Exhaust After Treatment Technologies and Tier 4 EPA

Compliance by 2015: The State of the Art

Strategic Situation.  Back in the mid-1990s, clean air concerns had reached a point by various parties around the world where technologists, scientists, and manufacturers faced new regulations.  To address perceived needs of mainly urban centers to have clean air, specific attention was brought to bear on diesel engines and the role these devices played in fouling the air with noxious emissions.  As discussions, research and debates on policies evolved, a terminology for managing solutions to the problem came into existence.  The technological solution to problems of air quality brought on by diesel technology became known as “Clean Diesel Technology.”

Clean Diesel Technology – What Is It?  What we’re talking about is clean diesel technology or CDT.  Within CDT are three main areas of research, development, and manufacturing.  These areas have three handy names under which all of the related areas fit.  These are:

  • Cleaner Burning  Fuel Systems
  • Advanced Engine Technology
  • After Treatment

Cleaner diesel fuel addresses the obvious fuel-related issues which, in the aggregate constitute how the air quality problem will be solved by using a more appropriate fuel and system for managing the flow of inputs into the diesel power unit.

Advanced engine technology addresses the mechanical and electronic components of the diesel power unit which must be in harmonic balance to burn new grades of fuel while producing power and exceeding dynamic standards set by new demands of modern off-highway situations.

After treatment deals with the complexities of reducing emissions by volume and substance into quantities and gases which are not net pollutants to the ambient air quality.

Standards for all three areas, inputs, power output, and emissions, are referred to around the world as “Tier 4” standards.  Global refers to four of the world’s largest economies of scale in the European Union, the United States, Canada, and Japan.  Of particular relevance to the United States manufacturer are Tier 4 standards developed and set by the federal government’s Environmental Protection Agency (EPA), and an influential state appointed environmental board from California known as the California Air Resources Board (CARB).

CDT standards came on the scene more fully back in the late 1990s.  The focus of this article takes a look at Tier 4 standards relative to after treatment, moving forward from 2010 onward.  This is seen as the maturational arc of the policy development cycle.  In this arc of the policy development cycle, the regulation/manufacturer compliance relationship has now yielded the dividends of concentrated research and development investment by the private sector.  Such investment in research and development has brought about marketable technologies that are part of defining a new breed of clean diesel engine available now in markets worldwide.

Evolving Standards for Emissions:  Ongoing Challenges for Manufacturers.  The federal Environmental Protection Agency (EPA) sets emission standards for all technologies manufactured around the world.  If a technology wants to be marketed and sold in the USA then it must meet emission standards.  Clean diesel technology standards are no exception.  The emissions for clean diesel technology have been a rolling target since 2001.  By 2008, certain horsepower ratings classifications for different manufactured diesel off-highway power units began coming under the most advanced, most pollution restrictive emission regulation standards known as Tier 4.

Tier 4 regulations require manufacturers to build diesel engines that produce significantly less amounts of particulate matter and nitrous oxide.  The amount of emissions allowed is far less than what was allowed under Tier 1, 2 and 3 regulation standards.  Tier 4 requirements reduce particulates by a full 50% less than Tier 3 equipment predecessors.  Nitrous oxide emissions under Tier 4 requirements restrict an additional 96% compared to Tier 3 regulations.

Tier 4 regulations are not retroactive to equipment models in compliance with Tier 1, 2 and 3 regulations.  The purpose of the tiered regulations structure was to phase into manufacturing standards the clean diesel technology compliance standards for emissions, optimizing research and development planning and investment to ensure full compliance by 2015.

Since 2001, Tier 1 standards for clean diesel emissions have set the compliance challenge for all new diesel engines coming to market in the USA from around the world.  The EPA used 10 horsepower ratings classifications in setting the Class I through Class IV standards for the years 2001 through 2015, the final year by which manufacturers will need to meet the requirements.

There are 10 general ratings classifications:  3 classifications within the 0-49 range; 3 classifications within the 50-174 range;  and 4 within the 175-750 range. 

In the 300- 599 range units were exempted from Tier 1 regulations and came under full compliance requirements of Tier 2 in 2011, the only class of diesel engines to be exempt.

Timelines vary for regulatory compliance standards per horsepower rating classifications.  Tier 1, 2, 3, and Interim Tier 4 standards have been in effect for different ratings classifications for different amounts of time during different years between 2001 and 2011.

For example, small horsepower unit ratings at 0-10 and 11-24 were held to T1 regulatory standards for 4 years, from 2001 through 2004.  Tier 2 standards for those same classifications went into effect for 2005 through 2007.  In 2008, Tier 4 standards went into effect, a much shorter compliance cycle.  Comparatively speaking, the 50-99 class of power units will be under Tier 3 standards until the end of 2011.  At the beginning of 2012, the same class will enter into Interim Tier 4 standards through 2014, with Tier 4, Class IV standards going into effect for them in 2015.  That is a full seven (7) years of different regulatory impact between horsepower rating classifications.

The largest horsepower ratings classification, 750+ hp, has had the longest T1 and T2 regulatory compliance period, and is not scheduled to begin its Interim T4 period until this year in 2011.   Full stage IV, T4 compliance is not scheduled until the very last year of the EPA policy compliance cycle 2015.  Ratings classifications within the 25-99 hp range begin full-on compliance with Stage IV T4 regulations as early as 2012.

The “tier” system for regulatory compliance standards has been around for about 13 years.  To put the technology challenge in perspective, a “Tier 0” diesel engine was basically unregulated.  It was a purely mechanical power unit.  What have evolved quickly within the past 13 years is a complex engine design, with a sophisticated set of subsystems for fuel  delivery, and an exhaust control system complete capable of controlling heat exchange and polluting emissions beyond comprehension just over 1 decade ago.

Clean Diesel Technologies and After Treatment.  The quest to reduce emissions required a full re-think of diesel power unit operating systems.  Fuel, mechanics, and exhaust all play a pivot role in the final outcome of importance- reduced emissions of particulate matter and nitrous oxide.

There have been different schools of thought and engineering, research and development, design, and testing among manufacturers who were in search of the best methodologies for producing a new generation of clean diesel technology for the off-highway market of Europe, Canada, Japan, and the United States.

Fuel Systems and “Burn” Efficiency.  At the heart of diesel combustion engines are the fuel source and its delivery system.  The composition of diesel fuel and its many properties needed to handle all types of operating environments and its capacity to burn for optimal combustion is a subject that could take volumes to report on how the fuel impacts emissions. 

The delivery system is a high precision technology which must repeatedly, hundreds of trillions of times over, meter, deliver, atomize, and inject fuel to the engine with crack timing. 

Any loss of efficiency in the fuel delivery system will compound exponentially the amount of unburned fuel propelled into the exhaust system, with higher amounts of pollutants per million.  Industry leaders such as Caterpillar, John Deere, Volvo, Navistar, Cummins, and Detroit Diesel have all focused research and development on developing electronically assisted components for clean diesel fuel system.  Precision combustion control improvements have been harmonized with electronically-integrate machine systems to improve the overall efficiency of the new generation clean diesel engines for off-highway use.

Increasing fueling efficiency, the theory goes, will increase the “clean” burn on the front end of the power system, reducing the pressure on the exhaust- or after treatment system- to clean the exhaust.  Increasing injector pressurizing capacity has required improving injector technology to meet the 30,000 pound per square inch pressure threshold.  Improved pressuring improves the atomizing or “misting” pattern of the fuel being injected into the cylinder.  This assures two critical functions occur which greatly reduce the N Ox emission volumes per cylinder stroke:  1) complete burning on impact; and, 2) more effective cold starting when unburned fuel and higher emissions are at peak levels.

Want to read more about After Treatment? Learn more here.

INTERESTED IN LEARNING MORE ABOUT THIS TOPIC?
 
Next Generation Off-Highway 
Don’t miss the “Next Generation Off-Highway” Conference, taking place 27-29 June 2011 at the Steigenberger Hotel Metropolitan in Frankfurt am Main, Germany.
 
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Posted on May 18, 2011, in ALL. Bookmark the permalink. Leave a comment.

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