john campbell director on-highway engine products march 16, 2004
DESCRIPTION
John Campbell Director On-Highway Engine Products March 16, 2004. American Trucking Association Technology & Maintenance Council. U.S. 2007 Emissions Requirements. PM = 0.01 g/bhp-hr Requires Particulate Filter NOx + HC = 1.2 g/bhp-hr Assumes Use of Phase-In Provision - PowerPoint PPT PresentationTRANSCRIPT
John CampbellDirector
On-Highway Engine Products
March 16, 2004
American Trucking Association
Technology & Maintenance Council
2007 Emissions Requirements
• PM = 0.01 g/bhp-hr– Requires Particulate Filter
• NOx + HC = 1.2 g/bhp-hr– Assumes Use of Phase-In Provision– Requires NOx Aftertreatment, Advanced
Combustion, or Both
• Crankcase Emissions Counted As Part of Cycle Emissions
– Drives Closed Crankcase Filter and/or Closed Crankcase
• On-Board Diagnostics (OBD)– OBD Changed to EMD (Engine
Manufacturers Diagnostics)– Monitoring Performance of Engine
Components– Warning Light to Dashboard Fault – Isolation to Component Level
• Emissions System Useful Life– 435,000 Miles for HD– 185,000 Miles for MR
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0 1 2 3 4 5 6 7
NOx (g/bhp-hr)
Par
ticu
late
s (g
/bh
p-h
r)
‘91
‘94‘98‘02
ACERT
‘07‘10
EngineModifications
EngineModifications
U.S.
Cat Will Follow the 2007/2010Phase-In Provision
ACERT™ Is The Foundation for 2007 / 2010
• Our Technology Strategy & Approach– Build Upon 2003 ACERT™– Continue to Enhance Engine Performance While Incrementally
Introducing Aftertreatment– Investigate Multiple Particulate Technologies– Provide Best Value To Customer and Least Disruptive Technology to
Truck OEMs
1998Engine
Add:– Split Inj– Oxicat
10/02Bridge
Add:– Adv Comb– Flex Fuel
System– Diesel Part Filter– Thermal Mgmt
2007ACERT
10/03ACERT
Add:– VVA– Series
Turbo
– Adv Comband NOx Aftertreatement
2010ACERT
Particulate Matter (PM) Reduction
Technologies
Engine Out Particulate Matter (PM) Reduction
Lower Engine Out PM is an Enabler for Passive or “Less Active” Diesel Particulate Filters (DPF)
Less Soot Into The Filter Translates Into Lower Fuel Consumption Penalties for Regeneration
Developing Strategies to Reduce Engine Out PM Combustion Development Fuel Injection Improvements Better Fuel Air Mixing
Cycle NOx (g/hp-hr)
0
0.04
0.08
0.12
0.16
0.2
0.24
0.28
0 0.5 1 1.5 2 2.5 3
Continue ImprovementsE
ng
ine
-Ou
t C
yc
le P
M (
g/b
hp
-hr)
Advanced Fuel / Combustion
System
Cycle NOx (g/hp-hr)
Current Fuel / Combustion
System
Ceramic Filter with Engine Thermal Management for Regeneration
Highest Filtration EfficiencyLowest 1st Cost Best Fuel Economy
Challenge: “Cold” Applications
Temperature, Pressure Sensors
Quick Disconnects
ECM/EMD
CeramicFilter
Prime Path: Engine + EMD System
(Electronic Control Module/Engine Manufacturers Diagnostics)
Temperature, Pressure Sensors
System Design for Engine Thermal Management
100ºC 200ºC 300ºC 400ºC 500ºC 600ºC
System Requirements for Thermal Management & Regeneration
Short Setback Single Can
Preferred
Engine Measures to Avoid Low Exhaust TempECM Tracking of Emissions & Thermal HistoryControl System Logic to Trigger Thermal Events
ACERTOxidation
Catalyst
Not Too Hot,Not Too Cold
2007After-treatment
Bring OnThe Heat !
Ceramic orMetallic
Filter
ThermalSource/Diffuser
HeatGenerator
Secondary Path: Self-Regenerating PM Filter
HeatGenerator
Quick Disconnects
ControllerECM/EMD
Internally “Active” Regeneration; Filter is Heated by Auxiliary Means
Regenerate Under All Conditions
Challenge: Cost & Complexity
Temperature, Pressure Sensors
Temperature, Pressure Sensors
Aftertreatment InstallationRound Filters are the Standard
Oval Configurations to be Explored but Considered High Risk
Setback Distance Will Be Important Specifying Short Converter Setbacks will Enable Lower Cost Components &
Better Fuel Consumption Solutions Target 5 Feet from Turbo Outlet to DPF Inlet (Heat Retention) Back-of-Cab and Side-of-Cab Mounting Not Probable
Target Is Single Can Lower Cost, Better for Regeneration
Filter System Needs to Be Serviceable Ash Removed at Specified Interval Filter System Designed for Easy Service Location must be Accessible
Oxides of Nitrogen (NOx)
Reduction Technologies
NOx Reduction Options (2003)
2003ACERTEngine
Aftertreatment NOx Technology OptionsEngine NOx Technology
NOxAdsorber
UreaSCR
DeNOxCatalyst
AdvancedDiesel
Combustion
• Engine-Out NOx Measures Reduce Size / Cost of Aftertreatment
• Aftertreatment Options Need to be Evaluated for Maturity and Cost
• Combination of Engine Out and Aftertreatment may Provide Best NOx Reduction Value Path
TC
TC
ParticulateFilter
NOxAT
Engine Measures for NOx Reduction (2004)
• Caterpillar Continues to Expand the Envelope On Engine Out Performance
• ACERT has Further Ability to:– Reduce NOx & PM Emissions– Improve Fuel Consumption and
Heat Rejection
• Modifications for Engine Out NOx:– Fuel Systems– Air Systems– Piston/Ring/Liner Designs– MorElectric Initiative Systems Possible
AdvancedCombustion
Closed Crankcase Ventilation System(CCV)
Closed Crankcase Ventilation (CCV) System Design Options
ParticulateFilterT
C
TC
Option 3:
Filter and Vent to Atmosphere
CCVFilter
System
CCVFilter
System
Option 2:
Filter and Route toExhaust Upstream of DPF
Pump /One-Way
Valve
CCVFilter
System
Option 1:
Filter and Routeto Air Intake
Manufacturers Expected to Control Crankcase Emissions by:
Routing to Intake Routing to Exhaust Stream
Upstream of the Aftertreatment
2007 Requirement Crankcase Emission Control Exception for
Turbocharged Heavy-Duty Diesel Engines Eliminated
Crankcase Emissions Treated Same as (i.e., Added to) Other Exhaust Emissions
CCV FilterComponent
2007 System Architecture
2007 System ArchitectureHeavy Duty
TC
TC
TC
TC
ParticulateFilter
AT
AA
C
PreCooler
HigherPressureInjectionSystem
Variable Valve Actuationw/ Thermal Management
FunctionSeries
Turbo Chargers
W/ or W/OAuxiliaryDevice
CCV Filter
System
Option 1
2007 System ArchitectureMidrange
TC
TC
DieselParticulate
Filter
AT
AA
C
Higher PressureInjectionSystem
Device forThermal Management
Function
ConventionalTurbo Charger
W/ or W/OAuxiliaryDevice
CCV Filter
System
Option 1
Timelines
R S20062003 2004 2005
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4Q1 Q2 Q3 Q4
C15
C13Production
Customer Evaluation Engines
Additional Customer Evaluation Engines
Field Test Engines
OEM Engines
2007 HD Program Timeline
2007 MD Program Timeline
20062003 2004 2005
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
C7
C9
OEM Engines
Field Test Engines
Customer Evaluation Engine
Additional Customer Evaluation Engines
Production
Caterpillar Conclusions
Finalizing Technologies for 2007
Diesel Particulate Filter Required
Engines Available for Fleet Purchase Mid - 2005