off-road-marant-motortechniek

FPT Powerpack

FPT Powerpack

ATS Smart Installation Package

The Power Pack is our new, smart installation solution. All key after-treatment components fit into one compact, pre- assembled set. It comes enginemounted, providing a ready solution; or as a loose pack, to allow OEMs to design their own layout. A wide set of options can be easily custom applied to fit a wide range of applications. This is an ideal response to the lower emission limits entailed by Stage V legislation. Compliance and machine upgrade become easier, for both mobile and stationary applications.

F34-55kW-IPU

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.4
Injection System: ECR
Exhaust system: DOC+DPF
2200 rpm [kW]: 55

Emission: Stage V

F36-61kW-IPU

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.6
Injection System: ECR
Exhaust system: Hi-eSCR2
2300 rpm [kW]: 61

Emission: Stage V

F36-75kW-IPU

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.6
Injection System: ECR
Exhaust system: Hi-eSCR2
2300 rpm [kW]: 75

Emission: Stage V

F36-90kW-IPU

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.6
Injection System: ECR
Exhaust system: Hi-eSCR2
2300 rpm [kW]: 90

Emission: Stage V

N67-129kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 6.7
Injection System: ECR
Exhaust system: Hi-eSCR2
2200 rpm [kW]: 129

Emission: Stage V

N67-151kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 6.7
Injection System: ECR
Exhaust system: Hi-eSCR2
2200 rpm [kW]: 151

Emission: Stage V

N67-191kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 6.7
Injection System: ECR
Exhaust system: Hi-eSCR2
2200 rpm [kW]: 191

Emission: Stage V

N67-212kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 6.7
Injection System: ECR
Exhaust system: Hi-eSCR2
2200 rpm [kW]: 212

Emission: Stage V

C9-245kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 8.7
Injection System: ECR
Exhaust system: Hi-eSCR2
2100 rpm [kW]: 245

Emission: Stage V

C9-305kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 8.7
Injection System: ECR
Exhaust system: Hi-eSCR2
2100 rpm [kW]: 305

Emission: Stage V

C13-384kW-IPU

Cylinder Arrangement: 6L
Air Feeding: TCA
Displacement [liters]: 12.9
Injection System: ECR
Exhaust system: Hi-eSCR2
2100 rpm [kW]: 384

Emission: Stage V

C13-407kW-IPU

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.4
Injection System: ECR
Exhaust system: DOC+DPF
2200 rpm [kW]: 55

Emission: Stage V

Arrangement

L (in line)
V (90° "V" configuration)

Air Handling

TCA (Turbocharged with aftercooler)
TC (Turbocharged)
NA (Naturally Aspirated)

Injection System

M (Mechanical)
ECR (Electronic Common Rail)
EUI (Electronic Unit Injector)
MPI (Multi Point Injection)

Exhaust System

EGR (Exhaust Gas Recirculation)
SCR (Selective Catalytic Reduction)

FPT Off Road Agriculture1

FPT's Hi-eSCR 2

Stage V To maintain the advantages of the unique and unbeaten HI-eSCR technology, FPT Industrial will integrate a maintenance-free filtering device on its SCR catalyst, thus allowing to comply with tightened limits on PM emissions within a compact package. The second generation HI-eSCR 2, applicable for engines above 56kW and below 560kW, where different emission limits apply, will maintain the same after-treatment dimension of the current Tier4 Final / Stage IV applications, requiring no machine redesign nor layout changes for easier upgrade to next emission level. Thanks to optimized combustion, leadership on performance and fuel efficiency is confirmed, while maintenance free aftertreatment and no need for parked regeneration ensure low running costs avoiding unplanned downtime.

Advantages

• High performance for increased vehicle productivity.
• No additional complexity and lean design for easier installation and maximum reliability.
• Low operating costs thanks to high efficiency and long service intervals.

By way of continuous technical advantages our state of the art engine range allows our customers to have class leading features, such as minimized total cost of ownership and outstanding performance. Key to the optimization of engine efficiency is EGR-free combustion on NEF and Cursor engine families, together with high cylinder pressure and high injection pressures: engines adopting the latest generation of Common Rail system feature peak nozzle pressures of up to 2200 bar. To achieve these targets, crankcase and cylinder head design has been improved to ensure increased structural stiffness. An Electronic Control Unit manages engine parameters and guarantees an accurate control of the after treatment system. Extended service interval, together with a maintenance-free after-treatment solution reduce running cost for end users.

Advantages

• High Productivity
• Reduced operating costs
• “For life” after-treatment systems
• Enhanced reliability
• Maximised uptime

High Performance
Best in class power and torque density. Machine uptime: no need to stop equipment for parked regeneration.

Low Operating Costs
Best in class fluid consumption. Maintenance-free after-treatment system: no replacement costs over lifecycle.

Ease of Use
Extended service intervals, no need to stop equipment during operation for parked regeneration.

Technological excellence and product innovation are at the core of FPT Industrial’s mission. FPT industrial has focused its R&D activities in order to become the innovation leader in the industrial powertrain field and a go-to provider of the most advanced solutions with a low environmental footprint. Compliance with emission standards comes with minimal impact on vehicle architecture. HI-eSCR is a breakthrough technology bringing vast performance and efficiency benefits. This FPT patent makes the most of a 25-year, 1-millionunit experience. To comply with future Stage V standards, the second generation HI-eSCR2 builds competitive advantages, including best-in-class performance and low running costs.

During the combustion process, the chemical energy of the fuel is converted into mechanical energy. Because of the chemistry of combustion, several pollutants are produced, of which the most harmful are Nitrogen Oxides (NOx) and Particulate Matter (PM). Since 2011, when Tier4 Interim/Stage IIIB came into force, many efforts have been made to reduce such pollutants damaging the environment. Tier4 Final/Stage IV regulation, introduced in 2014, implied a further significant reduction of NOx (-80% Vs. Tier4 Interim/Stage IIIB levels) while PM was not affected by further reductions. Stage V, a new regulatory step, will be introduced in Europe starting from 2019/2020 depending on engine power level, further tightening the limits on PM emissions: admitted PM quantity will be reduced by 40% compared to Stage IV and a new limit will be introduced on the number of emitted particles (Particle Number Limit, PN). In addition, Stage V regulation will involve power ranges currently with lighter or no legislation at all in Europe (power ranges below 37kW or above 560kW).

Hi-eSCR2
  1. DEF/AdBlue Supply Module
  2. DEF/AdBlue Dosing Module
  3. Diesel Oxidation Catalyst (DOC) NO → NO2 HC, CO and PM oxidation
  4.  DEF/AdBlue Injection Hydrolysis → NH3+CO2
  5. DEF/AdBlue Mixer
  6. Selective Catalytic Reduction (SCR) NO and NO2 reduction by NH3 to N2 and H2O
  7. Clean Up Catalyst Residual NH3 oxidation

*AdBlue®/DEF = CO(NH2)2 + H20

Legend

PM Particulate Matter
HC Unburnt Hydrocarbons
NOx Nitrogen Oxides
CO Carbon Monoxide
N2 Nitrogen
CO2 Carbon Dioxide
H2O Water 

Main Components

The whole system is fitted with a network of integrated sensors to control temperature, pressure and NOx levels. Exhaust gas flow coming from the engine enters the DOC, where NO is oxidised to NO2, in order to maximize SCR catalyst’s efficiency conversion. The ECU (Engine Control Unit), the brain behind the HI-eSCR 2 system, checks, through integrated sensors network, the amount of Water-Urea (DEF/AdBlue) solution to be injected in the exhaust pipe. To increase the durability of the injector, Dosing Module is cooled by the engine coolant. The HI-eSCR 2 after-treatment system adopts a fiLering device on its SCR catalyst. At the same time as trapping and oxidizing the Particulate Matter, the catalyst converts NOx into Nitrogen (N2) and water (H2O) thanks to the chemical reaction of Ammonia (NH3) generated from DEF/Adblue. In the end, the integrated CUC eliminates the remaining Ammonia (NH3). The result is a reduction of NOx superior to 95% and the PM levels within Stage V emission limits.

Patents

• Closed loop control with proprietary algorithms and dedicated sensors to provide accurate monitoring of exhaust gas composition and optimized DEF/AdBlue dosing strategy.
• Thermally insulated high turbulence mixer to allow homogeneous DEF/ AdBlue evaporation and urea hydrolysis ensuring correct distribution in exhaust gas flow.
• Optimized exhaust gas thermal management to ensure emission compliance in all working conditions.
• All after-treatment components are packaged in a compact and fully enclosed structure, providing flexible layout options to simplify installation on machines.