Scania at INTERMAT 2009: New engine range meets 2011
emission standards
Today at the INTERMAT exhibition in France, Scania
launches a range of engines that complies with the Stage IIIB and
Tier 4i regulations. With Scania-developed systems for engine
management and emission control, the new range provides an
outstanding blend of performance and operating economy. Prototype
engines will be available for installation and approval as early as
2009.
The year 2011 will be significant for engine manufacturers and
their customers. This is the year when the Stage IIIB and Tier 4i
emission legislations for non-road applications come into effect,
specifying NOx levels as low as 2.0 grammes per kWh. The new engine
platform, to be launched at INTERMAT 20 April 2009, enables Scania
customers to prepare well in advance for meeting the new
regulations.
With the new engine platform, based on the successful range of
modular truck and bus engines, Scania has secured control of all
strategic steps in development and performance control. Basic
engine development and manufacturing, as well as the development of
engine management, fuel injection and emission control systems are
all carried out in-house. This strategic move is motivated by
demands and targets for performance and fuel economy, as well as to
secure consistent environmental performance, robustness and
convenience of operation.
Key characteristics of the new engine range are:
• Scania XPI common-rail fuel injection
• Revised bore and stroke for increased swept volume
• Increased combustion pressure
• Traditional easy-to-service Scania architecture with individual
cylinder heads
• Scania engine management
• Waste-gate turbocharger
• Scania SCR exhaust aftertreatment
• Scraper ring to prevent coke build-up on top of the
piston
Scania XPI, common-rail fuel injection
The new common-rail fuel injection system, Scania XPI (extra
high-pressure injection), has been developed jointly with
Cummins.
• Up to 2400 bar injection pressure
• High injection pressure gives low particulate
emissions
• Low combustion noise
• High torque at low revs
• Increased power output
The new common-rail system allows a high degree of freedom in terms
of injection timing and pressure. Injection timing and duration are
independent of the camshaft angle. High injection pressures are
thus available at any time, irrespective of engine speed. It also
opens the possibility to use several injection pulses. See
below.
Control of the fuel injection system is all-electronic. This means
that there are no lobes on the camshaft to actuate the fuel
injectors, nor are there any tappets, pushrods or rocker arms for
this purpose.
Working principle of Scania XPI:
• Fuel is sucked from the tank by the low-pressure pump via a
pre-filter with a water separator and via the cooling circuit for
the engine management system to the main fuel filters. Water in the
fuel is automatically drained back to the tank via a venturi
device.
• The low-pressure pump supplies fuel via the inlet metering valve
to the high-pressure fuel pump. The pumps, which are integrated
into one unit together with the fuel metering valve, are driven by
the timing gears of the engine.
• The high-pressure pump supplies fuel under operating pressure to
the rail, i.e. the accumulator running the length of the engine on
the cool side.
• The operating pressure is regulated by the amount of fuel
admitted by the inlet metering valve, ranging from an idling
pressure of around 500 bar to a peak pressure of 2400 bar. The
average working pressure is around 1800 bar.
• The inlet metering valve is controlled electronically by the
engine management system via a closed loop from a pressure sensor
in the rail. A mechanical dump valve on the rail prevents excess
pressure build-up by sending fuel back to the tank via the return
rail.
• The fuel injector for each cylinder is constantly fed with
high-pressure fuel from the rail. Injection pulses are controlled
electronically via a servo valve in the injector. The injector
remains open as long as current is supplied from the
ECU.
• The amount of fuel injected depends on the opening time and the
pressure in the rail. The starting time of the pulse determines the
start of injection.
• Fuel is injected into the combustion chamber through the injector
nozzle.
In-house engine management system
To secure control of all aspects of engine performance, Scania has
developed a new generation of engine management systems. The
multitude of functions controlled includes fuel injection, exhaust
aftertreatment, charge-air and engine operating temperature. The
control unit is mounted on the cool side of the engine. The new
engine management system also provides advanced on-board
diagnostics that will be further developed over time and allows
detailed logging of operational data for subsequent
analysis.
Engine architecture
The new engine platform is a completely new design, yet it retains
traditional Scania characteristics like individual cylinder heads,
camshaft located high in the block and rear-mounted timing gears,
as well as the familiar cyclone oil filter. Bore (9-, 13- and
16-litre) and stroke (13-litre) have been slightly altered and
swept volume increased compared to current engines.
Important features for the industrial engine segment are high
uptime, generous torque at low revs, good fuel economy and prompt
engine response.
The cylinder block and other structural components have been
redesigned for additional strength. There is a loose scraper ring
at the top of the cylinder liners which removes the residual carbon
from the edge of the piston crown and reduces the risk of cylinder
liner wear.
Scania SCR
Scania has chosen to use SCR (Selective Catalytic Reduction) in
combination with the common-rail fuel injection system, Scania XPI,
for industrial off-road applications.
The function of the SCR system is based on the injection of a urea
solution into the exhaust pipe and a hydrolysis catalyst. The urea
solution forms ammonia from the heat of the exhaust gases and
enters into the catalytic converter. When the NOx reacts with
ammonia in the catalytic converter, the NOx molecules in the
exhaust gases are converted into nitrogen and water.
Scania SCR is capable of reducing NOx emissions to the levels
required by a number of future emission standards. As all OEMs need
to rebuild their equipment due to the introduction of new emission
control technologies, the majority are likely to adapt their
designs to also meet the emission steps, Stage IV and Tier 4,
entering into force in 2014.
To enable customers to meet the 2011 deadline with a mature OEM
product, Scania will offer prototype engines for installation and
approval as early as 2009. This will give OEMs using Scania engines
the advantage of being well prepared for the years to
come.
The emission legislation of 2014 will, as it looks today, most
likely demand both SCR and some amount of EGR. Since several years,
Scania is using EGR as well as SCR technology for trucks and buses.
If the engine installation is adapted for SCR, only small
modifications will be required for the next step. Scania SCR is
ideal for industrial applications depending on the reduced need for
performance calibration to different industrial applications and
customers.
AdBlue / DEF
AdBlue or DEF (Diesel Exhaust Fluid in the US) are the commercial
names of a mixture of water and urea. It is a non-toxic aqueous
urea-solution that chemically reduces NOx-emissions from
diesel-fuelled engines. When dissolved in water it is non-toxic and
easy to handle.
With SCR, you need an additional tank for the urea solution. The
supply of AdBlue or DEF on the market is gradually being extended
and the majority of industrial applications operate locally with
mobile fuel depots. SCR has been used to reduce NOx emissions in
stationary and marine installations for two decades and in recent
years has also found widespread use in automotive applications. The
consumption of AdBlue or DEF in the aftertreatment system is 2-7
per cent of the diesel fuel consumption, depending on the
application.
Scania provides all components in the SCR system, from the supply
tank for AdBlue/DEF to the catalyst and the NOx sensor. Special
materials are used because the urea solution is corrosive to metals
such as non-alloyed steel and zinc coated steels.
AdBlue is classified under the minimum risk category of
transportable fluids. AdBlue is guaranteed to meet the standards of
ISO 22241 and DIN V 70070 and the CEFIC regulations to safeguard
correct functioning of the SCR system. The urea solution has the
following properties:
• Freezes at -11°C
• Crystallises above 100°C
• Consumption around 2-7% of fuel consumption for Stage IIIB and
Tier 4i
NOx-levels
• The urea solution is corrosive to some metals such as non-alloyed
steel, copper, copper containing alloys and zinc coated
steels
• No restrictions for transport on rail, road or sea
Extended maintenance intervals
Maintenance and oil-change intervals have been extended to 500 h.
Shared components and systems between the different engine series
reduce costs for parts stocking and maximise availability. Also
training of staff is facilitated by the systems commonality between
the engine series.
Engine weights and dimensions
Engine type Swept volume L (mm)* W (mm) H (mm) Dry weight
(kg)
DC9 9.3-litre inline 5 1230 870 1200 900
DC13 12.7-litre inline 6 1400 900 1200 1000
DC16 16.4-litre V8 1300 1100 1200 1300
* Without fan
Scania industrial engine range for EU Stage IIIB and US Tier
4i
Spec. fuel cons.
All-speed Performance Rating* Max. torque at 1500 r/min
Engine type kW (hp) r(min) Nm r/min g/kWh g/hph
DC9 202 (275) 2100 ICFN 1552 1200 200 147
257 (350) 2100 ICFN 1800 1300 200 147
294 (400) 2100 IFN 1967 1300 198 146
DC13 257 (350) 2100 ICFN 1950 1200 196 144
294 (400) 2100 ICFN 2157 1200 196 144
331 (450) 2100 ICFN 2255 1300 196 144
368 (500) 2100 IFN 2373 1300 196 144
DC16 404 (550) 2100 ICFN 2632 1300 196 144
478 (650) 2100 ICFN 2872 1300 196 144
515 (700) 2100 IFN 2938 1300 196 144
* ICFN: Continuous service, rated output available 1/1 h. Unlimited
h/year service time at a load factor of 100%. IFN: Intermittent
service, rated output available 1/6 h. Unlimited h/year service
time at a load factor of 80%.
Introduction schedule
Engine type Performance Emission class Start of
delivery
DC9 202 kW (275 hp) Stage IIIB / Tier 4i September 2010
257 kW (350 hp) Stage IIIB / Tier 4i September 2010 294 kW (400 hp)
Stage IIIB / Tier 4i September 2010
DC13 257 kW (350 hp) Stage IIIB / Tier 4i September 2010 294 kW
(400 hp) Stage IIIB / Tier 4i September 2010 331 kW (450 hp) Stage
IIIB / Tier 4i September 2010
368 kW (500 hp) Stage IIIB / Tier 4i September 2010
DC16 404 kW (550 hp) Stage IIIB / Tier 4i September
2010
478 kW (650 hp) Stage IIIB / Tier 4i September 2010
515 kW (700 hp) Stage IIIB / Tier 4i September 2010