Eaton Aftertreatment System (EAS) for On-Highway Diesel ... - EERE

12 th Diesel Engine-Efficiency and Emissions Research ConferenceEaton Aftertreatment System (EAS) for On-Highway Diesel EnginesHaoran HuEaton CorporationAugust 22, 2006© 2004 Eaton Corporation. All rights reserved.

Agenda‣ Challenges and Opportunities‣ The Development of Eaton AftertreatmentSystem (EAS)‣ Summary

Challenges of Stringent Diesel EngineEmissions RegulationsEvolution of ON-Highway Emissions RegulationsParticulates g kW -1 h -10.14US 20040.120.100.080.060.040.020DPFEatonAftertreatmententJA 2005SystemEU 5US 2010 US 2007EGR012 3‣ Aftertreatment Systems AreRequired to Meet 2010 Ultra-lowNOx Requirements‣ Most Probable Solutions:• Urea SCR Catalysts• NOx Adsorber (LNT)CatalystsNO x g kW -1 h -1Challenges and Opportunities:‣ SCR Catalysts Requires Urea Supply Infrastructure, which Is Unlikely to be Availablefor North America Market by 2009‣ NOx Absorber (LNT) System has Higher Fuel Penalty and Durability Concerns‣ A New Aftertreatment System Is Required

Eaton’s Innovative SolutionEngineOutLNTUreaSCR• NH3 Generated during FuelRich Regeneration Process• Urea Is Converted into NH3• SCR Needs NH3, not UreaEaton Aftertreatment System (EAS)EngineoutFuelReformerLNTNH3SCRSCRoutFeatures:‣ Fuel Reformer Converts HC to H2/CO During LNT Regeneration‣ LNT Produces Ammonia During Regeneration‣ SCR Catalyst Stores and Uses Ammonia for Further NOx Reduction‣ Reduced Catalyst Volume and Cost‣ Synergistic Use of LNT/SCR Catalysts‣ Improved Durability

Chemical Kinetic Mechanism of EatonAftertreatment SystemChemical kinetic MechanismFuelReformerCHO 2H 2 OFuel ReformerCatalystCOH 2CH 4 + ½O 2= CO + 2H 2CO + H 2O = CO 2+ H 2LNTTrapping (lean)NONO + ½O 2= NONO 22LNT CatalystO 2O 2BaO + NO 2+ ½O 2=Ba(NO 3) 2Regeneration (rich)CHCOLNT CatalystH 2Ba(NON 3) 2= BaO + 2NO + 1½O 22CO NO + CO = ½N22+ CO 2NH 35/2H 2 + NO = NH 3 + H 2 OSCRNO xNH 3N 2SCR CatalystO 2H 2 O4 NO + 4 NH 3 + O 2 = 4 N 2 + 6 H 2 O6 NO 2 + 8 NH 3 = 7 N 2 + 12 H 2 ONO + NO 2 + 2 NH 3 = 2 N 2 + 3 H 2 0

Developed Chemical Kinetic Models forSystem SimulationSample LNT SimulationSample SCR SimulationNOx (ppm)1000Exp NOx at SCR Inlet400 1000Simulation900 Exp NOx at SCR Outlet300Experiment750200 500NH3 (ppm)100 250 300NOx [ppm]800 Sim NOx at SCR InletSim NOx at SCR Outlet7006005004002000 0 10060 80 100 120 140 0time (sec)0 500 1000 1500 2000Time [sec]Fully Transient Kinetic Models:‣ Kinetic Mechanisms (21 reactions) Are the Result of Extensive Research‣ Calibrated Kinetic Parameters With Engine Test Data‣ Excellent Tool for Catalyst Development and System Simulation

Two Fully Equipped EngineDynamometers for DevelopmentEngineoutFuelReformerLNTNH3SCRSCRoutPerformance Development– DDC S60 14L Engine• 500 hp @ 2100 rpm– Reformer +LNT +SCR– Fuel Dosing System– Emission Measurement BenchesDesulfation Developmentflow– CAT C9 2004 ACERT Engine• 350 hp @ 2300 rpm– Reformer+LNT+SCR– Fuel Dosing System– Emission Measurement Benches LNT

Excellent NOx Reduction Efficiency atSteady State Test ModesNOx Concentration (ppm)800 2000C100 Average NOx EfficienciesLNT: 74%, SCR: 44%, System: 85%700 1500600 1000LNT NH 3 OutReform er500 500Fueling400 0SCR NH 3 Out300NOx Eng Out12.9 g/cycle200 -1000NOx LNT OutNOx SCR Out3.4 g/cycle 1.9 g/cycle100 -1500-500NH3, ppm and Fueling, grams/min0 -2000500 550 600 650 700 750 800 850 900 950 1000Time (s)Engine Dyno Steady-state C100 Mode:‣ Demonstrated the Effectiveness of NOx Reductions in Both Total NOx Conversions andNOx Spikes (up to 50%) Reduction‣ NH 3Generated During LNT Regeneration and Can Be Stored in SCR Catalyst for NOxReduction‣ SCR Can Contribute up to 20% NOx Reduction Relative to Engine Out NOx

Demonstrated NOx Reductions With 13-mode Steady State Test1000NOx concentration (ppm)90080070060050040030013 Mode Average NOx EfficienciesLNT: 72%, SCR : 32%, System: 81%Engine-out NOxLNT out NOxSCR out NOx20010000 120 240 360 480 600 720 840 960 1080 1200 1320 1440 1560 1680 1800 1920Time (sec)WR2227D2Engine Dyno 13 Mode Steady-state Tests:‣ Over 80% NOx Efficiency, Less Than 4% Fuel Penalty for MY 2004 HD Diesel Engines, andAround 2% Fuel Penalty for 2007 Compliant Engines‣ Significant Reduction in NOx Spikes‣ Fuel Reformer Improves Catalyst Performance at Lower Temperature

Less Frequent Desulfation and ImprovedLNT Durability1.2BSNOx - gm/HP-HR10.80.60.40.2~30% Reduction inDesulfation FrequencyLNT OnlyLNT + SCRUS ‘010 NTE010 20 30 40 50 60 70 80 90 100Desulfation Interval - (Hours)LNT Durability Improvement by Less Frequent Desulfation:‣ SCR NOx Reduction Compensates for Loss in LNT Performance Due to Fuel SulfurPoisoning.‣ Less Frequent Desulfation is Required Comparing With LNT Only Systems‣ Improved LNT Durability by Up to 30% Due to Less Frequent Desulfation

System Performance and Integration on VehicleRoad Test‣ Freightliner Century Class Truck1.00350‣ 2004 DDC S60 Engine‣ Real-time NOx Conversions in TargetedRange‣ Parameters Measured Include:–––––Exhaust NOx & O2 (6 positions)Exhaust Flow Rate (2 positions)Exhaust Temp & Pressure (6 positions)Engine Parameters via J1587Engine EGR and VNT PositionsNOx Efficiency0.903000.800.702500.602000.500.401500.301000.20500.100.0009:44:38 9:46:05 9:47:31 9:48:58 9:50:24 9:51:50 9:53:17 9:54:43TimeSCRLNTFuel ReformerFuel Doser

Simulated System Size and Packaging with2010 NOx Compliant PerformanceNOx Conversion Efficiency1009080706050‘Optimized Baseline’Lower cost & sizeHigher cost & size2010 NOxCompliant401 1.5 2 2.5 3 3.5 4(LNT+SCR) Volume divided by ESVBased on system simulation w/ USEPA 2007 compliant engine

More Space-Efficient Than Urea BasedSCR SystemUREA SCR:SCR catalyst: 2.5x – 3.5x ESVHydrolysis catalyst: 0.5 x ESVDOC: 0.5 x ESVDPF: 1.5 – 2.0x ESVTOTAL SYSTEM VOLUME: 5.0 – 6.5x ESV+ 4.0 – 6.0 x ESV urea tank volumeTypical Urea SCR SystemSCRUrea TankHydrolysis catalystUrea DoserDPFFuel DoserEngineEaton Aftertreatment SystemEaton Aftertreatment:LNT + SCR volume: 2xReformer catalyst: 0.5x ESVESV (engine swept volume)DPF: 1.5 – 2.0x ESVTOTAL SYSTEM VOLUME: 4.0 - 4.5 x ESVSCRDPFLNT NH 3Fuel ReformerFuel DoserEngine

Good for the Environment andSuperior Value for Our CustomersTypical Urea SCR SystemEaton Aftertreatment SystemSCRSCRUrea TankHydrolysis catalystUrea DoserDPFLNT NH 3DPFFuel ReformerFuel DoserFuel DoserEngine• Urea Infrastructure Investment Required• Driver Intervention Required• Tankage/Weight Penalty Required• Penalty for “Failure to Fill” Required• Dual Dosing Systems Likely• Urea Price VolatilityEngine• No Urea Required• Simple, Convenient in Operation• Smaller Package Size• No Weight Penalty• Single Dosing System

Eaton Aftertreatment SystemSummary‣ A New Pathway to Utilize SCR Catalysts for NOx ReductionWithout the Need of Urea Infrastructure‣ An Innovative Method to Mitigate LNT Durability Concerns‣ Demonstrated Technical Feasibility for Meeting 2010 EmissionsRegulations• Achieved Over 80% NOx Reduction Over 13-mode SET Test With LessThan 4% Fuel Penalty for MY 2004 HD Diesel Engines, and Around 2%Fuel Penalty for 2007 Compliant Engines• Developed and Validated Chemical Kinetic Models For System Modelingand Simulation• H2 Generated By Fuel Reformer Improves LNT Regeneration andDesulfation Performance• Developed Control Strategies for System Performance Optimization• Gained Experience in Desulfation, Package, Installation and SystemIntegration• Demonstrated NOx Reductions and LNT Regeneration During On-roadDriving Conditions

12 th Diesel Engine-Efficiency and Emissions Research ConferenceQuestions?Acknowledgement: The author would like to thank Eaton Corporation for itspermission to publish this work, and would like to acknowledge the supports of EatonAftertreatment Team.Contact: HaoranHu@Eaton.com© 2004 Eaton Corporation. All rights reserved.