For Tier 4 interim, Deere has four diesel oxidation cat- alyst (DOC)/diesel particulate filter (DPF) exhaust fil- ter configurations for engines above 174 hp. The exhaust filters can be mounted in many orientations as long as the OEM adheres to Deere’s application engineering guidelines.
speed required to cool the coolant from the engine, hydraulic oil, charge- air cooler, fuel cooler and to ensure good air-conditioning operation, Laudick said. Then there is the largest reduction and thus the most visible part of Tier 4 interim — particulate matter, which means particulate filter aftertreat- ment. The 90% PM reduction — the first drop in particulate matter levels since Tier 2 in 2001 to 2004 — has required a host of new technologies for Deere. These include the addition of an electronically controlled exhaust filter package — a diesel oxidation catalyst (DOC)/diesel particulate filter (DPF) system with both passive and active regeneration, as well as a new exhaust temperature management (ETM) strategy. Deere has different sized exhaust fil- ter packages, with specific configura- tions based on engine size. There are four DOC/DPF exhaust filter configura- tions for engines above 174 hp — the 6. 8 and 9.0 L PVX and PSX models, as well as the 13. 5 L PSX engines. From 75 to 173 hp, there are a sim- ilar variety of engine-mounted exhaust filter modules covering the 4. 5 L PWX and PVX models and the 6. 8 L PVX diesel. Exhaust filters for the under- 174 hp range are available either engine mounted or remote mounted. Brown said the exhaust filters can be mounted in many orientations as long as the OEM adheres to Deere’s application engineering guidelines. “We looked at the application’s power and in part drove the package sizing based on the ash service inter-
vals,” Brown said, “even though exhaust filter servicing may only be required once in the lifetime of a machine in many applications. “We also built in application flexibility, such as the ability to rotate end cones or change orientations. Plus, we de- signed the DPF for the vibrations of off- highway use with things like cast-iron end cones. We found that in many cases the exhaust filter eliminates the need for a secondary muffler, freeing up valuable space on the machine.” Each of these exhaust filter pack- ages has a suite of sensors; three temperature sensors and a ∆P sensor all feeding into the engine ECU. It is in the regeneration of these exhaust aftertreatment systems where additional Tier 4 interim technologies come to bear. “Our goal is to make regeneration of the exhaust filter transparent to the user,” Laudick said. “The machine should take care of itself. “The vast majority of the time the fil- ter will be passively cleaned, requiring the operator to do nothing, with no impact on the vehicle’s operation. “But, if based on engine speed and the exhaust temperature, the filter can- not be passively cleaned, there is a sec- ondary cleaning cycle, referred to as active regeneration,” Laudick added. “Active regeneration is also automatic. There is no impact on machine re- sponse, and the only operational impact is higher exhaust temperatures.” This active regeneration is managed by an electronically controlled process called exhaust temperature manage- ment (ETM), a process described by
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