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DVERT Technology

All options, one principle. DVERT® is our answer to the problem of harmonising future emission regulations with our customers’ requirements. DVERT® stands for a modularly structured system of technology modules which are incorporated into the many different configurations of our engines. The basic principle is: “As much technology as necessary and not as much as possible.” Almost all the elements of the DVERT® system kits can be combined with each other to ensure the desired result with regard to engine performance, observance of emission limits and competitivity. We have a number of techniques which meet the specified emission limits. With our flexible module system we can ensure that a “overtechnification” is avoided and only as much technology as is necessary and useful is used. You can find further information in our DVERT brochure Fuel Injection Systems Fuel Injection Systems Fuel injection systems In addition to distributor injection pumps, Bosch-Common-Rail systems and our pump-line-nozzle systems we have developed the DEUTZ Common-Rail-System (DCR®). In this method, two high-pressure pumps are used which are driven by the engine camshaft and feed fuel into the pressure line. As in all Common Rail systems electronically controlled injectors ensure that the right amount of fuel is injected into the combustion chamber with the required pressure. By means of this concept we can retain the external dimensions of the basic engine and offer all the ancillary power takeoffs to meet our customers’ needs. Engine and machine control Engine and machine control Engine and machine control Engines with DCR® communicate with the machine via a CAN-Bus protocol. This enables functions such as “drive by wire” and the full integration of the engine control in the electronically controlled hydrostatic powertrains of vehicles or machines. Another advantage of these fully automatic, electronic controllers is the integrated engine diagnosis and safety system. If the engine controller registers an unusual state, such as engine overheating, during operation, the engine performance is reduced to emergency mode and is necessary down to shutdown. This avoids cost-intensive repairs and increase the operational reliability/operating availability of the work machines. We will use our present mechanical control systems for engines in the lower performance range as far as possible. These systems feature the simplest mechanical centrifugal force controllers and closed, torque-controlling centrifugal force controllers which are partly common in engines up to 7 litre capacity nowadays. Cases exist in which a machine benefits from the uncomplicated nature of a mechanical injection system but still requires the control complexity of an electronic engine controller. We satisfy this need by using the DEUTZ EMR® control system. EMR® is a programmable speed controller which imitates the functions of fully automatic electronic controllers but without the ability to change the ignition time. Functions such as “drive by wire”, continuous speed control, multiple saved torque curves, torque control and engine safety control are also provided by the EMR® control system. Combustion management Combustion management Combustion management Our engine range includes combustion systems with indirect diesel injection for the smaller engines and direct fuel injection for all other engines. We will continue to offer both systems. We will retain aspirated and turbocharged engines for the range below 56 kW \| 75 hp. The choice of these two combustion management types is performance-dependent. In the class above 56 kW \| 75 hp where the NOX emission limits are stricter, the engines additionally have a turbocharger and a charge air cooler. For some engines we also offer optional 2-valve and 4-valve variants. The larger the inlet valve cross-section, the more aspirated air is available for the combustion. This leads to a better engine filling and combustion and thus a higher power density. Similar applies for the outlet valve related to the conbustion gas outlet. Since the valve size is defined by geometric restrictions, this problem can be solved by using the multi-valve technique. A 4-valve engine supplies a higher power over the entire speed range and a higher torque in comparison with a conventional 2-valve engine with the same capacity. NOx Reduction Technology NOx Reduction Technology NO_x reduction technology NO_xis produced when the oxygen and the nitrogen in the air react with each other in a high-temperature environment. Diesel engines operate with high compression ratios and lean fuel mixtures. This results in rich oxygen and nitrogen atmosphere in the combustion chamber which leads to formation of NO_x. This feedback of part of the exhaust gases into the combustion chamber (exhaust gas recirculation, EGR) reduces the quantity of excess air so that a condition with fewer available oxygen and nitrogen molecules is created which can bond as NOX in a chemical reaction. An exhaust gas feedback can be produced in different ways. Internal EGR The simplest way is either to open the outlet valve during the aspiration stroke or the inlet valve during the outlet stroke. Both methods can be implemented by simple modification of the camshaft but have the disadvantage that they cannot be deactivated. This means that the EGR always operates regardless of the engine load and speed. The internal, uncontrolled EGR has a slight disadvantage at some engine operating points with regard to the torque acceptance which depends on optimised camshaft profiles. Controlled internal EGR Another EGR method is the electronic control of the opening point of the outlet valve. The outlet valve stroke for the EGR is implemented by hydraulic connection with the inlet cam. The connection can be broken by means of a solenoid valve which deactivates the EGR. The advantage is that this system is controlled by the engine management system without having the disadvantage of cooled external EGR, corrosive materials. Other advantages are an improved driving behaviour and a faster response of the engine. The system is mainly used in high-performance equipment such as tractors, factory floor vehicles and building machinery. Cooled EGR A third EGR method is to feed a defined amount of exhaust gas through an external cooler and then feed it back into the combustion system through a clack valve. This method is known as external, cooled EGR. The system enables a higher power density and better torque control because the switching valve can be controlled electronically by the engine management system (definition of the EGR amount). The engine in-cylinder temperature is reduced by feeding back cooled exhaust gases which leads in turn to a higher power density. The disadvantages are higher cooling requirements and, more important, the transformation of sulphur from the fuel to corrosive sulphuric acid. This is one of the reasons why all manufacturers of high performance diesel engines are demanding the distribution of sulphur-free diesel fuel for this solution. DEUTZ uses especially suitable materials to avoid corrosion. Diesel particle filters Diesel particle filters Diesel particle filters Modern diesel particle filters are in use as closed or open versions. In the closed particle filters, also known as surface filters, the exhaust gases flow through a filter unit of a porous ceramic material. While the filter gradually fills with particles, the engine managment system monitors the rise in the exhaust backpressure. Thermal regeneration of the filter takes place at an exactly defined time. The particle oxidation catalysts, also known as open filters, have a lower separation rate (< 50%) and the filtration takes place inside a metal structure. No active regeneration is necessary for this filter type but it is unsuitable for high specific engine performances. SCR technology SCR technology SCR technology The selective catalytic reduction (SCR) is a method of reducing the NOX emissions. The basis of this technology is a watery, 32,5% urea solution (AdBlue®) which is sprayed into the exhaust gas flow by a spezial exhaust gas catalyst. This catalyst has a vanadium or zeolith coating. The urea produces ammonia (NH3) in a passive transformation which reacts with the NOX and oxygen to form nitrogen and water. This technology has been on the European lorry market since 2006 and is being introduced in the USA as well.