1)M.Amulya, AITS ,Rajampet.
2)contents:
Effects of NOX
Introduction to SCR
SCR chemistry
SCR catalysts
Working
Advantages
Limitations
Conclusion
3)Effects of NOX:
Inhalation of NOX causes respiratory diseases such as Bronchitis and Emphysema
Causes depletion of ozone layer
main reason for occurence of acid rains
reacts of organic chemicals to form harmful components that causes biological mutations.
4)Introduction to SCR:
SCR means Selective Catalytic Reduction
It is the means of converting oxides of Nitrogen to atomic Nitrogen and water.
It meets the standards of US 2010 and EURO VI
leading technology for reducing NOX.
5) SCR chemistry:
6)SCR reductants:
Anhydrous ammonia
Aqueous ammonia
urea
SCR catalysts:
Vanadium-based SCR catalyst
Zeolite SCR catalyst
Copper Zeolite(CuZ)
Fe-Zeolite(FeZ)
7)Vanadium based SCR catalyst:
consists of vanadium pentoxide and tungsten trioxide.At higher temp.toxic compounds may release from this and also performance is poor.
Zeolite catalysts:
CuZ and FeZ are preferred due to their outstanding deNOX activity,temperature durability.
8)Catalytic converter:
Reactions in catalytic converter
9)Installation of catalytic converter in vehicles
10)Working of SCR system
11)working
12)comparison of SCR with other technologies in the reduction of NOX
13)Difference in NOX levels before and after NOX
14)Advantages
Does not require any modification in the combustion unit.
Higher NOX reduction is possible.
15)Disadvantages:
Ammonia slip may occur.
Large amounts of reductant and catalyst are required.
16)Conclusion:
The SCR technology is the dominant technology to meet the current and future emission regulations. To meet the current US 2010 and EURO VI Zeolite catalysts are required.
With the increasing emission regulations, it is important to improve and implement SCR technologies
17).Any auestions
18)Thank you
1)M.Amulya, AITS ,Rajampet.
2)contents:
Effects of NOX
Introduction to SCR
SCR chemistry
SCR catalysts
Working
Advantages
Limitations
Conclusion
3)Effects of NOX:
Inhalation of NOX causes respiratory diseases such as Bronchitis and Emphysema
Causes depletion of ozone layer
main reason for occurence of acid rains
reacts of organic chemicals to form harmful components that causes biological mutations.
4)Introduction to SCR:
SCR means Selective Catalytic Reduction
It is the means of converting oxides of Nitrogen to atomic Nitrogen and water.
It meets the standards of US 2010 and EURO VI
leading technology for reducing NOX.
5) SCR chemistry:
6)SCR reductants:
Anhydrous ammonia
Aqueous ammonia
urea
SCR catalysts:
Vanadium-based SCR catalyst
Zeolite SCR catalyst
Copper Zeolite(CuZ)
Fe-Zeolite(FeZ)
7)Vanadium based SCR catalyst:
consists of vanadium pentoxide and tungsten trioxide.At higher temp.toxic compounds may release from this and also performance is poor.
Zeolite catalysts:
CuZ and FeZ are preferred due to their outstanding deNOX activity,temperature durability.
8)Catalytic converter:
Reactions in catalytic converter
9)Installation of catalytic converter in vehicles
10)Working of SCR system
11)working
12)comparison of SCR with other technologies in the reduction of NOX
13)Difference in NOX levels before and after NOX
14)Advantages
Does not require any modification in the combustion unit.
Higher NOX reduction is possible.
15)Disadvantages:
Ammonia slip may occur.
Large amounts of reductant and catalyst are required.
16)Conclusion:
The SCR technology is the dominant technology to meet the current and future emission regulations. To meet the current US 2010 and EURO VI Zeolite catalysts are required.
With the increasing emission regulations, it is important to improve and implement SCR technologies
17).Any auestions
18)Thank you
Selective Catalytic Reduction (SCR) is an advanced active emissions control technology system that injects a liquid-reductant agent through a special catalyst into the exhaust stream of a diesel engine. The reductant source is usually automotive-grade urea, otherwise known as Diesel Exhaust Fluid (DEF). The DEF sets off a chemical reaction that converts nitrogen oxides into nitrogen, water and tiny amounts of carbon dioxide (CO2), natural components of the air we breathe, which is then expelled through the vehicle tailpipe.
SCR technology is designed to permit nitrogen oxide (NOx) reduction reactions to take place in an oxidizing atmosphere. It is called "selective" because it reduces levels of NOx using ammonia as a reductant within a catalyst system. The chemical reaction is known as "reduction" where the DEF is the reducing agent that reacts with NOx to convert the pollutants into nitrogen, water and tiny amounts of CO2. The DEF can be rapidly broken down to produce the oxidizing ammonia in the exhaust stream. SCR technology alone can achieve NOx reductions up to 90 percent
Sulfur oxides are produced from the burning of fossil fuels, mainly coal and oil, and the smelting of metal ores that contain sulfur.
Emissions of sulfur oxides cause serious impacts on human health and the environment, both directly and as a result of the way they react with other substances in the air.
Sulfur oxides are main precursors of atmospheric acidification, aerosol generation, and acidic dry and wet deposition.
There are many methods available for controlling the emission of SO2. Such as:
extraction of sulfur from fuel oils.
Sulfur reduction within combustion chamber.
Treating of flue gases.
DRY METHODS:
Mainly in industries dry, elevated temperature removal processes are used as cold plume is not formed and problem of handling large amount of slurry in flue gases is avoided.
But there are technical issues resulting in such method making wet method more applicable in industries.
Adsorption of SO2 by metal oxides to from stable sulphites or sulphates with subsequent regeneration.
-Alkalized Alumina Process
-Manganese Oxide Process
Adsorption on activated carbon followed by regeneration and conversion of concentrated SO2 to sulphuric acid or elemental sulphur.
-The Reinluft Process
ALKALIZED ALUMINA PROCESS:
Also called as Cyclic Adsorption Process.
It was developed by U.S Bureau of Mines.
Adsorbent used : Sodium Aluminate (Na2O.Al2O3)-it is porous form.
This process uses Sodium Aluminate (Na2O.Al2O3) to remove SO2 in fluidized bed at 315°C.
Na2O.Al2O3 + SO2 + ½ O2 → Na2SO4 + Al2SO3
The product of above reaction is then contacted with a reducing gas such as H2 in a regenerator at 680°C to produce H2S.
Na2SO4 + Al2O3 + 4H2 → Na2O.Al2O3 + H2S + 3H2O
Sodium Aluminate is recycled back and H2S is sent to Claus Process for producing Sulphur.
Selective catalytic reduction (scr) is use to control pollustion by vechical. SCR is connected to exhaust pipe of engine.In that ppt i give information about pollutent creat by engine and how to control pollutent. compare BS3, BS4 vehicle on base pollution.how amount of pollutant create and how to control is also mention
In response to an increasing push for clean diesel emissions, medium and heavy duty diesel-powered trucks have adopted complex exhaust or emission aftertreatment systems.
These systems treat post-combustion gases after they leave the engine, reducing environmental impact without sacrificing power or performance.
H2 S and SO2 removal and possible valorizationSerge Vigneron
H2S is a common pollutant in gas and air. This presentation is a review of different techniques to remove H2S ,and possible ways of valorization to sulfuric acid via SO2.
B E Project - Manufacturing of Phosphoric AcidAniket Mali
A method is disclosed for the manufacture of phosphoric acid directly from phosphate rock slurry in a reaction vessel with additional sulphuric acid to produce dehydrate calcium sulphate (gypsum). The gypsum is separated from the recovery solution via filtration and removed as a by-product. Design of equipments like reactor, sedimentation tank and evaporator is done.
It describes how the Sulfur is removed from the coal and oil. Desulfurisation of coal and oil is very helpful to bring down the sulfur oxide emissions in the air from the industries and power plants.
With the global drive to reduce the level of NOx and CO2 emissions from diesel engine exhausts, Selective Catalytic Reduction (SCR) systems with high conversion efficiency will be the key to providing cost effective solutions to the industry. The EU's upcoming regulations for the implementation of PEMS (Portable Emission Measurement Equipment) measurements in regard of Real Driving Emissions (RDE) will increase the requirements for the performance of SCR systems: Highest efficiency will be required under a wide range of operating conditions.
Moreover, the industry trend goes to an integration of different functions within the system. The combination of DPF and SCR coated catalyst reduces the weight of the whole system, but has caused several technical challenges that have not yet been fully solved.
The SCR-coated DPF has to stand tightened requirements of robustness and efficiency. Due to fuel saving measures, exhaust gas temperatures become lower, which highly affects the performance and requirements of the system.
- Exchange with international experts on how to incorporate SCR technology with all its various components in existing vehicle platforms
- Hear about the latest innovations in validation and testing and examine methods for sensors, catalysts and OBD functions with regard to DeNOx –technologies
- Discuss with leading specialists on how SCR system space can be optimized and sufficient exhaust system temperatures be achieved without compromising fuel consumption
- Develop strategies on how to best prepare your SCR development strategies for reducing real driving emissions
Discuss pressing topics with e.g. Michael Fischer, Section Leader Powertrain Technology at Honda R&D Europe, Bret Zimmerman, SCR Calibration Senior Engineer at Ford Motor Company or Dr. Thomas Garbe, Team Leader Fuels at Volkswagen AG...
http://bit.ly/SCR2014
Selective Catalytic Reduction (SCR) is an advanced active emissions control technology system that injects a liquid-reductant agent through a special catalyst into the exhaust stream of a diesel engine. The reductant source is usually automotive-grade urea, otherwise known as Diesel Exhaust Fluid (DEF). The DEF sets off a chemical reaction that converts nitrogen oxides into nitrogen, water and tiny amounts of carbon dioxide (CO2), natural components of the air we breathe, which is then expelled through the vehicle tailpipe.
SCR technology is designed to permit nitrogen oxide (NOx) reduction reactions to take place in an oxidizing atmosphere. It is called "selective" because it reduces levels of NOx using ammonia as a reductant within a catalyst system. The chemical reaction is known as "reduction" where the DEF is the reducing agent that reacts with NOx to convert the pollutants into nitrogen, water and tiny amounts of CO2. The DEF can be rapidly broken down to produce the oxidizing ammonia in the exhaust stream. SCR technology alone can achieve NOx reductions up to 90 percent
Sulfur oxides are produced from the burning of fossil fuels, mainly coal and oil, and the smelting of metal ores that contain sulfur.
Emissions of sulfur oxides cause serious impacts on human health and the environment, both directly and as a result of the way they react with other substances in the air.
Sulfur oxides are main precursors of atmospheric acidification, aerosol generation, and acidic dry and wet deposition.
There are many methods available for controlling the emission of SO2. Such as:
extraction of sulfur from fuel oils.
Sulfur reduction within combustion chamber.
Treating of flue gases.
DRY METHODS:
Mainly in industries dry, elevated temperature removal processes are used as cold plume is not formed and problem of handling large amount of slurry in flue gases is avoided.
But there are technical issues resulting in such method making wet method more applicable in industries.
Adsorption of SO2 by metal oxides to from stable sulphites or sulphates with subsequent regeneration.
-Alkalized Alumina Process
-Manganese Oxide Process
Adsorption on activated carbon followed by regeneration and conversion of concentrated SO2 to sulphuric acid or elemental sulphur.
-The Reinluft Process
ALKALIZED ALUMINA PROCESS:
Also called as Cyclic Adsorption Process.
It was developed by U.S Bureau of Mines.
Adsorbent used : Sodium Aluminate (Na2O.Al2O3)-it is porous form.
This process uses Sodium Aluminate (Na2O.Al2O3) to remove SO2 in fluidized bed at 315°C.
Na2O.Al2O3 + SO2 + ½ O2 → Na2SO4 + Al2SO3
The product of above reaction is then contacted with a reducing gas such as H2 in a regenerator at 680°C to produce H2S.
Na2SO4 + Al2O3 + 4H2 → Na2O.Al2O3 + H2S + 3H2O
Sodium Aluminate is recycled back and H2S is sent to Claus Process for producing Sulphur.
Selective catalytic reduction (scr) is use to control pollustion by vechical. SCR is connected to exhaust pipe of engine.In that ppt i give information about pollutent creat by engine and how to control pollutent. compare BS3, BS4 vehicle on base pollution.how amount of pollutant create and how to control is also mention
In response to an increasing push for clean diesel emissions, medium and heavy duty diesel-powered trucks have adopted complex exhaust or emission aftertreatment systems.
These systems treat post-combustion gases after they leave the engine, reducing environmental impact without sacrificing power or performance.
H2 S and SO2 removal and possible valorizationSerge Vigneron
H2S is a common pollutant in gas and air. This presentation is a review of different techniques to remove H2S ,and possible ways of valorization to sulfuric acid via SO2.
B E Project - Manufacturing of Phosphoric AcidAniket Mali
A method is disclosed for the manufacture of phosphoric acid directly from phosphate rock slurry in a reaction vessel with additional sulphuric acid to produce dehydrate calcium sulphate (gypsum). The gypsum is separated from the recovery solution via filtration and removed as a by-product. Design of equipments like reactor, sedimentation tank and evaporator is done.
It describes how the Sulfur is removed from the coal and oil. Desulfurisation of coal and oil is very helpful to bring down the sulfur oxide emissions in the air from the industries and power plants.
With the global drive to reduce the level of NOx and CO2 emissions from diesel engine exhausts, Selective Catalytic Reduction (SCR) systems with high conversion efficiency will be the key to providing cost effective solutions to the industry. The EU's upcoming regulations for the implementation of PEMS (Portable Emission Measurement Equipment) measurements in regard of Real Driving Emissions (RDE) will increase the requirements for the performance of SCR systems: Highest efficiency will be required under a wide range of operating conditions.
Moreover, the industry trend goes to an integration of different functions within the system. The combination of DPF and SCR coated catalyst reduces the weight of the whole system, but has caused several technical challenges that have not yet been fully solved.
The SCR-coated DPF has to stand tightened requirements of robustness and efficiency. Due to fuel saving measures, exhaust gas temperatures become lower, which highly affects the performance and requirements of the system.
- Exchange with international experts on how to incorporate SCR technology with all its various components in existing vehicle platforms
- Hear about the latest innovations in validation and testing and examine methods for sensors, catalysts and OBD functions with regard to DeNOx –technologies
- Discuss with leading specialists on how SCR system space can be optimized and sufficient exhaust system temperatures be achieved without compromising fuel consumption
- Develop strategies on how to best prepare your SCR development strategies for reducing real driving emissions
Discuss pressing topics with e.g. Michael Fischer, Section Leader Powertrain Technology at Honda R&D Europe, Bret Zimmerman, SCR Calibration Senior Engineer at Ford Motor Company or Dr. Thomas Garbe, Team Leader Fuels at Volkswagen AG...
http://bit.ly/SCR2014
NOx Reduction of Diesel Engine with Madhuca Indica biodiesel using Selective ...IOSR Journals
A comparison analysis for different flow rates of urea-water selective catalytic reduction (SCR) has
been carried out on a direct injection diesel engine. An optimum nozzle opening pressure of 250 bar and static
injection timing of 20°bTDC is considered because these conditions only were found to give minimum emissions
and better performance. An engine set up with SCR is made to study the influence of SCR on reduction of
emissions from the diesel engine. The volume flow rate of 1, 2, 3, 4 and 5 ml/minute have been used with a
mixture of 30% urea and 70% water as SCR for the entire experiment. From the test results, it could be noted
that, among all flow rates, the volume flow rate of3 ml/minute gives better performance, combustion and lowest
emissions. Among the blends, B100 gives lowest emissions of smoke density and hydrocarbon as compared to without SCR. But in the presence of SCR, there is a drastic reduction in NOx of 17.81% for B100 as compared
to without SCR at full load condition of the engine
Diesel Exhaust Fluid & the Importance of Purity
From an EPA (Environmental Protection Agency) perspective, Diesel Exhaust Fluid Purity equates to compliance and a means to clean the environment/air. The Environmental Protection Agency has adopted an engine technology from Europe called Selective Catalytic Reductions System to where this technology reduces the NOx emissions generated from diesel vehicles to almost 100%. To achieve this reduction in emissions the SCR System requires an engine after treatment called Diesel Exhaust Fluid (DEF).
Diesel Exhaust Fluid (DEF) is used as an after treatment for new vehicles with Selective Catalytic Reduction System engines. When Diesel Exhaust Fluid (DEF) is dosed into the engine it chemically reacts with the NOx emissions and converts the harmful pollutants into nitrogen and water vapor.
For the EPA DEF purity equates to compliance, however for vehicle owners and operators what do they ultimately achieve with this new technology...?
For Owners/Operators, DEF Purity equates to Performance, Reliability & Protection. If purity is not maintained and delivered throughout the distribution chain, the SCR Engines may encounter contamination issues resulting in increased cost and vehicle down time.
It is critically important to work with a DEF Network, not just a producer, that provides transparency to the purity measures taken throughout the supply chain in addition to the cost effective methodology used. If DEF becomes driven by price, purity will ultimately suffer and the low cost per gallon achieved will transfer to the vehicle and costs associated with possible contamination.
Hydraulic System :- A hydraulic system is a system that uses pressurized hydraulic fluid to power hydraulic machinery.
Pneumatic System :- In Pneumatic system Compressed air is Used instead of Liquid
Advanced technologies as "DOC, DPF, SCR" to reduce Diesel engines harmful em...Omar Qasim
Diesel engines play a dominant role in transport because of their lower fuel consumption and higher thermal efficiency. However, the high particulate matter (PM) emissions and high rat of the NOx emission of diesel engines also cause a series of environmental and social problems. several studies investigated the relationship between particulate matter emission and human health and found that 4.2 million deaths (7.6% of all global deaths) caused by outdoor fine particulate air pollution in 2015 and particulate matter (PM 2.5) was the fifth highest ranking risk factor for death in the world.
Bosemulsifiedfuelsystempresentation (1)Wulff Entre
The reference installations include cruise ships, bulk carriers, container ships, tugboats, tankers, Ro-Ro ferries and car carriers. The results have been independently verified by classification societies and engine manufacturer. The system is capable of handling multi-fuels like HFO, IFO, MDO and MGO without use of chemical additives.
Bosemulsifiedfuelsystempresentation (1)Wulff Entre
The reference installations include cruise ships, bulk carriers, container ships, tugboats, tankers, Ro-Ro ferries and car carriers. The results have been independently verified by classification societies and engine manufacturer. The system is capable of handling multi-fuels like HFO, IFO, MDO and MGO without use of chemical additives.
A technological break-through, resulting from almost three decades of research and development. FuelAid Systems and Optimizers harness the science of fluid conditioning to improve combustion efficiency and increase fuel economy.
When properly installed, FuelAid systems cause fuel to take on a millivoltage charge which breaks up molecular clusters, causing better burning. Emissions are greatly reduced as a result.
The non invasive molecular optimization technology is capable of delivering the proper magnetic field necessary to break up the electrons in the fuel and reach the Rayleigh Limit - defined by NASA as the correct charge, and the number of electrons, to induce the desired effect.
All of this is a fancy way of saving that FuelAid Systems save money and reduce emissions, passively, using proven scientific theory. No driver training required.
4. Reducing Oxides of Nitrogen (NOx) 6 5 2.5 4 1.2 0.5 0.2 “ The technology does not exist to achieve 0.2 without aftertreatment” Units: g/hp-hr aftertreatment
5. Near-Zero Emissions from Truck Diesels CO Carbon Monoxide HC Hydrocarbons PM Particulate Matter Carbon (Soot) NOx Oxides of Nitrogen NEAR ZERO NEAR ZERO NEAR ZERO NEAR ZERO
6.
7. NOx: At Odds with Fuel Economy In general, the more efficient the combustion, the higher the NOx output. The lower the NOx output, the lower the efficiency Efficiency, % more more less less EFFICIENCY vs. NOx NOx Reduction, %
8.
9. More Exhaust Gas Recirculation?? 35% - 50+% 20% - 35% 10% - 20% EGR Flow Massive EGR Heavy EGR Light EGR Industry Definition
10. Keeping Everything in Balance is a Challenge… Peak Cylinder Pressure NOx to Soot Ratio Displacement Fuel Injection Pressure Air/Fuel ratio Regeneration Power Density “ Not to Exceed” Emission Window Boost Pressure
20. Comparing EGR & SCR MORE LESS Fuel Efficiency LESS MORE Heat Rejection MORE LESS Power Density EGR + SCR MASSIVE EGR
21.
22.
23. Diesel Exhaust Fluid Water Diesel Exhaust Fluid Crystalline Solid Slurry 12 o F Ice
24.
25. 3000 Mile Coast-to-Coast Trip Los Angeles New York Here are the Numbers (Worst Case, as of this date) You can travel coast to coast And still have 1/3 tank of DEF left over 13 gallons DEF
33. On Board Diagnostics (OBD) Engine EGR Fuel Fuel Mixing zone DPF Diesel Exhaust Fluid Reservoir Sensors: 3 Temperature sensors 1 Differential Pressure sensor 2 NOx-sensors OBD DEF Mixing zone SCR Exhaust Outlet
34.
35.
Editor's Notes
Since 1975, emission standards for U.S. and Canadian heavy trucks have gotten progressively tighter
By 1994 we had a ‘no visible smoke’ – a 90% reduction in black smoke (particulate matter, or ‘soot’) from original levels. To meet the 2007 standard required another 90% reduction on top of that, to a 99% total reduction . The technology everybody used to meet the standard was ‘aftertreatment’ – treating the exhaust after it came out of the engine. All manufacturers adopted the DPF, or diesel particulate filter.
By 1998 we had gotten NOx down to 4 g/hp-hr. EPA’02 required truck engines to drop NOx by 40% more to 2.5. For most manufacturers, this required the use of ‘light EGR’. Wow, what an effort that was! EPA’07 required us to cut that level of NOx in half, to 1.2. Most manufacturers employed ‘Heavy EGR’. We made it look easy, but it wasn’t. To restore fuel economy, Volvo went to 35,000 psi fuel injection. We also moved the gearing to the rear of the engine to help keep the torsional vibrations from being a problem. Now EPA’10 requires us to drop yet another 83%, to 0.2. This will be a 99% drop from original levels . IF you apply earned credits from selling another engine below standard, you are permitted to only drop to 0.5. This level is 2.5 times more NOx than without credits. The technology does not exist to get to 0.2, or near-zero NOx, without the use of aftertreatment. Manufacturers meeting 0.2 will employ SCR, or Selective Catalytic Reduction. They will also still use some EGR, but to a lesser extent. Manufacturers using credits will employ ‘Massive EGR’. This is the term the scientific community has for EGR rates approaching or even exceeding 50%.
Now with NOx emissions reduced to near-zero, the heavy truck diesel is a near zero emission engine. Ninety-nine percent reductions in every regulated pollutant. That’s lower emissions than even T. Boone Pickens’ natural gas engine, until such time as particulate filters are developed and used for natural gas engines.
The next step in the evolution of the low-emission diesel was Exhaust Gas Recirculation. Some of the exhaust gas is recycled back through the engine under certain circumstances. The purpose of the EGR is not to ‘re-burn the exhaust’ – rather it is to use the spent exhaust as a heat sink. Since it is mostly nitrogen and available in large quantities, re-introducing exhaust back into the engine dilutes the amount of oxygen in the intake charge. This reduces the temperature of combustion and lowers formation of NOx. EGR lowers the combustion temperature which lowers the formation of NOx. But EGR makes fuel economy worse. Other things must be done to recover fuel economy. We will use EGR into 2010 -- just not as much as today.
Oxides of Nitrogen: Approximately 80% of the air we breathe is nitrogen gas, N2. Nitrogen is totally inert – it does not support a flame. However, when air gets extremely hot – as with a bolt of lightning, or in diesel engine combustion – trace amounts of nitrogen combine with oxygen to form NOx. Over time, it adds up to a lot. NOx elimination presents a dilemma. Unlike soot or other gaseous hydrocarbons, which are reduced by making combustion more efficient, oxides of nitrogen are actually produced in direct proportion to efficient combustion. In general, the more efficient the engine, the higher the NOx output. And t he lower the NOx output, the lower the efficiency .
Further improvements in NOx came with fuel injection. Higher fuel injection pressure, which gives finer atomization for better combustion Shaped fuel injection delivery, which allows pressure rise to be controlled for best possible release of power. Volvo Dual Solenoid Fuel Injector Today, Volvo group engines use a Dual Solenoid fuel injection system with Ultra-High Fuel Injection Pressure. The pressures are currently 35,000 psi (2400 bar) – among the highest in the world. Multiple events during a single cycle are possible. Our engineers have used this injection system since October ’02 and have had plenty of experience in getting the most out of it.
There are several levels of EGR that can be discussed: Light EGR (~10%-20%%) Heavy EGR (~20%-35%) Massive EGR (~35%-50%+) Volvo used ‘Light EGR’ with the US’02 ‘V-Pulse’ solution on the D12D. Major design changes included the revised cooling system. For US’07, Volvo uses ‘Heavy EGR’. Major changes include a variable geometry turbocharger to provide the higher rates of flow needed; precision EGR flow control using a new EGR valve and closed loop flow measurement; And Ultra-High Fuel Injection Pressure with our Dual Solenoid fuel injection system. A third level of EGR, ‘Massive EGR’, is being promoted by one engine manufacturer for EPA’10.
It is a difficult process to keep all relevant engine performance factors in balance. Changing one thing affects another…
The Solution for 2010: Ultra High Pressure Fuel Injection to Reduce the Soot Light-Heavy EGR to knock Down the NOx DPF aftertreatment for Near-Zero Soot SCR aftertreatment for Near-Zero NOx
Why use SCR? SUPERIOR fuel economy, compared to other solutions for EPA’10. Total fuel costs will be significantly reduced, even allowing for the DEF. Improved engine performance. Less EGR needed, less heat rejection into cooling system results, greater power density, and higher efficiency. Very little maintenance required Reliable, proven approach (High volume production in other markets) What additions to the truck will be included? DEF tank, on the driver’s side. Heated. Various sizes depending on fuel capacity. Includes pump and filter. Heated lines, pump to injector DEF injector, mounted to today’s frame-mounted Diesel Particulate Filter SCR catalyst, behind DPF or vertically mounted
Here are the elements of the SCR system: Diesel Particulate Filter similar to today DEF injector SCR catalyst DEF tank with pump and filter Heated lines Control system
As you can see we retained the technology of our Compact Diesel Particulate Filter. It is mounted close to the turbocharger for more ‘Passive Regeneration.’ The blue lines are coolant lines to avoid overheating of the DEF spray injector. Grey line is the heated DEF supply hose.
Driver’s side - here is the DEF tank. The regulations say you must have enough DEF to last through two complete fuelings. We will have two sizes, 18.5 gallons for dual 150 fuel tanks and smaller, and 12 gallons for dual 100’s and smaller. The larger DEF tank will be good for 4000 miles or more. Under the blue cap, the throat of the DEF tank is only 19mm, too small for diesel or even gasoline hose nozzles.
Another component of the 2010 system is the DEF gage. The driver can follow the progress of the DEF consumption using a real gage, a twin to the truck’s diesel fuel gage on the right. As a DEF supply will last 4000 miles or more, the needle moves more slowly than the fuel tank’s, but the driver always has a good indication as to how much DEF he has remaining.
The Volvo In-Tank Heater and Pickup Extremely high design quality Fits inside DEF tank from top Circulates engine coolant through the Diesel Exhaust Fluid to maintain proper temperature – 60 o F All stainless steel, high-quality manufacture DEF level gage float (in center), with wiring harness (one plug) DEF pickup with intake filter No tank insulation is required By the way – Volvo Group has already delivered over 150,000 of this part. Like the rest of the SCR system, it’s proven. It works.
PLAIN AND SIMPLE: WITH UREA YOU SIMPLY “NUKE THE NOx” YOU CAN MAKE ALL THE ENGINE-OUT NOX YOU WANT AND NUKE IT IN THE AFTERTREATMENT YOU CAN REDUCE THE EGR AND TUNE THE ENGINE TIMING AND PRESSURE RATIOS THE WAY THEY USED TO BE AND STILL HAVE A GENUINE NEAR-ZERO EMISSION ENGINE
What about the base engine? Base engine will only experience minor changes. Same proven injection system Same camshaft Same cylinder head Same block Volvo is the only manufacturer who is going into 2010 with essentially the same engine as 2007
There are good and bad consequences of EGR. On the plus side is emission reduction. On the negative side there are: Power Density LESS Heat Rejection MORE Efficiency LESS Power Density means less horsepower can be produced from a given displacement. Or, put another way, greater displacement may be needed to maintain horsepower. Heat rejection can be dealt with a larger cooling system. Volvo increased the cooling capacity in October 2002. And finally efficiency, which can be improved by fuel injection improvements. Volvo has achieved 35,000 psi in 2007. This is approximately the level of pressure in the common rail systems.
The after-treatment system utilizes an injection of a solution of urea. Urea is a compound of nitrogen that turns to ammonia when heated. In a catalyzed reaction, the urea combines with the NOx and the byproducts of this reaction are simply nitrogen gas and water vapor.
The main component of DEF is an organic nitrogen-rich compound called urea . Urea is synthesized from natural gas and carbon dioxide. Urea is very widely used in agriculture as a fertilizer, most often distributed in wax-coated pellets. (Not a water solution) Urea is a compound of nitrogen that turns to ammonia (NH 3 ) when heated. Why call it DEF? Automotive industry wanted a generic name What is Diesel Exhaust Fluid made from? 32.5% urea, 67.5% demineralized water Must be kept extremely pure Why 32.5%? Water solution with lowest freezing point, 12 o F. AUS32. Will also be an API standard.
Because DEF is a solution of urea crystals and water, it freezes more slowly than pure water and at a lower temperature.
DEF Freezes at 12 o F. THERE IS NO DELAY IN DRIVING A TRUCK WITH A FROZEN DEF TANK. You can walk up to a truck that has been standing over a frigid weekend and drive it away with no additional warm-up time. A few cc’s will melt immediately due to the heat from the exhaust. The tank heater will eventually melt the rest as you drive. Oh, by the way – one of the other uses for urea is as a de-icer. Google it.
Here are the fuel numbers: On a 3000 mile trip, you will only consume 13 gallons of Diesel Exhaust Fluid You can travel coast to coast And still have 1/3 tank of DEF left over
The engine using DEF can be made more fuel efficient. Our engine will be about 5% less in cost than a D12 even after the cost of DEF. In the end, the savings in fuel costs should be greater than the cost of the DEF -- do much so that ‘you get double your money back’.
How much Diesel Exhaust Fluid is required? Volvo is optimizing the amount of Diesel Exhaust Fluid (DEF) to be injected for US’10 standards, but the rate will probably fall in the 2-4% range. The more DEF, the lower the diesel fuel consumption. The less DEF, the more diesel fuel consumption. We will optimize for the lowest total cost. How much will Diesel Exhaust Fluid cost? According to Volvo’s information, it is estimated at about 3/4 the price per gallon of diesel fuel. The exact price will, as always, be set by the market. Can the UREA infrastructure meet the additional demand? Easily. Globally over 100 million tons of urea were produced last year, primarily for agriculture, and also for cosmetics.
Truck Dealerships Truck Stops / Travel Plazas Companies with their own facilities: Truck leasing companies Regional Fleets LTL Fleets Truckload Fleets Construction companies
The long-tern common solution will be the pump on the fuel island. In cold climates the hose will be in an insulated cabinet. DEF will also be available in a multitude of sizes. Near term, the 275 gallon IBC, or ‘tote’, will become common at fleets who provide their own DEF.
A 2.5 gallon DEF container, good for 500 miles or more, will become a common sight at the cash register of most truck plaza convenience stores.
Where are we on testing? We have had test trucks in customer hands in North America longer than anyone else. We delivered these 5 production-similar EPA’10 test trucks in October 2007. They have now been through two complete winters - and without problems.
We know what we’re doing We are ahead of previous emission generations. At VTNA, we already have more than 10 million miles of experience with SCR in North American service. We have our European experience with over 150,000 Volvo group heavy trucks already on the road using SCR. These trucks now have over two billion miles of in-use experience in Europe, in Australia, and in Japan.
Future emission systems will include OBD - or On-Board Diagnostics. OBD will act as an umbrella over the engine and exhaust emission control systems. Cars have had OBD for some time and is what they use at vehicle inspection time to have the car tell the computer whether or nor it passes emissions rather than use a sniffer or some instrument in the tailpipe. The system is more accurate and ensures compliance on a continuing basis. On heavy trucks, it means the accuracy of the sensors we use in the combustion process must be extremely high.