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Volvo Eliminates Active Regeneration
- 1. VOLVO TRUCKS WITH SCR TECHNOLOGY ELIMINATES ACTIVE REGENERATION FOR 2010 HIGHWAY TRUCKS
- 3. EPA’07 Exhaust Aftertreatment Instructions
- 4. Volvo Engines For EPA’10 VOLVO’S SCR TECHNOLOGY ELIMINATES ACTIVE REGENERATION FOR 2010 HIGHWAY TRUCKS
- 11. What Do The Customers Have To Say?…. No Active Regeneration
- 12. “ The trucks are running long miles, but we’re not having any issues with the SCR at all. They run through cold weather and they’ve run through the whole climate, very cold and warm. The fact that I don’t hear any problems about our DEF experience is also good. ‘ I think the fact that we have run these two test trucks pretty successfully, without any problems, tells me that Volvo has its act together with the truck and the engine going into 2010.” Ray Kuntz Chairman & CEO Watkins-Shepard Trucking, Inc. No Active Regeneration
Notes de l'éditeur
- Customer Comment, October 2007: “ I resent having to train my driver to be an integral part of your engine’s diesel emission control device.” Notes: this comment represents the opinion of many customers when they find out how difficult it is to educate some drivers how to operate and maintain the Diesel Particulate Filter (DPF) with Active Regeneration, as found on all EPA’07 trucks.
- VOLVO EPA’07 EXHAUST AFTERTREATMENT INSTRUCTIONS Notes: What to do when the ATS lamp comes on – begins flashing – flashes red – etc. As you know, Volvo actually has relatively good experience with regeneration of its EPA’07 trucks. One reason is that we have a “low soot engine.” Our Active Regens average once every 1100 or 1200 miles in typical highway service. However, sometimes early 7 th injector problems or exceptionally cold weather have made Active Regenerations difficult to begin, or complete. These situations will vanish with Volvo’s EPA’10 solution.
- VOLVO’S SCR TECHNOLOGY ELIMINATES ACTIVE REGENERATION FOR EPA’10 HIGHWAY TRUCKS Notes: What Volvo has done is to switch to 100% “Passive Regeneration” for EPA’10. Passive Regeneration occurs at a lower temperature, 500 degrees F., than Active Regeneration, which occurs at 1100 degrees F. Active Regeneration uses the high temperature to simply oxidize the soot out of the filter. The high temperature comes from adding fuel through the 7 th injector. This increases fuel consumption. To enable Passive Regeneration, you need the correct NOx to soot ratio. This is critical. Volvo gets the correct NOx to soot ratio by using the low soot of the Volvo engine together with a higher NOx level than EPA’07. The increased NOx comes from a lower rate of EGR than EPA’07 trucks. The NOx is then reduced to the near-zero level of the EPA’10 regulation by the aftertreatment process, Selective Catalytic Reduction (SCR). SCR sprays Diesel Exhaust fluid (DEF), into the exhaust stream, where it converts to ammonia, and then into a catalyst, where the NOx is eliminated in a chemical reaction. The net result is a truck meeting the EPA’10 regulation with better fuel efficiency and near-zero NOx.
- All Passive Regen Integration of the engine, the DPF, and SCR Reduced levels of EGR Higher NOx out NOx regenerates the PM (soot) The SCR process “Nukes the NOx” Clean Air + Superior Fuel Economy Notes: In EPA’07 we relied on long, hard pulls to achieve Passive Regeneration. In Passive Regeneration, the oxygen component of the NOx is used to strip the carbon out of the filter at relatively low temperatures. The problem was, to meet the ’07 regulation of 1.2 g/hp-hr, there just wasn’t enough NOx, even if the hard pull achieved the temperature needed for the passive reaction to occur. In EPA’10, we integrate the functions of the engine and the DPF together with the SCR. With less EGR, we create more NOx out of the engine. The higher NOx level regenerates the particulates (carbon, or soot) out of the filter, and by combining the oxygen from the NO2 with the Carbon, we make CO2, NO, and water vapor.. The NOx is then removed from the exhaust in the SCR downstream. SCR improves fuel economy, lowers heat rejection, and allow increased power output while meeting the near-zero NOx level.
- BENEFITS OF NO ACTIVE REGENERATION No dash lights come on No special driver training or familiarization Much lower system temperatures Reduced thermal cycling No limitations on where the driver can go No interruptions of PTO activity Higher productivity Reduced consumption of fuel Lower operating expenses All the driver has to do is periodically top off the DEF tank “ We REALLY take the burden off the driver and the customer.”
- How are we sure we can eliminate the NOx by only using Passive EGR? Look at the record. Here is the VTNA Marketing Department’s “EPA’10 truck”. First used at the VTNA “Tomorrow’s Solutions Today” salesman’s conference in Baltimore in October, 2008. Exhibited in TMC in February 2009. Exhibited at Mid-America Truck Show in March, 2009. As of the MATS, the tractor had 48,000 miles on it. Not to mention that they were winter miles. And all without a SINGLE ACTIVE REGEN. Not One. Not a driving regen or a parked regen, ever. That’s no surprise to us, because……
- A press release was announced in late 2007 that said that on September 13, 2007, the industry’s first five EPA’10 test trucks were turned over to Talon Logistics. Talon distributes to grocery stores in stop-and-go urban delivery in hilly terrain of Pittsburgh, PA., one of the worst DPF duty cycles imaginable. Now we have over 30 trucks in customer’s service and counting. We also have over 40 EPA’10 trucks, and counting, in test fleets at our Engineering Departments. To date, with TWO WINTERS on our first five trucks (compare that to our competitors!), we have yet to experience the first active regen on any of these trucks. Well that’s not surprising to us, because…
- In early 2003 we put 23 trucks in service to demonstrate the viability of SCR. As you can see, this photo is dated May 20, 2003. As an earlier generation of trucks, these engines were D12’s and did not have the Ultra-High Fuel Injection System of the EPA’07 and later D13’s. So they did not meet EPA’10. They had no Exhaust Gas Recirculation. They did have a DPF, in combination with the SCR system. And the DPF reduced soot to near zero levels. These trucks are still in service and have accumulated over 9 million miles without a single Active Regeneration! You see, active regenerations are impossible on these engines because they aren’t even equipped with a 7 th injector system!! That’s not surprising to us, either, because… well, they were designed that way. These engines had a higher NOx ‘engine out’ level than even our new EPA’10 units. There is more than enough NOx so that all the soot is handily removed with passive regeneration. Then the NOx is nearly eliminated by the SCR system, downstream. That’s how it works. Notes: We aren’t the first ones to ever use this principle. Many DPF’s have been employed or retrofitted to buses, urban commercial vehicles, and all types of diesel powered equipment, that were designed to use just the existing NOx-out to completely regenerate the soot. In EPA’07 there wasn’t enough NOx and we had to resort to using Active Regeneration. Now we are again using the Passive Regeneration principle to eliminate 100% of the soot on our EPA’10 trucks.
- Do we still use a 7 th injector? YES!! It is used in “extremely severe” operations that may occur once a month in some vocational operation… or once in a hundred months in over-the-road operation. This is extremely duty-cycle dependent. Even then, there will be no fuel injected for regens while driving. Only parked regens will occur. Even THEN, ALL the regens will be NO2-based (500 o F.) rather than O2-based (1100 o F.) As well, we have learned that it is useful to employ the 7 th injector for cold start and warm-up of the DPF and SCR catalyst in frigid conditions.
- What Do The Customers Have To Say?…. Note: Video clips of Volvo testimonials available on Volvo Trucks’ website
- “ The trucks are running long miles, but we’re not having any issues with the SCR at all. They run through cold weather and they’ve run through the whole climate, very cold and warm. The fact that I don’t hear any problems about our DEF experience is also good. “ I think the fact that we have run these two test trucks pretty successfully, without any problems, tells me that Volvo has its act together with the truck and the engine going into 2010.” Ray Kuntz Chairman & CEO Watkins-Sheppard Trucking, Inc. Note: Mr. Kuntz is past chairman of the ATA
- Questions?