Diesel Emissions Conference & Diesel Exhaust ... - Integer Research

Part of the Global Diesel Emissions
and AdBlue® / DEF Series
insight
beyond
numbers
Diesel Emissions Conference &
Diesel Exhaust Fluid Forum 2011
insight
beyond
numbers
Oct. 20-22, 2010. Manchester Grand Hyatt, San Diego, CA
Environmental Sponsor:
Diesel Emissions Conference
®
& AdBlue Forum 2011
Silver Sponsors:
Diesel Emissions Conference
®
& AdBlue Forum 2011
Cocktail Sponsor:
Lunch Sponsors:
| innovative Abgasnachbe
Delegate Bag Sponsor:

Reaching Tier 4 and Stage 4 emission
i
standards using a high NOx engine and
different catalyst combinations
Pär Gabrielsson
Company profile
• Founded 1940 by
Dr. Haldor Topsøe
• Process licensor and catalyst
supplier
• Comprehensive R&D activities
• Activities based on catalysts
and processes developed inhouse
• 2000 employees
• 1 billion dollar revenue

Objectives
• Introduction
• Euro 6 for HD applications
• Tier 4 and Stage 4 for Off road applications
• Challenges
• Conclusion
Topsøe Automotive

Topsøe Automotive Developments
• Automotive Vanadium Urea-SCR catalyst
– Full body catalyst including sleeving
• Automotive Non-Vanadium catalytic system
– Zeolite-SCR and oxidation cat
• Ammonia slip catalysts
– vASC
– zASC
• DOC for oxidation of fuels, HC and CO
• Catalytic DPF
– Base metal coating – NO 2 reduction capability
• Urea Injection System
– Concept developed by Topsøe
– Produced by Grundfos
• Retrofit Urea-SCR System
– Sensor based
– Injection algorithms by Topsøe
– Patented injection nozzle technology
Topsøe Automotive Test Centre
• Two new test rigs
• 600 and 250 kW
• Horiba systems
• Transient test rigs
• MEXA analysers
a s
• Diode Laser – LD6
• Gasmet FTIR

System testing for on road HD engines
Emission legislation - HD on road
0,025
0,02
USA
EU
EU5-09
EU4-05
PM (g/kWh h)
0,015
0,01
EPA-10
EU6-13
0,005
0
0 1 2 3 4
NOx (g/kWh)

On road - Euro 6 and EPA 2010 Choices
• DPF and Zeolite SCR
– USA, EU and Japan
• DPF and Vanadium SCR
– EU
• HEAT and Vanadium SCR
– EU
Different NOx-concepts and their complexities
370 kW
13 litre engine
Turbo charging
SCR-only SCR+EGR EGR-only
• Single-stage
• Air-to-air charge air cooler
• Single-stage
• Aftercooled
• VTG
• Two-stage
• Intercooled
• Aftercooled
• VTG
Valve timing • Conventional • Conventional • Variable valve timing
Fuel injection equipment • Pump-line-nozzle
• Pump-line-nozzle
• Common rail
• Low pressure (2500 bar)
NO x
after treatment
• Vanadium SCR + cc-SCR or
• Vanadium SCR
• Zeolite SCR
• None
PM after treatment
t t • DOC (fuel oxidation)
• DOC (NO 2 and dfuel oxidation)
• DOC
• DPF (lower PGM load) • DPF
• DPF
EGR 0 % 15…30 % 40…60 %
Cooling Power 220 kW 260 kW 410 kW
T exhaust difference 0 ºC Up to -80 ºC Up to -200 ºC
Design Complexity + 0 --
Engine Packaging + 0
--
€ 3300 € 5200 € 5400

Emission reduction strategies
• Source AVL SAE paper 2001-01-0186
Fuel – Urea cost comparison
215
Lowest CO 2 emission
ion (g/kWh)
Fu uel consunmpti
210
205
200
195
Urea cost equivalent
Fuel consumption
Assumptions
190
SCR EGR+SCR EGR
– Baseline: Euro IV engine, BSFC = 198 g/kWh
– SCR-only: 1-2% fuel penalty due to lower NOx calibration, thermal management
and added backpressure, 7% urea consumption w.r.t. fuel consumption
– EGR+SCR: 3-5% fuel penalty, 2% urea consumption w.r.t. fuel consumption
– EGR-only: ~7% fuel penalty
– AdBlue price is 35% of diesel price (€ 0,5/litre or $2.6 /gal)

DPF and Zeolite SCR
Exhaust brake
DOC
DPF
Urea dosing
Urea distributor
SCR catalyst
ASC catalyst
t
WHTC DPF and SCR

Setup –HEAT SCR
Urea dosing
Urea distributor
SCR catalyst
ASC catalyst
WHTC – HEAT-SCR

System testing for off road engines
Emission legislation - Off Road Engines
0,04
0,035
USA
EU
PM (g/kWh h)
0,03
0025 0,025
0,02
0,015
0,01
0,005
Stage 4-14
Tier 4 -11>14
Stage 3b-11
0
0 0,5 1 1,5 2 2,5
NOx (g/kWh)

Off road – Tier 4 and Stage 4 choices
• DPF and Zeolite SCR
• DPF and Vanadium SCR
• Vanadium SCR
Effect of NO 2 on NOx conversion
• Test case with 34 liter SCR w and w/o 10 liter Pre-DOC
• By increasing the SCR volume we observe almost the
same effect as with a pre-DOC
100%
NOx con nversion and NO2/Nox ratio (%)
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
150 200 250 300 350 400 450 500 550
Temperature (°C)
w/o DOC @ 10 ppm NH3
w DOC @ 10 ppm NH3
w/o DOC NO/NOx
w DOC NO/NOx
Calculated 34 + 10 liter
DNXR

Results with On road engine not tuned for
NRTC and NRSC
Setup –HEAT SCR
Urea dosing
Urea distributor
SCR catalyst
ASC catalyst

NRTC -Vanadium HEAT-SCR
Setup –DFP and Zeolite SCR
Exhaust brake
DOC
DPF
Urea dosing
Urea distributor
SCR catalyst
ASC catalyst
t

NRTC-DPF and Zeolite SCR
Results with Off road engine tuned for
g
NRTC and NRSC

Experimental set up
SCR
Mixer
ASC
ISO-8187 C1 stationary test
120
En ngine Loa ad (%)
100
80
60
40
20
0
-20
10%
10%
15%
10%
15%
10%
30%
0 20 40 60 80 100 120
Engine speed (%)

Test with NRSC C1 cycle
NRSC ISO8178 C1
HD off road engine with 34L DNXR805 + 12L ASC
35,00
30,00
25,00
NOx
[g/kWh]
20,00
15,00
10,00
5,00
Engine Out
After SCR
After ASC
6,18 g/kWh
0,35 g/kWh
0,00
1 2 3 4 5 6 7 8 Weighted
Mode Number
0,51 g/kWh
NRSC C1 cycle conversions
NRSC ISO8178 C1
HD off road engine with 34L DNXR805 + 12L ASC
100%
90%
80%
]
Nox conversion [%]
70%
60%
50%
40%
30%
After SCR
After ASC
20%
10%
0%
1 2 3 4 5 6 7 8 Weighted
Mode Number

NRTC test with SCR
Accumulate ed Nox [g/kW Wh]
Accumulated NOx over Time, tested with 20 min soak between cycles (EU)
HD off road engine with 34L SCR and 12L ASC
8 NRTC Engine Out
450
NRTC Cold After SCR
7 NRTC Warm After SCR
400
6
5
4
3
2
6,69
USA
EU
350
300
250
200
150
100
]
Temp Befo ore SCR [°C]
1
0
0
0 200 400 600 800 1000 1200 1400
Time [s]
0,53
0,25
0,28
50
0,26
NRTC test with SCR and ASC
Accumulated NOx over Time, tested with 20 min soak between cycles (EU)
HD off road engine with 34L SCR and 12L ASC
8 NRTC Engine Out
450
7
NRTC Cold After ASC
NRTC Warm After ASC 6,75
400
Accumulate ed Nox [g/kW Wh]
6
5
4
3
2
USA
EU
350
300
250
200
150
100
]
Temp Befo ore SCR [°C]
1
0
0,67
0,47
0,45
0
0 200 400 600 800 1000 1200 1400
Time [s]
50
0,43

NRTC and ammonia slip
600
500
400
ASC Emissions warm NRTC
HD off road engine with 34L SCR and 12L ASC
NH3 After SCR Warm
NH3 After ASC Warm
N2O After ASC Warm
NOx production
Temp Before ASC
NOx, NH H3, N2O [ppm m]
300
200
100
0
0 200 400 600 800 1000 1200
-100
-200
Time [sec]
Challenges

Euro 6 testing
• Injection strategies
– Improved performance with injection strategies
– Could be a key to achieve the lowest NOx level
/kWh)
NOx (g
2
18 1,8
1,6
1,4
1,2
1
0,8
0,6
0,4
02 0,2
0
500 550 600 650
Inj. Strat. SCR out
Inj. Strat. ASC out
Fixed ANR SCR out
Fixed ANR ASC out
Urea dosage (g)

Temperature mapping
2000
1800
550 500
500
T orque (Nm m)
1600
500
450
450
1400
400
400
1200
450
400
1000
NTE Area
350
350
800
350
300
300
600
300
20% Power
400
250
250
250
200 200
200
200
200
0
800 1000 1300 1500 1800
Speed (rpm)
NTE limits
4,0
3,5
(g/kWh)
3,0
2,5
Below 20 % of Engine max
Pow er limit
Outs ide legislation
NOx
emissions (
2,0
1,5
1,0
No t t o
Excee d
Emission Limits
0,5
0,0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Torque (Nm)
800 rpm 1000 rpm 1300 rpm 1500 rpm 1800 rpm Em is sio ns Lim it NTE lim its

Summary
Different NOx-concepts and their complexities
370 kW
13 litre engine
Turbo charging
SCR-only SCR+EGR EGR-only
• Single-stage
• Air-to-air charge air cooler
• Single-stage
• Aftercooled
• VTG
• Two-stage
• Intercooled
• Aftercooled
• VTG
Valve timing • Conventional • Conventional • Variable valve timing
Fuel injection equipment • Pump-line-nozzle
• Pump-line-nozzle
• Common rail
• Low pressure (2500 bar)
NO x
after treatment
• Vanadium SCR + cc-SCR or
• Vanadium SCR
• Zeolite SCR
• None
PM after treatment
t t • DOC (fuel oxidation)
• DOC (NO 2 and dfuel oxidation)
• DOC
• DPF (lower PGM load) • DPF
• DPF
EGR 0 % 15…30 % 40…60 %
Cooling Power 220 kW 260 kW 410 kW
T exhaust difference 0 ºC Up to -80 ºC Up to -200 ºC
Design Complexity + 0 --
Engine Packaging + 0
--
€ 3300 € 5200 € 5400

Conclusion
• It is within reach to continue to use the current engine
technology without EGR to reach the Tier4 or Stage 4
limits in the NRSC and NRTC
• It will be necessary to use a DPF in order to reduce the
particulate numbers down to 10 11 particulates/kWh for on
road vehicles in Europe but this is not necessary for off
road engines
• It is also likely that these soot mass limits can be met
without DPF
• The challenge might be the NTE limits