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Dr. K. C. Vora Head, ARAI Academy The Automotive Research Association of India, Pune
13 mode Diesel Emission > 3.5 T GVW CNG, LPG emission revision PUC revision for 2/3 wheelers, CO, HC & NOx for gasoline & cars & CVs diesel vehicles Bharat Stage I for 2/3 wheelers Evaporative emissions and cold start Bharat Stage I for 4 wheeler in India for petrol < 3.5 T GVW. Catalytic converters for gasoline cars Bharat Stage II for 4 wheeler in Metros in Metros
Before 2000
2000-2004
2005 onwards
Euro 3
Euro 4
Euro 5
200
100 0
Gasoline Diesel
Fuel Quality (Sulphur Level) is critical for controlling Emissions Source: CAI-Asia
Ref: M. Walsh, Clean Fuels in China (June, 2003)
Emissions g/km)
8.5* 4.5
3.6
2.0 2.0 1.5 1.5 1.0 1.0
1991
1996
2000 Year
2005
2010
CO
HC+NOx
* Only for HC
Emissions, g/km
2.25 2.25
1.25
1.25
2010 HC+Nox
35
30
0.14
0.16 0.14
Emissions, g/km
30 25 0.1
12*
20
15 10 5 0 0.05 5
2
2.72 0.97
0.5
1 0.85
0.5
0.02 0
1991-
1996
2000
2005
2010 CO
HC+Nox
PM, g/km
0.12
PM
**
**
- For 1020 Rm < 1250 & For cc 1400 ; * Only for HC;
*
-
**
**
CO
HC NOx HC+NOx PM
1.2
1.2 1.2 NA NA
1.1
NA 1.0 1.0 1.2
Deterioration factors became applicable for gasoline and diesel vehicles (fitted with catalytic converter) from 1st December 2002. or 30,000 km Durability for 2-W & 3-W and 80,000km durability for four wheelers.
SPEED(km/hr)
80
100
Distance km 3.948
Idle time Accel. Decel time Max Decel ratio Time ratio ratio m/s3 0.63 % 14.81 % 38.89 % 34.26
SALIENT FEATURES OF EURO III & EURO IV More stringent exhaust limits for Euro 3 and Euro 4
Enhanced evaporative emissions requirements with new 24-hour diurnal test (temp profile 200C-350C)
Low temperature test for Gasoline vehicles Measurement of HC and CO at -70C during first 780 seconds of revised urban and extra urban cycle Reference fuel option with higher RVP and density In-use durability requirements Euro 3 : 80,000 km or 5 years. Euro 4 : 100,000 km or 5 years
New
In-use conformity testing with durability distance of 100,000 km for Euro 4 Revised evaporative emissions test On-board diagnostics (OBD)
--
0.68** -0.68**
--
ETC tests CH4 NOx PM CO HC NOx PM m-1 CO NMHC CH4 NOx PM 1.6 5.0 0.16 2.1 0.66 5.0 0.10 0.8 5.45 0.78 1.6 5.0 0.16 ------0.13 -0.21 -------0.13 -0.21
** for GVW < 3500 kg & power < 85 kW * for GVW < 3500 kg & power > 85 kW or GVW>3500 Kg
for engines having swept vol.<0.75 dm3 per cylinder and rated speed > 3000 min-1
ESC: Euro Steady State Cycle, ELR: Euro Load Response, ETC: Euro Transient Cycle
EURO 5 PROPOSAL
EURO 5 PROPOSAL
3-WAY (TW) CATALYTIC CONVERTER Catalytic converters transform NOx, CO & HC into N2, CO2 & H2O
Can Mat Ceramic Substrate with Catalytic Coating
N2 CO2 H2O
NOX CO HC
400/6.5 (Euro 2)
900/2 (Euro 4)
Achievable Today
(Heywood)
(eastwood)
1500
1200 900 600 300 0 500 Temperature, (Deg F)
(Umicore)
Fuel injection + catalytic converter (CC/UF) Variable EGR Variable valve timing Fuel injection Multi valve 3-W Catalytic converter CNG / LPG (pt/rh)
BSIII
BSII
BSI
System Development
BSIV
Biodiesel/ Alcohol blends? Turbo charging Inter cooling (based on specific power) Moderate swirl Injection pressure > 800 bar Rotary pump VCO nozzle EGR (need based) Conversion to CNG/ LPG
BSIII
NOx Trap Particulate trap Common rail injection Injection pressure > 1600 bar On-board diagnostic system VGT Cooled EGR
aqueous urea
feedback
NOx sensor
deltaP CDPF
Ox Cat
SCR catalyst
BSII
optimized ports, combustion BSI chambers turbo charging moderate to high injection pressures (600 800 bar) Inline/rotary
NOx control
System Development
8.56
Petrol CNG LPG
5.97
% reduction in Emissions
97% reduction
40 20 0
21 2.4 0.4
CO 2.4 0.4 21 8.9
8.9
Nox
0.38 0.012
PM 0.38 0.012
diesel CNG
diesel
CNG
NOx / PM Trade-off
NOx
NOx vs PM
Parameter change
Cycle temperature increases
Effect on NOx
Effect on PM
Better Combustion conditions prevails Towards complete
combustion
100%
A B
B C D E F G H
50%
C D
E H G
F
100%
50%
NOx
Plugged channel honeycomb Particulates trapped on wall Regenerated to burn particles Catalyzed or uncatalyzed
Performance Requirements for DPF Four basic requirements which DPF must meet: adequate filtration efficiency to satisfy particulate emissions legislation; low pressure drop to minimize fuel penalty and conserve engine power; high thermal shock resistance to ensure filter integrity during soot regeneration; high surface area per unit volume for compact packaging.
DPF Regeneration
Passive Regeneration
DPF Regeneration
Source: CAI-Asia
(Umicore)
Oxidises CO and HC to CO2 and H2O NO is oxidised to NO2 Collects Soot in wall-flow particle filter NO2 reacts with trapped soot to form CO2 & NO Requirements: Fuel S < 50 ppm & NOx/PM > 20 Passive system - no external heating necessary provided Temperature is high enough (>260C for 40% of the time) CO, HC, PM reduction > 90%
Inlet Section
Catalyst Section
Filter Section
Honeycomb Catalyst
Wall-flow Filter
NO+CO2
NO O2 CO O2 HC O2 NO2 NO2
CO2
NO+CO2
H2O+CO2
NOX CONVERTERS HC De-Nox: Fuel is injected downstream of catalyst which acts as a NOx redundant. Operating temp. window 200 to 300 deg C. NOx Adsorber ( Lean NOx Trap ): Base metal Barium Alumina absorbs and stores NOx in lean burn operation. Regeneration reqd to avoid deposition on catalyst material. Occasionally rich mixture is fed which converts adsorbed Nitrate into N2 . Urea SCR: Urea in solid or aqueous form is used. In the presence of catalyst urea decomposes to produce NH3, which reacts with NOx selectively. NH3 reacts with NO and NO2 converting to N2 molecules and H2O.
Reducing NOx by HC under the excess of oxygen is currently the most advanced diesel DeNOx concept Zeolite absorbs HC during Cold Start and when the temp is high enough for light-off, HC is released for reduction of NOx. HC emissions are used to reduce NOx at around 300C The catalyst for the HC DeNOx is Pt on support oxide (Al2O3, SiO2,TiO2, ZrO2..) This method requires reasonable amounts of HC in the exhaust gas, which can be achieved, either by post injection using CRDi or by secondary fuel injection. NOx reduction up to 30% possible. However, there is fuel penalty (3-6%) and expensive system cost.
HC DeNOx Mechanism
NO + O2= NO2 [NO activation, requires reducible site] CxHy + NO2= CO2 + N2 + H2O (Preferred) [Competition for HC, on oxidizable sites] CxHy + O2 =CO2 + H2O (Not preferred) [HC oxidation, very fast]
NOx Adsorber Catalysts Lean conditions (lambda > 1): Oxidises CO and HC to CO2 and H2O Oxidises NO to NO2 NO2 is stored as Nitrate
Rich conditions (lambda < 1): Nitrates are reduced to NO2 NO2 is released and reduced to N2.
NOx reduction > 70% possible. Requirements: S < 10 ppm
NOx Adsorber Catalyst Functions LEAN: NO2 generation NO2 storage (CO, HC, VOF oxidation)
RICH:
NOx release NOx conversion (Desulfation)
Urea SCR Within Europe, the principal NOx control strategy starting in 2005, is Selective Catalytic Reduction (SCR) using ammonia, derived from urea as the reductant. Here ammonia reacts with NOx selectively on a catalyst, such as V2O5TiO2, under oxygen rich exhaust gas Urea/water solution reacts at > 200 C to form NH3 and CO2. NH3 reduces NO and NO2 to N2. NOx reduction > 80 % possible. Fuel with S up to 500 ppm can be used.
Urea Injector
FLOW
Oxidation Catalyst
2 x SCR Catalysts
1 x Pt Clean-up Catalyst
Urea SCR
80
NOx adsorber
60
40
HC De-NOX
20
Euro-4 limit
20
3000
DPF+SCR
DPF+SCR+AMOX
Capabilities Exist. Tighter Regulations in EU, Japan, US are in place Technology is available and in production Cost to implement is reasonable Experiments in various R&D Centres have been initiated
To Get Ahead of the Curve. Growth Tighter Regulations required Various refined fuels to be evaluated including Hydrogen Lower Fuel Sulphur (to 50 PPM) Retrofit Diesel (especially HD)
Thanking You !
73