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Cummins reveals Tier 4 final QSX15 engine
Posted By Tina Grady Barbaccia On March 25, 2011 @ 1:18 am In eRoadPro Newsletter,New Products from Better Roads,Newsletter Road Product Showcase,Trade Show Coverage | No Comments
Columbus, Ind.-based Cummins announced plans to move forward for its QSX15 engine to meet near-zero emissions levels in 2014 with power output increased up to 675 hp.
The 15-liter heavy-duty engine was revealed on March 23 at CONEXPO-CON/AGG 2011 to meet EPA Tier 4 Final and EU Stage IV emissions with an ultra-clean aftertreatment system combining the Cummins Particulate Filter with Selective Catalytic Reduction (CPF-SCR).
The new 675 hp top rating for the QSX15 takes the Tier 4 Final engine 75hp above the Tier 4 Interim top rating of 600 hp. The QSX11.9 engine also increases power output for Tier 4 Final with a new top rating of 525 hp. The 11.9-liter QSX shares the same engine technology and CPF-SCR ultra-clean aftertreatment system as the QSX15.
Engine power density for Tier 4 Final increases to 45hp per liter for the QSX15 and 44 hp per liter for the QSX11.9.
To meet Tier 4 Final in 2014, particulate matter (PM) reduces to 0.02 g/kW-hr, and oxides of nitrogen (NOx) reduce to 0.40 g/kW-hr.
Compared to Tier 3 emissions levels, these figures represent a 90 percent reduction in both PM and NOx.
“The QSX15 and QSX11.9 not only meet the challenge of near-zero emissions, but they are able to achieve this with higher power output and lower fuel consumption,” said Jennifer Rumsey, executive director of Cummins Heavy-Duty Engineering.
“This means we are able to realize the full power productivity of the QSX engines by precisely balancing emissions control between the aftertreatment and engine combustion with cooled Exhaust Gas Recirculation and XPI fuel injection,” added Rumsey. “The emissions control logic driven by the engine ECM plays a key role in this.”
At Tier 4 Interim 2011 emissions levels, the QSX15 and QSX11.9 engines can achieve up to 5 percent improved fuel efficiency compared to Tier 3, depending on duty cycle and machine optimization. Fuel efficiency will be further increased for Tier 4 Final 2014 by an additional 3 percent to 4 percent.
CPF-SCR ultra-clean aftertreatment
The SCR system developed by Cummins for Tier 4 Final is a next-generation design that moves beyond the SCR technology currently in use for Tier 4 Interim. The system incorporates a copper zeolite-based catalyst capable of up to 95 percent NOx conversion and able to operate more efficiently at lower temperatures. The system features advanced sensors to provide full closed-loop control. Diesel Exhaust Fluid (DEF) dosing levels are minimized with enhanced mixing in the decomposition pipe.
The Cummins Particulate Filter is retained from the Tier 4 Interim aftertreatment used by the QSX engines. The CPF incorporates both a diesel oxidation catalyst and the wall-flow filter, providing an additional margin of PM emissions control at the higher engine loads and power outputs of heavy-duty engines.
With this higher PM filtration efficiency, the engine combustion can be formulated to increase power density and lower fuel consumption. The integration of SCR into the exhaust aftertreatment allows the CPF to reduce the frequency and duration of active regenerations below 1 percent of equipment operating time, creating a virtually full-time passive device.
The Tier 4 Final QSX15 at CONEXPO-CON/AGG 2011 is showcased as a fully integrated power unit manufactured by Cummins Power Products. The self-contained unit carries forward the same packaging size from Tier 3 to Tier 4 Interim and Tier 4 Final.
This package-proof capability is enabled as the QSX15 and QSX11.9 engines for Tier 4 Final 2014 will be almost identical to the QSX engines introduced to meet Tier 4 Interim in 2011. This ability to move forward to meet the near-zero emissions standards is pre-designed into the existing engine platform, with no significant change to engine system architecture.
The QSX engines retain a single Cummins Variable Geometry Turbocharger (VGT), avoiding the complexity of needing two turbochargers to achieve this level of power output.
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