lnt or urea scr technology: which is the right technology ... · pdf fileemission trends in vw...
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12th Diesel Engine-Efficiency and Emissions Research (DEER) ConferenceAugust 20-24, 2006, Detroit, Michigan
LNT or Urea SCR Technology:
Which is the right technology forTIER 2 BIN 5 passenger vehicles?
Richard Dorenkamp
Diesel Engine Development, Volkswagen AG, Wolfsburg
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Agenda
• Engine Program and Demands
• Current Emission Results in Europe and NAR
• Engine Reduction Potential
• Comparison LNT and SCR Technique
• Conclusion
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VW Diesel Engine Program
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VW Diesel Engine Program
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VW Diesel Engine Program
0 70 140 210 280 3500
150
300
450
600
Power output [hp]
Torq
ue[lb
*ft]
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Global Markets: Future Demands and Developments
North AmericaNorth AmericaEmissionsEmissions,,Performance,Performance,ConsumptionConsumption
EuropeEuropeEmissionsEmissions,,ConsumptionConsumption,,COCO2
JapanJapanEmissionsEmissions,,ConsumptionConsumption,,ComfortComfort
Latin AmericaLatin AmericaCostsCosts,,MobilityMobility
ChinaChinaEmissionsEmissions,,EnergyEnergy
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Low fuelconsumption Low emissions
(noise, smell,exhaust gas)
Sufficientpower output /
torque
Long service life
High comfort(low vibrations)
Compatible withbiogenic fuels
Good operability
Low consumptionof lubricants
Low servicecostsLow production
costs
Customer Demands on Modern Diesel Engines
Low emissions(noise, smell,exhaust gas)
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European Emission Results
Emission trends in VW diesel engines in Europewith the Rabbit/Golf as an example
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North America Region Emission Results
Emission trends in VW dieselengines in North America
with the Jetta as an example
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Low fuelconsumption
Low emissions(noise, smell,exhaust gas)
Sufficientpower output /
torque
Long service life
High comfort(low vibrations)
Betrieb mit biogenenKraftstoffen
Good operability
Low consumptionof lubricants
Low servicecostsLow production
costs
NOx-CatalystNOx-Catalyst
DieselParticulate Filter
DieselParticulate Filter
OxidationCatalyst
OxidationCatalyst
Diesel FuelDiesel Fuel
EngineEngine
Components of Diesel Development
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Measures on the Engine
Combustion
Exhaust gasrecirculation
Turbocharging
Injection
Homogenization
Temperaturemanagement
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Engine Improvements
• Injection system• Combustion process• Air management• Turbocharging• EGR system
50%50%50%
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• HC- CO- conversion at low temperature• Exotherme in exhaust gas system (necessary for PM trap NSC)
COHC
(O2)
H2OCO2
Ceramic monolith Precious metal coating
Metal casing Cellular structure
Oxidation Catalyst Principle
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620°C 620°C
750°C
720°C
DOC + CSF close to the engine
CSF close to engine with integrated oxicat
HCI close to engine with ext. fuel injection
CSF away from engine + retarded post injection
620°C
750°C
620°C 520°C
750°C
700°C
Fuel metering
Different Particle Traps
570°C
750°C
650°C150
250
350
450
550
650
0 5 10 15 20Time [min]
Exh.gas temp. before particulate filter [°C]
Post injection period
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General Conditions for NOx Catalytic Converter Systems
1. NOx-storage catalytic converter (discontinuous)λ > 1 : NOx storage (formation of Nitrates)λ < 1 : NOx release and reduction• Low sulfur fuel (S < 10 ppm) necessary• Additional fuel consumption as a result of
catalytic converter regeneration
2. Urea SCR catalytic converter (continuous)- Hydrolysis and thermolysis of urea → formation of NH3
- Reduction of NOx in the SCR catalyst using NH3
• Logistics necessary for the reduction agent, urea• Customer-friendly topping up of urea at filling stations
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• Catalyst temperature
• Space velocity
• Current NOx load
• Regeneration frequency (⇔ fuel consumption)
• Thermal ageing
• Sulphur poisoning
Impacts on NOx Efficiency for NOx Storage Cat
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Impacts: Thermal Ageing and Sulphur Poisoning
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Temperature field for DeSOx
Temperature limit of NSC
Tmax for DeSOx
Requirements for desulphation• catalyst temperature (600°C < T < 750°C)• λ ≤ 1• secondary emissions (λ-control)
Desulphation (DeSOx)
Tλ
timeHeat-condition DeSOx-condition
λ = 1
Temperature NSC
OSC refill heat up coolingheat up
λ in Front of NSC
λ behind NSC
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Durability Run with Desulphation
Touran 74 kW EU4 (4000 lbs) with CSF cc + NSC underfloor
NOx Conversion at FTP cycle (engine out NOx 0.35 g/mi)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
014
.771
26.25
231
.520
36.70
246
.958
57.26
710
8.604
149.7
2214
9.722
149.7
0414
9.722
154.8
2015
4.838
Mileage [km]
NO
x-C
onve
rsio
n
60% efficiency
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Oven ageingat 800 °C, 24h
Correlation between Bench and Vehicle Ageing
NOx Conversion at FTP cycle Golf class, 3500 lbs
0
10
20
30
40
50
60
70
80
90
100
Fresh Vehicle 120.000 mi Bench ageing120.000 mi
NO
x-C
onve
rsio
n[%
]
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SCR-System Structure
AdBlue Tank
Heating
AdBlue Pipe
Metering Valve
T Sensor ECU NOx Sensor
ECU control line
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Components of SCR-System
Urea Metering ValveMixer
SCR Catalyst
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Conversion at a Function of:• Temperature• Mass flow• NO/NO2 Balance• NH3 Distribution and NOx /NH3 Ratio• Ageing of the catalyst
Control NH3 Breakthroughby NH3 Barrier Catalyst
SCR Catalyst
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Dependence on NO2/NO Relation, Ageing
0
20
40
60
80
100
100 200 300 400 500
Temperature [°C]
NO
x C
onve
rsio
n[%
]
fresh,with NO2 : NO =1:1
without NO2
thermal aged,24h 750°C,with NO2 : NO =1:1,
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NH3 Storage Capacity of SCR Catalyst
0
100
200
300
400
500
600
700
800
100 200 300 400 500Temperature [°C]
NH
3St
orag
e[m
g/l]
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-0Servicing---Packaging Space-0Error Rate / Complexity---Costs
--0Required Infrastructure0-Fuel Consumption0-HC++NO2 Emissions
++++
+++
NOx Red. Potential (Golf)
FTPUS06NEDC
SCR SystemNOx Storage Cat
System Benchmark Test
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NOx Emission Results of SCR and NSC
0
500
1000
1500
2000
2500
0 500 1000 1500 2000Time [s]
cum
. NO
x [m
g]
0
50
100
150
200
250
Tem
pera
ture
[°C
]
FTP cycle
exhaust gas temperature [°C]
mNOx engine out US07
SCR aftertreatment
NSC aftertreatment
in FTP Testcycle
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0
500
1000
1500
2000
2500
0 500 1000 1500 2000Time [s]
cum
. NO
x [m
g]
0
50
100
150
200
250
Tem
pera
ture
[°C
]
FTP cycle
exhaust gas temperature [°C]
mNOx engine out US07
SCR aftertreatment
NSC aftertreatment
Focus of developmentin the near future- for both systems,especially for SCR-system
NOx Emission Results of SCR and NSC
FTP test cycle
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SCRSCR
System Applicability
LeanLean NONOxx TrapTrap
Vehicle weight
NO
xEm
issi
ons
Emission Limit
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Conclusion
• Volkswagen uses leading edge technologies for the development of diesel engines
• Main focus of the diesel engine development is an optimised internalcombustion system to achieve the emission standards
• For the LEV 2/BIN5 limits we need:- a new combustion process- an optimised aftertreatment system- a high standard of fuel quality
• LNT vs. SCR technique: There will be applications for both systems.
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Full speed ahead into a clean Diesel future.Full speed ahead into a clean Diesel future.
Thank Youfor Your Attention.Thank Youfor Your Attention.