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EPA Regulations
WHAT IS NOx?
The atmosphere is 78% Nitrogen. High combustion temperatures inside an engine form NOx. Once in the atmosphere, NOx results in ground level ozone formation and smog. EPA regulations for NOx (Oxides of Nitrogen) and PM (Particulate Matter or soot) have tightened.
SULFUR Content In Fuel
5.0
500 PPM
4.0 (6/93)
NOx (g/bhp-hr)
2.5
1.2
ULSD 15 PPM
0.2 0.0 0.0 0.01 (6/06) 0.10
How can we control NOx emissions? Either by adding more equipment to the exhaust system to clean them up, or by reducing combustion temperatures to avoid creating the NOx in the rst place.
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In 2010 NOx emissions must be reduced from 1.2 g/bhp-hr (grams per brake horsepower hour) to 0.2 g/bhp-hr.
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NOx
0.37
Euro VI 2013
0.186 PM (g/bhp-hr)
PARTICULATE MATTER
0.10 0.075 0.015 0.01
EPA07 2007
0.10
0.10
0.015
Euro V 2008
0.01
EPA10 2010
0.007
Euro VI 2013
EPA94 1994
Euro II 1996
EPA98 1998
EPA04 2004
Euro IV 2005
SCR was adopted when competing technologies were not ready to meet the standards. 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 the stricter requirements of EPA 2010 mean that Euro V experiences are not directly applicable.
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Emissions Solutions
T
SCR
EGR - Cooler Oxidation Catalyst T Diesel Particulate Filter
Clean Air
EGR
Charge Air Cooler
SCR
2010 NOx Level
Tank must be insulated and heated Level Sensor
The engine includes an EGR system, much like todays engines, and it creates exhaust which includes particulate matter and NOx Exhaust passes through the oxidation catalyst and on to the DPF, which cleans the soot. From there, the exhaust passes to the SCR catalyst There is a urea tank located near the exhaust system. This tank must be continuously monitored for urea level. The tank must also be insulated and heated. Pump supplies urea to the SCR injection system The injector sends the urea into the SCR catalyst Urea mixes with the exhaust gases and turns into ammonia and carbon dioxide, then reacts with NOx to produce nitrogen and water vapor The end result of this process is lowered levels of NOx to meet the EPA 2010 emissions standards
Tank
Urea Urea Tank Urea Doser NOx
SCR Catalyst
One method of moving from the 2007 to 2010 emissions level is to take the current EGR system and add SCR, Selective Catalytic Reduction, to clean up the NOx emissions and meet the 2010 standards.
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EGR
2007 NOx Level
In-Cylinder EGR
2010 NOx Level
An alternative solution involves rening the EGR (Exhaust Gas Recirculation) system currently 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 NOx from being formed in the rst place.
Navistars 2010 compliant engines will be very similar to the 2007 compliant engines, with no additional aftertreatment components or uids required
SCR systems are projected to offer a slight improvement in fuel mileage, since they can allow the engine to run dirtier and then clean up the emissions later. However, they also require the addition of diesel exhaust uid or DEF, so the costs of operating the engines are similar.
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Emissions Solutions
122F / 50C
85F / 30C
The mix of urea used for agricultural applications will NOT work for diesel engines. Urea + Deionized water = DEF (Diesel Exhaust Fluid)
Winter Average Low Temperature
60 to 70F 50 to 60F 40 to 50F 30 to 40F 20 to 30F
20
10
Temperature (F)
Contamination, Temperature and Storage Concerns Urea is temperature sensitive and easily contaminated. Storage and dispensing tanks must be heated and cooled. Vehicle tanks will need to be insulated and heated.
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Urea is corrosive to aluminum, so it must be stored in stainless steel or heavy grade plastic containers.
How Much Does it Cost? With NO government mandate, there is no assurance it will be readily available.
The price of AdBlue (European brand of urea) increased 15-30% in early 2008.
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SCR Hardware
What does it take to make an SCR system work? Trucks utilizing SCR for emissions reductions will require signicant additional hardware beyond todays exhaust packaging, resulting in reengineering work for TEMs. Additional parts, components and complex electrical interfaces could reduce SCR system reliability.
Temperature Sensors Aftertreatment Control Module DEF Pump Catalytic Converter Urea Injector Urea Tank Because Urea is temperature sensitive, this tank must be insulated AND heated.
48 36 24 12
DOC
DPF
Urea Injector
SCR Catalyst AMOX Catalyst Shown canned including: Temperature Sensors; NOx Sensor Electrical Clipping Bar and Mounts Battery Box & Air Tank Module
0
12
24
36
48
60
72 (IN)
Urea weighs 9.1 pounds per gallon. The complete SCR system and uid will add 300-400 pounds of weight to the vehicle.
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HEST
Although not nal, EPA vehicle compliance requirements indicate vehicles will have to be equipped with sophisticated sensors to detect NOx in exhaust. If the sensors detect that there is a bad urea solution or no urea is available, there will be four progressive stages of warning and vehicle response.
UREA = FUEL
You can think of urea as a fuel because without it the vehicle cannot run legally and must shut down, rendering the vehicle useless to the customer.
SCR Hardware & EPA Requirements
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1
With a low urea level, a warning light will appear which should be augmented by an audible warning.
2
Next, the engine will de-rate and the driver will feel a power loss.
3
As the issue progresses, vehicle speed would be limited well below typical operating levels.
4
Finally, when the vehicle is shut down, there will be a no start condition.
Extra Fluid
Step 1
Advanced Fuel Injection Technology
Our next-generation fuel injection systems are capable of delivering fuel into the cylinder multiple times per cycle and at higher pressures. Utilization of one or more pre- and post-injections along with the main injection event means combustion can take place over a longer period and be more complete, resulting in less creation of NOx emissions.
Main Injection Event Early Injection Post Injection
Step 2
Proprietary Combustion Bowl Design
Our redesigned combustion bowl combines with the higher fuel injection pressure to break the fuel up into a ner mist spread more evenly inside the cylinder, resulting in a more complete and cleaner burn.
TDC
NEW DESIGN Fuel is a ner mist for a smoother, more complete and cleaner burn
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Additional Maintentance
Step 3
Advanced Air Management
Advanced EGR utilizes dual turbochargers: the rst to provide additional boost at lower engine speeds, followed by an interstage cooler to allow more air to be packed into the large second stage turbo for maximum power at high engine speeds. Combining these features with the increased EGR rate means the combustion in the cylinder occurs slower and at a lower temperature, generating less NOx.
The advanced EGR system on a MaxxForce engine will only add 70-100 pounds to the vehicle, signicantly LESS than an SCR system.
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Step 4
Electronic Calibration Strategies
Engine controllers previously utilized pre-programmed lookup table to determine the fuel-air mixture to burn. Increases in computing power now allow the engine controller to continuously calculate the optimum mix to achieve maximum power and efciency in many different situations.
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Peterbilt / Kenworth
In addition to DAF engines from Europe that utilized SCR, Peterbilt and Kenworth will utilize SCR on their PX-6 and PX-8 engines based on the Cummins ISB and ISC platforms.
Cummins
Although they originally were going to use EGR, Cummins recently changed course and has now announced they will add SCR systems to their engines to comply with 2010 emissions requirements. The ISM will no longer be produced.
Volvo/Mack
Volvo and Mack will be utilizing common engine platforms in the future, and Volvo will be carrying over their SCR technology from Europe for use here in the United States.
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EGR
FUEL 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 and SCR are expected to be competitive. MAINTENANCE: No extra uids to ll, no additional systems to break or parts or uids to stock, and no new technician training required. DRIVERS: Nothing new to learn, no additional uids to ll or worry about. WEIGHT: With an SCR system weighing in at 300-400 pounds or more, EGR has a signicant advantage at only 70-100 pounds. PACKAGING: No additional aftertreatment hardware means no reengineering for TEMs. TRADE VALUE: If the rest of the industry begins utilizing advanced EGR, what will SCR trucks be worth at trade-in?
SCR
The competition is making a lot of statements about Navistars Advanced EGR strategy. Here are some of their claims and the actual facts:
Navistar is using credits to meet the requirements
Actually, 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 get all the credits back [one for one]. A percentage of them are held back. In other words if a company generated 100 credits, they are only able to use 80 of those credits in the future. The balance is that companys contribution to the environment.
Mid-range diesel customers will still be able to get a full range of engines, from the MaxxForce 7 on up to the MaxxForce 10. We will have available horsepower ratings from 220 on up to 330, and torque ratings from 560 up to 1150 lb/ft.
For Class 8 on-highway customers, using EGR instead of SCR means 300 pounds more payload capacity, as well as fuel efciency improvements of up to 2%. No additional driver training is needed, since there will be no change to how trucks are operated and maintained today, and no worrying about making sure the driver lls the urea tank or where to purchase it.
ADVANCED EGR 2010 Emission Compliant
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Customer Impact
Optional engine compression retarder brake Optional integral REPTO for mixer applications Programmable electronic parameters for increased fuel economy Optional FEPTO for snow plow applications
High Strength Without Added Weight No engine offers a higher power-weight ratio than the MaxxForce big bore engine with compacted graphite iron cylinder block.
Conventional Gray Iron Compacted Graphite Iron
CGI Strength Margin (vs. gray iron) +75% tensile +40% stiffness +200% fatigue
Horse Power Range Torque Range (lb. ft.) Displacement cu.in (liters) Weight (lbs.) Conguration Valves Per Cylinder Cylinder Design Block Reinforcement Turbo Cam Followers Fuel System Head Bolts Per Cylinder Positive Valve Rotators Replaceable Valve Guides Replaceable Valve Seats Fuel Filter Fuel / Water Separator Cooling Jets Per Piston Oil Cooler Thermostat Braking Options
200-230 560-620 389 (6.4L) 1,160 V-8 4 Parent Bore Single-Piece Bed-Plate Retains All 4-Bolt Main Bearing Caps EVRT Hydraulic Roller Hi-Pressure Common Rail w/ Piezo Injectors 4 No No No Element Standard 1 No None 10,000 mi. / 350 hrs. / 1,500 gals. Fuel Every 2nd Oil Change None Required--Hydraulic Lifters are Standard
210-300 560-860 466 (7.6L) 1,560 I-6 4 Wet-Replaceable, Induction Hardended Cylinder Sleeves Selected HP--1/4 Steel Ladder-Type Reinforcement EVRT Mechanical Roller Electro-Hydraulic Unit Injector - G2 6 Yes Yes Yes Element Standard 1 (Targeted) Yes Diamond Logic Exhaust Brake and Engine Brake 15,000 mi. / 550 hrs. / 2,100 gals. Every 2nd Oil Change or by Restriction 120,000 mi. / 5,000 hrs.
MF 9: 300-330 MF 10: 310-350 MF 9: 800-950 MF 10: 1,050-1,150 570 (9.63L) 1,560 I-6 4 Wet-Replaceable, Induction Hardended Cylinder Sleeves Selected HP--1/4 Steel Ladder-Type Reinforcement EVRT Mechanical Roller Electro-Hydraulic Unit Injector - G2 6 Yes Yes Yes Element Standard 1 (Targeted) Yes Diamond Logic Exhaust Brake and Engine Brake 15,000 mi. / 550 hrs. / 2,100 gals. Every 2nd Oil Change or by Restriction 120,000 mi. / 5,000 hrs.
200-275 520-860 475 (7.8L) 1,250 I-6 4 Parent Bore w/ Dry-Slip-Fit Liners Cast-Iron, Single-Piece Bed Plate Variable Geometry Turbo Flat Hi-Pressure Common Rail 4 No Yes Yes Canister Standard 1 Yes Exhaust (buttery type)
190-350 520-860 389 (6.4L) 439 (7.2L) 1,168 (6.4L) 1,310 (7.2L) I-6 3 (Standard) 4 (Optional) Parent Bore w/ Induction Hardening at Top Ring Travel None Waste Gate / Dual-Stage Turbos on 260+ HP Flat Unit Hi-Pressure Pump at each Cyl. 4 No Yes Yes Element (2 lters) Standard 1 No Exhaust (buttery type) and Bleeder (small 4th valve) 15,000-20,000 mi. 18,000-30,000 mi. 24,000 mi. Severe, 75,000 mi. Short Haul, 80,000 mi. Long Haul
220-260 520-585 468.9 (7.86L) 1,458 I-6 4 Parent Bore w/ Dry Slip-Fit Sleeves Bolted Main Bearing Caps Variable Vane Turbo Roller Hi-Pressure Common Rail (Denso) 6 No Yes Yes Element Standard (2007) Optional (2006) 1 No Exhaust (buttery type) First 3,000 mi. then every 20,000 mi. Requires HINO Special Oil 20,000 mi. 50,000 mi. / 24 months
200-325 520-750 409 (6.7L) 1,150 I-6 4 Parent Bore Ladder Type Bottom Reinforcement Variable Geometry Turbo Flat Hi-Pressure Common Rail 6 No No No Canister Standard 1 No Exhaust (buttery type) Up to 15,000 mi. / 500 hrs. / 6 months Same as Oil Filter 150,000 mi. / 5,000 hrs. / 48 months
240-330 660-1,000 505 (8.3L) 1,630 I-6 4 Wet Sleeves None Variable Geometry Turbo Roller Hi-Pressure Common Rail 6 No Yes Yes Canister Optional 1 No Jacobs C-Brake w/ 252 HP @ 2200 RPM & VG Turbo Brake 15,000 mi. / 500 hrs. / 6 months 15,000 mi. / 500 hrs. / 6 months 150,000 mi. / 5,000 hrs. / 48 months
345-365 1,150-1,250 540 (8.9L) 1,635 I-6 4 Wet Sleeves None Variable Geometry Turbo Roller Hi-Pressure Common Rail 6 No Yes Yes Canister Optional 1 No Jacobs C-Brake w/ 252 HP @ 2200 RPM & VG Turbo Brake 20,000 mi. / 500 hrs. / 6 months Every Oil Change 150,000 mi. / 5,000 hrs. / 48 months
Oil Change Intervals Fuel Filter Change Intervals Valve Lash Adjustment
6,500 mi. / 3 months Every 2nd Oil Change 52,000 mi. / 12 months
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Displacement (liters) Dry Weight (lbs) HP range Peak Torque range (lbs. ft.) 800 RPM Torque range (lbs. ft.) Engine Retarder Rating (HP) Overhaul (B50 Life)
10.5 2,244 310 - 390 1,250 - 1,400 660 - 830 280 est.1,000,000 mi
12.4 2,244 410 - 475 1,450 - 1,700 830 - 960 300 est.1,000,000 mi
12.8 2,270 350 - 450 1,350 - 1,650 Std 200 bhp Opt 580 bhp est. 850,000 mi
14.8 2970(A) 455 - 560 1,550 - 1,850 500 est. 1, 200,000 mi.
FEATURES
Cylinders Block Bore x Stroke (mm) Engine Retarder Engine Retarder Technology Emission Technology Fuel System Inline Six CGI 120 x 155 Retarder brake compression & exhaust EGR-DPF Bosch High Pressure Common Rail Twin-Series (non-VG) One Piece SOHC 4 belt driven Rear Opt integ. REPTO Inline Six Gray iron 123 x 152 PowerLeash compression EGR-DPF MEUI Holset Sliding Nozzle VGT One Piece SOHC 4 belt driven Rear Opt REPTO Inline Six Gray iron 123 x 152 I-VEB Engine Brake compression & exhaust EGR-DPF MEUI Inline Six CGI 126 x 166 Retarder brake compression & exhaust EGR-DPF Bosch High Pressure Common Rail Twin-Series (non-VG) One Piece SOHC 4 belt driven Rear Opt integ. REPTO Inline Six Gray iron 131 x 158 I-VEB Engine Brake compression & exhaust EGR-DPF MEUI Inline Six Gray iron 128 x 166 Premium Engine Brake compression & exhaust EGR-DPF Electronic Unit Pump w/ external injector lines Sliding nozzle VGT Individual each Single in block 4 belt driven Rear Opt REPTO SOHC 4 belt driven Rear Opt REPTO SOHC 4 gear driven Front Opt REPTO DOHC 4 Rear DOHC 4 belt driven Front Opt REPTO Inline Six Gray iron 131 x 158 PowerLeash compression EGR-DPF MEUI Holset Sliding Nozzle VGT Inline Six Gray iron 106 x 168 Jake Brake compression EGR-DPF DDC MEUI Inline Six Gray iron 139 x 163 Jake Brake compression EGR-DPF pre 2010 SCR post 2010 Bosch Amplied High Pressure Common Rail
Turbocompounding - Twin xed vane, one providing charge boost, the other geared to the crankshaft
Inline Six Gray iron 137 x 169 ISX IntebrakeTM compression EGR Cummins MEUI
Turbo Head Camshaft Valves per cylinder Waterpump drive Engine Gear Drive Location Rear PTO
Sliding nozzle VGT One Piece SOHC 4 gear driven Rear Opt REPTO
Sliding nozzle VGT One Piece SOHC 4 gear driven Rear Opt REPTO
VG
Holset VG
MAINTENANCE
Standard LOF Service Oil Sump Capacity US gal (L) 25,000 mi 11.1 (42L) 35,000 mi 9 (34L) 35,000 mi 9.5 (36L) 25,000 mi 11.1 (42L) 35,000 mi 9.5 (36L) 25,000 mi 11 (42L) 30,000 mi 9 (34L) 30,000 9.75 (37L) 50,000 12 (45L) 25,000 mi 14 (53L)
WARRANTY
Base Emissions Comp Injectors 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 150K mi 36 mo/ 300k mi 36 mo/ 300k mi 36 mo/ 300k mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 150K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 100K mi 36 mo/ 300k mi 36 mo/ 300k mi 36 mo/ 300k mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 100K mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 100K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ 125K mi
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Engine Comparisons
Specications, descriptions and illustrative material in this literature are as accurate as known at time of publication, but are subject to change without notice. Illustrations may include optional equipment and accessories and may include all standard equipment. International, the International Diamond logo, International ProStar, WorkStar, TranStar, Acteon, Sprint and MaxxForce International Diesel Power and the MaxxForce logo are registered trademarks of Navistar, Inc. or its subsidiaries. Caterpillar, CAT, Freightliner, Detroit Diesel, Cummins, Mercedes-Benz, Volvo, Mack, Peterbilt, Kenworth, Toyota Hino, Duramax, Scania and MAN are registered trademarks or their respective corporations. AdBlue, ISB, ISC, ISM, PX-6 and PX-8 are product trademarks of their respective corporations. Produced and Printed the U.S.A. by Navistar Engine Group 2008 Navistar, Inc., Warrenville, IL 60555
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