Diesel Emissions Conference & Diesel Exhaust ... - Integer Research
Diesel Emissions Conference & Diesel Exhaust ... - Integer Research
Diesel Emissions Conference & Diesel Exhaust ... - Integer Research
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Part of the Global <strong>Diesel</strong> <strong>Emissions</strong><br />
and AdBlue® / DEF Series<br />
insight<br />
beyond<br />
numbers<br />
<strong>Diesel</strong> <strong>Emissions</strong> <strong>Conference</strong> &<br />
<strong>Diesel</strong> <strong>Exhaust</strong> Fluid Forum 2011<br />
insight<br />
beyond<br />
numbers<br />
Oct. 20-22, 2010. Manchester Grand Hyatt, San Diego, CA<br />
Environmental Sponsor:<br />
<strong>Diesel</strong> <strong>Emissions</strong> <strong>Conference</strong><br />
®<br />
& AdBlue Forum 2011<br />
Silver Sponsors:<br />
<strong>Diesel</strong> <strong>Emissions</strong> <strong>Conference</strong><br />
®<br />
& AdBlue Forum 2011<br />
Cocktail Sponsor:<br />
Lunch Sponsors:<br />
| innovative Abgasnachbe<br />
Delegate Bag Sponsor:
Reaching Tier 4 and Stage 4 emission<br />
i<br />
standards using a high NOx engine and<br />
different catalyst combinations<br />
Pär Gabrielsson<br />
Company profile<br />
• Founded 1940 by<br />
Dr. Haldor Topsøe<br />
• Process licensor and catalyst<br />
supplier<br />
• Comprehensive R&D activities<br />
• Activities based on catalysts<br />
and processes developed inhouse<br />
• 2000 employees<br />
• 1 billion dollar revenue
Objectives<br />
• Introduction<br />
• Euro 6 for HD applications<br />
• Tier 4 and Stage 4 for Off road applications<br />
• Challenges<br />
• Conclusion<br />
Topsøe Automotive
Topsøe Automotive Developments<br />
• Automotive Vanadium Urea-SCR catalyst<br />
– Full body catalyst including sleeving<br />
• Automotive Non-Vanadium catalytic system<br />
– Zeolite-SCR and oxidation cat<br />
• Ammonia slip catalysts<br />
– vASC<br />
– zASC<br />
• DOC for oxidation of fuels, HC and CO<br />
• Catalytic DPF<br />
– Base metal coating – NO 2 reduction capability<br />
• Urea Injection System<br />
– Concept developed by Topsøe<br />
– Produced by Grundfos<br />
• Retrofit Urea-SCR System<br />
– Sensor based<br />
– Injection algorithms by Topsøe<br />
– Patented injection nozzle technology<br />
Topsøe Automotive Test Centre<br />
• Two new test rigs<br />
• 600 and 250 kW<br />
• Horiba systems<br />
• Transient test rigs<br />
• MEXA analysers<br />
a s<br />
• Diode Laser – LD6<br />
• Gasmet FTIR
System testing for on road HD engines<br />
Emission legislation - HD on road<br />
0,025<br />
0,02<br />
USA<br />
EU<br />
EU5-09<br />
EU4-05<br />
PM (g/kWh h)<br />
0,015<br />
0,01<br />
EPA-10<br />
EU6-13<br />
0,005<br />
0<br />
0 1 2 3 4<br />
NOx (g/kWh)
On road - Euro 6 and EPA 2010 Choices<br />
• DPF and Zeolite SCR<br />
– USA, EU and Japan<br />
• DPF and Vanadium SCR<br />
– EU<br />
• HEAT and Vanadium SCR<br />
– EU<br />
Different NOx-concepts and their complexities<br />
370 kW<br />
13 litre engine<br />
Turbo charging<br />
SCR-only SCR+EGR EGR-only<br />
• Single-stage<br />
• Air-to-air charge air cooler<br />
• Single-stage<br />
• Aftercooled<br />
• VTG<br />
• Two-stage<br />
• Intercooled<br />
• Aftercooled<br />
• VTG<br />
Valve timing • Conventional • Conventional • Variable valve timing<br />
Fuel injection equipment • Pump-line-nozzle<br />
• Pump-line-nozzle<br />
• Common rail<br />
• Low pressure (2500 bar)<br />
NO x<br />
after treatment<br />
• Vanadium SCR + cc-SCR or<br />
• Vanadium SCR<br />
• Zeolite SCR<br />
• None<br />
PM after treatment<br />
t t • DOC (fuel oxidation)<br />
• DOC (NO 2 and dfuel oxidation)<br />
• DOC<br />
• DPF (lower PGM load) • DPF<br />
• DPF<br />
EGR 0 % 15…30 % 40…60 %<br />
Cooling Power 220 kW 260 kW 410 kW<br />
T exhaust difference 0 ºC Up to -80 ºC Up to -200 ºC<br />
Design Complexity + 0 --<br />
Engine Packaging + 0<br />
--<br />
€ 3300 € 5200 € 5400
Emission reduction strategies<br />
• Source AVL SAE paper 2001-01-0186<br />
Fuel – Urea cost comparison<br />
215<br />
Lowest CO 2 emission<br />
ion (g/kWh)<br />
Fu uel consunmpti<br />
210<br />
205<br />
200<br />
195<br />
Urea cost equivalent<br />
Fuel consumption<br />
Assumptions<br />
190<br />
SCR EGR+SCR EGR<br />
– Baseline: Euro IV engine, BSFC = 198 g/kWh<br />
– SCR-only: 1-2% fuel penalty due to lower NOx calibration, thermal management<br />
and added backpressure, 7% urea consumption w.r.t. fuel consumption<br />
– EGR+SCR: 3-5% fuel penalty, 2% urea consumption w.r.t. fuel consumption<br />
– EGR-only: ~7% fuel penalty<br />
– AdBlue price is 35% of diesel price (€ 0,5/litre or $2.6 /gal)
DPF and Zeolite SCR<br />
<strong>Exhaust</strong> brake<br />
DOC<br />
DPF<br />
Urea dosing<br />
Urea distributor<br />
SCR catalyst<br />
ASC catalyst<br />
t<br />
WHTC DPF and SCR
Setup –HEAT SCR<br />
Urea dosing<br />
Urea distributor<br />
SCR catalyst<br />
ASC catalyst<br />
WHTC – HEAT-SCR
System testing for off road engines<br />
Emission legislation - Off Road Engines<br />
0,04<br />
0,035<br />
USA<br />
EU<br />
PM (g/kWh h)<br />
0,03<br />
0025 0,025<br />
0,02<br />
0,015<br />
0,01<br />
0,005<br />
Stage 4-14<br />
Tier 4 -11>14<br />
Stage 3b-11<br />
0<br />
0 0,5 1 1,5 2 2,5<br />
NOx (g/kWh)
Off road – Tier 4 and Stage 4 choices<br />
• DPF and Zeolite SCR<br />
• DPF and Vanadium SCR<br />
• Vanadium SCR<br />
Effect of NO 2 on NOx conversion<br />
• Test case with 34 liter SCR w and w/o 10 liter Pre-DOC<br />
• By increasing the SCR volume we observe almost the<br />
same effect as with a pre-DOC<br />
100%<br />
NOx con nversion and NO2/Nox ratio (%)<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
30%<br />
20%<br />
10%<br />
0%<br />
150 200 250 300 350 400 450 500 550<br />
Temperature (°C)<br />
w/o DOC @ 10 ppm NH3<br />
w DOC @ 10 ppm NH3<br />
w/o DOC NO/NOx<br />
w DOC NO/NOx<br />
Calculated 34 + 10 liter<br />
DNXR
Results with On road engine not tuned for<br />
NRTC and NRSC<br />
Setup –HEAT SCR<br />
Urea dosing<br />
Urea distributor<br />
SCR catalyst<br />
ASC catalyst
NRTC -Vanadium HEAT-SCR<br />
Setup –DFP and Zeolite SCR<br />
<strong>Exhaust</strong> brake<br />
DOC<br />
DPF<br />
Urea dosing<br />
Urea distributor<br />
SCR catalyst<br />
ASC catalyst<br />
t
NRTC-DPF and Zeolite SCR<br />
Results with Off road engine tuned for<br />
g<br />
NRTC and NRSC
Experimental set up<br />
SCR<br />
Mixer<br />
ASC<br />
ISO-8187 C1 stationary test<br />
120<br />
En ngine Loa ad (%)<br />
100<br />
80<br />
60<br />
40<br />
20<br />
0<br />
-20<br />
10%<br />
10%<br />
15%<br />
10%<br />
15%<br />
10%<br />
30%<br />
0 20 40 60 80 100 120<br />
Engine speed (%)
Test with NRSC C1 cycle<br />
NRSC ISO8178 C1<br />
HD off road engine with 34L DNXR805 + 12L ASC<br />
35,00<br />
30,00<br />
25,00<br />
NOx<br />
[g/kWh]<br />
20,00<br />
15,00<br />
10,00<br />
5,00<br />
Engine Out<br />
After SCR<br />
After ASC<br />
6,18 g/kWh<br />
0,35 g/kWh<br />
0,00<br />
1 2 3 4 5 6 7 8 Weighted<br />
Mode Number<br />
0,51 g/kWh<br />
NRSC C1 cycle conversions<br />
NRSC ISO8178 C1<br />
HD off road engine with 34L DNXR805 + 12L ASC<br />
100%<br />
90%<br />
80%<br />
]<br />
Nox conversion [%]<br />
70%<br />
60%<br />
50%<br />
40%<br />
30%<br />
After SCR<br />
After ASC<br />
20%<br />
10%<br />
0%<br />
1 2 3 4 5 6 7 8 Weighted<br />
Mode Number
NRTC test with SCR<br />
Accumulate ed Nox [g/kW Wh]<br />
Accumulated NOx over Time, tested with 20 min soak between cycles (EU)<br />
HD off road engine with 34L SCR and 12L ASC<br />
8 NRTC Engine Out<br />
450<br />
NRTC Cold After SCR<br />
7 NRTC Warm After SCR<br />
400<br />
6<br />
5<br />
4<br />
3<br />
2<br />
6,69<br />
USA<br />
EU<br />
350<br />
300<br />
250<br />
200<br />
150<br />
100<br />
]<br />
Temp Befo ore SCR [°C]<br />
1<br />
0<br />
0<br />
0 200 400 600 800 1000 1200 1400<br />
Time [s]<br />
0,53<br />
0,25<br />
0,28<br />
50<br />
0,26<br />
NRTC test with SCR and ASC<br />
Accumulated NOx over Time, tested with 20 min soak between cycles (EU)<br />
HD off road engine with 34L SCR and 12L ASC<br />
8 NRTC Engine Out<br />
450<br />
7<br />
NRTC Cold After ASC<br />
NRTC Warm After ASC 6,75<br />
400<br />
Accumulate ed Nox [g/kW Wh]<br />
6<br />
5<br />
4<br />
3<br />
2<br />
USA<br />
EU<br />
350<br />
300<br />
250<br />
200<br />
150<br />
100<br />
]<br />
Temp Befo ore SCR [°C]<br />
1<br />
0<br />
0,67<br />
0,47<br />
0,45<br />
0<br />
0 200 400 600 800 1000 1200 1400<br />
Time [s]<br />
50<br />
0,43
NRTC and ammonia slip<br />
600<br />
500<br />
400<br />
ASC <strong>Emissions</strong> warm NRTC<br />
HD off road engine with 34L SCR and 12L ASC<br />
NH3 After SCR Warm<br />
NH3 After ASC Warm<br />
N2O After ASC Warm<br />
NOx production<br />
Temp Before ASC<br />
NOx, NH H3, N2O [ppm m]<br />
300<br />
200<br />
100<br />
0<br />
0 200 400 600 800 1000 1200<br />
-100<br />
-200<br />
Time [sec]<br />
Challenges
Euro 6 testing<br />
• Injection strategies<br />
– Improved performance with injection strategies<br />
– Could be a key to achieve the lowest NOx level<br />
/kWh)<br />
NOx (g<br />
2<br />
18 1,8<br />
1,6<br />
1,4<br />
1,2<br />
1<br />
0,8<br />
0,6<br />
0,4<br />
02 0,2<br />
0<br />
500 550 600 650<br />
Inj. Strat. SCR out<br />
Inj. Strat. ASC out<br />
Fixed ANR SCR out<br />
Fixed ANR ASC out<br />
Urea dosage (g)
Temperature mapping<br />
2000<br />
1800<br />
550 500<br />
500<br />
T orque (Nm m)<br />
1600<br />
500<br />
450<br />
450<br />
1400<br />
400<br />
400<br />
1200<br />
450<br />
400<br />
1000<br />
NTE Area<br />
350<br />
350<br />
800<br />
350<br />
300<br />
300<br />
600<br />
300<br />
20% Power<br />
400<br />
250<br />
250<br />
250<br />
200 200<br />
200<br />
200<br />
200<br />
0<br />
800 1000 1300 1500 1800<br />
Speed (rpm)<br />
NTE limits<br />
4,0<br />
3,5<br />
(g/kWh)<br />
3,0<br />
2,5<br />
Below 20 % of Engine max<br />
Pow er limit<br />
Outs ide legislation<br />
NOx<br />
emissions (<br />
2,0<br />
1,5<br />
1,0<br />
No t t o<br />
Excee d<br />
Emission Limits<br />
0,5<br />
0,0<br />
0 200 400 600 800 1000 1200 1400 1600 1800 2000<br />
Torque (Nm)<br />
800 rpm 1000 rpm 1300 rpm 1500 rpm 1800 rpm Em is sio ns Lim it NTE lim its
Summary<br />
Different NOx-concepts and their complexities<br />
370 kW<br />
13 litre engine<br />
Turbo charging<br />
SCR-only SCR+EGR EGR-only<br />
• Single-stage<br />
• Air-to-air charge air cooler<br />
• Single-stage<br />
• Aftercooled<br />
• VTG<br />
• Two-stage<br />
• Intercooled<br />
• Aftercooled<br />
• VTG<br />
Valve timing • Conventional • Conventional • Variable valve timing<br />
Fuel injection equipment • Pump-line-nozzle<br />
• Pump-line-nozzle<br />
• Common rail<br />
• Low pressure (2500 bar)<br />
NO x<br />
after treatment<br />
• Vanadium SCR + cc-SCR or<br />
• Vanadium SCR<br />
• Zeolite SCR<br />
• None<br />
PM after treatment<br />
t t • DOC (fuel oxidation)<br />
• DOC (NO 2 and dfuel oxidation)<br />
• DOC<br />
• DPF (lower PGM load) • DPF<br />
• DPF<br />
EGR 0 % 15…30 % 40…60 %<br />
Cooling Power 220 kW 260 kW 410 kW<br />
T exhaust difference 0 ºC Up to -80 ºC Up to -200 ºC<br />
Design Complexity + 0 --<br />
Engine Packaging + 0<br />
--<br />
€ 3300 € 5200 € 5400
Conclusion<br />
• It is within reach to continue to use the current engine<br />
technology without EGR to reach the Tier4 or Stage 4<br />
limits in the NRSC and NRTC<br />
• It will be necessary to use a DPF in order to reduce the<br />
particulate numbers down to 10 11 particulates/kWh for on<br />
road vehicles in Europe but this is not necessary for off<br />
road engines<br />
• It is also likely that these soot mass limits can be met<br />
without DPF<br />
• The challenge might be the NTE limits
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