Diesel Exhaust Aftertreatement for Indian market.pdf

1. February 12th , 2014
Kwee FEV-IN
Diesel Exhaust Aftertreatement for
Indian market
Trends and Challenges for Passenger Cars and
Light Commercial Vehicles
prepared for:
VECV

2. © by FEV – all rights reserved. Confidential – no passing on to third parties
Agenda/Content
 Development Trends
 Challenges especially for Indian Market
 Calibration Solutions
Author, presentation title, date 2

3. © by FEV – all rights reserved. Confidential – no passing on to third parties
Agenda/Content
 Development Trends
 Challenges especially for Indian Market
 Calibration Solutions
Author, presentation title, date 3

4. © by FEV – all rights reserved. Confidential – no passing on to third parties
European Union (EU)
 Real Drive Emissions (RDE)
 CO2 Limitation
– Low Pressure EGR
– LNT + LP-EGR for small vehicles
– SDPF
– Reformer
United States of America (USA)
 Tier 3 / LEV III
 GHG Limitation
– Rapid Warm-Up Strategies
– Low Pressure EGR
– Combined Aftertreatment
– SDPF
– Reformer
Brasil, Russia, India, China (BRIC)
 Variable Fuel Quality
 Robustness, Low Cost
– Low Pressure EGR
– LNT (only with low sulfur fuel)
– SDPF
Diesel Hybrid
 Load point shift
 Electric heating
 Reduction of NOx-peaks
LNT
DOC SCR
FRC
DPF
Legislation and Development Trends
Development Core in different Regions

5. © by FEV – all rights reserved. Confidential – no passing on to third parties
0.0 0.1 0.2 0.3 0.4
0.00
0.01
0.02
EU5
(2009)
EU6
(2014)
EU7 LEV III (2022)
T2B5 (2007)
LEV I (2003)
0.4 0.3 0.2 0.1 0.0
0.03
0.02
0.01
0.00
PM [g/km]
NOx
[g/km]
NOx
[g/km
BS4 (2010)
BS5 (2015)
EU4 (2010)
EU5
(2015)
EU6
(2020)
Emission Legislation for India
DOC DPF
• Main route: only DOC; depending on engine
out soot emissions, open DPF might be
required
• For BS5, closed DPF is
mandatory. NOx aftertreatment
is not required.
 Main challenge for aftertreatment system: Deactivation or clogging issues due to
variation of fuel quality
DOC
BS5

6. © by FEV – all rights reserved. Confidential – no passing on to third parties
CSF material for future CV application (SiC, Cordierite or others)
DPF Materials Survey
 Corning
 NGK
 Denso
…
Silicon Carbide (SiC) Cordierite
Al2O3/MgO/SiO2
Si3N4 (Silicon Nitrate)
Mullite Al2O3/SiO2
 Dow
Automotive
Metal Foam
Alantum
…
Aluminum Titanate (AT)
 Corning
 Sumitomo
 Mann
+ Hummel
paper carrier +
ceramic
suspension
 FiberTech
 Emitec
 Twintec
Metal Fibers
 Ibiden
 NGK
 Saint Gobain
…
6
most common materials

7. © by FEV – all rights reserved. Confidential – no passing on to third parties
CSF material for future CV application (SiC, Cordierite or others)
DPF Volume Scatterband Industrial and HD Applications
Cordierite is currently most common with larger engines but SiC
introduced for high power CV
0
5
10
15
20
25
30
35
0 50 100 150 200 250 300 350 400
Engine Power [kW]
DPF
Volume
[l] Yanmar (SiC)
FEV Calibrations (SiC)
Deutz (Cord.)
John Deere OffRoad (Cord.)
Mercedes HD EU5 (Cord.)
Mercedes HD EU6 (SiC)
JD: active Rgn.
Deutz: active Rgn. > 130kW

8. © by FEV – all rights reserved. Confidential – no passing on to third parties
CSF material for future CV application (SiC, Cordierite or others)
Size and Material Trends

9. © by FEV – all rights reserved. Confidential – no passing on to third parties
Passive, Low Back Pressure Particulate Filters
Summary & Outlook
 high ash storage
 no segmentation (larger open frontal area)
 high diameter vs. length ratio
 high volume for low flow velocities
 moderate soot loadings (3-5 g/l) or higher
 good ability for catalytic coating for
additional passive regeneration
Targets for CV-DPF Possible future CV-DPF
 SiC becomes more attractive if higher soot
loadings are required (if passive
regeneration share decreases due to low
engine out NOx)
 as already experienced in PC sector AT is a
uprising alternative to SiC
– monolithic structure enables low
backpressure
  substitution of currently most common
cordierite substrate by SiC and AT
 Remark:
– Corning already offers AT for HD
application

10. © by FEV – all rights reserved. Confidential – no passing on to third parties
Agenda/Content
 Development Trends
 Challenges especially for Indian Market
 Calibration Solutions
Author, presentation title, date 18

11. © by FEV – all rights reserved. Confidential – no passing on to third parties
Worldwide Fuel Specifications
Displayed are different max. sulphur contents for on-road Diesel
• Difference in sulphur
content is most critical
criterium
• Fuels with low sulphur
content usually only
available in metropo-
litan areas (e.g. India /
BSIV-fuel)
Min Max Min Max Min Max Min Max Min Max Min Max Min Max Min Max Min Max Min Max
Cetane number 52 54 52 54 52 53 42 50 50 51 51 45
Density @15°C kg/m
3
833 837 833 837 800 870 800 870 830 850 830 850 820 845 820 845 840
Flash point °C 55 - 55 - 45 - 45 - 38 - 52 52 62
kin. viscosity @40°C mm2
/s 2.5 3.5 2.3 3.3 2 4.5 2 4.5 2 5 1.9 5.5
Sulphur content mg/kg - 50 - 10 500 2000 - 50 500 2000 50 50 350 50 200 500
Ash content % m/m - 0.01 - 0.01 - 0.01 0.01 0.01 0.01
Water content % m/m - 0.05 - 0.02 - 0.03 - 0.03 -
Russia
D2
Indien (Bharat)
Stage III Stage iV
Criterium
Brasilia
Unit Grade A1
Chile
Grade B
Euro 5/6 Grade 2 Grade 3
Argentina (09-)
Europe
Euro 4/5

12. © by FEV – all rights reserved. Confidential – no passing on to third parties
Risks of high Sulfur Fuel for Diesel Aftertreatment
Boundary
Counter-
measures
0
20
40
60
80
100
100 200 300 400 500 600
T DOC / °C
NO
2
/NO
x
nach
DOC
/
%
NO2/NOx Roh, EU <10ppm S
NO2/NOx_GGW
DC850, <10ppm S
DCX24, <10ppm S
Längseinbau, <10ppm S
CO DC850
CO DCX24
CO Längseinbau
HC DC850
HC DCX24
HC Längseinbau
300 400 500 600
T DOC / °C
0
4
seinbau
Raw emission
no sulphated DOC
sulphated DOC
after
Desulphation
NO
2
/NO
x
-ratio
[-]
Temperature [°C]
0
20
40
60
100 200 300 400 500 600
0
20
40
60
80
100
100 200 300 400 500 600
T DOC / °C
NO
2
/NO
x
nach
DOC
/
%
NO2/NOx Roh, EU <10ppm S
NO2/NOx_GGW
DC850, <10ppm S
DCX24, <10ppm S
Längseinbau, <10ppm S
CO DC850
CO DCX24
CO Längseinbau
HC DC850
HC DCX24
HC Längseinbau
300 400 500 600
T DOC / °C
0
4
seinbau
Raw emission
no sulphated DOC
sulphated DOC
after
Desulphation
NO
2
/NO
x
-ratio
[-]
Temperature [°C]
0
20
40
60
100 200 300 400 500 600
concentration
SO2
[ppm]
0
5
10
15
20
25
30
35
40
45
temperature [°C]
200 250 300 350 400 450 500 550 600 650
Temperature / °C
SO
2
concentration
/
ppm
1st peak
2nd peak
Test procedure:
Temperature increase
10°C steps
Test procedure:
Temperature increase
10°C steps
SO2
-flow rate
Sulfur
loading
DOC
SO2
-flow rate
Sulfur
loading
DOC
- beschleunigter Zyklus
- OHNE AGR
0
5
10
15
20
25
30
0 10 20 30 40
Integral fuel flow / kg
DOC
sulfur
loading
/
g
Catalyst technology #1
Catalyst technology #2
2000ppm sulfur
Desulfation strategy
Temp.
Time / s
DeSOx
Temperature
Time / s
transient steady-state
Desulfation strategy
Temp.
Time / s
DeSOx
Temperature
Time / s
transient steady-state
Impacts
DOC performance Sulfur storage Desulfation behaviour
Catalyst technologies Desulfation strategy
Real-world fuel sulfur levels

13. © by FEV – all rights reserved. Confidential – no passing on to third parties
Sulphur Impact on Aftertreatment
DOC-Sulphurisation
Active centers are blocked by SO2 (SO3)
 1. Decline in activity
 Deactivation of DOC-functionalities
Storage of SO2/SO3
 2. Significant weight increase
 White smoke emissions under favourable
conditions (T ↑, SV)
• Deactivation
of NO2-
formation
T
yNO2/yNOx
• Deactivation of NO2-
formation
• Effect on SO2-
oxidation/SOx-
Sorption
t
yNO2, ySO2
Steady-
state
NEDC
• Large, gravimetrically
determinable DOC-
sulphur-oxide storage
t
mDOC
NEDC
Pt
Pt
SO3-Austritt
SO2-Eingang
SO2-Austritt
SO2-Adsorption
SO3-Adsorption
SO2-Oxidation
SO2+O2  SO3
DOC
entry
emission
emission

14. © by FEV – all rights reserved. Confidential – no passing on to third parties
 Catalyst material  impact on sulphur
storage
 Desulphurization strategy  thermal
desorption of stored sulphur
 DPF regeneration strategy with temperature
ramp  reduction of white smoke formation
 Deactivation of HC/CO-conversion on DOC
 Formation of white smoke during rapid
transients
Effects of Sulphurization and Countermeasures
Concentration
[ppm]
Time [h]
0.0 0.5 1.0 1.5 2.0
HC engine out
HC tailpipe
CO engine out
CO tailpipe
Adsorption
mode
temperature
time
Heating
mode
DPF regeneration
mode
Countermeasures
Effects of Sulphur load on DOC and DPF
Exhaust flow

15. © by FEV – all rights reserved. Confidential – no passing on to third parties
23
Effects of Sulphurization on DPF and Countermeasures
Point of departure
 DPF failures in endurance run with high sulfur
content in diesel fuel (up to 1000 ppm for China)
 After-treatment calibration optimization necessary
for China market
FEV Tasks
 Investigate the reason for DPF failures:
Extensive load of HCs, soot and sulfur
responsible for thermo shocks during
regeneration (> 900 °C in DPF)
 Calibration adaptation for China market:
- HC-State machine activation
- Adaptation of DPF (un-)loading models
- Implementation of desulphurization mode
 Monitoring of endurance run with optimized
calibration
Projekt: NCV3 - EU5 - OM651 - Schwefel
Cycle: RGN 50km/h Vehicle: 906V1642 [#2092]
Software: TMAB5D1 Calibration: DS04 (01_ME12)
Loading: F01B10
Temperature in DPF
215
N
135 70
S
W O
M
Temp.
L2
100
200
300
400
500
600
700
800
[°C]
1000
P_T_Dpf_surface_temperature
TiDPF_L2M TiDPF_L2N TiDPF_L1O TiDPF_L2S TiDPF_L2W
Temp.
L1
100
200
300
400
500
600
700
800
[°C]
1000
P_T_Dpf_surface_temperature
TiDPF_L1M TiDPF_L1N TiDPF_L1O TiDPF_L1S TiDPF_L1W
Temp.
L3
100
200
300
400
500
600
700
800
[°C]
1000
P_T_Dpf_surface_temperature
TiDPF_L3M TiDPF_L3N TiDPF_L3O TiDPF_L3S TiDPF_L3W

16. © by FEV – all rights reserved. Confidential – no passing on to third parties
 “Rest of World” emission application according to EU4/BS4 on base of EUV-series production
calibration for 18 vehicle applications with one CR DI-diesel engine, including calibration of
desulphurization strategy
 Assessment of four different open DPF systems for “Rest of World” emission applications,
including sulphur impact analysis
 Fundamental investigations on engine test bench for different DOC/DPF specifications regarding
sulphur storage capacity and white smoke formation on a 2l class Diesel engine
 Calibration of exhaust aftertreatment modes (Desulphurization mode, adaptation of DPF
loading/unloading models) on a light duty Diesel targeting markets with high sulfur content in fuel
 Recalibration of normal mode and DPF regeneration mode on a small passenger car Diesel
engine facing DOC clogging issues
Exemplary FEV Reference Projects for Fuel Impact on Aftertreatment

17. © by FEV – all rights reserved. Confidential – no passing on to third parties
Agenda/Content
 Development Trends
 Challenges especially for Indian Market
 Calibration Solutions
Author, presentation title, date 26

18. © by FEV – all rights reserved. Confidential – no passing on to third parties
Serial Calibration Approach
may not be optimal w/ regards to fuel consumption
27
Kwee, Computer aided calibration of combustion and exhaust aftertreatment
system, May, 22nd 2013
Engine Base Calibration
Conception &
Calibration EATS
Heat-Mode
Calibration
Real World Driving
Emission Limits
- Future Limits, new cert.
cycle, more stringent
OBD-requirements and
higher system complexity
- Previous Limits
NOx
BSFC / CO2

19. © by FEV – all rights reserved. Confidential – no passing on to third parties
Integrated Approach is a promising solution to overcome the raising
complexity and future limits with optimized fuel consumption
28
Kwee, Computer aided calibration of combustion and exhaust aftertreatment
system, May, 22nd 2013
Engine Base Calibration
Conception &
Calibration EATS
Heat-Mode
Calibration
Real World Driving
Modeling of
Engine, EATS
and Real
World
Conditions
Conception &
Calibration
EATS
Engine Base &
Heat-Mode
Calibration
Computer aided calibration of combustion and exhaust
aftertreatment system &
Integrated approach to optimize the complete system
Serial Approach
NOx
BSFC / CO2
- Future Emission Limits
Test bench Verification
& Fine-tuning
Further Simulation
Real World Driving

20. © by FEV – all rights reserved. Confidential – no passing on to third parties
Application Process
Efficient Engine & Aftertreatment Calibration
29
DoE Results
FEV PROcal EAS
Optimizer with EATS-, Models
EATS Data
Complete system optimization for miminized TCO
fulfilling legislational demands
Optimized
TCO
Engine
calibration,
and
EATS
Layout
PROcal EAS includes
• Physical models
• ECU structures
• DoE models
Vehicle Model
BEST PRACTICE

21. © by FEV – all rights reserved. Confidential – no passing on to third parties
Certification Procedure (e.g. NRTC, WHTC)
30
Author, presentation title, date
Cool Down Phase ~ 8h
System-Conditioning
~ 20-30 min.
Fill up NH3-Storage of SCR catalyst
Cold Test Cycle
~ 20-30 min.
- Start-up temperature 25 °C
- First phase of cycle no conversion and no AdBlue-Injection
- Deactivation of EGR due to coolant water temperature leads to even higher NOX
Soak-Time
~ 5 - 20 min.
Warm Test Cycle
~ 20-30 min.
Most likely that SCR temperature drops below injection threshold
Minimum Time Required ~10 h
Simulation Time ~ 6 sec.
Simulation of Cool Down by setting Start-Temperatures for Cold-Cycle to Ambient
Conditions  Within real Cool Down ~ 4800 Simulations could be done
CASE EXAMPLE