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Innovation is in
Doosan’s DNA
Major regulation changes on the horizon mean the year ahead promises to be huge for the forklift industry. Doosan Industrial Vehicle is reaping the rewards of having its own in- house engine development division, huge research and development team, and the ability to invest millions in innovative technological
solutions and exciting new products.
to one of South Korea’s largest companies with revenues in excess of $21bn has been innovation. It is a common feature of the dynamic country’s leading companies, which also include Samsung, LG and Hyundai, all of whom are major global household names. Doosan Industrial Vehicle (DIV) embodies the innovative approach and commitment to applied technology that defi nes the Doosan brand family. As a result, DIV is ideally placed to capitalise on a regulatory development coming into effect this year that has had little fanfare but is potentially hugely signifi cant for the whole materials handling industry: new EU emissions standards covering diesel engines of non-road vehicles, including forklifts. The new standards are the latest in a fi ve-stage process which began back in 1996 with the
C
fi rst European legislation – imaginatively known as Stage 1 – to regulate emissions of Nitrogen Oxides (NOx), Particulate Matter (PM), Carbon Monoxide and
Hydrocarbons from non-road diesel engines. Over time, these EU regulations have become steadily more onerous for manufacturers. Indeed, the new standards that come into force this year – Euro-Stage IIIB for all diesel engines over 37kW and Stage IV for over 55kW – require NOx, HC & PM (soot) exhaust emissions in new engines to be reduced by an enormous 90% compared to the Stage
14 September 2014
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ompanies that stand still tend to get left behind. One of the defi ning principles that has propelled Doosan from its formation in 1896
III standards they replace. Engines are also required to use Ultra Low Sulphur Diesel.
‘CONVENTIONAL’ LACKS WISDOM
This presented engine manufacturers with the serious challenge of developing a truck with no reduction in functionality and without a prohibitive cost over its lifecycle. Conventional approaches to the problem have been found wanting. One approach involves dropping the power output of the engine so that it doesn’t exceed the 37kW or 56kW threshold; lower-powered engines complying with Stage IIIB regulations will remain compliant up to 2016. But this is clearly a fl awed solution and dropping power, of course, affects productivity as jobs take longer to complete. Another favoured approach is to dilute the amount of oxygen in the combustion chamber by mixing the intake air charge with cooled exhaust gas. Lowering the combustion peak temperature reduces the formation and amount of NOx. But it comes at a cost as it increases the amount of soot in the exhaust gases. The result is that the engine needs a diesel particulate fi lter (DPF) to prevent this soot being emitted. Over time soot builds up in the fi lter, meaning the DPF needs to be either replaced or recharged at alarmingly regular intervals. This involves downtime when the truck cannot be used, additional cost while recharging involves running the engine at high revs to burn off the soot – greatly increasing fuel consumption and defeating the object of the emissions legislation. These hidden costs and issues are something these >>>
September 2014
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Storage Handling Distribution - Promoting excellence in intralogistics FORK LIFT TRUCKS PACKAGING COLD CHAIN LOGISTICS INTERMODAL
The game changer Innovative Doosan forkliſt engine sets new standard for fuel consumption and emissions
SHD_p000-p001_09_14_Covers_OFC_Spine.indd 1 18/08/2014 10:08:10
SHD Logistics
September 2014
Informa Exhibitions Ltd
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