CleanCoat new coating technology for the catalytic oxidation of diesel soot. A trailblazer for the environment.

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1 CleanCoat new coating technology for the catalytic oxidation of diesel soot. A trailblazer for the environment.

2 Catalytic soot oxidation in diesel particulate filters with new CleanCoat TM coating. In conjunction with its partner NANO-X, ElringKlinger has developed a special high-performance coating for ceramic diesel particulate filters (DPF). This nano-based coating for catalytic soot burn-off offers significant technological and cost benefits. THE CLEANCOAT TM COATING Based on an environmentally compatible silicate technology without heavy metals or precious metals. Consists of a thin reactive layer just a few atomic layers thick. Suitable for ceramic substrates such as silicon carbide, aluminum titanate, cordierite and mullite. STRUCTURE OF CLEANCOAT TM COATING uncoated coated Highly active centers on the surface Preliminary tests on the effect of the CleanCoat TM coating have demonstrated complete soot oxidation. Temperature: 32 C Silicate matrix 3

3 Comparison of balance point curves. CARB approval in California, USA. Comparison of coating functionalities: balance point investigations of various exhaust aftertreatment systems. Euro VI filter with precious metal coating versus CleanCoat TM and uncoated DPF, each with identical diesel oxidation catalyst (DOC) upstream. In January 212 the Hug mobiclean R TM filter system, comprising oxidation catalyst and diesel particulate filter with CleanCoat TM coating, obtained the sought-after approval of the California Air Resources Board (CARB) for on-road diesel vehicles. CARB approval opens up a major part of the US retrofitting market for Hug technology, as Californian emission regulations stipulate that buses and trucks with a gross vehicle weight rating of more than 6.34 t have to be retrofitted with diesel particulate filters. A comparison of systems indicated the lowest regeneration temperatures by far for the Hug CleanCoat TM system. The CleanCoat TM coating significantly enhances the continuous soot burn-off by NO 2 and proves to be far superior to conventional systems. PERFORMANCE COMPARISON Exhaust gas temperature at filter inlet ( C) Balance point CleanCoat TM coating: 28 C Balance point automotive coating: 315 C Balance point silicon carbide uncoated: 32 C Exhaust gas temperature upstream of filter ( C) Back pressure Euro VI filter with precious metal coating Back pressure filter with CleanCoat TM coating Back pressure silicon carbide uncoated Datalog Results Chart % 9% 8% Percent Time Above Temperature 7% 6% 5% 4% 3% Hug mobiclean R with CleanCoat TM * Competitor** Low temperature range % Duration (h) 1% % Tests conducted on an engine test rig show that the CleanCoat TM coating has a balance point that is 35 C lower than a Euro VI precious metal coating a significant functional advantage Exhaust Percent Temperature ( C) >=5 * ** 4 5

4 CleanCoatTM field test. FIE L D T E ST F I E LD T E ST Example: Refuse truck Example: Bus Euro class prior to retrofit: Euro III Euro class prior to retrofit: Euro III Engine power: 265 kw Engine power: 265 kw RE A DOU T VA LU E S R E A D O U T VA LU E S Testing DOC + DPF with CleanCoatTM Testing DOC + DPF with CleanCoatTM 5 DOC + DPF with conventional coating DOC + DPF with CleanCoatTM coating Exhaust gas temperature DPF inlet in C 7 Exhaust gas back pressure in mbar DOC + DPF with conventional coating DOC + DPF with CleanCoatTM coating Exhaust gas temperature DPF inlet in C Exhaust gas back pressure in mbar 45 Pressure/temperature pattern Pressure/temperature pattern Long-term trials such as field tests also provided convincing results. Example: Refuse truck in field test since February 21 S U M M A RY Unlike the standard coated DPF, the mean exhaust back pressure of the CleanCoat TM DPF was always within the In the laboratory and in practice the CleanCoat TM coating demonstrated the catalytic capability to burn-off soot at admissible tolerance without any active regeneration unit. The mean value of the temperature was 165 C. The exhaust gas temperature was above C only 3.2 percent of the running time. Maximum temperature: 43 C Under these cold conditions the CleanCoat TM coating in conjunction with the NO2 from the DOC ensured continuous soot burn-off. low temperatures. Combined with an upstream oxidation catalyst, it offers significantly lower balance point temperatures compared with current state-of-the-art solutions. A lower exhaust back pressure and the reduction and shortening of active regeneration cycles can make a measurable contribution to reducing fuel consumption and CO2 emissions. Exhaust aftertreatment systems with DPF and CleanCoat TM coating offer cost benefits over conventional systems. In 212 the first OEM application for an international construction machinery manufacturer was readied for serial production. 6 7

5 ElringKlinger AG Max-Eyth-Straße Dettingen/Erms, Germany Phone Fax info@elringklinger.com Hug Engineering AG Im Geren Elsau, Switzerland Phone Fax info@hug-eng.ch 11/12 The information provided in this brochure is the result of technological analyses and may be subject to changes depending on the design of the system. We reserve the right to make technical changes and improvements. The information is not binding and does not represent warranted characteristics. We do not recognize any claims for compensation based on this information. We accept no liability for printing errors.