overview of the aecc heavyoverview of the aecc heavy-duty
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Overview of the AECC Heavy-dutyOverview of the AECC Heavy duty Euro VI Programme and Emissions
R lt E C lResults on European CyclesD R J B i lDr. R. J. Brisley
AECC Technical Steering Committee
AECC Technical Seminar on Heavy-duty Engine Emissions
Brussels, 25 October 2007
Contents
• Introduction
• Programme objectives
• Engine and emissions control system
• Test protocols
• European Cycle results for regulated emissions
• Summary
2
Results of AECC heavy-duty Euro V demonstration programme (2002)demonstration programme (2002)
0.07Engine-out ESC
0 05
0.06Engine-out ESC
Engine-out ETC
Conversion efficiencies (aged: ESC ETC
0.04
0.05
g/kW
h
Conversion efficiencies (aged: equivalent to 250000km on-road with 10% mis-fuelling)
ESC ETC
NOx 85% 85%
0.02
0.03
PM g
Euro V ETC limitsPM 89% 83%
0.01
0.02
Euro V ESC limits
Tailpipe ESC
Tailpipe ETC
00.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0
NOx g/kWh
Tailpipe ESC
3
NOx g/kWh
Objectives of AECC heavy-duty Euro VI test programmetest programme
• Demonstrate the performance of an integrated emissions• Demonstrate the performance of an integrated emissions control system on a modern, low NOx engine.
• Compare current gravimetric and heavy-duty PMP methodCompare current gravimetric and heavy duty PMP method for particulate mass (PM).
• Assess heavy-duty PMP particle number methodology.y y p gy• Provide data on European and World-harmonised transient
and steady-state test procedures.• Provide NTE (not-to-exceed) data for appropriate test points.• Provide comparison data on US-FTP, Japanese and p p
World-harmonised non-road cycles.• Provide data on regulated and non-regulated emissions.
4
AECC heavy-duty Euro VI test engine
• Engine designed for US2007, provided by an engine manufacturer- 6 cylinder 7.5 litre engine- Common rail
Turbocharged (fixed vane)- Turbocharged (fixed vane)- Max. injection pressure 180Mpa- Cooled lambda-feedback EGR - Original particulate filter replaced by AECC system.
• No modification to base engine calibrationNo modification to base engine calibration- no changes made to optimise engine-out emissions
on the European cyclesN h t lib ti ti t t- No change to calibration or regeneration strategy
- engine-out emissions are ‘as received’.
5
AECC heavy-duty Euro VI test engine compared to E ro V test enginecompared to Euro V test engine
Euro V programme, ETC Euro V programme, ESC
0.06
0.07
Engine-out
0 04
0.05
Wh
Engine out
0.03
0.04
PM g
/kW
E V ETC li it
0 01
0.02
Euro V ESC limits
Euro V ETC limits
Tailpipe
0
0.01
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0
Euro VI programme test engine ‘as supplied’(including OE particulate filter)
6NOx g/kWh
Emissions control system for AECC heavy-duty Euro VI test programmeEuro VI test programme
• Oxidation catalyst (DOC), catalyst-based particulate filter and urea-SCR with ammonia slip catalyst (ASC)and urea-SCR with ammonia slip catalyst (ASC).
(optional)NOx sensor
NOx sensor
Mixer SCR + ASCDOC
NOx sensor
1m mixing length between injector and SCR face.
• System oven aged for 200hours at 600oC. • Bosch advanced airless urea dosing system.
1m mixing length between injector and SCR face.
• NOx sensors at engine-out and downstream of the SCR system (upstream as input for dosing control, second as monitor; not for closed loop control)monitor; not for closed loop control).
• No optimisation was undertaken.• Basic urea dosing system calibration for the ESC, ETC
7
and WHTC, but no specific calibration for other cycles
Further optimisation potential
• Thermal Management - a heating strategy is expected to be used in future
to further improve cold NOx emissions and particulate filter regenerationfilter regeneration.
• System design- Component volumes and integration would be optimised
for a production application.
• System optimisation- including full urea dosing calibration and distribution.g g
• Engine calibration.
8
Regulated emissions measurement
• Triplicate tests were carried out for tailpipe emissions on each of the test cycles.each of the test cycles.- Results have been averaged for these tests.
• Additional tests to measure engine-out emissions through the CVS system.
• Simultaneous sampling of emissions.Gaseous engine out raw sample- Gaseous engine-out – raw sample
after catalysts – CVS system.- PM engine out – Mini Dilution Tunnel (MDLT)
ft t l t d t lafter catalysts – secondary tunnel.• Standard Diesel reference fuel CEC RF-06 (max. 10ppm S) • Low ash 10w 40 engine lubricant• Low ash 10w-40 engine lubricant. • AdBlue® aqueous urea to DIN 70070 specification.
9
Preconditioning procedures • For repeatability, the daily test regime started with a cold start
test (WHTC, FTP or NRTC) and finished with a standard diti i ipreconditioning regime.
• The end-of day preconditioning consisted of - mode 4 warm-up: 15 min. 2130 rev/min. 560 Nm- followed by: 60 min. 2575 rev/min. 700 Nm- then: 60 min. 1300 rev/min. 150 Nmthen: 60 min. 1300 rev/min. 150 Nm
• Following each test cycle the engine was run at a Mode 4 standardisation condition for 15 minutesstandardisation condition for 15 minutes.
• Pre-test conditioning ETC JE05 ESC 7 5 i d 4 (2130 / i 560 N )- ETC, JE05, ESC: 7.5 min. mode 4 (2130 rev/min, 560 Nm)
- WHSC: 10 min. mode 9 (1816 rev/min, 373 Nm) followed by 5 min. soak.
10
Speed and torque for the European transient and stead state c clestransient and steady state cycles
11
System temperatures for the European transient and stead state c clestransient and steady state cycles
600ETC Transient Test: DPF in
500
ETC Transient Test: SCR inESC Test: DPF inESC Test: SCR in
400
atur
e [°
C]
300
Tem
pera
200
1000 200 400 600 800 1000 1200 1400 1600 1800
Ti [ ]
12
Time [s]
ETC results for engine-out and tailpipe
1 8
2.0Euro V
PM limit 30mg/kWhEngine Out Euro V limits1 8
2.0Euro V
PM limit 30mg/kWhEngine Out Euro V limitsEngine Out Euro V limits
1 4
1.6
1.8Tailpipe Most stringent scenario
1 4
1.6
1.8Tailpipe Most stringent scenarioTailpipe Most stringent scenario
1 0
1.2
1.4
89
10 A
1 0
1.2
1.4
89
10
89
10 AA
g/kW
h
0 6
0.8
1.0
567
mg/
kWh
g/kW
h
0 6
0.8
1.0
567
mg/
kWh
567
mg/
kWh
0.2
0.4
0.6
234
m
B
(All)
0.2
0.4
0.6
234
m
234
m
BB
(All)(All)
0.0
0.2
NOx THC CO/10 PMEuro V PM limit
01
PM
B A0.0
0.2
NOx THC CO/10 PM01
PM01
PM
BB AA
13
Euro V PM limit
Conversion efficiencies for ETC
NOx THC CO PM
86%90%
99.8%
80%
100%
86%
63%60%
80%
Effi
cien
cy
63%
40%
onve
rsio
n
20%
Co
0%ETC
14
Tailpipe regulated emissions on ETC with active particulate filter regenerationwith active particulate filter regeneration
3.00Standard ETC (Average of 3 tests)
Euro V limit
2.50
( g )ETC test with Active Regeneration
Euro V limit2.00
s [g
/kW
h]
Euro V limit
1 00
1.50
Em
issi
ons
0.50
1.00
ETC
E
Euro V limit
0.00
0.50
15
NOx THC CO PM * 100
Continuous trace for NO2 on the ETC
European Transient Cycle (ETC)
250] Engine Out: NO2Nitrogen Dioxide
p y ( )
150200250
nt [p
pm Post DPF: NO2Tailpipe: NO2
50100
onst
itue
00 300 600 900 1200 1500 1800
Time [s]
Co
Time [s]
16
Profile of nitrogen species through the emissions control systemthe emissions control system
European Transient Cycle (ETC)
7080
n [p
pm]
Engine OutPost DPF
506070
entra
tion Tailpipe
203040
as C
once
01020
erag
e G
a
Nitric Oxide Nitrogen Dioxide Nitrous Oxide AmmoniaAve
17
Emissions over ESC using standard fuel and B30 biodieselusing standard fuel and B30 biodiesel
2.00
ESC on Standard Diesel ESC on 30% BiodieselEuro V limit
1.60
1.80
Euro V limit0 25
0.30Engine-out
Tailpipe
1.20
1.40
s [g
/kW
h]
0.20
0.25
[g/k
Wh]
0.80
1.00
out E
mis
sion
s
0.15
pe E
mis
sion
s0.40
0.60
Engi
ne-o
Euro V limit
0 05
0.10Tailp
ip
0.00
0.20 Euro V limit
0.00
0.05
Euro V limitBelow limit
of detection
18
NOx THC CO PM NOx THC CO PM
Conversion efficiencies over ESC
90%
100%ESC on Standard Diesel
70%
80%
90%
%]
ESC on 30% Biodiesel
50%
60%
70%
ffici
ency
[%
30%
40%
50%
vers
ion
Ef
10%
20%
30%
Con
v
0%
10%
NOx THC CO PM
19
O C CO
Regulated emissions summary
• A state-of-the-art engine system comprising a low emissions engine and an emissions control system g yproduced substantial reductions in all regulated pollutants.
• The system was not fully optimised; there was no thermal management and the engine calibration was not modifiedmanagement and the engine calibration was not modified.
• NOx conversion efficiency was 86% over the ETC and 90% over the ESC, resulting in tailpipe levels of 150mg/kWh.over the ESC, resulting in tailpipe levels of 150mg/kWh.
• PM conversion efficiencies was 99.8% over the ETC, resulting in PM tailpipe levels of 1mg/kWh when measured with the partial flow method. For the ESC, release of low volatility materials in mode 10 reduced efficiency to 94.3%.
• The combined engine and emissions control system met• The combined engine and emissions control system metthe most stringent scenarios from the Commission’s Euro VI internet consultation.
20
0.160
0.1802002 2006 2007 (Euro V & EEV data)
0.120
0.140
Euro III limits
Euro III limits (<0.75dm3 & >3000min-1 rated power speed)
0.080
0.100
PM
g/k
Wh Euro III limits
0.040
0.060
E IV li it
AECC Euro V tailpipe result
0.000
0.020Euro IV limitsEuro V limits
0.00 1.00 2.00 3.00 4.00 5.00 6.00
NOx g/kWh
Source: KBA data, June 2002, January 2006, March 2007AECC Euro VI tailpipe result
f21
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