Introduction of Current Clean Diesel Technology and Subjects for Passenger Car, Application for Thailand

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1 Introduction of Current Clean Diesel Technology and Subjects for Passenger Car, Application for Thailand Norio Suzuki Thai-Nichi Institute of Technology ABSTRACT Diesel emission regulations have become more stringent and new emission technologies have been proposed. One is improving the combustion, the other is applying new aftertreatment systems. Using high pressure common rail injector and precise EGR control, combustion was improved to reduce emissions. DPF and NOx catalyst tend to be used for after treatment systems. DPF became common which traps PM over 90%. There are two NOx after treatment systems, one is Urea SCR and the other is LNC. Fuel specifications and vehicle use pattern and emission regulation in Thailand will be considered for the application of these technologies. INTRODUCTION Because of lower CO2 emissions, diesel engine vehicles became over 50% in Europe and tend to increase in USA and Japan. The other hand, diesel emission regulations have become more stringent as shown in Fig.1, and new emission technologies have been proposed. Using high pressure common rail injector and large amount EGR (Exhaust Gas Recirculation) control system, combustion was improved to reduce emissions. But comparing with gasoline engine, there was no feed back control system for diesel engine. Considering deteriorations, controlling low level PM and NOx emissions seems very difficult. To keep emissions lower, after treatment system will be needed concurrently. For diesel engine, emission subjects are PM and NOx. CO and HC can be reduced by DOC (Diesel Oxidation Catalyst). To reduce PM, DPF (Diesel Particulate Filter) application became popular. To reduce NOx, there are two approaches using catalysts. One is Urea SCR (Selective Catalytic Reduction) and the other is LNC (Lean NOx Catalyst). Introducing each system characteristics and subjects, taking account fuel specifications and vehicle use pattern and emission regulation in Thailand, future diesel system application in Thailand will be considered. PM (g/km) US Tire2Bin5('04) JPN09 Euro5('09) Euro6('14) Euro4('05) Euro3('00) NOx (g/km) Fig.1 Diesel Emission Regulations for Passenger Cars DIESEL EMISSION TECHNOLOGIES Car manufacturers keep on developing diesel emission technologies to satisfy stricter emission regulations. Gasoline emissions became very low level using TWC (Three Way Catalyst). On the other hand, diesel exhaust contains high oxygen percentage that cannot be applied TWC. Main strategy to reduce PM and NOx used to be improving combustion. Continuously, EGR with turbo charging, DOC and CRS (Common Rail System) introduced. SUBJECTS OF DIESEL EMISSIONS TWC for gasoline engine has quite high reduction performance over 95% for CO, HC, NOx after activated. Hence, main strategy is targeted to reduce raw emissions during cold period before TWC activates, and control A/F to stoichiometry after TWC activates. Diesel exhaust gas contains less CO, HC and more PM and NOx than gasoline engine. Diesel combustion is very lean, so CO and HC can be oxidized with DOC. Hence, main strategy is targeted to reduce PM and NOx. There is a trade off relationship between PM and NOx. PM will increase during incomplete combustion (rack of oxygen, low combustion temperature), NOx will increase during complete combustion (Nitrogen oxidization with high combustion temperature). Reducing

2 emissions, there are three technologies like improvement of combustion, after treatment and improvement of fuel. IMPROVEMENT OF COMBUSTION Using CRS, multiple injections could be applied according to engine lord and revolution as shown in Fig. 2 and 3 (1). Pilot injection will be used for PCI (Premixed Compression Ignition) and post injection will be used for controlling temperature of after treatment devices. Fuel injection pressure became higher, 200MPa of piezo type injector comparing 160MPa of solenoid type injector. Utilizing optimum multi stage injection, cooled EGR and VGT (Variable Geometry Turbocharger) contributed to lower emissions and high engine performance. Some cars reached to Euro4 emission level with these improvements and modified DOC (Fig.4). Heavy vehicles like SUV need additional after treatment system. EGR is very important for reducing NOx, but there are some subjects like a carbon deposit inside the passage which will change EGR rate. One of a countermeasure is clean EGR, introducing exhaust gas after DPF. In this case, EGR passage becomes longer and its response becomes slower, so a modern control technology must be taken. There are new technologies like two-stage turbocharger or dual-loop EGR which will cover wider range with higher performance. PCI is useable for reducing PM and NOx simultaneously but applicable for only low lord condition (Fig.5). Pilot injection and high EGR rate (for example 60%) will help for low temperature slow combustion which cause quite low PM and NOx emissions. Controlling the ignition timing is so important that combustion pressure control will be needed against fuel specification disperse and EGR / injection deterioration. Further, there is a subject of control method during transient mode between PCI combustion and conventional combustion. Due to the difference of responses between air (especially EGR) and fuel injection, emissions and noise will increase during transient. For example, EGR rate will change from 60% to 30% at certain combustion switching point. Hence, switching control method to overcome these subjects is very important. PM (g/km) Pilot Pre Main After Fig.2 Multiple Injections 0.05 Higher Pressure Injection Combustion Chamber Modification 0.04 High EGR Ratio (Cooled) Modified Turbocharger Modified DOC 0.03 Euro4 Post Euro NOx (g/km) Fig.4 Improvement of Combustion for Euro4 Fig.3 Examples of Multiple Injections (1)

3 AFTER TREATMENT SYSTEMS Temperature Management System Comparing with gasoline engine, diesel exhaust gas temperature is very low. With current technology for a gasoline engine, a closed couple catalyst may activate within 20seconds after cold start of US EPA federal test mode. For diesel engine, it will take longer and catalysts temperature will drop during deceleration and idle. For the purpose of early catalysts worming up and keeping catalysts activated, a temperature management system using special combustion contributing catalysts temperature and post injection is necessary. It will be useful for DPF and LNC regeneration, too. PM Reduction System DPF system shown Fig.6 is a mainstream after treatment to reduce PM emission (1). PM trap rate will be over 90%. DPF will be filled with Soot according to vehicle mileage, so DPF regeneration is important technology. For the purpose of continuous regeneration, catalysts tend to be equipped with DPF to improve soot oxidization efficiency at lower temperature. But in case of urban traffic, average vehicle speed tends to be very slow that DPF temperature may not be sufficient for continuous regeneration. Hence, active regeneration must be conducted to burn soot before clogging will occur. Soot will start to burn very slowly around 300degC but DPF temperature will be controlled around 600degC for more efficiently active regeneration. DPF temperature must be controlled under certain temperature limit of DPF to prevent a thermal damage. Regarding materials, SiC (Silicon Carbide) is better than cordierite because of thermal resistance. Cordierite has a cost merit so it s under developing. Active regeneration consists of two stages, one is catalyst activation stage the other is DPF temperature control stage. Using intake air shutter valve and fuel injection arrangement with post injection, catalyst temperature will become activated over 200degC. Next, DPF temperature will be controlled around 600degC using post injection which will be burnt in the catalyst to produce heat. During active regeneration, fuel economy and emissions become worse. Because of post injection, fuel will return to intake air passage through EGR. This will affect to engine torque and EGR valve thermal deterioration. Additionally, down flow catalysts may be deteriorated by the heat of DPF regeneration. Estimating catalysts deterioration, heat and interval of DPF regeneration must be taking account. Engine Load Conventional Combustion PCI Combustion Engine Speed Fig.5 PCI Combustion Zone and Switching Fig.6 DPF system (1)

4 Fig.7 Urea SCR system (2) Fig.8 Basic Concept of LNC (3) is 32.5% urea solution and it will be injected in front of SCR catalyst and become ammonia after hydrolyzed to reduce NOx to nitrogen. In case of over dosing, ammonia slip will occur. For countermeasure against ammonia slip, oxidation catalyst after SCR will be needed. SCR doesn t be affected with sulfur including fuel and engine oil but DOC will be affected with sulfur on its oxidation ability. Subjects are it needs urea supply infrastructure, and space for dosing system on vehicle. Furthermore, preventing wrong usage (lack of urea), countermeasure must be taken. Urea solution will be frozen at -11degC. Heating is needed for freezing area usage. LNC system Fig.9 DPNR System (Toyota) (4) NOx Reduction Systems There are two majority of NOx after treatment systems. One is Urea SCR system which starts to be fit with HDV and some passenger vehicles. The other is LNC system under developing for diesel passenger vehicles. Urea SCR system Urea SCR system consists of urea dosing system and catalysts shown in Fig.7 (2). Combining SCR catalyst with DOC, it has high NOx reduction rate of over 80% through wide temperature range over 200degC. Reductant LNC used to be applied to gasoline lean burn engine. Fig.8 shows basic concept of LNC (3). NOx adsorber contains alkaline metals which adsorbe NOx as nitrate during lean atmosphere. Nitrate will be reduced to nitrogen during rich atmosphere. Hence, rich spike control must be conducted periodically during lean burn driving. Applying LNC to diesel engine, low temperature reduction performance between 150 and 300degC was improved according to low diesel exhaust gas temperature. Combining LNC with DPF, DPNR (Diesel Particulate-NOx Reduction System) was developed (Fig.9 (4) ). It offers compact layout and smart after treatment system which reduces all of emissions simultaneously. When DPF needs an active regeneration, LNC will suffer heat stress which causes deterioration. LNC will be poisoned by sulfur contained in fuel and lubricant. Hence, LNC regeneration

5 (sulfur purge) with rich condition and over 600degC must be conducted periodically. Its frequency will depend on the sulfur content and drive distance. In case of 10 to 15ppm sulfur fuel, LNC regeneration will be needed within several hundred to few thousand miles. This also causes thermal deterioration of LNC and fuel penalty of several percent. Currently, sulfur and thermal deterioration are two important key subjects. There are other new concepts of LNC. One is producing ammonia during rich spike and storing ammonia to use as a reductant during lean phase shown in Fig.10 (5). The other is storing HC during lean phase and using it as a reductant during rich phase shown in Fig.11 (6). They have DOC, LNC and DPF, but layout is different. Fig.12 shows the relative merits of each system. Fig.10 New LNC Concept (Honda) (5) Fig.11 New LNC Concept (Nissan) (6)

6 Compactness DPF regeneration LNC temperature LNC deterioration PM deposit on LNC DPNR DPF-LNC LNC-DPF Fig.12 Relative Merits of Each System Layout DPNR has a merit of compactness but LNC deterioration subject seems serious because PM will burn on the face of LNC during regeneration. DPF-LNC layout has a merit against LNC deterioration but a subject of low LNC temperature. LNC-DPF layout seems to have subjects of DPF regeneration and LNC deterioration. In case PM will deposit on LNC, its affection must be investigated. Rich spike control is another subject because diesel engine will usually run with lean A/F. Putting a fuel injector on exhaust pipe is one method. But there are subjects of its cost and effectiveness as reductant because of liquid fuel. Applying rich combustion is under development. It will be conducted with intake air throttling and adjusting fuel injection, turbo compression and EGR. To prevent PM increasing during rich combustion, post injection will be added. In case combustion changes between lean and rich, air and fuel control parameters change drastically. Hence, special transient control method must be designed to prevent noise or emission increase. Determining to start and finish of rich spike, adsorbed NOx amount and reduced NOx amount by supplied reductant must be estimated (7). Further, LNC regeneration has to be conducted periodically by assuming sulfur poisoning. LNC regeneration condition will depend on the chemical bond between sulfur and LNC. For example, rich A/F and temperature condition of 550degC is enough for some LNC. The other hand, 650degC is needed for another. During DPF regeneration, much amount of sulfur will be produced from trapped sulfate. Its behavior and effect to LNC must be investigated. Cetane Number Sulfur Content Fig.13 Comparison of Diesel Fuel Specification PM (g/km) Thailand Japan Europe USA (2010?) Modification & NOx Calibration d DPF phase in 80%(2006) 100%(2010) Euro4 Euro NOx (g/km) Fig.14 Diesel Emission Strategy in Thailand CIRCUMSTANCES IN THAILAND AND CONCLUSION Emission standard of passenger vehicle will be enforced from EURO-3 to EURO-4 in Sulfur content limit of diesel fuel is currently 350ppm which will change to 50ppm after But this limit is too high comparing Japan, Europe and USA. Driving condition in capital Bangkok is well known as quite congested. Hence, exhaust gas temperature will not be enough high. Diesel passenger vehicle in Thailand is mainly heavy weight SUV. Taking account sulfur content, low exhaust temperature and heavy vehicle weight, DPF application will be better than NOx catalysts to submit EURO-4 passenger vehicle emission regulation (Fig.14). If the regulation will be enforced further, government has to consider reducing sulfur content and infrastructure of urea solution.

7 REFERENCES 1. downloadfiles/g41116b60j.pdf 2. g41026b23j.pdf 3. N. Miyoshi et al, SAE (1995) 4. g41107a04j.pdf DieselEngine/ e.html 7. T. Morita et al, SAE (2007) CONTACT Thai-Nichi Institute of Technology Automotive Engineering 1771/1 Pattanakarn Rd., Suanluang, Bangkok Thailand

8 Introduction of Current Clean Diesel Technology and Subjects for Passenger Car, Application for Thailand Norio Suzuki Thai-Nichi Institute of Technology

9 Diesel Passenger Car Share of the World Austria Belgium France Bad Image of Noisy & Smoke Spain Registered New Car

10 Diesel Emission Regulations for Passenger Cars Euro3('00) Thailand PM (g/km) Same Level as Gasoline Engine Vehicle Euro4('05) Thailand( 12) US Tire2Bin5('04) JPN09 Euro5('09) Euro6('14)

11 How to reduce diesel emissions?

12 Improving Combustion with Multiple Injections by Diesel Common Rail System 5 Injections for 1 combustion cycle Main Pilot Pre After Post Flexible control of fuel pressure and injection timing Emission Fuel efficiency Power

13 Examples of Multiple Injections

14 Subject of PCI Combustion Engine Load Pilot Injection 30% EGR Premixed Pilot Injection 60% EGR Stability and Narrow Zone Switching (Noise, Torque Shock) Conventional Combustion PCI Combustion Control parameters change drastically!

15 PM (g/km) Needs of After Treatment Systems Higher Pressure Injection Combustion Chamber Modification High EGR Ratio (Cooled) Modified Turbocharger Modified DOC After Treatment Euro4 PM-NOx Trade-off Euro NOx (g/km)

16 Key Technology of Diesel After Treatment Temperature Management System Keeping DPF and Catalyst temperature Conversion Efficiency Regeneration / Deterioration PM Reduction System (DPF) NOx Reduction Systems (SCR,LNC)

17 DPF Construction and Subject DPF Regeneration (Thermal Damage, Temperature Control Ash (Clogging)

18 Urea SCR system Dosing System SCR Catalyst DOC Infrastructure (Urea solution) Space (Layout)

19 Basic Concept of LNC Applied for Gasoline Lean Burn Engine N. Miyoshi et al, SAE (1995)

20 DPNR System (Toyota)

21 New LNC Concept (Honda)

22 New LNC Concept (Nissan)

23 Relative Merits of Each Layout and LNC Subjects Effect of of Sulfur (Poisoning) Thermal Deterioration Rich Spike (A/F Control, Fuel Penalty)

24 Circumstances in Thailand Emission Standard : Euro4 (2012) Diesel Fuel (ppm) Driving Condition : Congested in Bangkok Favorite Vehicle Category : SUV DPF Application

25 Diesel Emission Strategy in Thailand Modification & NOx Calibration Euro3 PM (g/km) d DPF Euro Emission Guarantee Mileage?

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