Scania at INTERMAT 2012 in Paris: Scania engines ready for Stage IV and Tier 4 final

Transcription

1 PRESS info P12401EN / Ann-Helen Tolleman April 2012 Scania at INTERMAT 2012 in Paris: Scania engines ready for Stage IV and Tier 4 final Scania industrial engines will manage Stage IV and Tier 4 final without a particulate filter. With only EGR and SCR technology, the installation will be unaffected. Scania-developed systems for engine management and emission control ensure an attractive blend of performance and operating economy. Versions are available that meet all of today s emission steps, including Stage II and IIIA. The strict 2011 emission legislation applying in Europe and North America has been a major challenge for all engine manufacturers. With the European Stage IV and North American Tier 4 regulations coming for non-road applications in 2014, NOx levels will be as low as 0.4 grammes per kwh. Scania's long-standing experience of EGR (exhaust gas recirculation) and SCR (selective catalytic reduction) from trucks and buses has meant that these developments could be applied to Scania industrial engines as well: Emission level Stage IV (2014) Tier 4 (2014) Stage IIIB (2011) Tier 4i (2011) Stage II Stage IIIA Emission technology EGR + SCR SCR Clean and refined combustion technology means that the very stringent Stage IV and Tier 4 regulations that apply from 2014 can be handled without the need for a particulate filter. All engines will in other words have the same footprint, enabling the same installation to be used, irrespective of emission level, significantly reducing the efforts required from OEMs that are active on the global market. Scania uses the same modular engine platform for all steps in emission legislation. Hence, there is no need for global OEMs to redesign their equipment for Stage II, III or IV markets. Scania Corporate Relations Telephone SE Södertälje Fax Sweden

2 2 (6) Modular approach and ease of servicing Scania s long-standing philosophy is to secure full control of all strategic steps in development and performance control. All development is done in-house, including engine management, fuel injection and emission control systems. This strategic decision by Scania has been made to ensure that all demands and targets are met for performance and fuel economy, as well as for consistent environmental performance, robustness and convenience of operation. For example, Scania s advanced engine management and aftertreatment technologies for Euro 6, recently introduced for trucks, formed the basis for development of the industrial engine range. The renowned Scania modular system is implemented throughout the engine range, for trucks and buses as well as all types of engines. This greatly facilitates servicing, repairs and parts supply, since the engines all share the same cylinder design, featuring for instance separate cylinder heads and replaceable liners and many of the moving parts. If you know one Scania, you know them all, regardless if it is an inline 9- or 13- litre or a 16-litre V8 engine. Uptime at the forefront Important factors in the industrial engine segment are high uptime, generous torque at low revs, good fuel economy and prompt engine response. These demands are all fulfilled with engines from Scania. Key characteristics of Scania's new engine range are the Scania XPI common-rail fuel injection, the revised bore and stroke that provide improved performance and increased swept volume. The waste-gate turbocharger and increased combustion pressure contribute to efficiency. The use of Scania's own engine management system enables high-precision control of combustion and easy adaptation to different applications and operational requirements, as well as fine regulation of exhaust aftertreatment systems. The Scania Saver ring in the cylinder liner prevents coke build-up at the top of the piston Scania XPI, common-rail fuel injection The engines have a common-rail fuel injection system, Scania XPI (extra high-pressure injection). The main properties of the injection system are: Up to 2400 bar injection pressure highest in the market High injection pressure low particulate emissions High torque at low revs promotes drivability The common-rail system allows a high degree of freedom in terms of injection timing and pressure. Injection timing and duration are independent of the camshaft angle. High injection pressures are thus available at any time, irrespective of engine speed. It also opens the possibility to use several injection pulses.

3 3 (6) Control of the fuel injection system is all electronic. This means that there are no lobes on the camshaft to actuate the fuel injectors, nor are there any tappets, pushrods or rocker arms for this purpose. Scania XPI schematic 1. Low-pressure pump 2. Fuel filters with water separator 3. Inlet metering valve 4. High-pressure pump 5. Rail (accumulator) 6. Rail pressure sensor 7. Mechanical dump valve 8. Return rail 9. Electronically controlled fuel injector Scania SCR (selective catalytic reduction) For several years, Scania has been using EGR as well as SCR technology for its range of trucks and buses. In 2014, to comply with Stage IV and Tier 4 emission legislation, the engines will need some EGR as well. The function of the SCR system is based on the injection of a urea solution (AdBlue or DEF, Diesel Exhaust Fluid) into the exhaust pipe and a hydrolysis catalyst. The urea solution forms ammonia from the heat of the exhaust gases and enters the catalytic converter. When the NOx reacts with ammonia in the catalytic converter, the NOx molecules in the exhaust gases are converted into nitrogen and water. NOx is a generic term for mono- and di--nitrogen oxides (NO and NO 2 ), which are produced during combustion. Scania provides all components in the SCR system, from the supply tank for urea solution to the catalyst and the NOx sensor. Special materials are used because the urea solution is corrosive to metals such as non-alloyed steel and zinc coated steels.

4 4 (6) Operating principle, Scania SCR Scania EGR (exhaust gas recirculation) With EGR, a small amount of exhaust gases is returned to the intake of the engine, diluting the intake air and reducing the oxygen concentration. This will reduce the combustion temperature and further reduce emissions. While reducing emissions, the EGR system also improves combustion efficiency, which in turn benefits fuel economy. Radiator size will remain unaffected by the addition of Scania EGR at the 2014 emission levels, further simplifying this transition. No additional maintenance is required. For Stage IV and Tier 4 in 2014, the combined use of Scania EGR and Scania SCR makes cleaning so effective that Scania can manage without the added bulk and complexity of a particulate filter. These technologies also have great potential for future development. Operating principle, Scania EGR AdBlue and DEF AdBlue and DEF are the commercial names of the mixture of water and urea that is used to generate the process in the SCR aftertreatment system. The fluid is a non-toxic

5 5 (6) aqueous urea solution that chemically reduces NOx emissions from diesel-fuelled engines. When dissolved in water, it is non-toxic and easy to handle. An additional tank is required for the urea solution. Most industrial engine manufacturers have chosen to use SCR aftertreatment technology and AdBlue/DEF is now widely available at fuel stations or in bulk supply for use in industrial applications. Consumption of the urea solution is around 2-7% of fuel consumption for Stage IIIB and Tier 4i NOx-levels. The solution is corrosive to some metals such as non-alloyed steel, copper, copper containing alloys and zinc coated steels and it freezes at -11 C (+12 F). No restrictions apply for transport by rail, road or sea Long maintenance intervals Maintenance and oil-change intervals for the industrial engine range are a full 500 h. Shared components and systems between the different engine series reduce costs for parts stocking and maximize availability. In addition, training of staff is facilitated by the commonality between the engine series. DIMENSIONS AND PERFORMANCE DATA Engine weights and dimensions Engine type* Configuration Swept volume Length mm ** Width mm*** Height mm*** Dry weight kg*** DC09 Inline litres DC13 Inline litres DC16 V litres * DC = air-to-air charge cooling. 09, 13, 16 = swept volume in litres. ** Without fan. *** Preliminary for Stage IV and Tier 4 final Scania industrial engine range for EU Stage IV and US Tier 4 final All-speed engine type Performance Power r/min Rating* DC kw (275 hp) 2100 ICFN 257 kw (350 hp) 2100 ICFN 294 kw (400 hp) 2100 IFN DC kw (350 hp) 2100 ICFN** 294 kw (400 hp) 2100 ICFN 331 kw (450 hp) 2100 ICFN 368 kw (500 hp) 2100 IFN 405 kw (550 hp) 2100 IFN

6 6 (6) All-speed engine type Performance Power r/min Rating* DC kw (550 hp) 2100 ICFN 478 kw (650 hp) 2100 ICFN 566 kw (770 hp) 2100 IFN * ICFN: Continuous service, rated output available 1/1 h. Unlimited h/year service time at a load factor of 100%. IFN: Intermittent service, rated output available 1/6 h. Unlimited h/year service time at a load factor of 80%. ** Only EU Stage IIIB. Scania industrial engine range for other emission standards Scania s range of industrial engines also covers the current emission standards in the EU and US, as well as standards in other areas. Engine type Performance Emission class DC kw ( hp) Stage II DC kw ( hp) kw ( hp) Stage IIIA Stage II DC kw ( hp) kw ( hp kw ( hp) Stage IIIA Stage II Tier kw ( hp) Stage IIIA and Tier 3 For further information please contact: - Dick Burger, Responsable Commercial Moteurs Industriels, Scania France, tel , dick.burger@scania.com - Tobias Sigerstad, Sales Director Industrial Engines, Scania tel , tobias.sigerstad@scania.com - Ann-Helen Tolleman, Corporate Relations, Scania tel , ann-helen.tolleman@scania.com