Diesel Progress North American

Previous Engine
Designations
New Engine
Designations

TCD7.8L6

TCD 20XX L04
TCD 2. 9 L4
TCD 2010 L04
TCD 3. 6 L4
TCD 2012 L04 4V
TCD 4. 1 L4

TCD 2012 L06 4V
TCD 6. 1 L6

TCD 2013 L06 4V
TCD 7. 8 L6

No. of cylinders
Diesel engine
Charge-air cooled
Turbo charged
L: inline cylinder
V: V-engine
Displacement in
Liters (rounded)

TCD 2015 V06
TCD 12.0 V6
INDUSTRY NEWS

that is used to vaporize fuel additional- ly injected into the exhaust. This mix- ture produces a strong exothermic reaction in the downstream DOC con- verter, which ensures that the temper- ature of the exhaust is increased to the level necessary for regenerating the DPF. In design, Deutz installs the burner directly after the turbocharger on the engine and adds an air pump for opti- mized regeneration. This, Deutz said, allows regeneration to occur automat- ically in all uses, even with extremely low engine loads, and prevents over- loading of the particulate filter reduc- ing exhaust gas backpressure, and does not compromise engine efficien- cy or performance in any way. Finally, also on the aftertreatment front, late last year Robert Bosch GmbH, Deutz AG and Eberspächer GmbH & Co. KG announced an agreement to set up a diesel exhaust aftertreatment joint venture. The ven- ture is called Bosch Emission Sys- tems GmbH & Co. KG and is head- quartered in Stuttgart, Germany. The objective of the venture is to use the core exhaust aftertreatment com- petencies of the three companies involved and using a modular principle to offer complete system solu- tions for construction and agri- cultural machinery, as well as for commercial vehicles. These com- plete systems include electronic controls and, if required, also opti- mized burner technology for the regeneration of DPFs. Diderich said the joint venture is supporting Deutz’s overall DVERT strategy. “Looking at the future impor- tance of exhaust aftertreatment, we felt it was a better option to be in- volved in that ourselves, instead of relying only on outside suppliers.” dp

producing its own regenerative aftertreatment systems, mostly for use in European tunneling projects, since the 1980s. “We have had a lot of experience with diesel particulate filter systems,” Diderich said. “One major thing we have learned from that experience was that regeneration is the key for every diesel particulate filter system. The driver wants to operate the machine, seamlessly without interruption for serv- icing the filter system or regeneration.” Deutz’s DVERT strategy offers both passive and active regener- ation. The passive approach fea- tures regeneration under certain operating conditions and includes closed DOCs+DPFs and par- ticulate oxidation catalysts (DOCs+POCs). As long as the exhaust temperature reaches the critical threshold of approximately 482°F at DOC intake, soot is continu- ously burned off inside the downstream DPF or POC. Under low load and/or cold ambi- ent climate conditions, Deutz said a “heat mode” is automatically gener- ated by the engine management sys- tem that combines engine combus- tion and intake air throttle control in order to create that temperature level. At Tier 4 interim under-175 hp ( 3. 3 g/kWh NOx limit) passive DPF or POC systems will be the main

22 DIESEL PROGRESS NORTH AMERICAN EDI TION April 2010

TCD 2015 V08 TCD 16.0 V8 Deutz is also using Tier 4 interim and Stage 3b as an opportunity to “rename” its engines per the above. All existing serial products will keep their previous designations.

Also being introduced at Bauma will be a new 29,000 psi high-pressure common rail fuel system on the TCD 12.0 V6 and 16.0 V8 diesel range. These engines are used in a variety of rail and heavy-duty off-highway applications and have outputs from 402 to 697 hp at 2100 rpm.

track for almost all applications, Deutz said. In the power range above 175 hp at Tier 4 interim ( 2.0 g/k Wh NOx limit) the Deutz-developed partial flow burner system is used as stan- dard solution for the Deutz midrange engines TCD 4. 1, 6. 1 and 7. 8. The burner creates a primary flame