Technologies for Meeting Future Heavy-duty Diesel Emission Standards

Transcription

1 Technologies for Meeting Future Heavy-duty Diesel Emission Standards Rasto Brezny Manufacturers of Emission Controls Association West Coast Diesel Collaborative Sacramento, CA October 17, 2017

2 MECA Represents Suppliers of Emission Control Technologies for all Mobile Sources Fuel Combustion Controls Air Handling Filters & Substrates Exhaust System Integration Evaporative Controls Powertrain Electrification OBD Sensors 2 Waste Heat Recovery

3 Evolution of Exhaust Control Technology Early systems 2010 Repackaged A natural optimization has resulted in 2017 systems being 60% smaller, 40% lighter, and cheaper than 5 years ago. Most of these improvements are already commercialized on light-duty vehicles in Europe

4 Next Generation Substrates Reduce Backpressure and Fuel Consumption /2 400/ / / /2 900/ Time (s) Higher cell density for better conversion Reduced back pressure with thinner walls Higher catalyst loading in porous substrates 4 80 SAE Vehicle Speed (km/hr) 400/6 Cumulative Hydrocarbons (g) 3 mm

5 New Substrates for SCR Coated Filters High porosity (~65%) allows for higher catalyst loading at reduced pressure drop Sharper pore size distribution to optimize filtration and catalyst coating Decrease small pores for lower pressure drop Decrease large pores for better filtration Substrates can be downsized by 50% in volume 5

6 Catalyst Development focused on Low Temperatures Low Temperature NOx Conversion Improving Passive NOx adsorbers (PNA) replace traditional DOC and combine NOx trap, HC trap and DOC into single device Optimization of desorption and SCR conversion window PNA stores NOx at low temperature SCR converts NOx to Nitrogen SCR catalysts continue to improve in durability Higher NOx conversion at lower temperatures is important 6

7 Packaging for Thermal Management Dual wall piping Bypass Close coupling 7 Turbine Bypass EGR Cooler Bypass

8 Simultaneous CO2 and NOx Reductions Achievable Aligned regulations are allowing optimization of criteria and GHG technology Some 2016 and 2017 engine families are already certified below 0.1 g/bhp-hr, three at 0.06 g/bhp-hr NOx. 8

9 ARB HD Low NOx Demonstration Program Program started in 2013 at SwRI, directed and funded by ARB, EPA, SCAQMD, POLA/LB and MECA with focus on diesel and CNG engines Volvo and Cummins provided engine calibration support Objective is to demonstrate 90% reduction below current HD NOX standards 0.02 g/bhp-hr on certification and vocational cycles Fully aged, production ready technology Solution must be consistent with path toward meeting future GHG standards CO2, CH4, N2O 9

10 Diesel Aftertreatment Technology Options Traditional Approach Advanced Approach Examined 33 out of 500 possible configurations of component and heat addition options 10

11 Multiple pathways to achieve NOX emissions below 0.02 g/bhp-hr Target 11

12 Possible Low NOX Aftertreatment Concepts Final system selection must consider performance, cost and complexity Exhaust temperature and application may require the availability of auxiliary heat or heated urea dosing to deliver ammonia at exhaust temperatures. Turbo-out Exhaust from Manifold DEF NH3 12 ASC SCRF SCR PNA Turbo-out LOSCR +V

13 Cummins Announces Low NOx and low CO2 Aftertreatment Design

14 Conclusions Future clean heavy-duty engine technologies must involve a systems approach that includes engine, fuel and emission controls. Engine and aftertreatment technologies can work synergistically to achieve NOx emissions below 0.02 g/bhp-hr while meeting future HD Phase 2 GHG limits. An ultra-low NOx engine operated on renewable fuels goes even further towards reducing emissions. 14

15 MECA on the Internet: Your emission control and efficiency technologies resource Technology white papers and fact sheets Testimony and press releases Regulatory information 15 Follow us on