Euro VI Programme and Emissions Results on European Cycles

Transcription

1 Overview of the AECC Heavy-duty Euro VI Programme and Emissions Results on European Cycles Dr. R. J. Brisley AECC Technical Steering Committee AECC Technical Seminar on Heavy-duty Engine Emissions Brussels, 25 October 2007

2 Contents Introduction Programme objectives Engine and emissions control system Test protocols European Cycle results for regulated emissions Summary 2

3 Results of AECC heavy-duty Euro V demonstration programme (2002) Engine-out ESC Engine-out ETC PM g/kwh Tailpipe ETC Conversion efficiencies (aged: ESC ETC equivalent to km on-road with 10% mis-fuelling) NOx 85% 85% PM 89% 83% Euro V ETC limits Euro V ESC limits Tailpipe ESC NOx g/kwh 3

4 Objectives of AECC heavy-duty Euro VI test programme Demonstrate the performance of an integrated emissions control system on a modern, low NOx engine. Compare current gravimetric and heavy-duty PMP method for particulate mass (PM). Assess heavy-duty y PMP particle number methodology. 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 World-harmonised non-road cycles. Provide data on regulated and non-regulated emissions. 4

5 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) - Max. injection pressure 180Mpa - Cooled lambda-feedback EGR - Original particulate filter replaced by AECC system. No modification to base engine calibration - no changes made to optimise engine-out emissions on the European cycles - No change to calibration or regeneration strategy t - engine-out emissions are as received. 5

6 AECC heavy-duty Euro VI test engine compared to Euro V test engine 0.07 Euro V programme, ETC Euro V programme, ESC Engine-out PM g/kw Wh Tailpipe Euro V ETC limits it Euro V ESC limits Euro VI programme test engine as supplied (including OE particulate filter) NOx g/kwh 6

7 Emissions control system for AECC heavy-duty Euro VI test programme Oxidation catalyst (DOC), catalyst-based particulate filter and urea-scr with ammonia slip catalyst (ASC). NOx sensor (optional) NOx sensor DOC Mixer 1m mixing length between injector and SCR face. SCR + ASC System oven aged for 200hours at 600 o C. Bosch advanced airless urea dosing system. 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). No optimisation was undertaken. Basic urea dosing system calibration for the ESC, ETC and WHTC, but no specific calibration for other cycles 7

8 Further optimisation potential Thermal Management - a heating strategy is expected to be used in future to further improve cold NOx emissions and particulate filter regeneration. System design - Component volumes and integration would be optimised for a production application. System optimisation - including full urea dosing calibration and distribution. Engine calibration. 8

9 Regulated emissions measurement Triplicate tests were carried out for tailpipe emissions on 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 after catalysts CVS system. - PM engine out Mini Dilution Tunnel (MDLT) after catalysts t secondary tunnel. Standard Diesel reference fuel CEC RF-06 (max. 10ppm S) Low ash 10w-40 engine lubricant. AdBlue aqueous urea to DIN specification. 9

10 Preconditioning procedures For repeatability, the daily test regime started with a cold start test (WHTC, FTP or NRTC) and finished with a standard preconditioning i regime. The end-of day preconditioning consisted of - mode 4 warm-up: 15 min rev/min. 560 Nm - followed by: 60 min rev/min. 700 Nm - then: 60 min rev/min. 150 Nm Following each test cycle the engine was run at a Mode 4 standardisation condition for 15 minutes. Pre-test conditioning - 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

11 Speed and torque for the European transient and steady state cyclescles 11

12 System temperatures for the European transient and steady state cycles cles 600 ETC Transient Test: DPF in ETC Transient Test: SCR in ESC Test: DPF in 500 ESC Test: SCR in Tempera ature [ C] Time [s] 12

13 ETC results for engine-out and tailpipe Euro V PM limit 30mg/kWh Engine Out Euro V limits Tailpipe Most stringent scenario m mg/kwh g/kwh 1.2 A (All) B A NOx THC CO/10 PM PM Euro V PM limit 13

14 Conversion efficiencies for ETC NOx THC CO PM 100% 99.8% Efficiency 80% 60% 86% 63% 90% Co onversion 40% 20% 0% ETC 14

15 Tailpipe regulated emissions on ETC with active particulate filter regeneration 3.00 Euro V limit 2.50 Standard ETC (Average of 3 tests) ETC test with Active Regeneration ETC Emissions s [g/kwh] Euro V limit Euro V limit NOx THC CO PM *

16 Continuous trace for NO 2 on the ETC European Transient Cycle (ETC) nt [ppm ] C onstitue Nitrogen Dioxide Engine Out: NO2 Post DPF: NO2 Tailpipe: NO Time [s] 16

17 Profile of nitrogen species through the emissions control system European Transient Cycle (ETC) Ave erage Ga as Conce entration n [ppm] Engine Out Post DPF Tailpipe Nitric Oxide Nitrogen Dioxide Nitrous Oxide Ammonia 17

18 2.00 Emissions over ESC using standard fuel and B30 biodiesel Euro V limit ESC on Standard Diesel ESC on 30% Biodiesel 1.80 Engine-out 0.30 Engine-o out Emissions s [g/kwh] Euro V limit Euro V limit 0.20 Euro V limit 0.00 [g/kwh] Tailpip pe Emissions Tailpipe Below limit of detection Euro V limit NOx THC CO PM NOx THC CO PM 18

19 Conversion efficiencies over ESC 100% 90% 80% ESC on Standard Diesel ESC on 30% Biodiesel Conv version Ef fficiency [% %] 70% 60% 50% 40% 30% 20% 10% 0% NOx THC CO PM 19

20 Regulated emissions summary A state-of-the-art engine system comprising a low emissions engine and an emissions control system produced substantial reductions in all regulated pollutants. The system was not fully optimised; there was no thermal management 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. 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 most stringent scenarios from the Commission s Euro VI internet consultation. 20

21 (Euro V & EEV data) PM g/kwh Euro III limits (<0.75dm 3 & >3000min -1 rated power speed) Euro III limits Euro V limits AECC Euro V tailpipe result Euro IV limits it AECC Euro VI tailpipe result NOx g/kwh Source: KBA data, June 2002, January 2006, March 2007 Thank you for your attention 21