Introduction STAGE V

DIESEL ENGINE

Understanding the Change

We all know change can be a challenging time but having

someone to go to, who’s been there and done it, to guide
and advise you, can greatly ease the journey. We understand
the rules around Stage V Engine compliance, and equally,
we understand the anxieties, challenges and implications that
brings; whether it is the costs; day-to-day pump operations,
or selecting the right pump and engine optimal for your
application. We know how to make it work for you, to keep
your business running.

We know how to make it work for you, to keep your business running.
Our expertise of Stage V engines and emissions compliance has been built over
many years. We have successfully delivered the previous Stage emission compliant
engines (Stages I-IV) throughout Europe (and US EPA Final Tier 4); and are now
delivering Stage V engines to our customers in Europe.
Introduction STAGE V
DIESEL ENGINE

Ready for Change Stage

I

Being ready for the change, understanding it and being compliant

is part and parcel of being leaders in our industry.
Stage
II
Through our extensive and advanced global research,
development and validation activities, we have tested, selected and
paired the best engines for your applications and our products.

Emission Reduction
We understand there will be differences, for example, with engine Stage
III A
regeneration processes; monitoring of Particulate Matter (PM); and
additional maintenance operations and procedures.
Stage
III B
Stage
Stage
IV
V

Our commitment is to “Keep you Running”.

1999 2001-2004 2006-2008 2011-2013 2014 2018-2021

We are with you to share our knowledge and experience; to educate and train you
on Stage V engine and pump operation; to keep you up and running, with minimal
disruption.
Compliant Solutions STAGE V
DIESEL ENGINE

Implementation of the standards has occurred in stages, with the deadline for
compliance under the final stage – Stage V – now imminent.
Diesel engines in every industry, in every application, from large-scale marine
engines to small horticultural equipment engines, are subject to these regulations.
Whilst deadlines are contingent on engine size, Stage V engines are required to be
fully implemented for all non-road diesel engines by the end of 2021.

98 %
in 20 years
Engine gaseous pollutants have been
reduced by 98% over the last 20 years.

We understand that the transition to Stage V demands change, and we have been
working hard to make this as seamless as possible for you. As an industry leader, we
As the deadline to meet EU Stage V emission standards for have fully adopted a complete set of Stage V solutions that deliver high performance
diesel powered portable pumps approaches, Xylem is with while significantly reducing carbon, nitrogen oxides (NOx), and particulate emissions,
and are delivering our Godwin dewatering pumps with Stage V engines to our
you every step of the way. customers throughout Europe.
The European Commission sets out emission limits for gaseous and particulate
pollutants for diesel engines. The standards demand a reduction in ‘gaseous
pollutants’, specifically, carbon monoxide (CO), total hydrocarbons (HC) and We know Stage V and we’re here to share our expertise
oxides of nitrogen (NOx); and, ‘particulate matter’ (PM) which includes particles and guide you through the change.
such as soot from incomplete combustion. The regulation has also introduced a
limit on the number of particles that can be emitted.
Challenge and Solutions STAGE V
DIESEL ENGINE

Understanding the Change

The EU’s primary pollution targets in engine exhaust emissions

are particulate matter (PM), and ozone precursors of nitrogen
oxides (NOx) and hydrocarbons (HC).

Reducing nitrogen oxides (NOx) and PM pollutants in diesel exhaust is complex.

High temperatures and excess oxygen within a diesel engine’s combustion chamber

PM NOx
increases the amount of NOx formed. While it might be expected that lowering the
in-cylinder temperature of the engine and limiting the amount of oxygen would
reduce NOx levels, lower temperatures increase the production of PM because less
Particulate matter (PM) from Nitrogen oxides (NOx) is the
exhaust emissions is the result of generic name for a group of highly of the fuel is converted into energy, leaving behind soot.
incomplete combustion of diesel reactive gases made up of nitrogen
Most Stage V engines are programmed to go through lengthy regeneration cycles
fuel and is made up of soot, nitrates and oxygen that form when fuel is
and sulphates, organic chemicals, burned at high temperatures, as in to remove PM and soot if levels get too high. These regeneration cycles are often
metals and carbon debris, and a combustion event found in a unpredictable, and can cause pumps to shut down when you least expect it; out of
is a major factor contributing to diesel engine. When NOx reacts hours; or during jobs with high environmental impact.
respiratory conditions such as with water in the atmosphere,
lung cancer. nitric acid forms, causing
acid rain.
The typical time for a Stage V 75 kW diesel engine to release 6kg of Particulate Matter
or soot is around 20 years, compared to about 2 months for an unregulated engine.

HC
The combustion of fuel, which
O3
Nitrogen Oxides (NOx) and gaseous
mainly comprises hydrocarbons (HC) hydrocarbons (HC) from exhaust
is known to affect the environment emissions, exposed to sunlight, are
and human health. For example, key ingredients in the formation of
increasing CO 2 which contributes ozone and photochemical smog.
to the greenhouse effect and climate Ozone at ground level is a harmful air
change; producing toxic chemicals pollutant, because of its effects on
that inhibit photosynthesis in people, for example respiratory
plants; and causing eye and conditions, and it is also the main
lung irritations. ingredient in “smog”.
Challenge and Solutions STAGE V
DIESEL ENGINE

Innovation Applied

The emission control methods and configurations used by manufacturers depend on EUI & ECU
variables such as power range and equipment type. Emission reduction technologies
fall into two general categories:
Electronic Unit fuel Injector and
Engine Control Unit electronically DPF
controls fuel injection timing for
precise control for the start, duration
and end of the injection process to
optimise the combustion event. The Diesel Particulate Filter is
designed to physically capture
SOME OF THE PM from the exhaust stream.
DIESEL EXHAUST
TECHNOLOGIES
AFTER
IN-CYLINDER
TREATMENT DOC
TECHNOLOGY
METHODS

The Diesel Oxidation Catalyst is a

flow-through device where exhaust
gases contact materials that oxidise SCR
In-cylinder technology aims to After-treatment methods treat unburned hydrocarbons and reduce
optimise the combustion event the immediate diesel exhaust as carbon monoxide, used on all
so as much fuel is burned at a it exits the combustion area using electronic engines.
desired temperature with the least filters, metals and fluid additives to The Selective Catalytic Reduction is an emission
amount of resulting soot. The less trap PM and chemically neutralise control technology system used on higher power
Particulate Matter (PM) made, pollutants that develop in the engines (above 56KW) that injects Diesel Exhaust
the less soot is carried out in the Fluid (DEF) through a special catalyst into the
combustion process; and reduce
engine’s exhaust. exhaust stream of a diesel engine.
NOx and CO emissions.
 Challenge and Solutions STAGE V
DIESEL ENGINE

Stage V Exhaust Emission Control Strategy

With the introduction of Stage V emission regulations for non-road mobile machinery DPF Regeneration - Keeping the Exhaust Filter Clean
the EU has required engine manufacturers to add emission reduction technology
based on engine power. The higher the maximum engine power the greater the Keeping the filter clean is key to keeping a Stage V engine
potential to release pollutants into the atmosphere, and this has led the EU to require operating efficiently.
more emissions technology to be incorporated on larger engines.
Diesel Particulate Filter (DPF) Regeneration is the process by which the engine removes
This graph illustrates the emission control technology and strategy used for each Particulate Matter it has captured in the DPF to keep it clean. Stage V engines with DPF
engine power range. use Passive, Active and Standby Regeneration (Forced Regeneration).
Technology

Passive Regeneration Active Regeneration

SCR is used to inject Trapped Particulate Matter is naturally Particulate Matter may build up if the
Diesel Exhaust Fluid oxidised as the exhaust temperatures heat engine load is not sufficient to raise the
(DEF) into the exhaust up under normal operating conditions. exhaust gas temperature high enough
stream to reduce NOx to oxidise all the PM. The engine
actively manages removal by artificially
raising the exhaust temperature.
No operator intervention required.

Standby Regeneration
Depending on the engine, a Standby Regeneration, or “Forced Regen”, is required in extreme cases
DOC and DPF are
when an active regeneration process is not enough to clean the filter during normal operation of the engine.
used to remove The engine must be taken off load and a Standby regeneration manually initiated by the operator; alarms will
hydrocarbons and warn when this is needed. The engine will be cycled through a prolonged regeneration process to clean the
PM from the engine filter; this will include raising the exhaust temperature to fully oxidise and remove the particulate matter.
emissions

Increasing Temperature

Oxidation Rate of Carbon

Engine emissions
are controlled within
the engine and no
after-treatment is Active
Regeneration
required
Passive
Engine Power Regeneration
19kW 56kW

100° 200° 300° 400° 500° 600° 700°

Exhaust Gas Temperature °C

Engine graphics by permission of the manufacturer. Some engine manufactures have developed automatic DPF regeneration processes that
do not require operator intervention, meaning duty cycles and workload are unaffected.
Glossary
Here are some of the Diesel Exhaust
Technologies you will find.

DEF Diesel Exhaust Fluid

Diesel Exhaust Fluid (DEF), is synthetic urea used in the Selective Catalytic Reduction (SCR)
process. DEF reacts with NOx in the exhaust and converts pollutants into nitrogen, water and tiny
amounts of carbon dioxide.
Several brands of DEF exist. AdBlue® is well recognised – it is a trade name registered by the
German car manufacturers association. Other brands include, BlueHDI, BlueTec and FLENDS
(Final Low Emission New Diesel System)

DOC Diesel Oxidation Catalyst

The Diesel Oxidation Catalyst (DOC) is a flow-through device where exhaust gases contact
materials that oxidise unburned hydrocarbons and reduce carbon monoxide.

DPF Diesel Particulate Filter

The Diesel Particulate Filter (DPF) is designed to physically capture PM from the exhaust stream.
The trapped PM eventually oxidises within the DPF during passive regeneration, a cleaning process
that automatically activates and uses exhaust heat created under normal operating conditions.

DPF Regeneration SCR Selective Catalytic Reduction

Diesel Particulate Filter (DPF) Regeneration is the process by which the engine removes the The Selective Catalytic Reduction (SCR) is an emission control technology system that injects
particulate matter it has captured in the DPF to keep it clean. DEF through a special catalyst into the exhaust stream of a diesel engine. The DEF combines with
nitrogen oxides to produce environmentally friendly nitrogen, water and tiny amounts of carbon
EGR Exhaust Gas Recirculation dioxide.

Exhaust Gas Recirculation (EGR) happens when some exhaust gas is directed back into the intake VGT Variable Geometry Turbocharger
manifold to mix with incoming fresh air. The process reduces oxygen levels in the cylinder so
temperatures during combustion are lower, hence less emissions and particulates. Variable Geometry Turbocharger (VGT) varies the exhaust pressure based on load and speed to
ensure proper EGR flow.
EUI & ECU Electronic Unit fuel Injector and Engine Control Unit
VVA Variable Valve Actuation
The Electronic Unit fuel Injector (EUI) and the Engine Control Unit (ECU) electronically controls
fuel injection timing for precise control for the start, duration and end of the injection process to Variable Valve Actuation (VVA) controls the intake valve closure timing. When the valve closes later,
optimise the combustion event. it reduces the effective compression ratio, which results in lower temperatures and lower NOx.