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July 05, 2011  |   Comments (1)   |   Post a comment

The Latest in Emission-Control Technology

From diesel particulate filters to diesel oxidation catalysts to crankcase filtration systems to a hybrid system, there are numerous products available to the industry. Their emission-reduction capabilities range from 20 to more than 90 percent, and they can be applied to a variety of engines and school buses.

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Donaldson Co. Inc.’s LNFmuffler system is designed for model year1993 to 2006 high nitrogen oxide engines.It can reduce particulatematter emissions by more than 90 percent.
<p>Donaldson Co. Inc.’s LNF<br />muffler system is designed for model year<br />1993 to 2006 high nitrogen oxide engines.<br />It can reduce particulate<br />matter emissions by more than 90 percent.</p>

Donaldson Co. Inc.
Sales Manager Todd Lewis says Donaldson’s newest products for school buses are the LNF and LXF mufflers as well as the SEF Muffler System.

The LNF and LXF products reduce particulate matter emissions by more than 90 percent. The LNF muffler is designed for model year 1993 to 2006 high nitrogen oxide engines, while the LXF muffler is designed for model year 2002 to 2006 low nitrogen oxide engines. Both muffler kits are equipped with an Emissions Device Monitor that indicates when DPF cleaning is required. The monitor also sends alerts to the vehicle operator through an in-cab display when abnormal or undesirable operating conditions are detected.

Finally, the LNF and LXF mufflers are passive systems. The exhaust gas temperature profile for the LNF is: greater than 235 degrees Celsius for at least 40 percent of the time or greater than 300 degrees Celsius for at least 10 percent of the time. The temperature profile for the LXF muffler is: greater than 245 degrees Celsius for at least 40 percent of the time or greater than 310 degrees Celsius for at least 10 percent of the time.

Donaldson’s SEF Muffler System uses semi-active DPF technology and is designed for on-road, non-EGR model year 1991 to 2006 engines.

“The SEF requires a regeneration station. Depending on the duty cycle, they usually go two to three weeks before you have to plug them in,” Lewis says, adding that the SEF system is easy to install.

In addition to reducing diesel particulate matter by more than 90 percent, the SEF muffler is effective at reducing hydrocarbon and carbon monoxide emissions.

The junction box that comes with the SEF system houses the connections for the DPF regeneration station. The station can control up to two DPF regeneration cycles consecutively.

“One of the other new products we have is a closed crankcase filter system. It improves in-cab air quality by reducing the interior particulate concentration by about 20 percent,” Lewis says.

Donaldson’s Plastic Spiracle Crankcase Filtration Systems are CARB- and EPA-verified when combined with the company’s diesel oxidation catalysts.

Engine Control Systems’ Purifilter Plus dieselparticulate filter is a hybrid — it’s not a completely active system. It works in a passive manner when the temperature of the exhaust is sufficient, meaning that it requires less plug-in intervals for regeneration.
<p>Engine Control Systems’ Purifilter Plus diesel<br /> particulate filter is a hybrid — it’s not a completely active system. It works in a passive manner when the temperature of the exhaust is sufficient, meaning that it requires less plug-in intervals for regeneration.</p>

Engine Control Systems
Engine Control Systems offers the Purifilter Plus and Purifilter DPFs for school buses, which are verified by CARB and the EPA. Sonya Clark, regional sales manager for Southern California, says they reduce particulate matter emissions by 85 percent.

She adds that the Purifiliter Plus, which can be used on school buses outfitted with 1994 to 2006 model year HD engines, including those with EGR technology, is the most commonly used between the two DPFs.

“The Purifilter Plus is a hybrid, so it’s not a completely active system. It works in a passive manner when the temperature [of the exhaust] is sufficient, requiring less plug-in intervals for regeneration — it’s not a daily plug-in interval,” Clark explains.

The Purifilter is a passively regenerating DPF that requires no operator interaction. Clark says this filter would benefit pupil transporters whose buses travel on a lot of rural routes.

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Read more about: emissions, engines, EPA, hybrid bus, IC Bus, Thomas Built Buses

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It has been said so many times, "Our students are the most valued end users of the total transportation network." This fact remains true year after year. Any money spent to protect our students is like an investment in the future of our country. Emission control devices, such as mentioned in this article, are certainly a worthy investment. This investment however, is not a single purchase and forget item. Routine maintenance of not only the engine but the emission control device will greatly prolong the designed intent of the investment in reducing pollutants into the atmosphere and protecting our young and future. The "ash" load, or the build up of ash in the DPF, will over time cause the device to fail and require replacement. As the DPF fills with ash during normal, expected operation an increase in engine back pressure is experienced which reduces fuel efficiency. The increased cost to fuel and operate school busss in your fleet could be allocated to other beneficial expenses. A good rule of thumb is to have the DPF removed and cleaned at least annually. For the most part North America has idled a significant number of school busses for the summer break. Now is the time to address the ash build up in the DPF or clean and renew the oxidation catalyst (DOC) for your fleet of busses. DPF Cleaning Specialists is a company that can work with fleets to maximize the effectiveness of both the DPF and the DOC, reduce engine back pressure and provide preventive maintenance guidelines. Consider taking advantage of this idle time to address these emission control devices.

DPF Cleaning Specialists    |    Jul 07, 2011 05:08 AM

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