Heavy Duty Diesel Engines Developed from Euro 3 to Euro 4

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1 SIAT 5 Dr. Klaus P. Mayer, Vice President Marketing Development Rolf Dreisbach / Head of Engine Development AVL Peter Wuensche / Product Manager AVL Emission Legislation Limits and fuel economy Limits and Fuel Economy Transient Test Cycles Particulates g/kwh BSFC g/kwh India Europe USA Japan China Euro 5/8 Euro 4/5 Euro 3/ Euro /995 Trade-off with current technology (w/o EGR) for US 98 / EU 3 Legislative requirement (NO x ) Market requirement 3 4 NO x g/kwh

2 Emission Legislation: Transient Test Cycles Emission Legislation: Development Focus Load - % Load - % Japan TC Europe ETC USA FTP Speed - % Speed - % 6 Comparison of transient cycles Relation of frictional to effective.8 kj/dm 3 Volume specific.6.4. Effective.4 Frictional Japan Effective.3 Frictional USA Effective.56 Frictional Europe Cooled EGR and Particulate reduction NO x reduction with SCR 7 8

3 Euro 3 Cooled EGR and Particulate Reduction Hardware Requirements with DPF for Euro 4 Base engine: Mechanically sound engine Lube oil consumption <,g/kwh Peak firing pressure potential bar High performance EGR-system Improved vehicle cooling system Fully flexible FIE with > 6 bar -stage turbocharging for > 3 kw/l Displacement liter / cyl. Rated speed - 6 rpm Combustion system high EGR tolerance combustion bowl for low soot in oil alternative combustion at part load for temperature management Diesel particulate filter >7% eff. Euro 4 Air filter Air flow meter ModulatedEGR-Ratecontrol valve Intake manifold EGR cooler EGR valve Venturi Check valve (optional) Air / Air Intercooler 9 EURO 4 Limits ESC Test Results, 3 kw HDDE Prerequisite: Conversion Rate of Oxicat > 6 % PM - after Oxicat HC CO tot insol sol Test results BSFC Torque [Nm], [ppm] Dynamic EGR Control: Model Based Controller Time [sec] 5 R&D engine liter L6 EGR on Torque Smoke Torque [Nm], [ppm] Load response at speed B ~ 5 rpm to % load Lightabs [/m] EGR off: high, small smoke puff EGR on: low, enormous smoke puff, torque increase too slow Dynamic EGR control: low, small smoke puff Time [sec] Torque [Nm], [ppm] Torque Smoke 5-5,,5,,5 -,5 Lightabs [/m] Torque Smoke Time [sec],,5,,5 -,5 Lightabs [/m]

4 EURO 4 Limits ETC Test Results, 3 kw HDDE PM - after Oxicat HC CO tot insol sol Test results BSFC Max. Power Output (kw) EGR Heat Rejection R&D engine liter L6 Max. Power Output Measured at cycle point C, % load for emission levels up to Euro 5 EGR-Heat Rejection EGR - Heat Rejection (kw) Prerequisite: Conversion Rate of Oxicat > 6 % 3 BSFC opt. w/o EGR Euro3 w/o EGR Euro3 with EGR Euro4 with EGR Euro5 with EGR 3 4 Euro 3 Cooled EGR and Particulate Reduction Hardware Requirements with POC for Euro 4 Base engine: Mechanically sound engine Lube oil consumption <,g/kwh Peak firing pressure potential bar High performance EGR-system Improved vehicle cooling system Fully flexible FIE with > 8 bar -stage turbocharging for > 3 kw/l Displacement liter / cyl. Rated speed - 6 rpm Combustion system high EGR tolerance combustion bowl for low soot in oil alternative combustion at part load for temperature management Particulate oxidation catalyst > 5% Euro 4 5 Engine Concept Requirements Hardware Requirements with SCR for Euro 4 Euro 3 Base engine: Mechanically sound engine Lube oil consumption <,g/kwh Peak firing pressure potential 35 bar No EGR-system Fully flexible FIE with > 6 bar Peak firing pressure potential 45 bar 4 Valve cylinder head Combustion system Combustion bowl for low soot in oil Alternative combustion at part load for temperature management Displacement litre / cyl. Rated speed - 6 rpm Specific power 6.4 kw / litre SCR system > 6%NO x, 5%PM eff. Euro 4 6

5 Base engine Exhaust gas aftertreatment Technical Requirements for Emission Reduction NO x -Reduction Injection timing retardation Turbo-charging and intercooling Cooled EGR Smoother combustion as achievable e.g. by injection rate shaping 7 8 Technical Requirements for Emission Reduction Soot-Reduction: Maintaining sufficiently high burnt-gas temperature towards the end of combustion to promote in-cylinder soot burnup (post injection) high oxygen content and high cylinder pressure by higher boost pressure for higher overall air-fuel ratio higher injection pressure for higher local air-fuel ratio 9 8- Insolubles (Soot-in in-oil) % Solving the Soot-In-Oil Problem: Effect of Combustion Bowl Shape Medium Duty EURO3 Engine 3 kw/liter, 4 Valves/Cyl. Common Rail FIE w/o Oil Centrifuge Oil Soot Growth Rate % / h Traditional Bowl Shape New Bowl Shape Running Time of Soot-in in-oil ESC Test Procedure hours..5.5.

6 % of Time above t Exh Emission Development: Requirements for Euro 4 - Critical Temperatures for Exhaust Aftertreatment Adsorbtion only Japan Transient Test Cycle Oxicat Temperature Range of Skip Loader (Field Test) in City Traffic during Summer and Winter SCR Continuous Soot Regeneration by NO Adsorber Regeneration with EGR w/o EGR 9L / kw EURO4 HD Diesel Engine with Cooled EGR and CRT USHDDTC ETC with EGR ETC w/o EGR Exhaust Temperature t Exh. before Aftertreatment System Inlet Head Advantages Challenges Emission Reduction Technology EGR Particulate Reduction with DPF Catalyst Section Filter Section Pt - Oxidation Catalyst Oxidation of NO to NO : NO O NO High PM conversion rates Outlet Head Regeneration: min. 5 C exhaust gas temperature Low sulfur fuel required to avoid too frequent maintenance due to ash accumulation Wall Flow Filter Conversion of stored soot: C NO CO NO at temp deg C C O CO at temp. > 55 deg C Source: Johnson Matthey Advantages Challenges Emission Reduction Technology EGR Particulate Reduction with POC Mechanism and Effectiveness: Carbon-PM oxidized by NO being formed in Oxicat HC, Sol-PM and CO oxidized in Oxicat Conversion Rates (ESC & ETC): Particulates: η PM 5%, Target: η PM 7% by further development Hydrocarbon: Carbon monoxide: η HC 85% η CO 9% Porous Section No risk of filter blocking, no active regeneration Small packaging volume Lower conversion rates compared to DPF Requires higher fuel injection pressure Low sulfur fuel required Principle of Particle Deposition in Porous Smooth Section of Mixing Section Source: Emitec GmbH and MAN 3 SCR - Selective Catalytic Reduction Urea-water Tank Exhaust in Pump Air sensor Urea injection Temp. in Urea-SCR ECU SCR catalyst Temp. out CAN port Air flow sensor Intake air Exhaust out 4

7 Emission Reduction Technology Selective Catalytic Reduction - SCR US-EPA No x Adsorber Concept Schematic representation Two flow-paths rejoined (net-oxidizing conditions) Desorption Adsorbers Adsorption CDPF CDPF Exhaust-flow control valve Minor Exhaust Flow Major Exhaust Flow Secondary fuel injector (on) 6L / 94 kw HD Diesel Engine with Common Rail Injection System and Cooled EGR Secondary fuel injector (off)... sensors... UEGO sensors (O ) -7 Advantages Challenges Better fuel economy compared to EGR part. reduction Urea infrastructure required Regeneration: min. C exhaust gas temperature Low sulfur fuel required Oxicat Adsorbers Catalyzed DPFs x 9 = 38L Total Catalyst Volume 7L 5L ( x 7) x = 8L Achievements: h = 94% steady state / 95% transient Fuel consumption impact due to secondary fuel and increased back press: to 3% Source: SAE-Paper Potential of low intake air temperature Potential of low intake air temperature Potential of cooled EGR 7 4 [g/kwh] 3,5 3,5 44 rpm Constant EGR rate Intake air temperature[ C].4 bar bmep 8.3 bar bmep 8

8 Potential of cooled EGR Euro 5 Euro 4 Euro 3 BSFC (g/kwh) 3 Extreme EGR cooling Status Dec. 3 Better EGR-Cooling & earlier SOI BSFC for SOI = Status Sep. EGR-Rate % EGR-Rate 4% EGR-Rate % EGR-Rate 5% Status May 9,,5,,5 3, 3,5 4, 4,5 5, (g/kwh) 9 3 Conclusion and Summary The development for Euro 4 compliance can start from a well developed Euro 3 engine Exhaust gas aftertreatment must be applied Two options for the Indian market are recommended: Cooled EGR and the Particulate Oxidation Catalyst, requiring an 8 bar common rail injection system SCR, requiring the logistics for Urea supply SIAT 5 Thank you for your attention! Dr. Klaus P. Mayer, Vice President Marketing Development Rolf Dreisbach / Head of Engine Development AVL Peter Wuensche / Product Manager AVL 3

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