Diesel Emission Control in Review Tim Johnson Corning Incorporated

Diesel emission control technology is making significant progress General technology approaches to hitting the regulations y y

widespread filter usage in Japan and SCR in Europe in 2005 LDD: 30-60% NOx control for Euro V; 70-80% NOx for US

Filter technology y y y

reliable regeneration improved properties ash storage and management

NOx solutions y y

SCR focus is on low temperature performance New NOx adsorber approaches are emerging

Integrated solutions y y

SCR/DPF are on vehicles LNT/DPF in commercial sales

1

Regulations and Approaches

Heavy-duty diesel regulations are progressively tightening this decade; Japan is leading the way 0.14 US2004 (2002) DOC

PM, g/kW-hr; ESC test

0.12 0.1

Euro III 2000 nothing

0.08 0.06 US2010 DPF+NOx

0.04

Japan 2005 DPF

0.02

Japan 2008? US2007 DPF+NOx DPF

0 0

Euro VI 2010? DPF+SCR

1

Euro V 2008 SCR

2

Euro IV 2005 SCR

3

4

5

6

NOx, g/kW-hr; ESC test

2

Depending on weight and calibration, Euro LDD may need 35 to 60% NOx and 90 to 95% PM emission control reductions. LEV2 and Tier 2 Bin 5:

Low PM calibration Low NOx calibration

70 - 82% NOx

FEV, Vienna Motorsymposium 5/03

To meet non-road proposals, advanced emission control won’t be need advanced emission until about 2011 US „PM,

2011-13: 0.013 to 0.026 g/kW-hr „NOx, 2011-14: 0.39 g/kW-hr

Europe „PM,

2010-11: 0.025 g/kW-hr „NOx, 2010-11: 1.0 to 3.5 g/kW-hr

Speed, RPM Load, ft-lbs.

Speed and Load Series for Draft Non-Road Transient Test Cycle 120 100 80 60 40 20 0

Speed Load

0

500

1000

Time, sec

3

Diesel Oxidation Catalysts (DOC) „Long

track record „Readily Available and Effective

DOCs Destroy Large Fractions of Toxic Emissions mg/bhp-hr

12 10 8

11.36 9.41 6.8

6 4 2

2.8 1.86 0.2

0

1.29 0.8 0.1 0.56

Toxic Hydrocarbon Compounds Reduced by 68% PAH Emissions Reduced by 56% Greater Reductions Possible with Low Sulfur Fuel

s e e e n H yd hyd olie en A i h P r ad de Ac de ut al al t B e rm 3 Ac 1, Fo

Before

After

Source: MECA 1999

4

Diesel oxidation catalysts are very effective in removing organic fraction of PM (HC toxins), but not carbon soot fraction Elemental and Organic Carbon

Elemental and Organic Carbon

DOC with 1985 DDC V92

DOC with 2000 CAT 3406C 0.9

0.9

0.8

0.8

0.5

0.7

Without DOC

with DOC

0.6

0.4

Without DOC

with DOC

0.5 0.4

0.3

0.3

0.2

0.2

0.1

0.1 0.0

0.0 10

25

50

75

10

100

25

50

75

Load (%)

Load (%)

EC

EC

OC

Depending on load, DOC eliminates 16 to 23% total PM, but 50 to 75% of organic fraction of PM. Elemental carbon largely unaffected. 350 ppm sulfur fuel

100

OC

For old engine technology, DOC eliminates 30 to 63% of PM, but up to 75% of organic fraction of PM. Slight elemental carbon reductions. 150 ppm sulfur fuel

CE-CERT, Univ CA Riverside

Results on Euro II Olympion bus, g/km HC CO NOx PM 0.654 1.516 1.400 0.182 -11% +5% -18% -43% -92% -96% -1% -22% -92% -97% -21% -70%

Baseline (ULSD) 20% WBF DOC 20% WBF + DOC

CO2 1.404 -3% +3% -4%

Using emulsion plus DOC drops HC and CO by >92%, NOx by 20%, PM by 70%.

ex c hp

75%

58%

5h p

tra c

90

35%

76%

19 93 9

47%

to r/m ow er

av at or

ga rb ag et hp 10

80% 70% 60% 50% 40% 30% 20% 10% 0%

19 92 1

Depiction of how water emulsions improve combustion.

% Reduction Compared to Baseline Diesel

ru ck

Water-blended fuel with DOC provides balanced emission reductions.

19 97 3

g/min

0.6

g/min

0.7

18%

NOx

PM

courtesy of Lubrizol-Canada

Lubrizol-Canada SAE2000-01-0182

5

Fuel Borne Catalysts and DOC can provide impressive results with or without ULSD fuel

% Reductions vs Baseline No. 2D

60% 50%

50

50

47

44

43

40% 30%

25

20%

HC 10% 0%

41

CO

16

NO2 PM 5

NOx FBC/DOC/ULSD

(Aged 1,000 hours on FBC/ULSD)

HC

CO

NO2 PM 0

FBC/DOC/No.2D

(Aged 1,000 hours on FBC/No.2D)

No. 2D = 350ppm Sulfur ULSD = 16:1. Percentages indicate level of required NOx.

Passive regeneration requires appropriate temperature. Too hot, and NO2 can not be formed. Too cold and kinetics of oxidation are too slow. Caterpillar ATA TMC 6/03

6 cyl DI/TCI, 9 liter, 200kW engine with unit injections. AVL JSAE 20015347

Active regeneration is needed if passive regeneration is not acceptable C + O2 = CO2

• Heat needs to be actively added to increase temperature to get fast oxidation. •Uncatalyzed filters need T>600C • Fuel borne catalyst systems need T>300–500C depending on formulation.

CSF oxidize soot at 50 - 100C less than FBC and 150C less than uncatalyzed systems; 75 g/ft3 pt. Umicore, SAE 2003-01-3177

•Catalyzed soot filters need T>300450C depending on formulation.

8

Fuel burning system can be used to aid filter regeneration Compressed Air Tank

MV 1 MV 2 MV 3

Burner / Filter Unit

Pressure reducer Mixing Chamber

EV LV MV 4

Diesel Fuel Tank

ZFG

TB

TvF

TnF

Power draw of the burner to heat exhaust to 650C depends on the load point. 2% instantaneous fuel penalty is typical

PG M

Control Unit

PL D+ V 15 30 Diagnosis

11 l DI/TCI Diesel Engine with cooled EGR (EURO 4) 20 18

Complete burner system for retrofit applications. OEM applications might use an air pump instead of compressed air.

Power in kW

16

BMEP (bar)

14 12 10

70

8

40

25

4

ArvinMeritor (Zeuna Staeker), AVL International Commercial Powertrain Conference, Budapest, 10/01

35

30

6

50

60

45

2 800

1000

1200

1400

1600

1800

Engine speed (rpm)

Other active regeneration systems „ „ „ „

Electrical heating of gas Injection of fuel into oxidation catalyst under lean conditions Intake throttling to decrease air:fuel ratio Advanced combustion techniques (new vehicle applications)

9

One Japanese HDD filter development strategy is detailed; throttling and fuel injections for DPF regeneration; uncatalyzed filters chosen

Fuel injection: heat the filter

Intake throttling: heat the DOC

Mitsubishi FUSO SAE 2003-01-3182

Alternative combustion strategies are moving forward and delivering T and HCs when needed Lean

• HC levels are rather high for alternative combustion strategies (3+ g/kW-hr) •NOx is relatively low (