The Path To EPA Tier 4i - Preparing for the 2011 transition - PowerPoint PPT Presentation

The Path To EPA Tier 4i - Preparing for the 2011 transition Presented by: Todd Howe Global Product Marketing Manager Doosan Infracore Portable Power Office: 704-883-3611 todd.howe@doosan.com

About the Presenter  Todd Howe is a 12 year veteran of the construction equipment industry  Has held roles in aftermarket, product support and marketing  Dedicated to onsite power generation since 2000  Currently Global Product Manager for Generators at Doosan Portable Power  Responsible for new product development, strategic planning, Todd Howe product marketing and expansion Office: 704-883-3611 of generator business globally Mobile: 704-942-1081 todd.howe@doosan.com

Our Purpose Today  Start the education process about the use and application of Tier 4 powered products for end users, equipment dealers, and fleet buyers  Provide a high level overview of the technology path engine manufacturers have selected for Tier 4 interim and the challenges equipment manufacturers face in packaging this technology  Discuss new considerations that dealers, fleet operators and end users will face in day-to-day operation and servicing

Background  The equipment industry has been developing emissions related product innovations since 1996 when off-highway diesels first became subject to EPA emissions regulations.  Each successive tier change has introduced new technologies to achieve reductions in harmful exhaust emissions.  Particulate matter or “soot”  Oxides of nitrogen or “NOx” which is the primary contributor to the formation of smog Credit: Association of Equipment Manufacturers

What It Takes To Make Diesels Clean  Tier Charge air cooling 1  Combustion optimization  Electronic engine controls Tier  High pressure, common rail fuel 2 injection systems  Advanced turbochargers  Tier Exhaust gas recirculation 3  Aftertreatment  Diesel Oxidation Catalysts (DOC)  Diesel Particulate Filters (DPF) Tier  Selective Catalytic Reduction (SCR) 4i Systems  New Fluids Tier  Ultra low sulfur diesel fuel 4F  Low ash engine oil  Diesel Exhaust Fluid (DEF / Urea)

Tier 4 – The Future  Tier 4i engines will ultimately produce “near zero” emissions levels  PM reduction of 96% vs Tier 1  NOx reduction of 78% vs Tier 1  Tier 4 technology is costly  Tier 4 represents massive investments for engine manufacturers and equipment packagers  Requires new considerations for operation, servicing and fleet management  Tier 4f will bring further NOx control to levels 96% below Tier 1

What Types Of Products Are Affected kW HP 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 0-7 0-10 8-18 11-24 19-36 25-48 37-55 49-74 56-74 75-99 75-129 100-173 130-224 174-301 225-449 302-602 450-560 603-751 >560 >751 Tier I Tier II Tier III Tier IV int Tier IV final  In 2011, EPA Tier 4 interim regulations phase in for mobile, off-highway diesel powered equipment with engine power ratings greater than 174 BHP (130 kW)  Vehicles (trucks, buses, etc.) are covered via an on-highway regulation  Stationary applications (i.e. permanently installed generator sets) are covered by a separate regulation plus local regulations

What Types Of Products Are Affected kW HP 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 0-7 0-10 8-18 11-24 19-36 25-48 37-55 49-74 56-74 75-99 75-129 100-173 130-224 174-301 225-449 302-602 450-560 603-751 >560 >751 Tier I Tier II Tier III Tier IV int Tier IV final  In 2012, EPA Tier 4 interim regulations expand to cover equipment with engine power ratings greater than 75 BHP (56 kW)  In 2013 EPA Tier 4 final regulations phase in for diesel powered equipment with engine power ratings from 25-74 BHP (19-55 kW)  In 2014 EPA Tier 4 final regulations phase in for diesel powered equipment with engine power ratings from 174-749 BHP (130-559 kW)  In 2015 EPA Tier 4 final regulations phase in for diesel powered equipment with engine power ratings greater than 750BHP (560 kW)

Architecture For Tier 4 Interim Advanced Turbocharging Air Intake Credit: Cummins Inc.

Technology Overview Technology Benefits  Optimizes intake air density to  Advanced Turbo charging improve combustion efficiency  Reduces NOx emissions  Cooled EGR  Reduces HC and particulate  Diesel Oxidation Catalyst emissions  Reduces particulate emissions  Diesel Particulate Filter  Provides mechanism for active DPF regeneration  Hydrocarbon Dosing  Increased control and diagnostic capability  Full Authority Electronics

Portable Compressor Prototype With Cummins QSL9 Engine compartment on Tier 4 concept unit • Wrapped exhaust piping • Increased cooling system load • Packaging considerations to ensure serviceability DOC/DPF After treatment on T4 Concept Unit

Engineering Challenges  Engine envelope has increased due to addition of EGR system and advanced turbocharger system  Engine heat rejection increases of 30-40% vs Tier 3 require redesigns of cooling systems and fan drives to meet application requirements and customer performance attributes  DOC/DPF must be mounted in accordance with strict tolerances and require stainless steel exhaust piping with insulation wrap to maintain heat to the DOC/DPF for regeneration  Space claim for DOC/DPF and exhaust silencer to meet noise limits and customer expectations  Control system redesign to incorporate EPA-mandated controls and indicators for DPF regeneration system  Design package to safely manage higher exhaust temperatures encountered during active regeneration  Design planning for currently undefined Tier 4 final technology

Diesel Oxidation Catalyst (DOC)  Open cell substrate flow though device  Reduces HC and CO significantly and PM by 10-30%  Converts NO to NO 2 for passive regeneration of the DPF  Oxidizes HC (diesel fuel) as part of active regeneration strategy  No servicing required  Requires use of low sulfur diesel or ULSD to prevent plugging Credit: John Deere Power Systems

Diesel Particulate Filter (DPF)  Wall flow, high filtration efficiency (>95%)  Traps ash, soot and any particles  Needs periodic regeneration / cleaning  Requires low ash engine oil (API Spec CJ-4) to prevent plugging  Periodic servicing for ash removal required Credit: John Deere Power Systems

DOC/DPF After treatment Diesel Particulate Filter (DPF) Diesel Oxidation Catalyst (DOC) Pressure Sensing Ports Temperature Sensors Credit: John Deere Power Systems

What is Regeneration?  Regeneration is the cleaning out of accumulated carbon (soot) in the DPF from normal engine operation  Regeneration is accomplished by using heat to create a chemical reaction within the DPF to convert accumulated carbon to CO2  Carbon accumulation varies  Three modes of regeneration: depending upon engine and upon  Passive load factor on the engine   Active regeneration frequency and  Manual / Forced duration will vary

What is Regeneration?  Engines that run regularly with a high load factor will likely “ passively ” regenerate during operation  IE: happen transparently during the normal use of the product  Exhaust heat at the inlet to the DPF is normally high enough to provide the necessary heat energy for the regeneration reaction  Engines that run regularly with a light load factor will likely need “ active ” regeneration during operation  Exhaust heat isn’t sufficient to cause passive regeneration so additional fuel must be injected to build the necessary heat energy to cause the regeneration reaction  Exhaust temperatures will be higher than normal during active regeneration  Active regeneration is not transparent to the operator  Active and passive regeneration can happen “in mission”, i.e. during normal operation  Active regeneration can prevented by the operator via an “inhibit” switch on the control panel.

Manual (Forced) Regeneration  In the event that an engine operates in a manner that passive regeneration does not take place, and the operator inhibits active regeneration, the unit will need manual regeneration periodically  Manual regeneration is “non - mission”, i.e. cannot take place during normal operation.  Manual regeneration must be initiated by the operator via a switch on the control panel  Failure to allow regeneration as needed by the engine will ultimately lead to a “warning” condition with a derate  Continued operation without regeneration will lead to a shutdown condition and will require a service call

DPF Controls and Indications  EPA has mandated new indicator lamps and operator controls to govern regeneration events  Operator training is an important consideration to ensure equipment operates correctly

DPF Controls and Indications Diesel Particulate Manual Regeneration Filter (DPF) Lamp Switch Normal Operation High Exhaust Temperature (HEST) Regen Inhibit Switch Lamp Check Engine Lamp (CEL) Regen Inhibit Lamp Stop Engine Lamp (SEL)