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

Thank you for your attention