Catarsis is a greek word coined by Aristotle for internal cleansing. *Just as our catalyst system* Report on tests at LTH 21-25 May 2018 Sven M Nilsson Emma Woxlin 1
The tests were performed at the KCFP Engine Research Center Lund University, Division of Combustion Engines, Manager professor Per Tunestål, during 21-25 May 2018. A CATARSIS catalyst system, as shown below, was tested in three steady-state modes A, B and C and in an European Stationary Cycle (ESC). The gas flow, temperatures and front flow rate for the modes are accounted for in the diagrams. The tests were run on a Euro 6 Scania D13 engine geometry. To simulate reference points from previous experiments in a smaller 9 liter engine, mass flow and temperature were matched in the exhaust pipe. This provides comparable conditions in the catalyst, regardless of engine size. The tests were handled by PhD Lianhao Yin at KCFP. Leif Högberg at STT-EMTEC, Sweden, managed the urea dosing and did parallell measurements and analyzes of the SCR system. Test-system at LTH-9L 2018-05-21-25 UREA DOC DPF SCR1 ASC DOC: CS 17-30 Ø160x152. 3.05 l. TSA= 8.2 m 2 Pt = 4.1 g or 0.5g/m 2. DPF: Uncoated SiC 254x254-150 cpsi. 12.7 liter. : CS 17-30 Ø230x90. 3.6 l. TSA = 10 m 2 V-SCR SCR1: CS 17-30 Ø230x152. 6.3 l. TSA = 17.0 m 2 V-SCR ASC: CS 17-30 Ø230x90. 3.6 l. TSA =10 m 2 Pt: 0.13 g/m 2 =1.3 g UREA-dosing STT - EMTEC All coatings were designed and made by Ecocat&India&Pvt.&Ltd. 2
0.6 CO and HC reduction. Gas flow (kg/h) Temp Front flow rate Pressure drop ( C) DOC (m/s) DOC-SCR-ASC (kpa) Mode A CO 580 270 8.1 3.0 Mode A HC Mode B CO 760 360 10.6 5.6 Mode B HC Mode C CO 900 390 12.5 7.7 Mode C HC Euro VI CO = 1.5 g/kw/h 0.5 LOAD (g/kwh) 0.4 0.3 0.2 0.1 Euro VI HC = 0.13 g/kwh 0 DOC FILTER SCR1 ASC Note. Measured unit: ppm CATARSIS DOC system employs only 40% of the volume or the channel wall area (TSA) compared to the laminar systems on the market. Nevertheless, it is highly efficient and with emissions below Euro VI for CO and HC. The harmfull emissions are zero already after! The Pt-loading is 0.5 g/m 2 or 4.1 g, which corresponds to 40 g/ft 3 for CATARSIS 17 as well as for Ceramic 400 cpsi. In order to get as high conversion as CATARSIS for the ceramic ones, TSA has to be increased at least three times that of CATARSIS. 3
1.4 1.3 1.2 1.1 NOx reduction. Mode A NOx Mode B NOx Mode C NOx Gasf flow (kg/h), Temp ( C) Front flow rate (m/s) 580 270 8.1 760 360 10.6 900 390 12.5 Total NOx (g/kwh) 1.0 0.9 0.8 0.7 0.6 0.5 Euro VI NOx = 0.4 g/kwh 0.4 0.3 0.2 0.1 0 0 DOC FILTER SCR1 ASC Note. Measured unit: ppm The NOx reduction is already after the first, small substrate 87% and after SCR1 for mode A, B and C = 100, 99.5, and 99.0% reduction. Practically zero emissions of NOx, clearly below the Euro VI requirements. The TSA for and SCR1 substrates is about 2.5 times smaller than for corresponding laminar systems. With only SCR1 it is about 3.5 times smaller but gives still 98% reduction. If the laminar SCR systems should come up to CATARSIS high reductions, the TSA must be increased about five times that of CATARSIS. The time from the NOx sensor signal to the final reduction was just over a second. This rapid process depends on CATARSIS small thermal mass. It is about 2.5 times smaller than for the laminar case. 4
1.0 Mode A NOx Mode B NOx Mode C NOx PM reduction. Gas flow (kg/h), Temp ( C)Front flow rate (m/s) 580 270 8.1 760 360 10.6 900 390 12.5 0.8 LOAD (mg/m 3 ) 0.6 0.4 0.2 0.1 0.05 0 0 DOC FILTER SCR1 ASC From CATARSIS's point of view the relatively large, about 30%, PM-reduction in DOC is valuable when it extends the mileage between the regenerations. The PM in the tailpipe for mode A, B and C is 0.02, 0.06 and 0.08 mg/m 3 and the PM-reduction is 94, 94 and 99%, which is below the Euro VI requirements. The DPF is a SiC filter-150 cpsi. This will give 99.9% PM reduction after the first regeneration. The values we got are typical of a brand new SiC-DPF. Gasification/oxidation of PM may be facilitated at lower temperatures with addition of Ceria to the substrate coating and the distances between the regenerations will increase. 5
European Stationary Cycle (ESC) Mode Speed [RPM] Load [Nm] CO [ppm] HC [ppm] NOx [ppm] PM [mg/m3] Weight factor [%] 1 Low idle 0 0 1 135 0,001 15 2 1200 1400 0 0 9 0 8 3 1500 700 0 0 3 0,01 10 4 1500 1050 1 0 7 0,002 10 5 1200 700 0 0 4 0,001 5 6 1200 1050 0 0 4 0,002 5 7 1200 350 0 0 2 0,002 5 8 1500 1400 0 0 18 0,001 9 9 1500 350 1 0 4 0,017 10 10 1800 1400 1 0 22 0,01 8 11 1800 350 1 0 8 0,02 5 12 1800 1050 0 0 10 0,014 5 13 1800 700 0 0 8 0,004 5 Weighted average CO HC NOx PM [ppm] for CO, HC, NOx [mg/m3] for PM Excluding Mode 1 [ppm] for CO, HC, NOx [mg/m3] for PM 0.33 0.15 27.5 0.01 0.39 0.0 8.6 0.01 [g/kwh] 0 0 0.05 0.0003 [g/kwh] Excluding Mode 1 EU requirements 1.5 0.13 0.4 0.1 [g/kwh] Conversion [%] 99.6 99.5 94.3 99.3 Conversion [%] Excluding Mode 1 0 0 0.01 0.0003 99.6 99.99 98.2 99.2 6
ASC and tail-pipe emissions. We did not measured NH3 slip, but it must be insignificant, because the urea dosage was accurate in the three steady state modes we used. In addition, we know from previous studies that ASC as well as DOC has a powerful reduction capability. SUMMARY The tests carried out clearly show CATARSIS's superior efficiency. The harmful emissions are practically zero. The volume, TSA, thermal mass and cost are about 40% of the laminar systems on the market. The reason for this important and great development step in the gas flow and catalyst technology is the ECO flow, described on our website: www.nilcon.se The results of the tests clearly demonstrate that the difficult and unpleasant problems of harmfull exhaust emissions for diesel trucks and cars have been solved in a robust and economical way. 7