applications willNOT work for diesel engines.
Contamination, Temperature and Storage ConcernsUrea is temperature sensitive and easily contaminated. Storage and dispensing
tanks must be heated and cooled. Vehicle tanks will need to be insulated and heated.
60 to 70F
50 to 60F
40 to 50F
30 to 40F
20 to 30F
10 to 20F
0 to 10F
10 to 0F
Below 10F
Winter AverageLow Temperature
Above 110F
100 to 110F
90 to 100F
80 to 90F
70 to 80F
60 to 70F
50 to 60F
Summer AverageHigh Temperature
12F / -11C
32F / 0C
85F / 30C
122F / 50CUrea begins to emitammonia gas
Urea begins tobreak down
Urea freezes
Above 85 F, the storage life of urea decreases rapidly.
Temperature (F)
StorageLife(months)
30
20
86 95 104 122 140
10
0
Deionized Water67.5%
Chemical Urea32.5%
All About Urea
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Urea Tank
Because Urea is temperature sensitive,this tank must be insulated AND heated.
SCR Hardware
Urea weighs 9.1 pounds pergallon. The complete SCR systemand fluid will add 300-400
pounds of weight to the vehicle.
What does it take to makean SCR system work?Trucks utilizing SCR for emissions reductionswill require significant additional hardwarebeyond todays exhaust packaging, resulting
in reengineering work for TEMs.
Additional parts, components andcomplex electrical interfaces couldreduce SCR system reliability.
48 36 24 12
0
12 24 36 48 60 72 (IN)
Urea Injector Supplyand Heating Lines
Urea Tank; Power Supply;Heating Unit; Pump
Battery Box &Air Tank Module
SCR CatalystAMOX CatalystShown canned including: Temperature Sensors; NOxSensor Electrical Clipping Bar and Mounts
Urea Injector
Added SCR Hardware
DPFDOC
Current Hardware
DEF Pump
TemperatureSensors
CatalyticConverter
UreaInjector
AftertreatmentControl Module
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EPA Requirements for SCR Systems
SCRHardwa
re&EPARequirements
You can think of urea as afuel because without it thevehicle cannot run legallyand must shut down,rendering the vehicle
useless to the customer.
UREA = FUEL
Without Urea, the Vehicle WILL NOT RUN
In March of 2007, the EPA issued a letter containing guidelines for the design and operation of SCR systems to be used onvehicles. Among these guidelines were a requirement that the SCR system be tamper-proof to prevent operation of the vehiclewithout fully functioning emissions controls in place, or with a fluid other than urea in the tank.
Although not final, EPA vehicle
compliance requirements indicatevehicles will have to be equippedwith sophisticated sensors to detectNOx in exhaust. If the sensors detectthat there is a bad urea solution orno urea is available, there will be four
progressive stages of warning andvehicle response.
DPF
HEST
UreaSolution
Urea Solution lamp added to already
complex EPA07 package
With a low urea level,a warning light will
appear which shouldbe augmented by anaudible warning.
1Next, the enginewill de-rate and
the driver willfeel a power loss.
2As the issueprogresses,
vehicle speedwould be limitedwell below typicaloperating levels.
3Finally, when thevehicle is shut
down, there will bea no start condition.
4
ADVANCED EGR2010 Emission Compliant
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The Advanced EGR Solution
How will MaxxForceand Navistarmeet the new emissions
Step 1Advanced Fuel Injection TechnologyOur next-generation fuel injection systems are capable of deliveringfuel into the cylinder multiple times per cycle and at higher pressures.Utilization of one or more pre- and post-injections along with themain injection event means combustion can take place over a
longer period and be more complete, resulting in less creation ofNOxemissions.
Step 2Proprietary Combustion Bowl DesignOur redesigned combustion bowl combines with the higher fuelinjection pressure to break the fuel up into a finer mist spreadmore evenly inside the cylinder, resulting in a more complete andcleaner burn.
Early Injection
Main Injection Event
TDC BDC
Post Injection
Extra Exhaust Hardware Extra Fluid
OLD DESIGNFuel not distributed evenly,burns inconsistently
NEW DESIGNFuel is a finer mist for a
smoother, more complete andcleaner burn
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Other Manufacturers Strategies
CaterpillarCaterpillar has announced that they are exitingthe on-highway engine market as of 2010.
Freightliner / Detroit DieselDetroit Diesel is driving towards commonengine platforms with parent companyMercedes and will be utilizing SCR to meetEPA 2010 emissions.
Peterbilt / KenworthIn addition to DAF engines from Europe thatutilized SCR, Peterbilt and Kenworth will utilizeSCR on their PX-6 and PX-8 engines based onthe Cummins ISB and ISC platforms.Cummins
Although they originally were going to useEGR, Cummins recently changed course andhas now announced they will add SCR systemsto their engines to comply with 2010 emissionsrequirements. The ISM will no longer be produced.
Mercedes-BenzMercedes has used SCR in Europe since2004, and is introducing it in the US forEPA 2010 as well as continuing to use it tomeet EuroV emissions.
Scania and MANWhile Scania and MAN have previouslyutilized SCR to meet EuroIV standards, bothcompanies recently announced a transitionto EGR technology to meet EuroV standardsgoing forward.
Volvo/MackVolvo and Mack will be utilizingcommon engine platforms in the future,
and Volvo will be carrying over theirSCR technology from Europe for usehere in the United States.
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OtherMan
ufacturersStretegies
EGR SCRFUEL ECONOMY:SCR may offer slightly improved fuel economy, but
the savings will be offset with the need to add Urea.
PRICE: The engineering and hardware costs of EGR andSCR are expected to be competitive.
MAINTENANCE: No extra fluids to fill, no additional systems to breakor parts or fluids to stock, and no new techniciantraining required.
DRIVERS: Nothing new to learn, no additional fluids to fill orworry about.
WEIGHT: With an SCR system weighing in at 300-400 poundsor more, EGR has a significant advantage at only70-100 pounds.
PACKAGING: No additional aftertreatment hardware means noreengineering for TEMs.
TRADE VALUE: If the rest of the industry begins utilizing advanced
EGR, what will SCR trucks be worth at trade-in?
The Choice is ClearAdvanced EGR from MaxxForce is the best solution
to meet the 2010 EPA emissions requirements. ADVANCED EGR2010 Emission Compliant
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But They Said...
The competition is making a lot of statements about NavistarsAdvanced EGR strategy. Here are some of their claims and the actual facts:
Navistar is using credits to meet the requirementsActually, this is true, but heres the rest of the story: the EPA supports the collection and use of
credits because it actually contributes to cleaner air. No company that collects and uses credits getall the credits back [one for one]. A percentage of them are held back. In other words if a companygenerated 100 credits, they are only able to use 80 of those credits in the future. The balance is thatcompanys contribution to the environment.
EGR is just temporary, theyll switch to SCR in 2012Navistar is committed to the path of EGR, now and in the future. As of 2012, credits will no longerbe allowed to certify engines to the 0.2g/bhp-hr standard. By that time, we will have fine-tuned ourengine systems and calibration to meet the standard at the tailpipe without credits or other additionalaftertreatment hardware.
Navistar is building a dirty engineNavistar has been a leader in clean diesel technology on many fronts; we were the first to marketwith electronic emissions controls in 1994, the first to introduce Green Diesel Technologyin 2000,with the first diesel engine with emissions equal to natural gas and most recently the first to mass-
produce a diesel-hybrid electric vehicle. The fact is, Navistar will be fully compliant with the clean airstandards in 2010 without the use of additional complex aftertreatment.
Navistar is the only manufacturer using creditsNavistar is the only manufacturer that builds enough engines cleaner than the current standard togenerate a surplus of credits that we can use in the future. All engine manufacturers have usedcredits over the last few years to achieve compliance across their product lines, and some will
continue to use credits after 2010.
SCR will cost less since it getsbetter fuel mileage
Remember that you also need to addthe cost of urea, so operating costs willbe comparable.
And its not just us saying that
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MaxxForceBig Bore Value Drivers
The company that has been a leader in diesel engine technology for years now offers big-bore power!
MaxxForce Big Bore atings
HP Torque (lb-ft)
330 1,250370 1,350
390 1,400
410 1,450
430 1,550
75 1,700
Special EquipmentAdds Versatility Optional engine
compressionretarder brake
Optional integral REPTOfor mixer applications
Programmable electronicparameters for increasedfuel economy
Optional FEPTO for snowplow applications
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MaxxForce
BigBoreValueDrivers
High Strength Without Added WeightNo engine offers a higher power-weight ratio thanthe MaxxForce big bore engine with compactedgraphite iron cylinder block.
Excellent Power Characteristics
Twin turbos and high-pressure injection system helpdeliver peak torque at 1000 rpm vs. typical 1300 rpmfor competitors.
Upshift at lower speeds
Fewer downshifts
Outstanding Fuel Economy Common rail fuel system
Low friction design
Very Low Noise, Vibration
and Harshness Advanced block design and high-pressure multi-shot injection
combine to produce a 30% lower noise level inside the cab.
CGI Strength Margin(vs. gray iron)
+75% tensile
+40% stiffness
+200% fatigue
CGI molecules intertwine providing greater strength withthinner casting walls.
Conventional Gray Iron Compacted Graphite Iron
ADVANCED EGR2010 Emission Compliant
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