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, product marketing and expansion

• f generator business globally

Todd Howe Office: 704-883-3611 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

• Charge air cooling
• Combustion optimization
• Electronic engine controls
• High pressure, common rail fuel

injection systems

• Advanced turbochargers
• Exhaust gas recirculation
• Aftertreatment
• Diesel Oxidation Catalysts (DOC)
• Diesel Particulate Filters (DPF)
• Selective Catalytic Reduction (SCR)

Systems

• New Fluids
• Ultra low sulfur diesel fuel
• Low ash engine oil
• Diesel Exhaust Fluid (DEF / Urea)

Tier 1 Tier 2 Tier 3 Tier 4i Tier 4F

What It Takes To Make Diesels Clean

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
• peration, servicing and fleet

management

• Tier 4f will bring further NOx control

to levels 96% below Tier 1

• In 2011, EPA Tier 4 interim regulations phase in for mobile,
• ff-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

Tier IV final Tier I Tier II Tier III Tier IV int

What Types Of Products Are Affected

• 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)

Tier IV final Tier I Tier II Tier III Tier IV int

What Types Of Products Are Affected

Air Intake Advanced Turbocharging

Architecture For Tier 4 Interim

Technology

• Advanced Turbo charging
• Cooled EGR
• Diesel Oxidation Catalyst
• Diesel Particulate Filter
• Hydrocarbon Dosing
• Full Authority Electronics

Benefits

• Optimizes intake air density to

improve combustion efficiency

• Reduces NOx emissions
• Reduces HC and particulate

emissions

• Reduces particulate emissions
• Provides mechanism for active

DPF regeneration

• Increased control and

diagnostic capability

Technology Overview

DOC/DPF After treatment on T4 Concept Unit Engine compartment on Tier 4 concept unit

• Wrapped exhaust piping
• Increased cooling system load
• Packaging considerations to ensure

serviceability

Portable Compressor Prototype With Cummins QSL9

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

• Open cell substrate flow though device
• Reduces HC and CO significantly and PM by 10-30%
• Converts NO to NO2 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

Diesel Oxidation Catalyst (DOC)

• 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

Diesel Particulate Filter (DPF)

DOC/DPF After treatment

Diesel Oxidation Catalyst (DOC) Diesel Particulate Filter (DPF) Temperature Sensors Pressure Sensing Ports

What is Regeneration?

• Regeneration is the cleaning out
• f accumulated carbon (soot) in

the DPF from normal engine

• peration
• Regeneration is accomplished by

using heat to create a chemical reaction within the DPF to convert accumulated carbon to CO2

• Carbon accumulation varies

depending upon engine and upon load factor on the engine  regeneration frequency and duration will vary

• Three modes of regeneration:
• Passive
• Active
• Manual / Forced

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
• peration
• Active regeneration can prevented by the operator via an “inhibit” switch on the

control panel.

• 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

Manual (Forced) Regeneration

• EPA has mandated new

indicator lamps and

• perator controls to

govern regeneration events

• Operator training is an

important consideration to ensure equipment

• perates correctly

DPF Controls and Indications

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

DPF Controls and Indications

• A properly applied and sized machine

generally should passively regenerate

• Oversized machines may require active or manual

regeneration

• Inhibiting regeneration should be avoided

unless there is application concern relative to elevated exhaust temperatures

Regeneration Considerations

Normal Operation – Empty DPF

Normal Operation – Passive Regeneration

Active Regeneration Needed

Moderate Soot Load – Active Or Manual Regeneration Needed

High Soot Load – Manual Regeneration Needed

Stop Engine – Service Required To Clean DPE

• Ash accumulates in the DPF over the course of normal
• peration and is not removed as part of the regeneration

process

• Over time the DPF will need to be removed from the machine

and brought to a service center for cleaning

• EPA mandates at least 4,500 hours of operation between ash cleaning

service intervals for engines above 175 hp

• Minimum 3,000 hours for engines below 175 hp
• It is likely that engine manufacturers will offer an exchange

program via their dealer network

• DPF cleaning is a 4-6 hour process (plus R&R and travel time)
• Service cost varies by engine manufacturer and location but is

in the $1500 range

DPF Ash Cleaning And Removal

Key Priorities for OEMs

• Make the technology as transparent

to the operator as possible

• Maintain or increase performance

attributes (output, fuel economy, noise levels, power density, etc.) versus prior tier

• Rigorously test the new

technologies to ensure the reliability demanded by our customers

• Provide the technology interface to

simplify operation and diagnostics

• Provide training support (service,

sales and operator) to ensure a smooth and successful transition

• Increasing levels of electronic control require higher levels of training and

diagnostic capability of service technicians

• Investment in service tools to diagnose and repair electronic systems
• End user training to explain regeneration controls / indications and how

different applications affect regeneration cycles

• Requirements for ultra-low sulfur diesel (ULSD) and new generation

lubricants (API CJ-4) to maintain compatibility with fuel injection and after-treatment systems

• New service procedures to maintain diesel particulate filters
• New controls and diagnostic indicators on operator panel for active

regeneration of diesel particulate filters

• Increases in the cost of compliance

By working together, OEM’s, Dealers, Fleet Customers and End Users can successfully transition to Tier 4

Emissions Challenges For Customers

Market Impacts

• Engine cost increases of 65-90% over Tier 3
• New package designs to incorporate space claim for larger

cooling systems, DPF systems, and potential future technologies needed for Tier 4 final

• Projected product market price increases up to 50% over

2010 price levels

• Dealers will need to make bigger investments in service

capabilities (technician training, service tools), to support these products

• Operators will need training to properly use and understand

regeneration strategies

• Fleet management will become a critical issue

TPEM Flexibility Provision

• TPEM (Transition Program for Equipment Manufacturers)- In year of an

emissions change (and for 7 years after), the equipment manufacturer has rights to use a flexibility clause as defined in EPA 89.102 d.1

• This permits DIPP to use a mix of emission engines (current tier plus

prior tier) in a power band as long as the aggregate shipments from the Corporation meets the law.

• The “Flex” provision stipulates that a cumulative maximum of 80% of each

year’s production volume over a maximum of 7 years can be prior tier provided 20% is current tier

• One Flex rule covers both tier 4i and tier 4f
• All prior tier engines must be phased out of production by the end of 2017

Doosan Portable Power may employ TPEM strategies to ensure supply continuity and a successful transition from Tier 2 / 3 to Tier 4i

TPEM Examples

• A business produces 500 units annually in a particular

horsepower category.

• Example 1: Spend all TPEM allowance year 1:
• Example 2: Split TPEM evenly among transition years:

2011 2012 2013 2014 2015 2016 2017 2018 TPEM Tier 4i TPEM Tier 4i TPEM Tier 4i TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f 400 100 500 500 500 500 500 500 500 80% 0% 0% 0% 0% 0% 0% 0% 80% 2011 2012 2013 2014 2015 2016 2017 2018 TPEM Tier 4i TPEM Tier 4i TPEM Tier 4i TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f 200 300 500 500 200 300 500 500 500 500 40% 0% 0% 40% 0% 0% 0% 0% 80%

TPEM Examples

• Example 3: Spread TPEM evenly across maximum number of

years

2011 2012 2013 2014 2015 2016 2017 2018 TPEM Tier 4i TPEM Tier 4i TPEM Tier 4i TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f TPEM Tier 4f 57 443 57 443 57 443 57 443 57 443 57 443 57 443 500 11% 11% 11% 11% 11% 11% 11% 0% 80%

• Take a leading role in the industry to communicate and educate about the changes

and impacts associated with the transition to Tier 4.

• Dealers
• End Users
• Fleet buyers
• Industry Associations
• Capture VOC to further understand the potential impacts of this technology and use

it to develop solutions to the challenges.

• Chart your course! Create design and portfolio plans and establish resources to get

there.

• There are a lot of still unanswered questions, but we’ll learn more together as an

industry if we share our knowledge and experience.

• Invest in the training necessary to prepare your customers and channel partners for

tier 4.

• Prove your commitment to the Onsite Power Industry!

How To Support The Industry

THE END