Transcript Slide 1

CLEARING THE AIR ON 2007 EMISSIONS
FAPT
Engine Manufacturers’ Engine
Compliance Roundtable
June 28th, 2006
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CLEARING THE AIR ON 2007 EMISSIONS
Al Ambrosini
Manager, Engine Marketing
International Truck and Engine
Corporation
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CLEARING THE AIR ON 2007 EMISSIONS
Emissions Technology
Hardware Strategies
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VG Turbo –
CAC –
EGR –
DOC –
DPF –
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International Exhaust Configurations
Temperature
Sensor T3
DPF
Temperature
Sensor T1
DOC
Temperature
Sensor T2
3 Bolt
Flange
Pressure
Differential
Sensor
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CLEARING THE AIR ON 2007 EMISSIONS
Active Re-Generation
• In cylinder dosing
– Existing fuel injector adds a “dose” of fuel into
the cylinder after the primary combustion has
taken place
– Unburned fuel is exhausted out of the cylinder
down to the DOC where it burns and
generates additional heat for the DPF
– This additional heat in the DPF helps to
convert the soot into ash. Ash has lower
volume and back pressure than soot
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Emissions Technology
Engine Oil Specifications (CJ-4)
• Technical Requirements – Limits on SAPS
– Sulfated Ash
– Phosphorus
– Sulfur
• Required to prevent catalyst poisoning and extend DPF
service interval
•
Total Base Number (TBN) will be 8 to 9, whereas CI-4 Plus
has a TBN of 10-12. This should be offset with the ULSD
• Estimated availability for CJ-4 is October, 2006
• Will be backward compatible with pre-2007 engines
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Service Strategy for 2007
• No change in oil drain or other service
intervals
• New engines will require CJ-4 oil
– CJ-4 will be backward compatible for older
equipment
– Older CI-4 oil:
• Likely will still be widely available
• May be significantly cheaper
(Present estimates show CJ-4 to cost
anywhere from 15 to 30% more than CI-4)
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™
“Always Performing”
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™
DT 466
MaxxForce DT
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MAXXFORCE 11
MAXXFORCE 13
MAXXFORCE DT
MAXXFORCE 9
MAXXFORCE 10
MAXXFORCE 7
MAXXFORCE 5
 Naming will go into effect with 2007 engines
 Engines will be black/aluminum in appearance
 Badge will retain “Blue” image
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What stayed the same into 2004?
Stroke
Bore
Diameter
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What was new in 2004?
• Crankcase
• Cylinder Head
• Crank Shaft
• Valve Train
• Fuel System
• Turbochargers
• EGR System
If you can point to it, it was new.
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So Here We Go Again in 2007?
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What stays the same this time?
• Crankcase
• Cylinder Head
• Crankshaft
• Valve Train
• Fuel System
• Turbocharger
If you can point to it, it hasn’t changed (or
hasn’t changed much)
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What’s new?
Reliability Improvements
• Minor improvements to existing parts for
improved reliability and durability
• Where possible, these are being launched
prior to 2007
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What’s New?
Active Regeneration Strategy
• Level One – Adjust parameters to raise
exhaust temperature
• Level Two – In Cylinder Dosing
– Late fuel injection
– Fuel exits with exhaust and combusts in DOC
– No Additional Hardware or Fuel Lines
Required
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What’s new
• Engine Controller
– Added capability for control of after-treatment
– 32 bit processor
– Expanded Features
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What’s new
• Intake Throttle
– Helps control active regeneration process
• Helps raise exhaust temperature for Active
Regeneration
• Protects DPF from high temperature damage
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CLEARING THE AIR ON 2007 EMISSIONS
What’s new
• Increased EGR system capacity
– Builds upon successful 2004 EGR system
– Adds a second EGR cooler on Intake side of
engine for NOx emissions reduction
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What’s new
Closed breather
• Centrifugal Separator
• Driven by Oil Pressure
• Very high efficiency
• No Service Required
• Mounted to crank case
• Similar to breather Mack and DDC will
offer
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Molded Foam Wiring Harness
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Highest Quality
Robust to chaffing and damage
Easy to assemble and service
Wiring has been a top reliability issue
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Belt Drive
• 10 Groove belt replaces 8 groove
• Improves belt life and allows additional
accessory loads
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New Features for 2007
Dual Air Conditioning Compressors from
factory
• Engine mounted
• Uses Sanden
“Enhanced” SD7
Compressors
(higher volumetric
efficiency)
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New Features for 2007
Top Loading Fuel Strainer
• Less Mess
• Easy Access
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MaxxForce DT Product Positioning
Characteristics
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Configuration
Displacement
Power Output
Peak Torque
Aspiration
Combustion System
B10 / B50 Life
Dry Engine Weight
3200
CE
I6
7.6L (466 cu in)
210 - 300hp @ 2400 – 2600 rpm
520 – 860 ft lbs. @ 1450 rpm
Turbocharged
Direct Injection
300,000 / 450,000 miles
1480 lbs.
FE
RE
43/4400
MaxxForce DT
73/7400
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™
MaxxForce DT
The same great engines from International
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Aftertreatment Control System
User Interface
• Stationary or Forced Regeneration
– Interlocks:
• To ensure that the driver is in a safe environment and that the driver
acknowledges that control of the vehicle will not be available to him
until the STATIONARY regeneration is complete, International has
devised a series of vehicle level controls to ensure that this procedure
is both started and completed accurately
• Interlocks include:
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Vehicle Speed = 0
Engine Speed Control NOT engaged
Park Brake SET
Automatic Transmission in NEUTRAL or PARK
Brake Pedal NOT depressed
Clutch Pedal NOT depressed
Throttle Pedal NOT depressed
STATIONARY REGENERATION REQUEST BUTTON PRESSED
• If any of these conditions are NOT met, the Request Button will flash,
indicating the driver has started the process incorrectly, and the
process will NOT start
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Maximum Exhaust Temp’s
Current vs. 2007 Diesel Engines
DOC
Current Diesel
Engine
• PM reduction (plus HC & CO)
• Not an exothermic device
• Max Texh = 625C (1150F) at
Peak Torque
• Idle Texh = 180C (360F)
DOC
DOC + DPF
2007 Diesel
Engine
DOC
DPF
• DOC is exothermic for regen
• DPF filters & stores PM
• Max Texh = 650C (1200F)
during Regeneration
• Idle Texh = 180C (360F)
except during regen
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Maximum Exhaust
Temperature 2007 Targets
• Skin temperatures:
• Same as today
• Exit exhaust gas temperatures:
• Not to exceed 400° C (750° F)
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