John Deere Tier 4

Exhaust Filter Cleaning: A Return to Basics
(The following information was pulled from the John Deere tweet link earlier this week)Good information for all of who follow the changes in our engines, after-treatment as well as the maintenance or driver concerns that may come into play.

With Interim Tier 4-equipped machines on their way to the field, we’ve found that regeneration of exhaust filters continues to be a source of questions for many operators. To help address those questions, we’re going to take another look at the basics of exhaust filter regeneration. Before we get started, be sure to check out our earlier video blog entitled Exhaust Filter Cleaning 101 for a little more background on the basics of John Deere’s exhaust filter regeneration strategies.

It’s important to understand that, in most cases, the regeneration process does not have an impact on machine operation or require operator involvement. Our exhaust filter regeneration strategies include:

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 to oxidize the particulate matter (PM) trapped in the exhaust filter. The process is continuous during normal engine operating conditions — greater than 30 percent load factor — and is the most fuel-efficient way to clean.

Active regeneration

If conditions (temperature, load, or speed) for passive regeneration cannot be achieved, then PM must be removed using active regeneration, an automatic cleaning process. This requires injecting a small quantity of fuel into the exhaust stream for a short duration and elevating exhaust temperatures to clean the filter. It’s important to remember that, in most applications, active regeneration cleaning occurs only when passive regeneration isn’t possible based on temperature, load and speed. It serves as a backup system.

Active regeneration begins when the filter is partially restricted. The process will take approximately 25 to 50 minutes from start to finish. If normal operating conditions cannot be achieved and filter loading begins to occur, John Deere’s exhaust temperature management (ETM) system manages the initiation and duration of the active regeneration. The actual cleaning process takes approximately 20 to 30 minutes.

Remember that, in most cases, the regeneration process uses exhaust heat created under normal engine operating conditions, so the operator won’t even notice it’s taking place. In the event that an active regeneration is necessary, the engine’s control system can raise exhaust temperature to regenerate the filter. In either case, regeneration does not impact machine operation.

Our exhaust filter system has been designed to properly maintain itself without operator intervention while being completely transparent to the operator. Most of the processes with John Deere’s Interim Tier 4 engines happen behind the scenes, which enable operators to use their equipment the same way they used earlier equipment powered by John Deere engines.

Emailing message from @JohnDeere (via HootSuite iPhone)

@JohnDeere: The central #IT4 debate is EGR vs. SCR, but today Doug Laudick tells how these technologies meet customer needs http://t.co/0hgNl0z #IT4

OriginalMessage:
http://twitter.com/JohnDeere/status/83997295938519040

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VOLVO SCR Update

The following is from the volvoscr.com website 06.23.2011

 

 

SCR was already good.
Now we’ve made it even better.

NO REGEN ENGINE
When the EPA introduced new emission standards for diesel engines back in 2002, Volvo chose Selective Catalytic Reduction (SCR) as the technology which most efficiently solved the problem of NOx emissions and particulate matter. Our approach combined the best aspects of Exhaust Gas Recirculation (EGR) with a Diesel Particulate Filter (DPF) and a Catalytic Converter to provide the best possible solution.

Active regeneration is a thing of the past.
With Diesel Particulate Filter aftertreatment, the DPF periodically accumulates particulate matter, or soot, which must be eliminated using a process of active or passive regeneration. In passive regeneration, the NOx is actually used to chemically regenerate the soot in a process that is continuous, low temperature, and automatic.

With EPA ’07 technology, the amount of available NOx is not sufficient for regenerating the DPF. To meet the ’07 standard, engine manufacturers resorted to “active regeneration,” where diesel fuel is added to simply oxidize the soot.  This process occurs at a temperature of 1100 degrees or more. The driver must be made aware of high exhaust temperatures when they occur, and must in some cases inhibit or re-enable active regeneration.

For EPA ’10, the Volvo SCR solution eliminates soot using only passive regeneration in nearly all applications. This virtual elimination of active regeneration is what we call the “No Regen Engine.” For normal on-highway operation, active regeneration has been totally eliminated. No dash lights come on. No special driver training. Reduced fuel consumption. Lower operating costs.

 

 

 

 

 

 

Article: Monday Myth: Cooled EGR vs SCR Internal Combustion Temperatures | John Deere

Monday Myth: Cooled EGR vs SCR Internal Combustion Temperatures | John Deere
http://straightforwardblog.com/2011/06/06/Monday-Myth-Cooled-EGR-vs-SCR-Internal-Combustion-Temperatures/

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Article: Thomas Built Buses receives clean-air award

Thomas Built Buses receives clean-air award
http://www.schoolbusfleet.com/Channel/Management-Training/News/2011/06/16/Thomas-Built-Buses-receives-CARE-award.aspx

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Navistar loss of market share?

This month Navistar, the only North American truck manufacturer not to use Selective Catalytic Reduction to meet the Environmental Protection Agency's 2010 standards for heavy-duty trucks, has lost 6.5% of its US Class 8 market share since the introduction of its 2010 models, will medium duty follow?

DOSER Valve failed

Just had our first issue with a 2010 ISC, Check Engine light, no loss of power. DOSER Valve had failed.
Will post a pic, as the heat shield to the doser valve was missing, some build up on the tip of the valve (white and crusty)
Quick fix once the part came in, probably a 24 hour turn around that included all troubleshooting.
Cummins ISC, Bus application, about 15,000 miles. No other issues or concerns.