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1999-01-0108
Sam Geckler
FEV Engine Technology, Auburn Hills
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Copyright 1999 Society of Automotive Engineers, Inc.
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Printed in USA
1999-01-0108
Sam Geckler
FEV Engine Technology, Auburn Hills
Copyright 1999 Society of Automotive Engineers, Inc.
ABSTRACT
Currently, throughout the world combustion engine development is influenced by two primary concerns. First is
the increasing concern for global warming, and second is
the concern over particulate and oxides of nitrogen emissions, each of which affect the environment and human
health because of the particles' toxicity and ground level
ozone production, respectively.
1 INTRODUCTION
Because of environmental concerns associated with Diesel exhaust emissions, emission limits for Dieselpowered vehicles have been reduced throughout the
world. Figure 1 shows the emission standards currently
in force in the European Community and those to be
implemented in the near future [1].
To address the global warming issue, in late 1997, various nations approved the Kyoto Protocol to reduce CO2
emissions because of its identified contribution to the
greenhouse effect. The Diesel engine is the most efficient
power plant for mobile and stationary purposes and,
thus, Diesel engines are considered to be one alternative
to gasoline engines to reduce fuel consumption and,
thus, CO2 emissions.
1,5
Emission [g/km]
To address the emission concerns, the European Community and the U.S. Environmental Protection Agency
(EPA) proposed emissions standards prescribing substantial reductions of NO X and PM emissions [1,2]1. As a
result of these proposed standards, reductions in particulate and NOX emissions have become major challenges
in Diesel engine development. Unfortunately, in the paradigm of Diesel engine development, ultra low emissions
and very low fuel consumption are two opposing objectives. Moreover, NOX reduction from lean exhaust is fundamentally difficult because of the excess oxygen
present. Particulate mass emissions from modern Diesel
engines are already on very low levels; however, recently
particulate numbers rather than particulate mass have
attracted much attention and, thus, further reductions are
necessary.
1,0
Currently no Limitation of
NOX as a Single Pollutant
0,5
0,0
CO
NOx
NOx + HC
PM
This paper describes new approaches to ultra low emission Diesel vehicles that comply with the proposed emission standards. Advanced exhaust gas aftertreatment
1
the most severe emission standards. In 1997, the California Air Resources Board (CARB) announced proposed
light-duty LEV II emission standards listed in Table 1 [2].
Combustion
System
Steady-State
Application
Table 1.
*)
Category
NOX [g/mi]
PM [g/mi]
TLEV
0.6
0.04
LEV
0.07
0.01
ULEV
0.07
0.01
SULEV
0.02
0.01
Vehicle
Application
Exhaust Gas
Aftertreatment
Ultra low emissions and minimum fuel consumption, however, are targets which readily oppose each other, and
therefore, exhaust aftertreatment might play an important
role to overcome the dilemma. Emissions of oxides of
nitrogen and particulate matter are the subject of particular concern, hence advanced aftertreatment systems
focus on the reduction of these pollutants.
It is now clear that both engine and aftertreatment technology must make a significant contribution towards
achieving either EURO 4 or LEV II compliance.
Furthermore, it is now widely understood that during the
development of a Diesel engine combustion system, the
engine control and aftertreatment system technology
must be considered jointly, as depicted in Figure 2, since
modern, highly flexible engine control systems make it
possible to consider the requirements of the aftertreatment system. To comply with future emission standards it
is more important than ever to consider the typical needs
of the aftertreatment system from early in the engine
development process. If, for example, the engine is calibrated for ultra-low HC emissions, some NOX-reducing
technologies may not be effective.
0.15
Particulates [g/km]
MY 97
0.10
MY 96
Euro II
MY 98
Euro IV
Prototypes
0.00
0.00
0.25
0.50
0.75
1.00
HC+NOx [g/km]
1.25
1.50
Table 2.
DeNOx Technologies
Technology
Reductant
Maximum NOX
Reduction
HC
15 % 1)
Lean NOx
(active)
HC supplement
30 % 1)
SCR
Urea, Ammonia
65 % 2)
NOX Adsorber
Catalysts
HC, CO, H 2
54 % 3)
10 / 50 % 4)
1)
The designation Lean NOX refers to technologies relying on hydrocarbons as the reductant. Passive Lean NOX
systems use the hydrocarbons present in the raw engine
exhaust. Unfortunately, the hydrocarbon concentration in
Diesel exhaust is inherently low and, thus, maximum
NOX conversion with passive systems is currently limited
to approximately 15 %. By supplying additional hydrocarbons, e.g., by means of post-injection, maximum NOX
conversion rates can be increased to about 30 % (such
systems are referred to as active systems).
After reflecting on these results it seems prudent to envision a system that does not require water to be stored
on-board. A reductant - probably one other than Urea could be stored in a canister or a cartridge. Without the
need for additional on-board water, as much as 60 % in
reductant volume and about 70 % in reductant mass can
be saved compared to a conventional Urea/water SCR
system. With such a system, refilling intervals of about
15,000 to 30,000 km appear achievable, hence the cartridge could easily be exchanged during maintenance or
service intervals. There are at least two (2) persuasive
arguments supporting this technology:
An evolving technology for NO X removal is the non-thermal plasma device [10]. It is, however, not clear whether
non-thermal plasma technologies are suitable for vehicle
application, and research on this technology is ongoing.
The results of these investigations shall be presented in a
future paper on the technology.
When NOX conversion rates of more than 60 % are
required, only two (2) promising technologies are currently available:
NOX Adsorber Catalysts (NAC) An emerging technology is the NO X adsorber catalyst which relies on chemical adsorption of NOX in lean exhaust and periodic
regeneration under rich conditions. Principles of this
technology are described in [12,13,14]. For lean burn
gasoline engines, the NOX adsorber catalyst is currently
the most promising aftertreatment technology, and some
production direct injection gasoline vehicles already use
these catalysts.
3,0
Lean
Rich
2,5
2,0
1,5
1,0
0,5
0,0
1 bar
2 bar
4 bar
1 bar
2 bar
4 bar
10000
HC [ppm]
7500
5000
2500
250
0
CO [%]
2
0,15
0,10
0,05
0,00
1 bar
2 bar
4 bar
6
Lean
Rich
5
4
3
2
Table 3.
Technology
Lean NOx
(passive)
Lean NOx
(active)
SCR
NOX Adsorber
Catalysts
Plasma Technologies
1 bar
2 bar
4 bar
BSFC [g/kWh]
1200
1000
800
600
200
2 bar
4 bar
300
NOx [ppm]
[1]
200
4
3
2
1
100
upstream NOx Adsorber Cat.
Preferred Application
light- and medium weight vehicles
400
1 bar
Time
Figure 7. Adsorption/Regeneration Test Cycle at n =
2,000 rpm, BMEP = 2 bar, Exhaust Gas
Temperature = 300 C (NO X Adsorber Catalyst
provided by Engelhard Technologies)
Muffler
Oxidation Catalyst
Diesel Particulate Filter
10
100
Particle Diameter [nm]
0,15
1000
Particulates [g/km]
10
10
9
10
8
10
7
10
6
10
5
10
4
10
3
10
2
10
1
10
THC+NOx = 25 % Production
0,10
Vehicle
PM = 95 %
0,05 EURO 3
Modified EGR +
Lean NOx Catalyst +
Diesel Particulate Filter
EURO 4
0,00
0,0
0,5
1,0
1,5
600
Exhaust Gas Temperature
400
200
Backpressure
0
0
10
15
Time [h]
Figure 11. Typical Backpressure and Exhaust Gas
Temperature Traces, Mileage: 500 km
6
20
C + NO2
C + O3
C + 2 OH
600
400
200
10
Time [h]
15
CO + NO
CO + O2
CO + H2O
0,8
Backpressure
20
Backpressure [bar]
0,6
0,4
0,2
0,0
Time
Figure 13. Backpressure Traces with and w/o PlasmaTreatment (2.5 l DI Diesel Engine, n = 1,500
rpm, BMEP = 2 bar, T = 230 C)
As described before, this technology was originally developed to reduce NOX in a lean exhaust environment. It
was, however, discovered that the process can be
designed to enhance the oxidizing pathway rather than
the reducing pathway, and thereby, form oxidizing species
like NO2, O3, O*, and OH. Using these species soot
Although, in contrast to NOX adsorber catalyst regeneration, DPF regeneration appears to be easier. With commercially available pressure sensors a closed-loop
control strategy can be realized. Furthermore, if the
7
100
80
Engine Technology
60
40
DPF Technology
NOx Adsorber
20 or SCR
Technology
Lean NOx
Technology
0
0
Combined DPF Regeneration Systems Another promising approach to DPF regeneration may be the combination of a passive system with an active one. In this case,
the fuel additive or the coated DPF covers the medium
and high temperature operating range and an additional
active system functions as a stopgap measure only if the
engine is operated at low load conditions resulting in
excessive backpressure.
20
40
60
80
NOx Emission Level [%]
100
ACKNOWLEDGEMENTS
The authors gratefully acknowledge Engelhard Technologies for supporting the work on NO X adsorber catalyst
regeneration.
The authors also thank Johnson Matthey Catalytic Systems Division for supporting the work included on lightduty Diesel truck particulate regeneration.
REFERENCES
1. EC Press Release 98/230 (July 07, 1998)
Data,
Kraftfahrtbundesamt
Flensburg
7. Lders, H.; Backes, R.; Hthwohl, G.; Ketcher, D.A.; Horrocks, R.W., Hurley, R.G.; Hammerle, R.H. An Urea Lean
NOX Catalyst System for Light Duty Diesel vehicles, SAEPaper No. 952493 (1995)
8. Krmer, M.; Abthoff, J.; Duvinage, F.; Krutzsch, B.; Liebscher, Th. Chancen von Abgasreinigungskonzepten fr
den Pkw-Dieselmotor mit schwefelfreiem Kraftstoff, 19.
Internationales Wiener Motorensymposium (1998)
13. Strehlau, W.; Hhne, J.; Gbel, U.; Trillaart, J.A.A.; Mller,
W.; Lox, E. New Developments in the Catalytic Exhaust
Gas Aftertreatment of Lean Burn Engines, Graz Conference Engine and Environment (1997)