Diesel Exhaust Aftertreatement for

Indian market
Trends and Challenges for Passenger Cars and
Light Commercial Vehicles
prepared for:

VECV

February 12th , 2014

Kwee FEV-IN
Agenda/Content

 Development Trends

 Challenges especially for Indian Market

 Calibration Solutions

Author, presentation title, date © by FEV – all rights reserved. Confidential – no passing on to third parties 2
Agenda/Content

 Development Trends

 Challenges especially for Indian Market

 Calibration Solutions

Author, presentation title, date © by FEV – all rights reserved. Confidential – no passing on to third parties 3
Legislation and Development Trends
Development Core in different Regions

European Union (EU) Brasil, Russia, India, China (BRIC)

 Real Drive Emissions (RDE)  Variable Fuel Quality
 CO2 Limitation  Robustness, Low Cost
– Low Pressure EGR – Low Pressure EGR
– LNT + LP-EGR for small vehicles – LNT (only with low sulfur fuel)
– SDPF – SDPF
– Reformer

United States of America (USA) Diesel Hybrid

FRC
 Tier 3 / LEV III  Load point shift
 GHG Limitation
DOC DPF
 Electric heating
LNT SCR

– Rapid Warm-Up Strategies  Reduction of NOx-peaks

– Low Pressure EGR
– Combined Aftertreatment
– SDPF
– Reformer

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 0.02
LEV I (2003)

EU5 EU6 0.01

Emission Legislation for (2009)
India (2014) T2B5 (2007)
EU7 LEV III (2022)
0.00
NOx NOx
0.4 0.3 0.2 0.1 0.0 0.0 0.1 0.2 0.3 0.4
[g/km] 0.00
[g/km
DOC DPF
BS5
BS5 (2015)
EU6 EU5
0.01 (2020) (2015)
• For BS5, closed DPF is
mandatory. NOx aftertreatment
0.02 is not required.
BS4 (2010) EU4 (2010)

0.03
PM [g/km]
DOC

• Main route: only DOC; depending on engine

out soot emissions, open DPF might be
required

 Main challenge for aftertreatment system: Deactivation or clogging issues due to

variation of fuel quality
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CSF material for future CV application (SiC, Cordierite or others)
DPF Materials Survey
Silicon Carbide (SiC) Aluminum Titanate (AT) Cordierite
 Ibiden Al2O3/MgO/SiO2
 Corning
 NGK  Corning
 Sumitomo
 Saint Gobain  NGK
…  Denso
…
most common materials
Metal Foam paper carrier +
ceramic Si3N4 (Silicon Nitrate)
Alantum
suspension
…
 Mann
+ Hummel Mullite Al2O3/SiO2
Metal Fibers  Dow
 FiberTech Automotive
 Emitec
 Twintec
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CSF material for future CV application (SiC, Cordierite or others)
DPF Volume Scatterband Industrial and HD Applications
35
Yanmar (SiC)
FEV Calibrations (SiC)
30
Deutz (Cord.)
John Deere OffRoad (Cord.)
25 Mercedes HD EU5 (Cord.)
DPF Volume [l]

Mercedes HD EU6 (SiC)

20

15

10

5
JD: active Rgn.
Deutz: active Rgn. > 130kW
0
0 50 100 150 200 250 300 350 400
Engine Power [kW]
Cordierite is currently most common with larger engines but SiC
introduced for high power CV
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CSF material for future CV application (SiC, Cordierite or others)
Size and Material Trends

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Passive, Low Back Pressure Particulate Filters
Summary & Outlook

Targets for CV-DPF Possible future CV-DPF

 high ash storage  SiC becomes more attractive if higher soot

 no segmentation (larger open frontal area) loadings are required (if passive
regeneration share decreases due to low
 high diameter vs. length ratio engine out NOx)
 high volume for low flow velocities  as already experienced in PC sector AT is a
 moderate soot loadings (3-5 g/l) or higher uprising alternative to SiC

 good ability for catalytic coating for – monolithic structure enables low
additional passive regeneration backpressure
  substitution of currently most common
cordierite substrate by SiC and AT
 Remark:
– Corning already offers AT for HD
application

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Agenda/Content

 Development Trends

 Challenges especially for Indian Market

 Calibration Solutions

Author, presentation title, date © by FEV – all rights reserved. Confidential – no passing on to third parties 18
Worldwide Fuel Specifications

Europe Argentina (09-) Brasilia Chile Indien (Bharat) Russia

Criterium Unit Euro 4/5 Euro 5/6 Grade 2 Grade 3 Grade A1 Grade B Stage III Stage iV D2
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
3
Density @15°C kg/m 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 -

• 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)

Displayed are different max. sulphur contents for on-road Diesel

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 Risks of high Sulfur Fuel for Diesel Aftertreatment
Boundary

Real-world fuel sulfur levels

100
NO2/NOx Roh, EU <10ppm S
NO2/NOx_GGW
DC850, <10ppm S
DCX24, <10ppm S
80 Längseinbau, <10ppm S
/NOx[-]nach DOC / %

CO DC850 45
CO DCX24 Raw emission 2nd peak
CO Längseinbau 60
60 40 Test
Test procedure:
procedure:

Sulfur loading DOC

HC DC850

SO2 concentration / ppm

Temperature
Temperature increase

concentration SO2 [ppm]

HC DCX24 35 increase
no sulphated DOC 10°C
HC Längseinbau 10°C steps
steps
after
30
40
40 1st peak
0
DOC performance Sulfur storage Desulfation behaviour
/NO2x-ratio

Desulphation 25
Impacts

4
seinbau 20
NO2NO

15
20
20
10
sulphated DOC 5

00 0
100 200 300 400 500 600 200 250 300 350 400 450 500 550 600 650
300 400 500 600 100 200 300 400
Temperature [°C]
500 600 SO 2-flow rate Temperature / °C
temperature [°C]
T DOC / °C T DOC / °C
30

Catalyst technology
- beschleunigter Zyklus#1 transient steady-state
- OHNE AGR

DeSOx
25 Catalyst technology #2
Temperature

2000ppm sulfur
DOC sulfur loading / g
measures

20
Counter-

15 Catalyst technologies Desulfation strategy

10
Temp.

0
0 10 20 30 40
Time / s
Integral fuel flow / kg Time / s
Desulfation strategy
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Sulphur Impact on Aftertreatment
DOC-Sulphurisation

Active centers are blocked by SO2 (SO3) Storage of SO2/SO3

 1. Decline in activity  2. Significant weight increase
 Deactivation of DOC-functionalities  White smoke emissions under favourable
conditions (T ↑, SV)

yNO2/yNOx mDOC
Steady- • Deactivation
state of NO2-
formation NEDC
• Large, gravimetrically
determinable DOC-
T sulphur-oxide storage
t
yNO2, ySO2 • Deactivation of NO2-
formation SO2-Adsorption emission
SO2-Austritt
NEDC
• Effect on SO2- entry
SO2-Eingang
oxidation/SOx- SO3-Adsorption emission
SO3-Austritt
Sorption SO2-Oxidation
SO2+O2  SO3
Pt Pt
t DOC
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 Effects of Sulphurization and Countermeasures

Effects of Sulphur load on DOC and DPF Countermeasures

 Deactivation of HC/CO-conversion on DOC  Catalyst material  impact on sulphur

storage
Concentration [ppm]

 Desulphurization strategy  thermal

desorption of stored sulphur
HC engine out  DPF regeneration strategy with temperature
HC tailpipe ramp  reduction of white smoke formation
CO engine out
CO tailpipe
DPF regeneration

temperature
0.0 0.5 1.0 1.5 2.0 mode
Time [h] Heating
 Formation of white smoke during rapid mode
transients Adsorption
mode

Exhaust flow

time

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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
N Projekt: NCV3 - EU5 - OM651 - Schwefel
Cycle: RGN 50km/h Vehicle: 906V1642 [#2092]

 Investigate the reason for DPF failures:

Temperature in DPF W M O Software: TMAB5D1 Calibration: DS04 (01_ME12)
Loading: F01B10
S 215 135 70
1000
[°C] P_T_Dpf_surface_temperature
800

Extensive load of HCs, soot and sulfur

Temp. L1
700
600
500
400

responsible for thermo shocks during 300

200
100
TiDPF_L1M TiDPF_L1N TiDPF_L1O TiDPF_L1S TiDPF_L1W

1000

regeneration (> 900 °C in DPF) [°C]

800
700
P_T_Dpf_surface_temperature

Temp. L2
600

 Calibration adaptation for China market:

500
400
300
TiDPF_L2M TiDPF_L2N TiDPF_L1O TiDPF_L2S TiDPF_L2W
200

- HC-State machine activation 100

1000
[°C]
800
P_T_Dpf_surface_temperature

- Adaptation of DPF (un-)loading models Temp. L3

700
600
500
400

- Implementation of desulphurization mode 300

200
100
TiDPF_L3M TiDPF_L3N TiDPF_L3O TiDPF_L3S TiDPF_L3W

 Monitoring of endurance run with optimized

calibration
23

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Exemplary FEV Reference Projects for Fuel Impact on Aftertreatment

 “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

© 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 © by FEV – all rights reserved. Confidential – no passing on to third parties 26
Serial Calibration Approach
may not be optimal w/ regards to fuel consumption

Engine Base Calibration

Conception &
Calibration EATS
Heat-Mode
Calibration
Real World Driving

BSFC / CO2

NOx
Emission Limits
- Previous Limits
- Future Limits, new cert.
cycle, more stringent
OBD-requirements and
higher system complexity

Kwee, Computer aided calibration of combustion and exhaust aftertreatment

system, May, 22nd 2013 © by FEV – all rights reserved. Confidential – no passing on to third parties 27
Integrated Approach is a promising solution to overcome the raising
complexity and future limits with optimized fuel consumption

Engine Base Calibration

Conception &
Calibration EATS
Heat-Mode
Calibration
Serial Approach Real World Driving

Engine Base &

Modeling of Heat-Mode
Engine, EATS Calibration
Computer aided calibration of combustion and exhaust
Test bench Verification
and Real aftertreatment system &
& Fine-tuning
World Conception &
Calibration Integrated approach to optimize the complete system
Real World Driving
Conditions
EATS Further Simulation

BSFC / CO2

NOx

- Future Emission Limits

Kwee, Computer aided calibration of combustion and exhaust aftertreatment

system, May, 22nd 2013 © by FEV – all rights reserved. Confidential – no passing on to third parties 28
Application Process
Efficient Engine & Aftertreatment Calibration
BEST PRACTICE

FEV PROcal EAS

Engine calibration, and EATS

Optimizer with EATS-, Models
EATS Data

Optimized TCO

Layout
DoE Results

Vehicle Model

PROcal EAS includes

• Physical models
• ECU structures
• DoE models

Complete system optimization for miminized TCO

fulfilling legislational demands
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Certification Procedure (e.g. NRTC, WHTC)

CASE EXAMPLE

Minimum Time Required ~10 h

Cool Down Phase ~ 8h

System-Conditioning Cold Test Cycle

~ 20-30 min. ~ 20-30 min.
Fill up NH3-Storage of SCR catalyst - 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
Simulation Time ~ 6 sec. ~ 5 - 20 min.

Warm Test Cycle

~ 20-30 min.
Most likely that SCR temperature drops below injection threshold

Simulation of Cool Down by setting Start-Temperatures for Cold-Cycle to Ambient

Conditions  Within real Cool Down ~ 4800 Simulations could be done
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