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2011 Tier 4 Interim/Stage IIIB Emissions Standards

Technical Paper

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Abstract

To address the 2011 U.S. Environmental Protection Agency (EPA) emission standards for off-highway diesel engines, Hyster Company has developed a unique and superior solution for Big Trucks that not only meets compliance requirements, but offers additional innovative ways to lower the total cost of ownership. Statement of Purpose Effective January 2011, the EPA Tier 3 and European Union (EU) Stage IIIA off-highway diesel engine emissions regulations were replaced for large engines (above 174 hp or 130 kW). The Tier 4 Interim/Stage IIIB emissions regulations require that manufacturers of diesel engines reduce Particulate Matter (PM) exhaust emissions by 90 percent and Oxides of Nitrogen (NOx) exhaust emissions by 45 percent compared to Tier 3/Stage IIIA standards. Hyster Company established an objective in its research and development process to not only meet the revised emissions requirements for Tier 4 Interim/Stage IIIB compliance, but also lower the total cost of ownership without a loss in productivity or quality. The innovative and intelligent technology used by Hyster to meet Tier 4 Interim/Stage IIIB emissions standards is cooled Exhaust Gas Recirculation (EGR) with Diesel Particulate Filter (DPF). This solution offers superior operating value for Big Truck customers through improved fuel efficiency, engine performance and equipment productivity for off-highway applications than alternative technologies adopted by other lift truck companies. Hyster Company worked closely with its engine partner, Cummins, Inc., to develop a compliance solution while simultaneously improving and lowering customers’ total cost of ownership. In addition to picking the best long-term solution engine technology, Hyster developed a number of customer value-added features to promote the proactive adoption of Tier 4 Interim/Stage IIIB standards. The three-part Hyster solution includes:

1. Cummins’ cooled EGR with DPF exhaust after treatment technology. 2. Right-sized engines to reduce total cost of ownership while continuing to deliver high

performance and demonstrate up to a 15 percent improved fuel efficiency. The improved fuel efficiency can equate to up to 2,000 gallons per year of diesel fuel savings.

3. Hyster intelligent design to further reduce fuel consumption through performance optimization techniques such as ECO-mode, idle management and cooling on-demand applications.

This strategic approach reinforces the company’s key brand attributes of building tough, purpose-built lift trucks that provide solutions for its customers.

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2011 Tier 4 Interim/Stage IIIB Emissions Standards NOx, a term for the nitrogen oxide air pollutants NO and NO2 emissions, is a regulated gaseous emission and primary contributor to smog. PM is a regulated diesel emission composed primarily of carbon soot and other combustion byproducts. Carbon dioxide (CO2), a possible contributor to climate change, is not regulated by the EPA for Tier 4 Interim/Stage IIIB emissions regulations. CO2 is a natural byproduct of diesel combustion and its emission can only be reduced by lowering fuel consumption. EPA emissions have driven change throughout off-highway diesel engine applications in the U.S. and EU member states. The revised regulations for the 174-751 hp (130-560 kW) power category require manufacturers of diesel engines to reduce PM exhaust emissions by 90 percent and NOx exhaust emissions by 45 percent versus the previous Tier 3/Stage IIIA lower emissions standards.

Tier 4 Interim/Stage IIIB Emissions Regulations

Tier 4 Interim/Stage IIIB Technologies: SCR vs. EGR

Engine manufacturers are utilizing two main technology options to reduce NOx and PM to the required levels; each with its merits and drawbacks. One method is known as Selective Catalytic Reduction (SCR). SCR injects a reagent into the exhaust gas flow and mixes in a catalytic converter, which reduces or neutralizes NOx to harmless nitrogen and oxygen. The reagent is a 32.5 percent urea and 67.5 percent water mixture commercially called Diesel Exhaust Fluid (DEF). Depending on the engine load factor, urea consumption corresponds to approximately three to five percent of diesel fuel used and provides no energy content. Trucks utilizing this technology require separate DEF tanks and regular fill ups creating additional costs for the user.

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Selective Catalytic Reduction Process

The second technology, EGR, dilutes the amount of oxygen in the combustion chamber by mixing the intake air charge with cooled exhaust gas. The result lowers the combustion peak temperature, which reduces the formation and amount of NOx for engine optimization. This lower temperature increases PM which is filtered out through a DPF. Both SCR and EGR require ultra-low sulfur diesel (ULSD) fuel and low-ash lubricating oils to function properly. The Hyster Solution Tier 4 Interim/Stage IIIB emissions standards are very similar to 2007s EPA-implemented on-highway regulations. In on-highway applications, most U.S. Original Equipment Manufacturers are utilizing cooled EGR with DPF technology. Hyster Company evaluated and confirmed that this technology is the preferred technology path for off-road equipment. To maximize customer value and benefit, Hyster and Cummins developed an innovative, proprietary design that utilizes a Cummins cooled EGR with DPF engine solution combined with Hyster innovation. The DPF collects and then oxidizes PM by passive or active regeneration. Advanced electronic control of the process is necessary to ensure effective PM removal in all engine duty cycles.

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Hyster Solution: Cooled Exhaust Gas Recirculation + Diesel Particulate Filter

Why Hyster?

As a part of the research and development evaluation program, various combinations of DPF, cooled EGR and SCR were extensively tested as possible technology paths. Hyster determined that a cooled EGR engine with DPF exhaust after treatment system was the preferred method to achieve the design objectives. This system provides customers with greater overall cost savings when compared to SCR technology and its DEF costs for off-highway applications. The unique Hyster system offers simple technology, fuel savings and the best total cost of ownership compared to alternative market technologies.

Advantages and Disadvantages to EGR and SCR Technologies

SCR solutions require regular refilling of an on-board DEF tank. Operators of off-highway equipment have consistently expressed a preference to avoid the additional cost, supply and refilling of DEF for an SCR system. Unlike SCR engines, the cooled EGR and DPF exhaust after treatment system combination does not require urea fluid to meet emissions or save fuel. Without the need to buy, store and refill additional fluids, customers avoid using up to 1,000 gallons of urea per hard working machine per year. Urea is not a fuel, and it does not provide energy content. It will cost $1.50 to $4 per gallon.

This Hyster® H550-700HD series lift truck incorporates the 2011 Tier 4 Interim/Stage IIIB product revisions.

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User Impact Tier 3 EGR + DPF SCR

Equipment Cost: New Parts on Engine + No - EGR cooler + valve + No

Exhaust system + No - DPF - SCR Catalyst

Additional parts + No + No - DEF injector DEF pump DEF tank

Operating Cost:

ULSD + No - Yes - Yes

Fuel efficient Baseline + Yes 5% + Yes 3-5%

Additional fluids + No + No - Yes 3-5% DEF

Low ash oil + No - Yes - Yes

Daily Hassle: Additional fluids &

handling + No + No - Yes, refill DEF

Additional infrastructure + No + No - Yes, DEF tanks

DPF Regeneration + No - <10% of applications + No

Comparison of Tier 3/Stage IIIA, EGR + DPF and SCR Technologies Achieving low levels of emissions for Tier 4 Interim/Stage IIIB required a major investment in engine and new system technology by both the engine and equipment manufacturer. While Tier 4 Interim/Stage IIIB powered equipment is inherently more expensive than Tier 3/Stage IIIA trucks, the cost of achieving compliance with the cooled EGR and DPF solution can be offset by lower overall operating costs in the Hyster solution. With improved engine response, operators can also expect improved equipment productivity together with the benefit of cleaner, quieter operation and reduced fuel costs.

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Tier 4 Interim/Stage IIIB Route to Success: Results in Low Cost of Ownership and Fuel Savings for Customers

Compliance with Tier 4 Interim/Stage IIIB Emissions Standards

To become compliant with the new Tier 4 Interim/Stage IIIB emissions standards, Hyster Company teamed with Cummins in designing the cooled EGR with DPF as an integrated engine system. Meeting Tier 4 Interim/Stage IIIB regulations demanded new levels of system integration in order to achieve very low emissions while improving performance. Cummins introduced on-highway engines certified to EPA standards in North America in 2007 using cooled EGR with DPF technology. How the Cooled EGR System Works

The Hyster solution utilizes cooled EGR to effectively control NOx emissions by re-circulating a varying proportion of the exhaust gas back to the cylinder. This process reduces oxygen content, which lowers combustion temperature, resulting in a reduction of NOx formation. Key Components of the EGR System

The cooled EGR system is comprised of an EGR Valve, EGR Cooler and a Variable Geometry Turbocharger™ (VGT).

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EGR System Components

The VGT has a patented one-piece sliding nozzle design that provides exact boost across the operating range. The sliding nozzle varies the exhaust gas flow into the turbine wheel to provide rapid boost at low engine rpm and then maintain high boost at higher rpm. The VGT design combines the benefit of both a small and large turbocharger in a single unit, enabling Hyster Tier 4 Interim/Stage IIIB engines to achieve significantly improved response compared to a Tier 3/Stage IIIA engine, as demonstrated in customer field tests. The VGT is a key technology asset in not only meeting emissions but also increasing engine performance and improving fuel efficiency. It enables the use of a smaller engine, without sacrificing truck performance and productivity. DPF Exhaust After Treatment System

The DPF replaces the Tier 3/Stage IIIA muffler and provides equivalent or better sound reduction. The DPF system consists of four sections: an inlet, a Diesel Oxidation Catalyst (DOC), a particulate filter and an outlet. Exhaust flows out of the engine and into the DPF. It passes through the DOC and then into the particulate filter where PM is collected on the walls of the DPF. The collected carbon is then oxidized to remove it from the DPF in a process known as regeneration.

DPF Diagram

Regeneration is the process of cleaning the particulate filter by way of burning off soot and other PM that accumulate in the filter during operation, thereby restoring the filter’s capacity. Regeneration is needed to prevent the engine’s back pressure from reaching undesired levels and also to ensure proper engine and machine performance. There are three forms of regeneration:

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1. Passive Regeneration: Hyster® Big Truck engines are designed to maximize the use of passive self-regeneration. This occurs when operating conditions maintain sufficient exhaust temperature, which enables the continuous oxidization of PM. Passive self-regeneration is completely transparent to the operator and does not affect the machine’s operation or performance. Field tests have shown that most off-highway equipment operates at a high enough engine load factor for the DPF to self regenerate almost every time in passive mode.

2. Active Regeneration: Active self-regeneration occurs when there is not sufficient heat in the exhaust to oxidize all the carbon being collected in the DPF. Exhaust temperature is raised by injecting a small amount of fuel upstream of the DPF, to a temperature high enough to oxidize the carbon in the filter. This is also achieved without any operator intervention, and does not affect the machine’s operation or performance. An overall fuel consumption increase due to active regeneration of the DPF is barely measurable at approximately 0.1 percent for most applications. It is important to note that, in most cases, active regeneration will take less than one percent of the total truck operating time.

3. Stationary (Parked) Regeneration: Stationary, or parked, regeneration is the same as active regeneration but takes place while the equipment is not being operated. It offers the equipment operator the option, if needed, to perform regeneration outside of the normal duty cycle. This option will likely be required in only a very limited number of applications.

The DPF is service-free up to 5,000 hours when the engine is properly maintained. At that point, ash cleaning is required. The ash cleaning process typically takes 30 minutes, plus the time to remove the DPF from the equipment. The filter must be removed and cleaned by a Cummins-approved cleaning method by an authorized technician. Designed to last the life of the engine, the DPF is specially strengthened against high levels of vibration and shock loading. Performance vs. Economy

In many cases, the new Hyster Tier 4 Interim/Stage IIIB compliant engines were right sized to be smaller with increased power and responsiveness. The right-sized engines demonstrate up to 15 percent improved fuel efficiency during extensive testing compared to Tier 3/Stage IIIA depending on rating and duty cycle, and had lower noise levels. One example of a right-sized engine can be found in the Hyster® HR45-31 Reach Stacker. The Tier 3/Stage IIIA model utilized a Cummins QSM 11L engine, while the Tier 4 Interim/Stage IIIB model offers a Cummins QSL 9L engine with cooled EGR and DPF. The new model offers a small increase in truck performance with nearly a 15 percent reduction in fuel consumption. This reduction equates to 2,000 gallons per year of diesel fuel savings per truck in a hard-working operation.

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Tier 3/Stage IIIA vs. Tier 4 Interim/Stage IIIB Engine Right Sizing

Intelligent Design In addition to engine technologies and right sizing applied to reduce fuel consumption, Hyster performance optimization techniques also contributed to total fuel reduction across all types of applications. In conjunction with meeting revised emissions standards, Hyster introduced selectable operating modes so that trucks can be tailored to perform at optimum efficiency levels according to application demands. A key switch, located in the operator compartment, enables supervisors or service engineers to select either ECO-eLo “Fuel Efficiency” or HiP “High Performance” mode. The eLo mode offers very good performance by reducing maximum engine speed to lower engine rpm and retunes the engine response. The HiP, or high-performance mode, is the truck’s normal operating mode that offers excellent fuel economy. The result of the selectable operating modes is additional fuel savings with minimal loss of performance. Building on Hyster Company’s ECO modes idle management, an innovative hibernate mode has been incorporated into Hyster Tier 4 Interim/Stage IIIB Trucks. When there is no demand for engine or hydraulic control for more than 30 seconds, the engine goes into hibernate mode, which lowers engine rpm and reduces fuel usage and emissions by 20 to 30 percent. Another design addition is the empty seat engine shutdown option. This option, with an adjustable time delay, shuts the engine down a few minutes after the operator leaves the seat of the truck. The results are reduced emissions as well as fuel and money savings. Three additional applications were incorporated into Hyster Company’s intelligent design. The first is engine cooling on demand. The engine cooling system is designed so that the cooling fan will provide only the level of engine cooling required. As the fan will usually be running slower, noise levels are reduced and less fuel is consumed. Next, Hyster developed selectable hydraulic performance modes to match the hydraulic responsiveness to the application requirement. Finally, Hyster developed auto rev-up, which increases engine speed when the truck’s hydraulics are activated.

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Hyster Tier 4 Interim/Stage IIIB: Up to 20 Percent Fuel Savings

The ECO-eLo function, together with the use of cooling on demand, auto-speed hydraulics and idle management, reduce overall operating costs. Additional Enhancements

Tier 4 Interim/Stage IIIB engine filtration enhancements included a new Cummins Direct Flow™ air cleaner and crankcase ventilation system. The Direct Flow air cleaner is specifically developed for Tier 4 Interim/Stage IIIB to provide more performance in less space. The rectangular, low-profile design reduces space by up to 50 percent compared with typical cylindrical filters used for Tier 3/Stage IIIA. Air flow to the engine is improved and the highest levels of protection were assured with virtually 100 percent efficiency over the filter life. The increased air flow efficiency offers operators the opportunity to extend air lifter element service internals and potentially lower air filter costs. Tier 4 Interim/Stage IIIB requires that crankcase emissions, also known as blow-by gasses, be eliminated. To achieve this, Hyster’s Big Truck engines incorporate a highly efficient coalescing filter. The filter returns the oil to the crankcase and provides the added benefit of removing oil mist and tiny oil droplets, ensuring that the engine and powertrain remain cleaner than at Tier 3/Stage IIIA. The crankcase filter requires a simple filter element change at 2,500 hour intervals.

Tested and Proven

The first Hyster Tier 4 Interim/Stage IIIB test engines commenced field testing in June 2008. The message from operators is that the Cummins Tier 4 Interim/Stage IIIB solution is dependable, reduces their operating costs and improves the performance of their machines. The field test program surpassed 20,000 overall hours of operation in January 2010.

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Looking Ahead The Hyster solution is unique to the off-highway diesel engine industry. With tough, durable and dependable lift trucks, Hyster is the partner that will launch your company ahead of the competition. Beginning in 2014, EPA Tier 4 Final/Stage IV will require another major emissions reduction for the industry. Off-highway diesel engines from 174-751 hp (130-560 kW) must reduce NOx emissions by an additional 45 percent compared to the 2011 level. By 2014, both NOx and PM exhaust emissions will be reduced by 90 percent compared with the Tier 3/Stage IIIA levels. The “near zero” emissions standards for this power category in 2014 will be 0.4g/kW-hr NOx and 0.02g/kW-hr PM.

Tier 4 Final/Stage IV Emissions Standards for 2014

For engines within the 75-173 hp (56-129 kW) power category, Tier 4 Interim/Stage IIIB regulations will commence in January 2012. The Tier 4 Final/Stage IV regulations will be applied in January 2015. Emissions levels are less severe for this power category at Tier 4 Interim/Stage IIIB.

Breakdown of Emissions Per Stage and Year

Tier 4 Final/Stage IV emissions standards are very similar to the EPA on-highway standards which were implemented in 2010 and this path is more than likely the future for Tier 4 Final/Stage IV off-highway diesel engines in 2014.

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About Hyster Company Based in Greenville, N.C., Hyster Company (www.hyster.com) is a leading worldwide lift truck designer and manufacturer. Hyster Company offers 130 models configured for gasoline, LPG, diesel and electric power, with the widest capacity range in the industry — from 2,000 to 115,000 lbs. Supported by the industry’s largest and most experienced dealer network, Hyster Company builds tough, durable lift trucks that deliver high productivity, low total cost of ownership, easy serviceability and advanced ergonomic features; accompanied by outstanding parts, service and training support. Hyster Company is an operating division of NACCO Materials Handling Group, Inc. (NMHG), which employs approximately 4,500 people worldwide. NMHG is headquartered in Cleveland, Ohio, and is a wholly owned subsidiary of NACCO Industries, Inc. (NYSE:NC).

Hyster and are registered trademarks of Hyster Company in the U.S. and other countries. © 2011 Copyright Hyster Company.