Emissions Technology Nonroad Diesel Engines. Clean air, fuel efficiency, and engine performance

Transcription

1 Emissions Technology Nonroad Diesel Engines Clean air, fuel efficiency, and engine performance

2 2 Emissions technology

3 Introduction John Deere takes an integrated approach to clean air, fuel efficiency, and engine performance. In this brochure, you ll learn about past, present, and future emissions regulations for nonroad engines the technology options to meet them, and how we re applying this technology to address emissions requirements, improve fuel efficiency, and meet customer needs. You ll see how John Deere is meeting current emissions regulations and how we are positioned to meet the stringent demands of future regulations. More than emissions Reducing emissions requires a combination of proven technologies, some new ideas, and a keen understanding of the unique demands of nonroad applications. John Deere engineers look at meeting engine emissions regulations as an opportunity to advance new technologies that increase fuel efficiency and improve engine performance attributes such as power bulge, peak torque, lowspeed torque, and transient response time. CONTENTS Environmental responsibility...4 Biodiesel... 5 Nonroad focus...6 Understanding emissions regulations...8 Emissions technologies...10 Tier 3/Stage III A engines...14 Interim Tier 4/Stage III B engines...16 Frequently asked questions...18 Future emissions regulations Summary Industry acronyms Nonroad integration John Deere works closely with original equipment manufacturers (OEMs) to apply emissions solutions in a multitude of nonroad applications. We use cutting-edge engineering tools and principles to design and validate our engine and drivetrain components. You have to experience results in many nonroad applications to truly evaluate engine performance and provide an optimized solution. Through our electronic controls and drivetrain component divisions, we bring a wealth of nonroad experience in integration. Being able to integrate engines, drivetrain components, and electronic units is even more important today with increasingly demanding emissions regulations. 3

4 Emissions technology John Deere meets emissions regulations. In 1996, John Deere launched a new breed of engines, called PowerTech, to meet Tier 1/Stage I emissions regulations. We built on this nonroad engine platform to meet emissions regulations for Tier 2/Stage II in 2001, and Tier 3/Stage III A in In the years to come, John Deere will continue to use this platform for Final Tier 4/Stage IV solutions. Biodiesel fuel is produced from renewable raw materials, such as rapeseeds in Europe. Environmental responsibility A long history of environmental responsibility John Deere takes its responsibility to the environment very seriously. We have been working on reducing engine emissions since 1967, when John Deere first installed emissions testing equipment years before governments recognized the need for emissions regulations. John Deere also actively worked with industry partners such as the Engine Manufacturers Association (EMA), the European Association of Internal Combustion Engine Manufacturers (EUROMOT), and regulatory agencies worldwide to advance environmental initiatives. In our efforts to reduce engine emissions and fuel consumption, John Deere engineers employ a global network of technical resources. Today, we utilize the latest technology for lowering nitrogen oxides (NOx), particulate matter (PM), carbon monoxide (CO), hydrocarbons (HC), and carbon dioxide (CO 2 ) emissions all while improving fuel efficiency. These efforts result in engines that meet or surpass nonroad emissions regulations for the U.S. Environmental Protection Agency (EPA), California Air Resources Board (CARB), the European Union (EU), and other regulated regions. We launched many of our previous engines ahead of EPA and EU deadlines, and are doing the same for Interim Tier 4/Stage III B engines. And we are accomplishing it while maximizing fuel efficiency and engine performance. Throughout the same period, power output from our engines has steadily increased. 99.7% Products of complete combustion N2 Nitrogen O2 Oxygen CO2 Carbon dioxide H2O Water Lowering emissions The nonroad industry has made significant gains in its efforts to reduce emissions and improve performance. Currently, less than 0.3 percent of nonroad engine exhaust contains emissions pollutants like NOx, CO, HC, and PM. The rest (99.7 percent) of engine exhaust is made up of natural elements in the air like nitrogen (N 2 ), oxygen (O 2 ), and water vapor (H 2 O). 0.3% Regulated emissions NOx Nitrogen oxides, which react in the atmosphere with hydrocarbons to form particulate matter CO Carbon monoxide, a product of incomplete combustion SOx Oxides of sulfur, which contribute to acid rain HC Hydrocarbons, another product of incomplete combustion PM Particulate matter, a non-gaseous product of combustion and atmospheric reactions 4

5 Much of the biodiesel produced in the U.S. comes from soybeans. BQ-9000 is a National Biodiesel Accreditation Program for the certification of producers and marketers of biodiesel fuel in the U.S. and Canada. Using biodiesel fuel in John Deere engines Biodiesel is a renewable, oxygenated fuel made from a variety of agricultural resources such as soybeans or rapeseeds. One of the primary advantages of biodiesel is its renewability. As a renewable, domestic energy source, biodiesel can help reduce dependence on petroleum imports. We recognize the importance of biofuels to our customers and to the environment. Use of quality biodiesel in John Deere diesel engines has economic and environmental benefits, boosts development in rural areas, and helps provide energy security. Other advantages of quality biodiesel include improved lubricity, reduced sulfur emissions, and reduced aromatics. Biodiesel has a high cetane content for faster ignition. It also produces less visible smoke and lowers the amount of particulate matter, hydrocarbons, carbon monoxide, and life-cycle carbon dioxide emissions produced by an engine. While B5 blends are preferred, biodiesel concentrations up to 20 percent (B20) blended in petroleum diesel fuel can be used in John Deere engines, provided the biodiesel used in the fuel blend meets the standards set by the American Society of Testing Materials (ASTM) D6751. John Deere engines can operate on B100 if the biodiesel meets the EN standard. Biodiesel meeting the EN standard is typically available in Europe. These guidelines apply to all John Deere engines. Use of biodiesel impacts diesel engines and their performance. Those considering the use of biodiesel should educate themselves on the benefits and cautions of using biodiesel fuel. For more information, consult the engine s Operators Manual, your local John Deere engine distributor or equipment dealer, or visit 5

6 Emissions technology Nonroad focus John Deere knows nonroad applications If the only place engines had to perform was in a lab, everyone s job would be a lot easier. In the working world, John Deere nonroad engines power thousands of applications many of them in not-so-nice conditions such as dusty fields, rugged construction sites, and extreme hot and cold. Think of any harsh location and a John Deere engine is probably working there. As a leader in nonroad engines, John Deere is uniquely positioned to provide technologies that meet the demands of these applications. How does John Deere do it? We take proven, effective technologies and add innovations specifically suited to nonroad applications. Because much of the technology is well-established, John Deere can focus on adding value such as better fuel economy and greater engine performance. John Deere nonroad firsts First turbocharger introduced on a 6404 engine with the John Deere 4520 tractor (1969). First to use air-to-water aftercooling (1971). First to use air-to-air aftercooling (1988). First to use electronic engine controls (1988). First to use the variable geometry turbocharger (VGT) (2005). First to use cooled exhaust gas recirculation (EGR) (2005). 6

7 Many machines for many jobs the unique challenges of nonroad applications Emissions regulating authorities recognize that bringing nonroad applications into compliance poses many unique challenges. Nonroad diesel-powered equipment is used in a wide variety of applications within the industrial, agricultural, construction, forestry, mining, power generation, and marine markets. Unlike other categories of mobile engines, the nonroad diesel category applies to a broad range of engine sizes, types of equipment, and power ratings. Varying equipment sizes and configurations create packaging and engine envelope opportunities. More difficult to apply air-to-air aftercooling. Most companies involved in the nonroad diesel industry are not vertically integrated they do not produce both engines and equipment. Over 650,000 pieces of nonroad diesel equipment are sold in the United States each year. There are about 6 million machines currently in use. According to the EPA, the entire fleet of diesel engines is expected to be transitioned to nearzero emissions levels by John Deere Power Systems (JDPS) manufactures 30 to 448 kw (40 to 600 hp) industrial diesel engines for a variety of nonroad applications. In addition to engines, John Deere also manufactures heavyduty drivetrain components such as powershift transmissions, hydrostatic motor-driven (HMD) transmissions, axles, planetary drives, and pump drives used in nonroad applications. 7

8 Emissions technology Understanding emissions regulations Emissions reductions: Tier 3/Stage III A emissions regulations required a 40 percent reduction in NOx compared to Tier 2/ Stage II. Interim Tier 4/Stage III B regulations require a 90 percent reduction in PM along with a 50 percent drop in NOx compared to Tier 3/Stage III A. Interim Tier 4/Stage III B and Final Tier 4/Stage IV must pass additional emissions tests including the steady-state 8-mode test (ISO 8178) and the rigorous nonroad transient cycle (NRTC) test. Final Tier 4/Stage IV regulations, which will be fully implemented by 2015, will maintain levels of PM and require an additional 80% reduction in NOx compared to Interim Tier 4/Stage III B. Environmental regulatory agencies focus on four types of engine emissions: carbon monoxide, hydrocarbons, nitrogen oxides, and particulate matter. As more focus is placed on health and environmental issues, governmental agencies throughout the world are enacting more stringent laws to reduce these emissions. Because so many diesel engines are used in trucks, the U.S. Environmental Protection Agency and its counterparts in Europe and Japan first focused on setting emissions regulations for the on-road market. While the worldwide regulation of nonroad diesel equipment came later, the pace of cleanup and rate of improvement have been more aggressive for nonroad equipment than for on-road engines. The first regulations for new nonroad diesel engines over 37 kw (50 hp) were phased in from 1996 to 1999 (EPA Tier 1). European regulations for nonroad engines (EU Stage I) began in All authorities set more stringent Tier 2/Stage II and Tier 3/Stage III A regulations for all equipment with phase-in schedules from 2001 to Interim Tier 4/Stage III B regulations must be implemented between 2008 and See the chart below for detailed dates and emissions levels for the EPA and EU regulations. Engines designed for EPA and EU emissions regulations may not meet lower particulate matter requirements in Japan and may impact a manufacturer s ability to sell common products in the Japanese market. For any other country-specific request, feel free to contact John Deere. EPA and EU nonroad emissions regulations: kw ( hp) % PM (g/kwh) % NOx (g/kwh).0-20% -40% -50% -80% NOx + HC (g/kwh) NOx + HC (g/kwh) NOx (g/kwh) NOx (g/kwh) Tier 1/Stage I Tier 2/Stage II Tier 3/Stage III A Interim Tier 4/Stage III B Final Tier 4/Stage IV LEGEND: kw (50 74 hp) kw (75 99 hp) kw ( hp) kw ( hp) 8

9 EPA nonroad emissions regulations kw hp EU nonroad emissions regulations kw hp Option 1* Not regulated in EU 4.7 Option 2* * In the 50 to 75 horsepower category there are two options. Option 1 requires a reduced PM level (.30 vs.40) but allows Final Tier 4 to be delayed one year (2013) NOTE: The vertical dashed lines separating the years show when the seven-year life of the Tier 2/3 Equipment Flexibility Provision ends and engines can no longer be placed in vehicle production Not regulated in EU * * Not regulated in EU *October 1, 2014 Fuel sulfur regulations Legend EPA 5000 ppm 500 ppm 15 ppm EU 2000 ppm 1000 ppm 10 ppm EPA Tier 1 Tier 2 Tier 3 Interim Tier 4 Final Tier 4 Examples NOx NMHC PM EU Stage I Stage II Stage III A Stage III B Stage IV NMHC + NOx PM , the maximum amount of nitrogen oxides (NOx) allowed in g/kwh., the maximum amount of nonmethane hydrocarbons (NMHC) allowed in g/kwh , the maximum amount of particulate matter (PM) allowed in g/kwh. 7.5, the maximum amount of NMHC + NOx allowed in g/kwh. 0.80, the maximum amount of PM allowed in g/kwh. New emissions regulations take effect January 1 of the year indicated by color change unless otherwise noted. 9

10 Emissions technology Emissions technologies Reduced emissions don t have to come at the expense of engine performance. We ve combined innovative engine design and new technology to improve fuel economy and performance while meeting emissions regulations. Technologies for reducing emissions include: Air-to-air aftercooling Exhaust gas recirculation Turbocharging Fuel injection systems In-cylinder solutions Exhaust filters Full authority electronic controls Exhaust gas recirculation (EGR) The lower an engine s peak combustion temperature, the less the amount of NOx created. EGR is an effective method of reducing peak combustion temperature, thereby reducing NOx. The concept is simple. During certain conditions of engine operation, the EGR valve opens and controlled amounts of exhaust gas are routed back into the intake manifold and mixed with the incoming fresh air. Since this process removes some oxygen from the air, the exhaust temperatures in the combustion process are lowered and the levels of NOx are reduced. Cooled EGR, as used in John Deere engines, increases the effectiveness of NOx reduction, while enhancing engine efficiency and power density (similar to air-to-air aftercooling). Air-to-air aftercooling Keeping air intake temperatures as low as possible controls NOx. John Deere leads the industry in applying air-to-air cooling to nonroad applications. This technology has been used on John Deere engines for over 20 years. Air-to-air aftercooling not only reduces NOx, it improves engine durability and increases low-speed torque and power density. It is the most efficient method of cooling intake air to help reduce engine emissions while maintaining lowspeed torque, transient response time, and peak torque. Air-to-air aftercooling enables an engine to meet emissions regulations with better fuel economy and lower installed costs. Cooled EGR PowerTech PVX 9.0L engine Interim Tier 4/Stage III B Engine control unit (ECU) Cooled exhaust gas recirculation (EGR) Variable geometry turbocharger (VGT) 4-valve cylinder head 1 10

11 Turbocharging Fixed geometry turbocharger Fixed geometry turbochargers are sized for a specific power range and optimized to provide excellent performance across the entire torque curve. They are also designed to maximize fuel economy between the engine s rated speed and peak torque. Wastegated turbocharger Wastegated turbochargers are designed to develop more air flow at lower engine speeds to improve low-speed torque. The wastegate control device unloads a portion of the exhaust flow at higher engine speeds. Wastegated turbos deliver improved transient response and higher peak torque without compromising engine envelope size. They also provide the lowest installed cost across a given power range. Variable geometry turbocharger (VGT) The VGT tailors the amount of cooled recirculated exhaust gas that mixes with the fresh air. This tailoring is accomplished by the engine control unit (ECU), which changes the pitch of the VGT vanes in order to maximize power and efficiency. The amount of cooled EGR required is determined by load and engine speed. When exhaust flow is low, the vanes are partially closed. This partial closure increases the pressure against the turbine blades, making the turbine spin faster and generate more boost. The VGT minimizes the impact on engine envelope size and ensures excellent performance across the entire operating range of the engine, including transient response and fuel economy. It is also a highly effective approach in meeting current emissions regulations and allows a wider power range using common engine performance hardware reducing the number of engine configurations for OEM customers and distributors. Series turbochargers One of the methods to reduce NOx emissions is to increase EGR rates. This in turn requires increased intake air pressure. Series turbocharging is an effective means for supplying this increased intake air. In series turbocharging, fresh air is drawn into the low-pressure turbocharger (fixed geometry), where air pressure is boosted. This pressurized or boosted air is then drawn into the high-pressure turbocharger (VGT), where air intake pressure is further raised. The high-pressure air is then routed to an air-to-air cooler, where the air is cooled and then routed to the engine s intake manifold. By splitting the compression of the air between two turbochargers, both can operate at peak efficiency and at slower rotating speeds. This lowers stress on turbocharger components and improves reliability. Series turbocharging also delivers higher power density, improved low-speed torque, and improved high altitude operation. High-pressure turbocharger (VGT) Low-pressure turbocharger Series turbochargers 11

12 Emissions technology Emissions technologies HPCR fuel injection system Fuel injection systems High-pressure common-rail (HPCR) fuel injection system The high-pressure common-rail fuel system provides constant control over fuel injection variables such as pressure, timing, duration, and multiple injections. Delivering higher injection pressures results in more efficient combustion. Electronic unit injector (EUI) For the larger size engines, the EUI fuel injection system is used to increase fuel pressure for more efficient combustion. This helps reduce NOx and PM. Mechanical fuel system For smaller engines, John Deere has been able to meet emissions regulations by making improvements to the mechanical fuel system. Newer mechanical fuel systems are able to generate higher injection pressures for more efficient combustion. In-cylinder solutions Combustion bowl and piston ring design Particulate emissions have been reduced on John Deere engines by increasing injection pressure and improving the shape of the combustion bowl located at the top of the piston. A reduced lip radius on the re-entrant bowl piston increases turbulence and air fuel mixing, helping burn all available fuel during combustion. Oil control strategies The addition of valve guide seals limits particulates by reducing oil consumption. Directed top-liner cooling reduces oil consumption and enhances combustion efficiency by reducing wear in the top ring turnaround area and improving piston ring performance. Premixed compression ignition (PCI) In traditional diesel combustion, the burning occurs in the rich regions of the spray resulting in high temperatures and high NOx. With premixed compression ignition (PCI), multiple fuel injections lower combustion temperatures. This technique reduces NOx without using exhaust gas recirculation. 12

13 Exhaust filters Diesel oxidation catalyst (DOC)/diesel particulate filter (DPF) John Deere Interim Tier 4/Stage III B engines above 56 kw (75 hp) utilize a catalyzed exhaust filter that contains a DOC and a DPF. The DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons, and some particulate matter (PM). The downstream DPF traps and holds the remaining PM. Trapped particles are oxidized within the DPF through a continuous cleaning process called passive regeneration. Passive regeneration occurs during normal operating conditions when heat from the exhaust stream and catalysts within the exhaust filter trigger the oxidation of the trapped PM. If passive regeneration cannot be achieved due to low temperature, load, or speed, then PM is removed using active regeneration an automatic cleaning process controlled by the exhaust temperature management system (ETM). DOC/DPF Flow-through filter (FTF) FTFs are exhaust filters containing a DOC and a substrate containing alternating layers of corrugated metal foil and porous sintered metal fleece, or similar materials. The substrate captures and holds PM without restricting the flow of exhaust gases. Trapped particles are oxidized within the FTF using a passive regeneration process similar to the DOC/DPF. The FTF does not utilize active regeneration. FTF Full authority electronic controls Another key component in emissions reduction is the ECU. This electronic brain uses signal inputs from sensors and pre-programmed performance modeling to control critical engine functions such as fuel quantity, injection timing, air-to-fuel ratio, multiple fuel injections, amount of cooled EGR, and a host of other control parameters to deliver peak fuel economy and engine performance. For Interim Tier 4/ Stage III B, the same ECU also monitors and controls the exhaust filter system. The single ECU system simplifies integration and application. 13

14 Emissions technology Meeting Tier 3/Stage III A emissions regulations Multiple solutions To meet current Tier 3/Stage III A emission regulations, John Deere worked closely with OEMs to determine which technologies best fit their applications. We quickly established that one technology couldn t meet the varied needs of nonroad OEM customers. Some customers were focused on lowest installed cost and simplified maintenance, others needed to meet emissions regulations without sacrificing performance, while others required the ultimate in performance and fuel economy. The result is a family of engines that use different technologies to meet emissions regulations and performance needs. PowerTech M 2.4L, 4.5L PowerTech M engines employ economy of design and mechanical controls for efficient performance, plus all the performance of Tier 2/Stage II. These engines are ideal for lower-horsepower applications, and employ a new mechanical fuel system that generates higher injection pressures for more efficient combustion. PowerTech M 2.4L and 4.5L engines under 56 kw (75 hp) are EPA Interim Tier 4 and EU Stage III A compliant. PowerTech E 2.4L, 3.0L, 4.5L, 6.8L, 9.0L* PowerTech E engines incorporate a high-pressure common-rail fuel system (4.5L, 6.8L, and 9.0L), electronic unit pumps (2.4L and 3.0L), a 2-valve cylinder head, full authority electronic controls, all the performance of Tier 2/Stage II engines, and more. PowerTech Plus 4.5L, 6.8L, 9.0L, 13.5L PowerTech Plus features proven technology, larger displacement, better performance, and best-in-class fuel economy. The major difference between the PowerTech Plus and the PowerTech E engines is the level of emissions-control technologies employed. While PowerTech Plus and PowerTech E categories use a high-pressure common-rail fuel system and electronic controls, PowerTech Plus engines are equipped with cooled EGR and a VGT to provide the best engine performance and fuel economy in a reliable package. High performance PowerTech Plus engines meet emissions regulations without sacrificing performance. John Deere has maintained or increased power output from all PowerTech Plus models in many cases, power bulge, peak torque levels, transient response time, lowspeed torque, and cold weather starting have been improved. Durability PowerTech Plus engines are designed for rugged nonroad operation, with features such as heavy-duty heat exchangers and new power cylinder materials for unparalleled durability. Ease of installation Because we maintained our Tier 2/Stage II engine package size without derating power, changing over to Tier 3/Stage III A models was easier. John Deere PowerTech Plus models take up less engine envelope space than many competitive engines with similar horsepower. The high-pressure common-rail fuel system increases fuel pressure for more efficient combustion. PowerTech E engines offer a platform and performance similar to or better than their Tier 2/Stage II counterparts. PowerTech E 2.4L engines under 56 kw (75 hp) are EPA Interim Tier 4 and EU Stage III A compliant. *The PowerTech E 9.0L is only available for 1800 rpm generator drive applications. 14

15 PowerTech M technology Fixed Geometry Turbocharger Fresh Air 2-Valve Head Mechanical Fuel System PowerTech E technology Cooled Air From Aftercooler Fixed Geometry Turbocharger Fresh Air 2-Valve Head Air-to-air Cooler Compressed Air From Turbocharger High-Pressure Common-Rail Fuel System PowerTech Plus technology Cooled Air From Aftercooler Variable Geometry Turbocharger EGR Valve Fresh Air 4-Valve Head Air Intake Manifold Air-to-air Cooler EGR Cooler Compressed Air From Turbocharger High-Pressure Common-Rail Fuel System 15

16 Emissions technology Meeting Interim Tier 4/Stage III B emissions regulations The right solution for Interim Tier 4/ Stage III B and beyond John Deere engines 56 kw (75 hp) and above will use our proven PowerTech Plus engine technologies, which include cooled exhaust gas recirculation (EGR) with the addition of an exhaust filter. The lineup will continue to include 4.5L, 6.8L, 9.0L, and 13.5L in-line, 4- and 6-cylinder engines. John Deere PowerTech E 2.4L and PowerTech M 2.4L and 4.5L engine models, below 56 kw (75 hp), meet Interim Tier 4 and Stage III A emissions regulations without the use of cooled EGR or an exhaust filter. By choosing EGR first for our Tier 3/Stage III A solution, John Deere proved we could meet the near-zero levels of Interim Tier 4/Stage III B emissions regulations for off-highway equipment with diesel engines without the cost and inconvenience of selective catalytic reduction (SCR). Our Interim Tier 4/Stage III B approach continues to use cooled EGR for NOx reduction and adds an integrated exhaust filter for particulate matter (PM) reduction. It is simple to install, operate, and maintain while delivering the power, fuel efficiency, reliability, and low cost of ownership you ve come to expect from John Deere. Cooled EGR. Right technology. Right now. Proven technology that is not overly complex Doesn t require extra fluids that add cost and inconvenience Similar operational and maintenance procedures compared to current John Deere engines Technicians already understand how to service cooled EGRbased engines Integrated exhaust filters are easy to maintain John Deere exhaust filters are designed to meet the demands of rugged off-highway applications Trapped PM is oxidized within the exhaust filter through a self-activating cleaning process called regeneration In most cases, the regeneration process does not have an impact on machine operation or require operator involvement Exhaust filter replaces the muffler in most applications PowerTech PWX kw ( hp) Tried-and-true performance Equipment owners who want straightforward, cost-effective power rely on PowerTech PWX 4.5L engines. These compact engines blend proven cooled EGR technology with simple and reliable wastegated turbocharging to maintain transient response and peak torque in all operating conditions. Their 4-valve cylinder heads also provide excellent airflow for greater low-speed torque. Multiple rated speeds let you fine-tune your engine selection to reduce noise and fuel economy. PowerTech PVX kw ( hp) Improved performance and efficiency When you need unparalleled performance, PowerTech PVX 4.5L, 6.8L or 9.0L engines are the perfect fit for your application. These displacements utilize our proven cooled EGR technology with variable geometry turbocharging (VGT) to improve performance and combustion efficiency, reduce emissions, and increase fuel economy. PowerTech PSX kw ( hp) Ultimate performance and responsiveness For ultimate performance in off-highway applications that take you up and down steep grades at high altitudes. Or when you simply want maximum transient response and low-speed torque. A PowerTech PSX 6.8L, 9.0L, or 13.5L engine is exactly what you need. Along with proven cooled EGR technology, all three displacements feature series turbochargers that improve performance and responsiveness. To learn more about Interim Tier 4 technologies and to take an animated tour of a John Deere engine, visit 16

17 PowerTech PWX technology Exhaust Out Fresh Air Filter WGT DOC Exhaust Exhaust Throttle Valve EGR Valve EGR Cooler Air-to-air Cooler Compressed Air From Turbocharger PowerTech PVX technology Exhaust Out DPF DOC Fresh Air VGT Injector * Exhaust EGR Valve Intake Throttle Valve EGR Cooler Air-to-air Cooler Compressed Air From Turbocharger * For engines 130 kw (174 hp) and greater. PowerTech PSX technology Exhaust Out DPF DOC Fresh Air VGT Fixed Injector Exhaust EGR Valve Intake Throttle Valve EGR Cooler Air-to-air Cooler Compressed Air From Turbochargers 17

18 Emissions technology Interim Tier 4/Stage III B frequently asked questions Why use cooled EGR and exhaust filters for Interim Tier 4 engines greater than 56 kw (75 hp)? Based on customer input regarding the different technology options, John Deere will continue to utilize cooled EGR, combined with exhaust filter technology, to meet Interim Tier 4/Stage III B regulations. The EGR solution, for NOx control, requires less operator involvement and is simpler, proven, fuel-efficient and a less costly technology compared to alternative solutions. Like the cooled EGR system and the VGT, the exhaust filter was specifically designed to meet the demands of off-highway applications. The exhaust filter also has the benefit of replacing the muffler in most applications. Does cooled EGR add more complexity than other technologies? While cooled EGR engines require additional sensors and actuators, the control logic is designed into the engine control unit, which allows the complexity to be transparent. The technology may appear complex to the average individual, but it is the key to the product s function, performance, and reliability. Cooled EGR is a proven technology that is used to control NOx emissions by most on-road diesel engine manufacturers, as well as millions of gasoline and diesel passenger cars. Does use of cooled EGR decrease power density? With cooled EGR and the VGT, John Deere has maintained or increased the power density for each engine platform. With PowerTech engines, you will never be forced to go up in platform size. In fact, using John Deere PowerTech engines may allow customers to go down in platform size, if they choose to do so, and lower their installed cost. What is regeneration? The exhaust filter is integrated into the engine design to provide a simple and reliable solution for reducing particulate matter (PM). A single engine control unit (ECU) manages both the engine and exhaust filter, via an exhaust temperature management (ETM) system, to regenerate (clean) the exhaust filter when sufficient heat cannot be generated to passively clean the filter. Passive regeneration John Deere engines and exhaust filter components are designed for uninterrupted operation using passive regeneration, a natural cleaning process where engine exhaust temperatures are sufficient enough to oxidize the PM trapped in the exhaust filter. The process occurs during normal engine operating conditions, which is the most fuel-efficient way to clean. Passive regeneration does not impact machine operation or require operator involvement. Active regeneration If conditions (temperature, speed and load) for passive regeneration cannot be achieved, then PM must be removed using active regeneration, an automatic cleaning process. For a short duration, this requires injecting a small quantity of fuel in the exhaust stream and elevating exhaust temperatures to clean the filter. Remember, active regeneration cleaning occurs only when passive regeneration is not possible based on temperature, load and speed. It serves as a backup system. In most cases, active regeneration does not impact machine operation or require operator involvement. Parked or stationary regeneration may be necessary if active regeneration is overridden by the operator, or in rare instances when the engine does not reach normal operating temperatures because of lighter loads, reduced speeds or cool ambient conditions for extended periods of time. How do the regeneration process steps work? Interim Tier 4/Stage III B PowerTech engines 130 kw (174 hp) and above will utilize a catalyzed exhaust filter that contains a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). Under normal operating conditions, the DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons and some PM. The downstream DPF forces exhaust gases to flow through porous channel walls, trapping and holding the remaining PM. Trapped particles are eventually oxidized within the DPF through a continuous cleaning process called passive regeneration, utilizing exhaust heat created under normal operating conditions. How does ETM work? If conditions (ambient temperature, speed and load) for passive regeneration cannot be achieved, ETM is an automated engine operating mode used to increase the DOC inlet temperature above 572 F (300 C) to initiate and maintain an active regeneration. To increase the DOC inlet temperature, ETM may reduce the amount of fresh air entering the engine via intake air throttle valve, include a later post injection (after main injection event), retard engine timing for the main injection event, vary the VGT vane position and elevate low idle speed. Once the needed DOC inlet temperature is achieved, a small quantity of fuel is injected into the exhaust stream. This process creates the heat needed to oxidize the PM trapped in the DPF when passive conditions cannot be achieved. In addition, ETM provides an additional benefit of a controlled warm-up and cool-down period, increasing the durability of the exhaust filter. 18

19 Does the exhaust filter replace the muffler? Test results indicate that a muffler will not be required in most applications. Our experience has been that noise attenuation provided with the exhaust filter meets or exceeds that of a conventional muffler. However, each application is different, and actual results may vary. How will John Deere Interim Tier 4/Stage III B engines stand out from the competition? John Deere is an innovator in the commercial application of cooled EGR and variable geometry turbocharger (VGT) technologies for off-highway use. Throughout Tier 3/Stage III A, John Deere has gained experience with these technologies over a wide range of applications and has established a proven record of reliability; other engine manufacturers are just now considering adopting these technologies for off-highway applications. John Deere engines have a strong reputation of performance, durability and reliability, and we are designing our new engines to exceed those expectations. These new engines will also feature more power and increased performance, world-class fuel economy, reduced noise, and low overall operating costs. The SCR system has been adopted by several manufacturers. Why is John Deere choosing EGR first? For Interim Tier 4/Stage III B, John Deere is looking at not only fuel economy, but also total fluid economy. We have prioritized the needs of the owner and operator during every step of developing our complete Interim Tier 4/Stage III B lineup. The single-fluid approach of cooled EGR means the technology will be easy for operators to use and will not require additional fluid costs. John Deere has researched both of the different technologies, and from a global perspective, believes that cooled EGR with the addition of an exhaust filter is the best approach for meeting Interim Tier 4/Stage III B emissions regulations. John Deere remains confident that our world-class fuel economy position attained with Tier 3/Stage III A engines utilizing cooled EGR will be maintained with the use of only one fluid (diesel). Cooled EGR is a simple approach, has a proven track record throughout Tier 3, and is already supported by our global network of John Deere dealers. How does the total fluid consumption with an SCR system compare to conventional EGR diesel engine? The claim that engines designed to operate on selective catalytic reduction (SCR) consume less fuel is not accurate. Regarding engines utilizing SCR we must consider the total fluid consumption that is, the consumption of diesel fuel and the diesel exhaust fluid (DEF) additive. Competitive engine manufacturers who utilize SCR have stated their engines could provide up to 5 percent better fuel economy compared to their non-scr engines. When you consider that urea consumption is approximately 3 to 5 percent of diesel fuel consumption and the fact that urea cost is similar or higher than diesel fuel, there is no advantage for engines utilizing SCR from a total fluid consumption and cost perspective. Depending on the engine model, John Deere Interim Tier 4/Stage III B bare engine fuel consumption will be similar or equal to Tier 3/Stage III A. Overall fuel economy will improve in some vehicles/applications due to drivetrain optimization and engine/vehicle integration. John Deere Tier 3/Stage III A engines currently hold a 5 to 10 percent fuel economy advantage when compared to most competitive engines. As a result, John Deere Interim Tier 4/Stage III B engines will continue to maintain their fuel-economy leadership without utilizing SCR for Interim Tier 4. In regards to decreased system cost, research shows that Interim Tier 4/Stage III B engines with SCR systems are comparable in total installed engine cost compared to engines utilizing cooled EGR and exhaust filters. When considering SCR system cost, end users will need to consider sourcing, inventory and distribution costs associated with SCR. John Deere engines/vehicles will continue to provide the best value with a simple (one fluid) and proven technology (cooled EGR and variable geometry turbochargers). 19

20 Emissions technology Ready for future emissions regulations Final Tier 4/Stage IV John Deere is continuously developing and testing the technologies it will adopt to achieve Final Tier 4/Stage IV emissions regulations. The purpose of Final Tier 4 emissions regulations is to further reduce NOx. For engines 130 kw (174 hp) and greater beginning in January 2014, proven technologies such as cooled EGR and VGT will likely be the foundation for meeting those regulations. However, we are constantly evaluating emerging technologies for their effectiveness and for their ability to provide reliable and durable products in off-highway applications. As with engine configurations that meet previous emissions tiers, we ll continue to tailor our Final Tier 4 engine solutions to fit the variety of off-highway applications while not increasing the emission compliance burden on our customers. NOx adsorber NOx adsorbers, or lean NOx traps (LNTs), chemically store NOx during the normally lean operation of a diesel engine. Once saturated, these adsorbers are regenerated, releasing the NOx for reduction during brief periods of rich operation. Conversion efficiency of this technology can exceed 80 percent. Unfortunately, system efficiencies are compromised through progressive poisoning of the adsorber by sulfur in the diesel fuel. Purging the sulfur through periodic enrichment and increased temperatures is required to ensure the continued functioning of the adsorber. Selective catalytic reduction (SCR) SCR is a technology option that typically reduces NOx emissions downstream on the engine. This technology utilizes a urea-based additive, sometimes referred to as diesel exhaust fluid (DEF). The ammonia in the urea mixes with engine exhaust gases in the SCR catalyst to reduce NOx converting it to oxygen, nitrogen, and water. Adopting this technology requires the sophisticated control available with electronics. Also, addressing issues such as desulfation, thermal stability, and costs due to precious metals content is required before the widespread application of this technology on diesel engines. SCR may be an appropriate technology for the future when it is more commercially available for off-highway applications; however, for Interim Tier 4/Stage III B, the cooled EGR and exhaust filter technology approach provides a simple and proven solution requested by our customers. 20

21 Engine oils and diesel fuels Engine oil type and diesel fuel have always played a role in emissions. But products used and technologies needed to meet Interim Tier 4/Stage III B and Final Tier 4/Stage IV emissions regulations make them even more important. With the introduction of exhaust filters, the type of engine oil used can have a significant impact on the proper functioning and ash service life of these devices. Ash, a byproduct of inorganic solids, will collect in the exhaust filter over time as a result of the combustion process. The use of oils meeting API CJ-4 and ACEA E9 standards, both with reduced trace metals content, are required in order to reduce ash accumulation and increase exhaust filter service life for Interim Tier 4/Stage III B engines. John Deere has developed engine oil, which is formulated to ensure optimum running performance and longevity of Interim Tier 4/Stage III B engines. John Deere engine oil is 100 percent backward compatible and suitable for engines with and without emissions control devices. It is important to always follow the manufacturer s oil-type and service-interval recommendations. Similar to oils, the type of diesel fuel used can also have a significant impact on emission control devices. Sulfur content levels of typical off-highway diesel fuels vary geographically ranging from >5000 parts per million (ppm) to 500 ppm (low sulfur diesel). The use of exhaust filters on Interim Tier 4/Stage III B engines will require using diesel fuel with a sulfur content of less than 15 ppm (ultra-low sulfur diesel or ULSD). Using diesel fuels with a higher sulfur content (greater than 15 ppm) can damage the exhaust filter or catalyst, creating the need for an increased number of regenerations and leading to early replacement of the exhaust filter. See page 9 for fuel sulfur regulations. Systems integration It will take more than engine expertise to meet future emissions regulations. It will depend on the successful integration of the entire powertrain: engine, electronic controls, and drivetrain components. John Deere can help integrate your entire system from the engine to the electronics and drivetrain components, including pump drives, powershift transmissions, HMD transmissions, planetary drives, and inboard planetary axles. John Deere can deliver an integrated, compliant system that maximizes performance and fuel economy. 21

22 Emissions technology Interim Tier 4/Stage III B Right technology. Right now. Our Interim Tier 4/Stage III B approach continues to use cooled EGR for NOx reduction and adds an integrated exhaust filter for PM reduction. It is simple to install, operate, and maintain while delivering the power, fuel efficiency, reliability, and low cost of ownership you ve come to expect from John Deere. Simple. The single-fluid approach of John Deere cooled EGR engines is simpler, more operator friendly, and less complex to maintain than urea-based systems. Fuel efficient. John Deere not only leads with proven fuel economy technologies, we also offer a single-fluid solution for better total fluid economy. Our cooled EGR engines operate efficiently with ultra-low sulfur diesel as well as biodiesel blends, providing optimal performance and fuel-choice flexibility. Field proven. John Deere was the first manufacturer to widely commercialize off-highway Tier 3/Stage III A cooled EGR diesel engines. Since 2005, we have used cooled EGR technology with a proven record of reliability in agriculture, construction, and forestry applications. Integrated. John Deere designs, manufactures, and services the engine, drivetrain, exhaust filter, ECU, cooling, and other vehicle systems as part of a complete equipment package. This integrated process maximizes performance, operator convenience, fuel economy, and overall value to the customer. Acronyms used in this brochure CARB California Air Resources Board CO 2 Carbon dioxide CO Carbon monoxide DEF Diesel exhaust fluid DOC Diesel oxidation catalyst DPF Diesel particulate filter ECU Engine control unit EGR Exhaust gas recirculation EMA Engine Manufacturers Association EPA Environmental Protection Agency ETM Exhaust Temperature Management EU European Union EUI Electronic unit injector EUROMOT European Association of Internal Combustion Engine Manufacturers HC Hydrocarbons HMD Hydrostatic motor-driven H 2 O Water hp Horsepower HPCR High-pressure common-rail kw Kilowatt LNTs Lean NOx traps N 2 Nitrogen NOx Nitrogen oxides NMHC Nonmethane hydrocarbon NRTC Nonroad transient emissions test cycle O 2 Oxygen OEM Original equipment manufacturer PCI Premixed compression ignition PM Particulate matter ppm Parts per million SCR Selective catalytic reduction SOx Sulfur oxides VGT Variable geometry turbocharger Fully supported. Get service when and where you need it at any of our 4,000+ service locations worldwide. John Deere dealers are highly trained to help customers maintain their Interim Tier 4/ Stage III B engines. 22

23 Worldwide locations North America, South America, Brazil, and Caribbean John Deere Power Systems 3801 West Ridgeway Avenue P.O. Box 5100 Waterloo, IA Phone: (U.S.) Phone: (Canada) Fax: Mexico and Central America Industrias John Deere S.A. de C.V. Boulevard Diaz Ordaz No. 500 Garza Garcia, Nuevo Leon Mexico Phone: Fax: Europe, Africa, and Middle East John Deere Power Systems Usine de Saran La Foulonnerie B.P Fleury-les-Aubrais Cedex France Phone: Fax: jdengine@johndeere.com Australia and New Zealand John Deere Limited Power Systems Division P.O. Box 1126, Camden NSW 2570 Australia Phone: Phone: Fax: SYDDC@JohnDeere.com Far East John Deere Asia (Singapore) Pte. Ltd. #06-02/03 Alexandra Point 438 Alexandra Road Singapore Phone: +65 (68) Fax: +65 (62) LiewLeongKong@JohnDeere.com 23

24 This literature has been compiled for worldwide circulation. While general information, pictures and descriptions are provided, some illustrations and text may include finance, credit, insurance, product options and accessories NOT AVAILABLE in all regions. PLEASE CONTACT YOUR LOCAL DEALER FOR DETAILS. John Deere reserves the right to change specification and design of all products described in this literature without notice. DSWT41 Litho in U.S.A. (10-03)