THE ROLE OF RETROFIT TECHNOLOGYIN REDUCING VEHICLE EMISSIONS

MAY 2014

Dr RICHARD O’SULLIVAN COMMERCIAL DIRECTOR

Confidential 2

OUTLINE

Introduction

Technical options for retrofit

Particulate filters

SCR systems for control of NOx

Combined PM and NOx reduction

Concluding remarks

Confidential 3

• Johnson Matthey is a FTSE 100 global speciality chemicals company• Has provided catalyst aftertreatment to around one third of the

cars meeting modern emissions standards, and to around two thirds of commercial vehicles

• Has been involved with retrofitting vehicles in our cities for last 25 years after invention of the CRT® technology

• Close partnership in Europe with Eminox• DPF successfully retrofitted to diesel vehicles for many years

• 200,000 retrofit CRT® systems• SCR widely used to meet legislated limits on new vehicles but only

available for commercial retrofit for last 5 years• 2,200 JM/Eminox SCR systems• Most in combination with CRT® technology – SCRT® system

INTRODUCTION

Confidential 4

• Retrofit is modifying an existing vehicle after it has entered into service

• Can be used to upgrade older vehicle fleet to give improved emissions performance

• More cost effective than replacing fleet with new vehicles

• Some vehicles are more suitable than others for retrofit in cities

• Heavy duty vehicles good because have higher exhaust temperatures in congested urban environment

• Buses can spend long periods of time operating in cities

• Relatively high emitting vehicles

• Bus lifetime approx. 75% longer than truck

INTRODUCTION - RETROFIT OPTIONS

Confidential 5

DPF TO REDUCE PARTICULATE MATTER (PM)

• Diesel Particulate Filter (DPF)

• Alternate channels at either end of the filter are blocked

• Exhaust gas is forced through the walls between the channels and PM is deposited on the walls and trapped (>99% reduction by number)

• A catalyst can be applied to the filter to produce a Catalysed Soot Filter (CSF)

Autocatalyst

DPF

DIESEL PARTICULATE FILTER (DPF) TECHNOLOGY

Confidential 6

• If soot is not removed from the DPF regularly:• Pressure can build up in the exhaust system which is bad for fuel

consumption and can damage the engine• Under certain conditions the soot can ignite and lead to very high

temperatures that can damage the filter• Two methods of removing soot (regeneration):

• Active regeneration:• Used on new vehicles and is best achieved with injection

timing/engine control• Difficult/complex/expensive to retrofit

• Passive regeneration:• Needs to operate at above minimum exhaust temperatures• CRT® system is most common example

DIESEL PARTICULATE FILTER (DPF) REGENERATION

Confidential 7

• Platinum based catalyst before filter generates NO2 from NO

• NO2 reacts with carbon on filter at normal exhaust temps

• Soot is continually removed from filter during normal vehicle operation

• Has wider/more successful application than any other passive device

• Increases level of tailpipe NO2

HOW A CRT® SYSTEM WORKS

Confidential 8

• A typical heavy duty engine produces NOx that contains 5% to 10% NO2

• A CRT® system that’s working properly will increase average NO2 levels at the tailpipe• Can lead to higher levels of NO2 at street level• Difficult to design out of simple CRT® system because needs to be

reliable under worst case conditions• High mileage catalyst• Variable fuel quality• Low exhaust temperature cycles

• Best way to reduce NO2 is to decrease total NOx emitted

THE CRT® SYSTEM – NO2 ISSUES

Confidential 9

SCR SYSTEMS FOR CONTROL OF NOx

Confidential 10

SCR SYSTEM – DELIVERY OF UREA

DPF

Urea Tank

Wiring Loom

Confidential 11

SCR OFTEN COMBINED WITH CRT® FILTER TO GIVE SCRT® SYSTEM

Gives Control of PM, NOx, HC and CO

Confidential 12

• SCR systems potentially convert high levels of exhaust NOx to nitrogen

• Secondary emissions are an issue• Ammonia (NH3) from over injection of urea• Nitrogen dioxide (NO2) from pre-SCR CRT® system• Nitrous oxide (N2O) from too much NO2 or NH3 in system

• Are minimised by catalyst selection, system design and control of urea injection

CONTROL OF SECONDARY EMISSIONS FROM SCRT® SYSTEM

TfL Criteria For SCRT® RetrofitSystems in London

Confidential 13

• Meets TfL requirements on range of bus models• 650 systems fitted in London• 2,200 systems working successfully in UK, Belgium, Sweden,

Spain………

EXAMPLE OF JM EMINOX RETROFIT SCRT® SYSTEM

Confidential 14

COMPARISON OF RETROFIT SCRT® SYSTEM OVER MLTB CYCLE

EU III with retrofit SCRT® systemgives similar emissions to EU VI over urban bus cycle and much better than EU V

Confidential 15

• Retrofit DOC + Filter + SCR = SCRT® system developed for

application to a range of EU III buses

• This is same configuration of aftertreatment as on EU VI vehicles

• This system has been optimised for buses operating in an urban

environment and can take EU III bus to EU VI emissions level

• Important secondary emissions are also controlled in TfL approved

systems

• This is a cost efficient way of improving fleet emissions

• TfL model can be used elsewhere in UK as part of PM10 and NO2

reduction strategy

CONCLUDING REMARKS