1 - Apresentação Do Motor Tier 3

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  • Cummins B Motores sries Tier 3

  • Melhorias na emisso de poluentes Tier 3

  • Reao de combustoem motores diesel:

  • Regulamentos do Tier 3:Regulamentos restritos e exigidos:Reduo de 40% de Nox em relao motores Tier 2;Reduo de 82% de Nox em relao motores fabricados em 1995;

  • Tier 3 comparado ao Tier 240%

  • O caminho para motores mais limpos: Ano

  • NOxMatria ParticuladaAno (g/bhp-hr) (g/bhp-hr)Prior to 1996 Desregular Desregular 1996[Tier 1] 6.9 0.54 2001[Tier 2] 4.8 0.152005[Tier 3] 3.0 0.152010[Tier 4] ? ?O caminho para motores mais limpos:

  • Regulamentos Tier 3:Fase em 4 anos;

  • Regulamento Tier 3Em Fase:20002001200220032004200520062007200820092010302 - 751 HP174 - 301 HP100 - 173 HP48 - 99 HPTime* g/hp-HR NOx + NMHC Cavalos

  • 20002001200220032004200520062007200820092010302 - 751 HP174 - 301 HP100 - 173 HP49 - 99 HPTempo* g/hp-HR NOx + NMHC CustoOpes tecnolgicasRegulamento Tier 3Em Fase:

  • Regulamento Tier 3

    Procedimentos de teste da ISO 8178 para uso nas modalidades srie 8.

  • Torque (%)Velocidade do motorMarchaTorqueRatioTier 3 3.0 gr/hp--hr (NOx+NMHC)

    0.15 g/hp-hr PM100%75%50%10%PotnciaISO 8178 Ciclo de teste da srie 8

  • Regulamento Tier 3

    Qualidade do combustvel.

  • Qualidade no combustvel:Tier 3 no exige qualidade limpa para combustvel fora de estrada;

    O combustvel da Fora-estrada contm enxofre em at 5000 ppm 10 vezes mais que o normal;

    O elevado uso de enxofre limita solues tcnicas para os fabricantes;

  • Programa de emisses Tier 3:

    MOBILE OFF-HIGHWAY EMISSION REGULATIONS SCHEDULE

    NOx / HC / CO / PM [g/kW-hr / g/bhp-hr] Projections italicized

    2002

    2003

    2004

    2005

    2006

    2007

    2008

    2009

    2010

    2011

    2012

    2013

    U.S. EPA / CARB

    8-18 kW

    (11-24 hp)

    19-36 kW

    (25-48 hp)

    37-74 kW

    (49-99 hp)

    Tier3 QSB ( 4B )

    75-129 kW

    (100-173 hp)

    Tier3 QSB ( 4B - 96B)

    130-224 kW

    (174-301 hp)

    Tier 1

    Tier 2 Mechanical C & QSC

    Tier 3 QSC / QSL

    225-449 kW

    (302-602 hp)

    Tier 2 QSC / QSL / QSM / QSX

    Tier 3 QSL / QSM / QSX

    450-560 kW

    (603-751 hp)

    Tier 2 QSX

    Tier 3 QSX

    >560 kW

    (>751 hp)

    Tier 1

    Tier 2

    Tier 3

    MOHREGS2.DOC Revised 12JUN02

  • Tecnologia Tier 3

  • Impacto dos regulamentos de emisso no projeto do motor:

    Nvel de emissoMudanas no ProjetoTier 1O sincronismo atrasado da injeo do combustvel aumento da presso de injeo do combustvel Tier 2Sincronismo atrasado da injeo do combustvel Aumento da presso do combustvelAumento de impulso da turbinaPs resfriamento Ar para ArControles eletrnicosTier 3Variado pelo fabricante Tier 4????? + tratamento posterior

  • Tecnologias competitivas:

    Sheet1

    FabricanteSoluo no cilindro?EGR (quente ou frio)catalizador?Impacto? Ver notas abaixo:

    CumminsSimnonoMinimo

    Catsimnonocusto

    Deerenosim?Custo, rejeio do calor, confiabilidade

    Isuzunosim?Custo, rejeio do calor, confiabilidade

    DDCnosim?Custo, rejeio do calor, confiabilidade

    Deutznosim?Custo, rejeio do calor, confiabilidade

    Iveconosim?Custo, rejeio do calor, confiabilidade

  • Pontos chaves da aprovao do Tier 3 CumminsTecnologia prpria:Pesquisa avanada de combusto diretaImpactos menores na instalaoSoluo no cilindroNo requer tratamento posteriorControle eletrnico de sistema de injeo Turbinas bloqueadas sem disperdcio

  • Excelente economia de combustvelEconomia relativa motores mecnicos Tier 2Impacto de economia comparado ao Tier 2 eletrnicoImpacto similar na emisso de calor esperadoConfiabilidade Nenhum requerimento novo para motores Tier 3

    Pontos chaves da aprovao do Tier 3 Cummins

  • Nenhum impacto com intervalos de manuteno

    Compatvel com combustveis fora de estrada com alto indce de enxofreRobusto para usurios mundiais

    Pontos chaves da aprovao do Tier 3 Cummins

  • TemperaturasQumica350K825K~1600K2700KDieselFrio950KAr mornoAr/diesel ricosMix = 4Produtos para ricascombustesCO, UHC, & ParticulasNOxCO2 &H2OCaractersticas da combusto do diesel:

  • Soluo Cummins no cilindroCompreenso completa da combusto qumicaHabilidade de influenciar em combustes=Soluo robusta, mais valor no Tier 3

  • Tier 3 QSB e Motores srie B

  • Produto estabelecido2 milhes em servio Confivel / durveliCompatvel emisses Tier 2Cabeote de 4 vlvulas com injeo centralizadaSistema eletrnico de combustvelSem ajuste supeiorCabeote de 4 vlvulas com injeo centralizada Sistema common rail de injeoTrem de engrenagem traseiraTecnologia avanada de combustoSem ajuste supeiorB MechanicalTier 2 B QSBTier 3/ Estgio 3 QSB Evoluo do produto B

  • Acima de 100 HPTroca da plataforma para prximos motoresTrem de engrenagem traseiroSistema HPCR de combustvelControles eletrnicosTurbinas bloqueadas sem vazamentosResfriamento Ar para ArAbaixo de 100 HPAspirao natural e turbinaCummins QSB / Srie BImpacto do Tier 3 no projeto do equipamento

  • Tier 3 B Estratgia do produtoB4.5QSB4.5QSB6.780 - 110 HP110 - 170 HP130 - 275 HP100 HP175 HP300 HPTier 3/Stage 3from Jan 08Tier 3/Stage 3 from Jan 07Tier 3/Stage 3from Jan 06

  • Tier 3 B Schedule Overview

    Key OEM MilestonesQSB6.7QSB4.5B4.5Alpha Prototype Ship DateApr'04Apr'04/ Nov'04Feb'05Alpha engine order lead-time6 months6 months6 monthsBeta Prototype Ship DateOct'04May'05Jan'06Beta Engine order lead-time6 months6 months6 monthsLimited Production DateJun'05Jan'06Jul'06Preliminary Performance informationJan'04Jun'04Jan'05Limited Production Performance InformationOct'04Mar'05Oct'05Final Performance InformationJun'05Sep'05Apr'06

  • Tier 3 QSB estratgia de emissoSistema Common rail de combustvel alto pressurizado (HPCR)Injeo multi-pulsoControle cronometrado de injeo4 Valvulas / cilindros com injeo centralizadaInjeo uniforme de combustvelTecnologia avnada de combustoSoluo no cilindroNenhum EGR externoCompatvel com combustveis de alto indce de enxofre

  • Tier 3 QSB Melhorias no desempenhoRespostas mais fortes do regulador de presso em cada rpmPotncia melhorada com a partida friaFumaa branca na partida fria do motor reduzida em 70%Reduo de 3 5 dBA

  • Tier 3 QSB Caractersticas da reduo de rudoTrem de engrenagem traseiraSistema de combustvel HPCRTorque baixo para locomooBloco rgidoControle eletrnicoTampa isolada de vlvulas

  • Tier 3 QSB Durabilidade/ Melhoria da confiabilidadereas vedadas Reprojetado o parafuso da cavidade do radiador de leoRefrigerao direta no cilindroTemperatura reduzida no cilindroMdulos do came largosSuperfcie maior no desgaste da tampaFuligem baixa devido tecnologia de combusto

  • Tier 3 QSB EletrnicosArquitetura eletrnica CommonRelao idntica do OEM para todos os motores de 4.5 litros a 15 litros Utilizao do conector de 50 pinos DeutschCaractersticas similares para todos os modelos para fcil adequao de clientesInterface da ferramenta eletrnica Common, ferramenta muito similar em motores eletrnicos

    **Use if you want. Is helpful to lay the groundwork for why are there emission standards, and why do we focus on NOx and particulates.

    NOx = Oxides of Nitrogen or nocksHC = hydrocarbons...unburned fuel...there are emitted as very fine particles (i.e. particulates)

    CO = carbon monoxide

    SOx = Oxides of Sulfur

    C = Carbon

    HC, SOx, and C are all particulates.*On the following two charts are graphs that demonstrate these statistics graphically.

    Note the following:1. The point of this chart and the following two is that this is a challenging regulation, and many engine manufacturers will struggle to achieve it.

    *Bars represent the Tier 2 and Tier 3 emission limits for NOx.

    Note the following:1. Emission limits are described in terms of grams per horsepower-hour or grams per kilowatt-hour. Here were using grams per horsepower-hour.

    The NOx limit includes something called Non-methane Hydrocarbons, so you will occasionally see it written as NOx+HMHC.

    3. Its a 40% reduction, which aint chickenfeed.

    *This shows the NOx regulation history for off-highway engines.

    Note the following:1. Unregulated engines (prior to 1996) ran at about 15 grms NOx.

    2. Tier 1 caused a 54% reduction from unregulated levels

    3. Tier 2 caused an additional 35% reduction

    4. Tier 3 will cause an additional 40% reduction. Net, this represents a level of NOx production that is 82% less than the unregulated engines we were producing only seven years ago.*Another way of showing the emission history...*The emission regulations at Tier 3 will behave like Tier 1 and Tier 2. They will be phased in over a multiyear period.

    Higher HP engines (300-600 HP) will begin in 2005 in North America, which isnt far away.*Here is a chart depicting the phase-in. This chart is animated if you use the slide show feature.

    The arrows depict the differences in cost sensitivity and technology that occur across this wide spread of engine sizes. The technology suitable for a B3.3 isnt the same as a QSX. Cummins wont try to make one solution fit all engines.

    Remember! The 2005 date for 302-751 HP is only applicable to the Consent Decree signers (Cummins, Caterpillar, Detroit, Volvo). Deere was not a signer, and does not have to meet Tier 3 in this power node until 2006. Dont advertise this, but be aware in case your OEM confronts you with the 2005 date for Deere or some other non-consent decree engine supplier.

    Recommended response if the 2005 date does come up:1. Cummins Tier 3 solution is a drop-in replacement for todays Tier 2 engines. The engineering work to adopt Cummins Tier 3 engines will be minimal. Better to adopt Cummins Tier 3 a bit earlier then go through the tear-up of a less convenient installation a bit later.

    2. Cummins is also working on some credit generation/banking strategies that might delay this date for some engine models. TBD!

    *Here is a chart depicting the phase-in. This chart is animated if you use the slide show feature.

    The arrows depict the differences in cost sensitivity and technology that occur across this wide spread of engine sizes. The technology suitable for a B3.3 isnt the same as a QSX. Cummins wont try to make one solution fit all engines.

    Remember! The 2005 date for 302-751 HP is only applicable to the Consent Decree signers (Cummins, Caterpillar, Detroit, Volvo). Deere was not a signer, and does not have to meet Tier 3 in this power node until 2006. Dont advertise this, but be aware in case your OEM confronts you with the 2005 date for Deere or some other non-consent decree engine supplier.

    Recommended response if the 2005 date does come up:1. Cummins Tier 3 solution is a drop-in replacement for todays Tier 2 engines. The engineering work to adopt Cummins Tier 3 engines will be minimal. Better to adopt Cummins Tier 3 a bit earlier then go through the tear-up of a less convenient installation a bit later.

    2. Cummins is also working on some credit generation/banking strategies that might delay this date for some engine models. TBD!

    *The following chart depicts the 8-mode test graphically. This may be more than your customer wants to know, so delete it if you wish.*This are the 8 modes overlayed on a torque curve. Each spot is one of the modes. The engine emissions are tested at each spot and then average together by the weighting shown in the center of the spot.

    This chart is animated.

    Note the following:

    1. This only depicts NOx.

    3. Between spots, the EPA expects the emissions to be reasonably close to the emissions in the spots. We cannot design an engine that is clean only on the tested spots and dirty elsewhere. *Fuel quality, particularly sulfur is a big deal @ Tier 3. See next chart.*EPA could have mandated that fuel suppliers offer only low sulfur fuel in the off-highway market. They did not.

    Fuel quality restricts the possible technical solutions we can pursue. For example, high sulfur fuel and cooled EGR dont mix. We are able to use cooled EGR with on-highway engines because the fuel is low sulfur. Off highway fuel is high sulfur, and just not compatible with a CEGR product. We have to be creative and develop the right technology for this market.

    *Tier 1 was relatively easy to hit. Key design changes included retarded timing, and increased fuel injection pressure. We were still able to offer mostly mechanical engines, with turbo only, JWAC configurations, and some naturally aspirated .

    Tier 2 is harder. Although we are still able to offer some mechanical engines below 300 HP, but most turbo only, and all JWAC engines are gone from the market.

    Tier 3 is the $64,000 question, and thats what were here to talk to you about.*These reflect our latest information. The key point is that the Cummins technology is the right technology for this market. The cost impact for Cat is for ACERT, see following slide.

    Based on the feedback from various OEMs, we believe for lower BMEP, Deere & Deutz will be using hot or internal EGR for low BMEP. Both of these approaches cause the intake air to be hotter, with associated performance losses. It can only work for low BMEP ratings. *Cummins approach is unique. No one else has put their money where there mouth is and said they can meet Tier 3 with a fully in-cylinder solution.

    External changes induced by the Tier 3 regulation are minimal, particularly above 300 HP. Between 100-300 HP, all mechanical engines will be history, as electronics take over.

    Our Tier 3 solution will be the Tier 4 solution, with the addition of aftertreatment.*Fuel economy will be good. Expected fuel economy impact over Tier 2 electronic engines of 5-7 %. Fuel economy on the Tier 3 products will match Tier 2 mechanical engines.

    Heat rejection will increase comparably (5-7% vs. todays Tier 2 electronic engines).

    Cummins solution doesnt involve new, unreliable high tech components. The genius of the solution is using simple, currently available technologies, and combining them in unique ways to deliver cleaner engines.

    *Oil maintenance intervals, which are dependent upon soot level in oil, will not degrade at Tier 3. Our testing indicates very good soot levels at Tier 3 performance levels.

    Compatibility with high sulfur fuels is critical for the off-highway market, and our technical solution @ Tier 3 is unaffected by sulfur, and is robust enough for worldwide use.

    Note: Light fuels (e.g. JP-8, Jet A, Kerosene, etc.) will continue to be damaging to most fuel systems @ Tier 3. Fuel additive systems like we developed for Tier 2 B-series engines will likely be required on many Tier 3 engines.*In order to better understand how to impact the creation of the various emissions elements we begin with the characteristics of diesel combustion. This is a schematic showing an injection plume...*The B5.9 and B3.9 will be replaced by the next generation B-series engine. This new model debuted this year with the on-highway ISB 02 engine. It has several product enhancements:

    1. Much quieter (3-5 dBA quieter than QSB at low idle/no load)2. Better transient response3. Better airflow past front of engine (no gear cover blocking air) improves fan efficiencies.

    **Note the leadtimes. These are critical to ensure Cummins is able to have materials on hand for customer-specific options for the prototype builds. Beta prototypes are production-level engines and will priced at productions prices

    Note that the QSB6.7 will be in limited production 6 months PRIOR to the emissions date. Also, the QSB 4.5 will be in limited production January 2006, one FULL YEAR ahead of the 2007 emissions date. These will make available significantly noise-reduced products in time for the Euro Noise legislation for equipment manufacturers in 2006.*