Novas Tecnologias para atender Euro VI

Rogério Souza

Curitiba, 3 de Setembro de 2014

11° Forum SAE Brasil de Technologia de Motores Diesel

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 Outline

• Background:
• P8 Regulations
• The Euro VI experience
• Euro VI Typical Architecture
• DOC
• CSF
• SCR
• Challenges
• Cold Temperature
• Sulfur
• PN and PM
• Calibration, In Service Conformity and OBD
• Innovative & beyond Euro VI Technologies
• New Cu-SCR
• Selective catalytic reduction on filter
• Cold Start Concept Catalysts
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 Background
Proconve P8 emission regulations

• HDD vehicles in Brazil are expected to meet P8 regulations by end of

decade
• These regulations are likely to mirror Euro VI standards.
• Focuses on further reduction of Nitric Oxide (NOx) and Particulate Matter
(PM) reduction relative to P7

• Some differences are expected between the applications in Brazil and

the ones in Europe for which the Euro VI regulations were designed.
• Sulfur tolerance can be a critical factor in deciding the technology of choice
in this market

• A number of SCR technologies have been available in the global market

for a variety of NOx emission standards (P7, Euro V, Euro VI, EPA 2010)
• New product options such as SCRF® catalyst and extruded SCR catalysts
allow for more efficient after-treatment (AT) system packaging and could
enable higher emission reduction levels
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 Regulations
Changes from Euro V to Euro VI

Emission Standards for Heavy-Duty Diesel Engines

 An ammonia (NH3) concentration limit of 10ppm applies to Euro VI (WHSC and WHTC)
 A maximum limit for NO2 component of NOx emissions may be defined at a later stage
Steady-State Testing
Stage Implementation Test Cycle CO HC NOx PM Smoke PN
Date
g/kWh 1/m 1/kWh
Euro V Oct 2008 ESC & ELR 1.5 0.46 2.0 0.02 0.5 -
Euro VI Jan 2014 WHSC 1.5 0.13 0.40 0.01 - 8.0x1011

Transient Testing
Stage Implementation Test Cycle CO nmHC CH4a NOx PM PN
Date
g/kWh 1/kWh
Euro V Oct 2008 ETC 4.0 0.55 1.1 2.0 0.03 -
Euro VI Jan 2014 WHTC 4.0 0.16 0.5 0.46 0.01 6.0x1011
a for NG and LPG engines only
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 Regulation
Changes from Euro V to Euro VI

Vehicle Category b Emission durability Periods c

Euro V Euro VI
N1 and M2 100,000 km/5 yrs 160,000/5 yrs
N2, N3 ≤ 16 ton
M3 class 1, class II, Class A & Class B ≤7.5 ton 200,000 km/6 yrs 300,000 km/6 yrs
N3 > 16 ton 500,000 km/7 yrs 700,000 km/7 yrs
M3 class III and Class B > 7.5 ton
 Euro VI regulations introduces off-cycle emissions (OCE) testing requirements b mass designations are
 Measurements performed during the type approval testing max technical permissible
mass;
 Follow the World harmonized Not-to-Exceed (WNTE) limits c km or year period,

whichever is sooner
 New In Service Conformity (ISC) requirement
 Ensures useful life compliance and prevents tampering
 Involves field measurements using Portable Emission Measuring System (PEMS)
 Testing conducted over a mix of urban (0-50km/h), rural (50-75 km/h) and motorway (>75 km/h) conditions

 OBD changes from steady-state to transient cycle

 OBD threshold limits of 1500 or 1200* mg/kWh high NOx and 25mg/kWh PM over WHTC (*after 2 yr phase-in)
 Excessive NOx: Anti-Tampering Strategies
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 Euro VI Experience
Successful transition from Euro V

• Euro VI regulations in place in Europe since Jan 1st, 2014 for HDD
vehicles
• Only applies to trucks and buses
• Commercial vehicles < 3,500 Kg will follow LDD Euro 6 regulations in
September 2015

• Most OE reported a reduction in fuel consumption relative to Euro V

• Vehicle weight increased significant for some vehicles

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Euro VI Architecture
Most systems based on DOC + CSF + SCR + ASC
configuration

• Similar configuration to US EPA 2010

HDD systems
• Catalyzed Filter upstream of SCR:
• Protects the SCR from soot and HC
• Ensure good passive regeneration
• Increase NO2 level on SCR ,
improving low T performance
• The trade-off is lower SCR-in
temperature

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 Euro VI DOC
DOC Development Challenges

• There is currently less differentiation between classical active and

passive regenerating systems, and as such there is a strong
requirement for DOC’s to be multifunctional
• Need to do fuel combustion for active regeneration

• DOC development focuses around:

• A thermally stable system
• Little/no loss in NO oxidation over time
• High effective use of platinum group metals (PGM)

• 3 key breakthroughs have occurred in the last 10 years

• The introduction of Pd into a DOC system
• The benefits of a multilayer DOCs
• Advanced zoned DOCs

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 Euro VI CSF

• Bare Diesel Particulate Filters (DPF) catch and trap soot:

• Normally at an extremely high filtration efficiency (99.9%)
• Passive Regeneration: Occurs during normal vehicle operation
• NO2-based oxidation of soot
• Active Regeneration: Event triggered by controls of the vehicle
• O2-based oxidation of soot

• Coated Soot Filters (CSF)

• Reduce HC and CO emission
• Improve passive regeneration
• Improve downstream SCR performance through NO2 slip
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 Euro IV CSF
NO2 Regeneration Principles

• Continuous removal of PM occurs under regular operating conditions

• Above threshold temperature
• Engine-out NOx/PM preferably >25
DOC CSF

Most Euro VI applications

rely mostly on passive
regenerations due to the
high NOx/PM ratio
NO2 reacts
multiple
times

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 Euro VI CSF
Example of Active Regeneration Cycle

Most Euro VI applications rely mostly on passive regenerations due to the

high NOx/PM ratio
• A 7th injector is used for fuel injection in many applications
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 Euro VI CSF
Filter composition properties

Designs also target substrate types that can provide:

• Low backpressure
• Physical robustness to withstand thermal stress during exothermic
events
• High PN reduction ability

Cordierite Aluminum Titanate Silicon Carbide

Choice of filter material strongly depends on engine control strategy

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 Euro VI SCR
More choices than in Euro V

• All Euro V SCR were based on Vanadium (V) catalyst technology

• V-SCR can also be used for EUVI

• V-SCR catalysts have high NOx conversion
• Considered more sulfur tolerant than other technologies
• Require that the NO2 level into the SCR stays below around 50%
• During prolonged very low temperature operation, can be inhibited by HC
accumulation
• Perceived thermal durability of V SCR catalysts is lower than other
technologies
• When V is used in EUVI applications the regeneration is either completely
passive or uses low temperature assisted active filter regeneration, to avoid
excessive temperatures into the V-SCR catalyst
• Systems using V allow lower PGM loadings in the upstream DOC/CSF
system, since no high temperature events are used (and since the NO2 level
should be kept below 50%)

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 Extruded V-SCR

• Extruded SCR catalysts provide a more active sites per unit of volume
• Lower light-off temperature
• Potential to reduce AT system volume
• Higher durability

SCR CATALYST TECHNOLOGIES

Coated Extruded

Non active carrier

• Large active mass

• Great flexibility
• Excellent durability
• Wide application
• High activity at low
range
temperature
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 Extruded V-SCR
Real-World Durability of Extruded V-SCR: No
degradation observed
Original Extruded formulation (launched in 2004), 5 Million catalysts supplied, 0 ppm field returns
NOx Conversion @ 10ppm NH3 slip [%]

916,000 km
751,000 km
0 km

Catalyst Temperature
• Engine bench testing of two field aged mufflers with 3 years operation
• 751,000 km in severe conditions (over-hill, max temp 500°C)
• 916,000 km in on-highway conditions
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 Recent Improvements In The Performance
of Extruded V
New V-SCR Catalysts : performance on ESC
DOC + CSF + SCR: 11L SCR on 12.5L engine
Low NO2 = 15-40%; High NO2 = 30-70%

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New Extruded V-SCR Catalysts Have
Outstanding Thermal Durability

Dramatic
Durability
Improvement

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 Euro VI SCR
Fe and Cu SCR

• Fe SCR works well on passive applications

• Provide the best high temperature NOx conversion without over injection of
urea
• Needs relatively high levels of NO2 which can lead to an increase in N2O

• Cu SCR technology is known for high performance and durability,

especially at low temperature (200oC)
• HC tolerant technology
• Low sulfur tolerance, requires desulfation thermal events

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 P8 vs Euro VI AT
Regulations might be the same but environment
might differ

• Although regulations are expected to be the same as Euro VI,

implementation and infrastructure in South America may be different
• Availability of diesel fuel S-500 in rural areas and neighboring countries
is still expected beyond 2019
• In Service Conformity checks may be handled differently by
transportation authorities
• Different frequency
• Different equipment

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 Challenges
Low Temperature

• At temperatures below the threshold for urea injection, NOx conversions

are typically low
• NH3 storage can help to a point

• The DOC and CSF do not oxidize NO to NO2 effectively in that

temperature range either
• V and Fe technologies require an optimal NO2/NOx ratio to produce
high efficiency
• HC can slip past the CSF below light off temperatures

• Thermal management required for optimal after-treatment performance

• Maintain temperature above urea injection threshold when ever
possible
• Allow fuel injection above light-off temperature for active
regeneration of the filter
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 Challenges
Sulfur

• Sulfur can poison oxidation catalysts reversibly and the effect is stronger
when the DOC contains Pd
• Sulfur can also lower the performance of Cu-SCR catalysts
• DOC/CSF system can oxidise S to form sulfate, which can lead to white
smoke emissions when operating in high S fuel
• Since 2014 S-10 (10 ppm S diesel fuel) is available in Brazil in all areas
to minimize impact of sulfur content in the fuel on the aftertreatment
system
• However, S-500 will remain available in rural areas and neighboring
countries
• Misfueling of P8 aftertreatment systems would impact overall
emissions
• De-sulfation strategies (active regeneration) using the 7th injector may
be required

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 Challenges
PN and PM

• PM and PN compliance is forcing the introduction of wall-flow

filters, which in practice limits the highest acceptable sulfur fuel
level
• Introduction of S-10 diesel in 2014 tackles this issue, but
misfueling remains a concern
• If the fuel sulfur level is 50 ppm (S-50), a PM standard of 10
mg/kWh is impossible to meet due to sulfate formation at
DOC/CSF.

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 Challenges
Calibration, In Service Conformity and OBD

• Controls must be tuned to allow for optimal after-treatment performance

• Appropriate urea injection rates to maximize NOx conversion while
minimizing NH3 slip
• Euro VI Fe or Cu SCR systems will store more NH3 than V systems
• Sudden release of stored NH3 should be controlled
• In Service Conformity may be affected by driver without traceability
• Misfueling with S500 would trigger In Service Compliance fault codes
• Effects linger in aftertreatment system after refueling with S-10
• Post-mortem analysis of systems may be required to detect root cause
• New Worldwide Harmonized OBD (WWH-OBD)
• More calibration effort for monitoring robustness
• Checks performance of the monitoring function over transient hot WHTC
• Only short ESC used in Euro V
• More conversion margin relative to fresh performance will be required to meet
this constant monitoring
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 Innovative Technologies: new generations
of Cu-SCR

Aged 650oC, 100 Hours; Tested at 100k SV

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 Beyond EU VI Technologies : SCRF® catalyst
SCR on high porosity DPF
Conventional
DEF SCRF® catalyst DEF
SCRT® System
T T T ,T NOx, T System T T P P

SCR

A SC
A SC
DOC CSF
CSF SCR SCR DOC SCRF®

NOx NOx
P T T NOx, T
 Additional NOx control across DPF is being considered as a means of improving
the overall system NOx conversion efficiency.
 This is achieved by placing SCR on a highly porous DPF; known as SCRF®
technology.

Key features of SCRF® catalyst:

 Smaller overall system volume
 High NOx conversion
 Faster warm up of NOx reduction component compared to conventional systems
 Passive regeneration capability (but poorer than DOC+CSF)
 Capable of active regeneration
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 Beyond EU VI Technologies : SCRF® catalyst
Higher conversion at lower system volume

EGR Off, Hot FTP, Low NO2, SCRF® system vs CSF+SCR system comparison for 650C for 100hrs aging
Reference system SCRF® catalyst only system SCRF® catalyst + SCR system

100

90

80

70 10% higher NOx conversion

NOx Conversion %

60 over hot FTP and 21% volume

50 reduction using SCRF®
40 catalyst + SCR compared to
30 reference CSF+2xSCR system
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10

0
2013 System SCRF SCRF+ SCR
Reference SCRF® catalyst SCRF® catalyst
system only system + SCR system
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 Beyond EU VI Technologies: CSC
Controls NOx emissions at low temperature

 Cold Start Concept catalyst temporarily stores HC and NOx during cold start
 After the cold start concept catalyst reaches ~200oC, HCs are oxidized, and NOx is
released to the exhaust stream where the downstream catalysts have achieved
catalytically active temperatures to convert NOx to N2
Cold Phase Warmed up phase NOx
HC NOx release H2O
NOx NOx/HC storage HC oxidation CO2
NOx HC
NOx HC dCSCTM dCSCTM
dCSCTM dCSCTM CO+O2 H2O
CO/HC oxidation CO2
HC+O2 Exotherm generation
Low temperature CO oxidation
CO+O2 CO2 dCSCTM dCSCTM
NO+O2 NO2
NO oxidation
dCSCTM dCSCTM
dCSCTM dCSCTM
Lean exhaust, thermally controlled, no
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rich regeneration events needed
 Beyond EU VI Technologies: CSC
Low temperature NOx storage with thermal release
of NOx for CSC catalyst
Comparison between:

dCSC™
New cold start concept catalyst

DOC Diesel oxidation catalyst

Majority of the stored NOx can be

thermally released at ~200-350C

Lower N2O

High NOx storage capacity and SAE 2013-01-0535

trapping efficiency 27
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 Beyond EU VI Technologies: CSC
Improved HC/CO reduction and similar NO
oxidation as DOC

HC conversion CO oxidation

NO oxidation

dCSC™ vs DOC

SAE 2013-01-0535
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 Beyond EU VI Technologies: CSC

Challenges
• The CSC requires sulfur management, hence high S exposure will lead to the
need for more frequent desulfation of this technology (DeSOx is achieved under
lean exhaust at high temperatures)

• Additional complexity of controls needed for the CSC technology:

• Manage NOx storage and release in the CSC catalyst (function of
temperature)
• OBD requirements for the CSC technology

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 Summary
Proconve P8 Regulations for HDD

 Euro VI type of regulations are coming to Brazil in the future

 Euro VI regulations: in addition to stricter NOx, HC and PM emission
limits
 PN regulations which require wall flow filters
 Higher emission durability periods
 New WHSC and WHTC cycles
 OCE testing requirements with WNTE limits
 ISC requirements with PEMS
 WWH-OBD requirements over WHTC
 Challenges found in low temperature profiles, fuel sulfur levels, PM/PN
standards, engine calibration, ISC and new transient OBD.
 Given the timeline, in addition to the Euro VI DOC, CSF and SCR
components, other new technologies could be made available for P8
 CSC catalyst, SCRF catalyst and extruded catalysts are options that could
help meet specific challenges such as low temperature operation and
conversion margin
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 Acknowledgments

• JM Global HDD Team

• “Super” Mario Castagnola
• Lasitha Cumaranatunge
• Andy Walker
• Gudmund Smedler
• Sougato Chatterjee

• JM South America
• Alejandro Rivera
• Marcelo Neri

Contact : rogerio.souza@matthey.com

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