The Compliance of BS VI: Sustainable Approach

The Compliance of BS VI
Sustainable Approach
02nd Nov 2017
K Senthur Pandian
Associate Chief Engineer
Head - Diesel Engines (Automotive)
Mahindra and Mahindra Limited
1
Sustainability Challenges & Emerging Trends
Major Drivers – Automotive Powertrain
Upcoming
Technology
Legislations
CO2 Ph I & Ph II Overview
Emission 2020, IRDE
Safety 2019
Real World Cost of

Fuel Economy Ownership
2
Upcoming
Technology
Legislations
Emission 2020, IRDE
Safety 2019
Real World Cost of

3
Upcoming Legislations | Technology Over view | Rear World Fuel Economy | Cost of Ownership
CO2 Type Approval Values – Passenger Segment (India)
300
Possibly LNT based EAS Typically SCR based EAS
250
Diesel
Petrol
200 17%
CO2, g/km
150
139 5.88 L/100 km
115 4.87 L/100 km CO2 Reduction by Legislation Ph1 to Ph 2 : 17 %
100 Engine Level BSFC Impact E4 to E6 : 3~4%
CO2 Penalty by EAS (LNT based) : 3~4%
TOTAL COMPENSATION : ~25%

50
500 1000 1200 1500 2000 2500 3000
Kerb Weight, kg 4
CO2 Type Approval Values – SUV Segment (India)
300
Possibly LNT based EAS Typically SCR based EAS
250
Diesel
Petrol
200 17%
CO2, g/km
173 7.32 L/100 km
150
144 6/07 L/100 km
CO2 Reduction by Legislation Ph 1 to Ph 2 : 17 %

100 Engine Level BSFC Impact BS4 to BS6 : 3~4%
CO2 Penalty by EAS (SCR based) : ~2%
TOTAL COMPENSATION : ~ 23%

50
500 1000 1500 1800 2000 2500 3000
Kerb Weight, kg 5
CO2 Type Approval Values – All Segments (India)
300
Diesel
Petrol Vehicle Level Measures
▪ Weight Reduction
250
▪ Driveline ratio optimization
▪ Engine Right sizing
▪ Coast down reduction
200
CO2, g/km
Powertrain Level Measures

▪ Base Engine friction reduction
153 ▪ Thermal Management
150 ▪ Parasitic Losses reduction
CR pump, Vacuum Pump, Oil Pump, AC
127 Comp, Alternator, etc.
▪ DCT, E-Clutch, 6 speed transmission
100 ▪ Mild Hybrid – 48V, Full Hybrid
▪ IEM, ESS in all variants
Europe 2021 Ref. ▪ Electrification of accessories
95 g/km PSP, Vacuum Pump
50
1569
500 1000 1500 2000 2500 3000
Kerb Weight, kg
6
Upcoming
Technology
Legislations
Emission 2020, IRDE
Safety 2019
Real World Cost of

7
Legislation Overview in India

April 2017 April 2020 April 2022
CAFÉ – Phase I Existing + New vehicles CAFÉ – Phase II
FE penalty (?) BS VI + OBD I April 2023
IRDE Monitoring, but test BS VI + OBD II
boundaries not defined. IRDE CF (?)
Market 2016 2017 2018 2019 2020 2021 2022 2023 2024
BS IV BSVI + IRDE BS VI +
Select BS IV Pan India + CAFÉ I IRDE +
India cities + CAFÉ I CAFÉ II
Sep 2017 Sep 2019

WLTC Cycle for CO2 IRDE CF 2.1
IRDE CF 2.1 All vehicles
New Vehicles
E VI d
EURO VI b EURO VI d
Europe (NEDC) (IRDE)
WLTC
IRDE
Jan 2020 Jan 2021

IRDE CF 1.5 IRDE CF 1.5
New vehicles All vehicles
8
BS VI Emission in India – April 2020

70
BS IV N1C3
60 79.5 % NOx Reduction
SCR
PM Emission (mg/km)
50
BS IV N1C2
93 % PM Reduction
40 75 % NOx Reduction
SCR or LNT
DPF
30
89 % PM Red.
BS IV N1C1 / M class
68 % NOx Reduction
DPF
20 LNT
82 %
DPF
10 BS VI
All Passenger Cars
4.5mg
0
80mg
0 50 100 150 200 250 300 350 400 450
NOx Emission (mg/km)
▪ Two Step Emission Reduction from BS4 to BS6 – Quite ambitious move
▪ DPF and LNT/SCR Technology adaption in ~ 3 years timeframe 9
Indian Real Driving Emission (IRDE)

Certification Supplementary Cycle in
Country On Road Testing
Cycle Chassis Dyno
• US06 : High speed & High Aggressive

• HWFET : High speed & Less aggressive
• SC03 : Mid speed cycle, AC ON & solar
• FTP 75 • Not Applicable
load 35° C
• FTP75 : 1609 m , Standard Ambient
• Cold FTP 75 : at -7° C ambient
• Well Established
• NEDC 120 • Not Applicable • CF 2.1 : 2017
• CF 1.5 : 2020
• JC 08 • Not Applicable • Not Applicable
• Approach 1 • Approach 2
• NEDC 90 • Random cycles with dynamic • To derive from
temperature and ambient pressure Europe 10
Indian Real Driving Emission (IRDE)
March 2017 ~ July 2018
11
Upcoming
Technology
Legislations
Emission 2020, IRDE
Safety 2019
Real World Cost of

12
Exhaust After-treatment - Challenges
PM Reduction NOx Reduction
Diesel Particulate Filter Selective Catalytic Lean NOx Trap

(DPF) Reduction (SCR) (LNT)
DOC
LNT
SDPF
DPF
13
DPF – An Overview
Sensors
▪ Exhaust Temperature sensor

(Before Oxidation catalyst)
▪ Exhaust Temperature sensor

(Before particulate filter)
▪ Differential pressure sensor
▪ Lambda sensor
DPF is mandatory for emission norms BSV and beyond
14
DPF – An Overview
Regenerated
Fresh DPF 25% Soot 50 % Soot 100 % Soot Regeneration DPF
(with Ash)
Pressure Drop 
Soot Mass  15
DPF – An Overview
DPF Inlet
▪ The process of burning the particulates
accumulated in the DPF is called
“Regeneration”
DPF Outlet ▪ C+ O2  CO2 (Active Regeneration)
Before Regeneration ▪ C+ 2NO2  CO2 + 2NO (Passive

Regeneration)
DPF Inlet ▪ Active regeneration needs temperatures

~600 Deg C in the presence of O2
▪ Passive regeneration required temperatures

are 250 ~450 Deg C with the presence of NO2
DPF Outlet
After-Regeneration 16
DPF – An Overview
▪ Need for high regeneration Interval
▪ To maximize CRT effect
▪ Thermal Regeneration at high loads
▪ Lambda of Exhaust > 1.05 preferred
▪ Low EGR levels to control smoke
▪ Optimal Injection Strategy
17
DPF – An Overview
Highway Cycle
40
DPF Thermal Damage Limit
36
32
Soot mass in g
28
Regeneration Trigger Limit
24
20
16
12
4
800 kms
0
0 200 400 600 800 1000 1200 1400
Regeneration Interval in kms
18
DPF – An Overview
City Cycle
40
DPF Thermal Damage Limit
36
32
Soot mass in g
28
24 Regeneration Trigger Limit
20
16
12
4 250 kms
0
0 200 400 600 800 1000 1200 1400
Regeneration Interval in kms
19
DPF – An Overview
800
Regeneration Temperature = 600 Deg C ▪ In the city cycle, the engine out
Exh Temp [Deg C]
600 temperatures are lower due to the

Lower engine load points.
400
Temperature is about 375 Deg C
200 Avg. Engine out city cycle Temperature = 375 Deg C
▪ To Increase the temperatures to
0 Regeneration temperatures a
technology called “Late Post
8 High Post Injection” needs to be adapted
Post Injection Qty
Injection
[mg/hub]
5 Qty
▪ This late post injection is a “ Cat-
3
burner”
Avg. Late post Injection = 6 mg/hub
0 60 ▪ Late Post Injection in the magnitude
Vehicle Speed
of 6 mg/hub is sufficient to burn the
40 soot in the DPF
20 [km/h]
Average Vehicle speed = 22 kmph ▪ In city cycle regeneration, the risks
0 of poor regeneration efficiency is
0 200 400 600 800 1000 1200 1400 1600 1800 2000 higher leading to higher oil Dilution.
Time [s]
20
DPF – An Overview
Before Regeneration
30%
European city cycle regeneration
Chennai city cycle regeneration
Regeneration Interval
30 ▪ Indian driving conditions require ~
Soot mass in grams
25
30% more regen duration than
20
15 Europe
10
5
0
▪ In spite of High regeneration
0 1 2 3 4 5 6 duration, still soot is not fully burnt
Regeneration number
21
DPF – An Overview
Oil Dilution Phenomenon ▪ In the conventional diesel engine combustion the

injection is targeted to hit the combustion bowl
where it is expected to get combusted.
▪ In the late post injection concept the diesel

injector injects at a very retarded timing, thereby
the Hydro-carbons are released into the exhaust
for increasing the exhaust temperatures via the
Diesel Oxidation catalyst by exothermic.
▪ As the injection impinges on the cylinder walls,

the diesel dribbles through the piston rings and
gets accumulated in the oil Sump.
▪ This results in the phenomenon of “Oil

Dilution” where the engine lube oil gets mixed
with diesel fuel.
▪ With increase in the number of regenerations the

diesel level mixing with the lube oil increases
leading to diesel carry over into the intake pipe
Conventional Injection Late Post Injection through the crankcase blow-by system. This
targeted to hit the impinging on the results in un-intended acceleration of the engine
cylinder walls due to the fuel vapors. This phenomenon is
Combustion bowl
called “Self-acceleration”
22
DPF – An Overview
▪ Description of parameters used to identify soot loading
Soot Loading Phase (NEDC) Regeneration Phase (NEDC)
20 g
Emission
Soot Load in DPF
With Empty
DPF
Emission With
Full DPF
(Regen
Blocked)
Regeneration
mode
emission
~1 g
NEDC Cycles
D d 23
DPF – An Overview
▪ Procedure and Formulae to be followed as per standard R83
Msi – Emissions measured in Normal mode in g/km

Mri – Emissions measured in regeneration mode in g/km
D - Number of NEDC cycles completed in Normal mode from ‘0’g soot loading to Fully soot
loaded DPF
d – Number of NEDC cycles completed in Regeneration Mode 24
DPF – Challenges in Indian Market

350 238 573 630City High GVW
622
300 188
683
250
Torque [Nm]
79
200
150
100
50
0
750 1250 1750 2250 2750 3250 3750
Speed [rpm]
▪ Thick Road Traffic, extended idle : Critical for DPF5 Regeneration
6 10 15 20 25 35 50 75 100 200 300 400 500 600 700
350 238 573 630
622 High GVW
Rural
▪ Extreme operations : 0 ~ 5500 m, + 52 °C, low city300
avg speed
188
of ~ 8 kmph 683
250
Torque [Nm]
▪ Low engine speed / high load driving behavior 200
79
150
100
50
0
750 1250 1750 2250 2750 3250 3750
Speed [rpm]
25

Requirements
Regeneration
➢ Regeneration Needs
• Exhaust Temperature ~ 600C
• O2 Content in Exhaust ~ 5%
• Irrespective of climatic condition
• Irrespective of cycles & altitude
Conditions
➢ Traffic Condition
Traffic
• Very low average speed - 6 kmph

• High Idle duration
• Very transient Driving behavior
• Extreme temperature & altitude
➢ Unfavorable DPF Regen.

Challenges
• Extended Long Regen. duration

DPF
• Low Exh. Mass flow

• Risk of Temp. Over shoot DTIT
• High Oil Dilution
26
▪ Typical City operation & DPF scenario Data from Chennai City cycle
▪ 35% higher Regeneration frequency

▪ 30% extended Regeneration duration
▪ Risk of high oil dilution - unintended self acceleration, a safety concern
27
High Temperature & Oil Dilution Ash Deposition

Increased Regeneration Frequency Fuel & Oil Quality
Thermal Stress Extended Regeneration duration
European city cycle regeneration
Chennai city cycle regeneration
28
Technologies to meet BS VI in Diesel
PM Reduction NOx Reduction
Diesel Particulate Filter Selective Catalytic Lean NOx Trap

(DPF) Reduction (SCR) (LNT)
LNT
SDPF
DPF
29
LNT – An Overview
Lean NOx Trap SelectiveBased

▪ Chemical Catalytic Reduction
filter for Nox
(LNT) (SCR)
▪ Stores the NO2 in lean phase
Dosing
▪ NO2 gets reduced to N2 in Rich Phase
Module
▪ Performance is dependent on
DOC
Diesel
▪ Exhaust Temp
Oxidation
▪
Catalyst
Space Velocity
LNT ▪ NOx Pre Load
Lean NOx
Trap ▪ NOx Concentration
SDPF
SCR on
cDPF System
DPF
Requirements
Coated Diesel
Particulate Filter
▪ 2 Lambda Sensors – 1 US and 1 DS
▪ Temperature US and DS LNT
▪ Well Calibrated Air system for Lean -
Rich transition 30
LNT – An Overview
NOx Storage Mode NOx Regeneration Mode
LNT – Lean Operation (λ > 1) LNT – Rich Operation (λ < 1)
▪ NOx Oxidation & Storage ▪ NOx Release & Reduction

▪ 99% of cycle time ▪ 1% of cycle time (8 ~ 10 Sec)
Pt Rh
▪ 2NO + O2 2NO2 ▪ Ba(NO3)2 + CO  BaCO3 + 2NO2
Rh
▪ 6NO2 + 2BaCO3  2Ba(NO3)2 + 2CO2 + O2 ▪ 2NO2 + 4CO  N2 + 4CO2
▪ 6NO2 + 2BaO  2Ba(NO3)2 + O2 ▪ 10NO2+ 2C3H8  5N2 + 6CO2 + 8H2O

31
LNT – An Overview
32
LNT – An Overview
Requirements of Rich Pulse
▪ CO > 2%
▪ HC < 0.8 %
▪ O2 < 0.8 %
▪ Smoke as less as possible
Targets of Rich Mode: Trigger Point for Rich Pulse
▪ Should have no change in torque when ▪ Engine out Nox Integral
mode change over happens. ▪ Target Tail Pipe emissions
▪ No change in Noise. ▪ Ageing of the LNT
▪ FE penalty should be as minimum as ▪ Sox Load
possible. Detection of End of LNT Regen
▪ Smoke values during rich pulse should be ▪ When the down stream Lambda sensor
as minimum as possible as it will impact turns to rich and crosses upstream
the DPF Regen interval. sensor value. 33
LNT – An Overview
LNT – Lean Operation (λ >1) LNT – Rich Operation (λ <1)
▪ Fuel Sulphur poisons NOx Storage sites by forming Sulphates.

▪ De-sulphation needed to activate poisoned sites
▪ Frequency : ~ 800 km to 1000 km with 10ppm Sulphur fuel
▪ 600oC to 750oC with <1 to avoid LNT damage.
34
SCR – An Overview
Selective Catalytic Reduction
▪ High Efficiency
(SCR)
▪ Wide range function
▪ Independent of engine system
DOC ▪ Modular / Sizable Technology
Diesel
Oxidation
Catalyst
▪ Sulphur Resistive
NOx Sensor ▪ Higher System Price
SDPF ▪ Extremely Complex System

SCR on
DPF
▪ Urea tank & Filling System
▪ Supply Module
Urea Tank ▪ Dosing Module

▪ Urea Mixer
▪ Urea Warning System
Supply Module Dosing Module 35
SCR – An Overview
Urea Decomposition
▪ SCR needs aqueous urea solution for NOx reduction. Thermolysis (160 – 180 ° C)
▪ Mixer for uniform distribution of urea into catalyst. H2N – Co – NH2  NH3 + NHCO
▪ Metallic zeolites (Mainly Copper & Iron) in wash coat. Hydrolysis (180 – 200 ° C)
▪ Higher NOx conversion from ! 200 °C onwards
HNCO + H2O  NH3 + CO2
▪ Aqueous urea freezes below -11 Deg C
36
SCR – An Overview
▪ Mixer Design is critical

▪ Particle tracking simulation
▪ Risk of Urea Crystallization
▪ To maximize UI & NH3 Distribution

▪ Use of NH3 slip CAT, if required
▪ Urea consumption is critical
37
Upcoming
Technology
Legislations
Emission 2020, IRDE
Safety 2019
Real World Cost of

38
Measures to improve Real World Fuel Economy
Base Engine 48V Hybrid Rolling Resistance
▪ Friction reduction
▪ Belt starter Generator ▪ Low rolling resistance tires
▪ Right-sizing
▪ E-Boost ▪ Wheel bearing
▪ Turbo optimization
▪ Accessory electrification ▪ Drive shaft joints
▪ VVL
Thermal Aerodynamics
Management
▪ Optimized vehicle shape
▪ Demand controlled cooling ▪ Active aerodynamics
▪ Fast heat-up ▪ Optimized wheel/wheel-house
▪ Insulation ▪ Air curtain
▪ Efficient climate control ▪ Underbody design
Transmission Plug-in Hybrid Weight Reduction

▪ DCT ▪ Mild, medium, strong
▪ P0 & P4 concept
▪ No of speeds 6  8 ▪ High strength steel
▪ High Voltage systems
▪ Efficiency Improvement ▪ Light-weight materials
▪ Accessory Electrification
▪ Wider gear spread ▪ Composites
39
BSVI Compliance Approach
To Summarize …
▪ Two step emission upgrade, Short Development time

▪ On-time right fuel availability for fleet validation
▪ Clarity on IRDE, decides selection of appropriate technology
▪ Country specific EAS Technology adaption challenges
▪ High Cost of Ownership, Technology incubation cost
▪ CO2 Challenges, Hybrid & BEV Technology yet to shape-up
Unique challenges ahead …
40
Thank You
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The Compliance of BS VI

02nd Nov 2017

Real World Cost of

Real World Cost of

CO2 Type Approval Values – Passenger Segment (India)

Possibly LNT based EAS Typically SCR based EAS

TOTAL COMPENSATION : ~25%

CO2 Type Approval Values – SUV Segment (India)

Possibly LNT based EAS Typically SCR based EAS

173 7.32 L/100 km

CO2 Reduction by Legislation Ph 1 to Ph 2 : 17 %

TOTAL COMPENSATION : ~ 23%

CO2 Type Approval Values – All Segments (India)

Powertrain Level Measures

Real World Cost of

Legislation Overview in India

Sep 2017 Sep 2019

Jan 2020 Jan 2021

BS VI Emission in India – April 2020

60 79.5 % NOx Reduction

Indian Real Driving Emission (IRDE)

• US06 : High speed & High Aggressive

• JC 08 • Not Applicable • Not Applicable

Indian Real Driving Emission (IRDE)

March 2017 ~ July 2018

Real World Cost of

Exhaust After-treatment - Challenges

PM Reduction NOx Reduction

Diesel Particulate Filter Selective Catalytic Lean NOx Trap

▪ Exhaust Temperature sensor

▪ Exhaust Temperature sensor

▪ Differential pressure sensor

DPF is mandatory for emission norms BSV and beyond

DPF Outlet ▪ C+ O2  CO2 (Active Regeneration)

Before Regeneration ▪ C+ 2NO2  CO2 + 2NO (Passive

DPF Inlet ▪ Active regeneration needs temperatures

▪ Passive regeneration required temperatures

▪ Need for high regeneration Interval

▪ To maximize CRT effect

▪ Thermal Regeneration at high loads

▪ Lambda of Exhaust > 1.05 preferred

▪ Low EGR levels to control smoke

▪ Optimal Injection Strategy

24 Regeneration Trigger Limit

600 temperatures are lower due to the

European city cycle regeneration

Chennai city cycle regeneration

Oil Dilution Phenomenon ▪ In the conventional diesel engine combustion the

▪ In the late post injection concept the diesel

▪ As the injection impinges on the cylinder walls,

▪ This results in the phenomenon of “Oil

▪ With increase in the number of regenerations the

Msi – Emissions measured in Normal mode in g/km

DPF – Challenges in Indian Market

DPF – Challenges in Indian Market

• Very low average speed - 6 kmph

➢ Unfavorable DPF Regen.

• Extended Long Regen. duration

• Low Exh. Mass flow

DPF – Challenges in Indian Market

▪ 35% higher Regeneration frequency

DPF – Challenges in Indian Market

High Temperature & Oil Dilution Ash Deposition