Proventia Aalto University Arno Amberla 29 November 2017

Proventia Aalto University Arno Amberla 29 November 2017

THIS IS PROVENTIA Proventia works for the good of the environment

THIS IS PROVENTIA Proventia facts 60 employees, over 300 in partner network Turnover forecast 2017: 20 MEUR Strong technology knowhow with a number of patents HQ in Oulu, Finland, with engineering, testing and validation capability Owned by Head Invest Ltd., a Finnish industrial Group We are a technology supplier for engine, machine and vehicle industries.

THIS IS PROVENTIA History WinWind Proventia Solutions 2012 Focus on emission control business Emission Control *Finnkatalyt Founded 1994 HFT Network *Finnkatalyt since 2007 Proventia Emission Control Oy Thermal Components etc. 2000 Proventia Group was founded 2015 Rapidly growing new business areas that have synergy to emission control business Since 2017 Proventia Oy Test Units & Centres

THIS IS PROVENTIA Part of Finnish Industrial Group Head Invest Group Engine, emission & testing technologies Automation technologies Medical diagnostics Accounting & financial services

THIS IS PROVENTIA Proventia Business Units Emission Control OEM Emission Control Retrofit Thermal Components Test Solutions

OEM Emission Control

Non-Road Emission Limits in EU ( >130 kw) 0,7 0,6 0,5 PM(g/kWh) 0,4 0,3 0,2 0,1 0,025 0 0,4 2,0 1 2 3 4 5 6 7 8 9 10 11 12 NOx (g/kwh) Non-regulated EU/ Stage I (1999) EU/ Stage II (2002) EU/ Stage III A (2006) EU/ Stage III B (2011) EU/ Stage IV (2014)

MARKET DRIVERS & TRENDS International emission legislation signals the way for the OEMs Our current focus is on meeting the Stage 5 emission limits for non-road engines 37-56 kw 56-130 kw 130-560 kw 560- kw 2014 2015 2016 2017 2018 2019 2020 2021 Stage 3B/ Tier 4 i Stage 4/ Tier 4 Final Stage 5

HD Vehicles limits

Passenger cars RDE NOx CF (Conformity Factor) 2.1 from Sep 2017 new models Sep 2019 all new vehicles 1.5 from Jan 2020 new models Jan 2021 all new vehicles RDE PN and test cycle change from NEDC to WLTP 1.5 Sep 2017 new models Sep 2018 all new vehicles Consumers driving force has been ease of use and other drivers, rather than emission performance. This is part of story of dieselgate.

Aftertreatment motivation Motivation to use aftertreatment is highly driven with emission limits

Light duty vehicles RDE

LDV Conformity Factors, 692 vehicles VW Tiguan Euro6 has shown best real drive emissions!

But, hybrids will save the planet and diesel hybrids are energy efficient too

But, Hybrids will save the planet

or will they?

Maybe not

Commercial Vehicles, real drive emissions Emission data from field (hot cycles) NOx emissions - WHVC Euro 4 g/km 8 7 6 5 4 3 2 1 0 0 5000 10000 15000 20000 25000 30000 35000 40000 45000 Test weight (kg) Euro 5 Tier 2 Euro III Euro IV Euro V Euro VI EPA 2010 Euro III Euro IV Euro V Euro VI Figure 0.5. NO x emissions by emission class.

Euro VI, cold ambient SCR efficiency

Euro VI, SCR efficiency

Diesel Engine NOx-PM Trade-off Needham 1991

Catalyst reactions Oxidation reactions [Hydrocarbons] + O 2 = CO 2 + H 2 O C n H 2m + (n + m/2)o 2 = nco 2 + mh 2 O CO + 1/2O 2 = CO 2 2-way catalyst 3-way catalyst NO x = X/2O 2 + 1/2N 2 NO + 1/2O 2 = NO 2 CO (soot particulates) + O 2 = CO 2 6NO + 4NH 3 5N 2 + 6H 2 O 4NO + 4NH 3 + O 2 4N 2 + 6H 2 O 6NO 2 + 8NH 3 7N 2 + 12H 2 O 2NO 2 + 4NH 3 + O 2 3N 2 + 6H 2 O NO + NO 2 + 2NH 3 2N 2 + 3H 2 O Soot burning SCR reactions

Catalyst light-off, T50

Catalyst structures Substrate Ceramic or metallic carries. Can have filtering characteristic or structures to make flow more turbulent Coating Depending on what is catalyst type Oxidation catalyst and 3-way catalyst are very similar process and can utilize same manufacturing equipment SCR reactions are opposite to oxidation reactions and these coating processes need to have separate manufacturing equipment Carrier, washcoat Washcoat is applied to catalyst during manufacturing process Washcoat is used to increase catalyst surface area. Catalyst reactions are surface reactions and therefore large surface area is preferred In some cases it is possible that precious metals are applied to catalyst after washcoat, but typically these are put together

Catalytic sites dispersed on a carrier Different size Pt particles have slightly different activity and selectivity Smaller Pt particles are not necessarily best

Schematic of catalyst structure

Ceramic substrates

SCR on Filter (SCRF, SCRoF, F-SCR) And challenges are: - Low passive regeneration - Reduced ash storage capacity - Less robust system

Catalyst Deactivation Mechanisms Poisoning and fouling Can be controlled with fuels and partly by making regeneration cycles to release components away from surface (sulfur regeneration on lean-nox trap or SCR) Takes place either only on active sites or non-selectively on washcoat surface. Example: high sulfur diesel used with passive-dpf Thermal deactivation (sintering) Avoiding of high temperatures Designing washcoat to have stable structure at operation temperatures Example: spark plug and/or gasoline injection failure in passenger cars Reactions between catalytic species and the carrier Catalyst design Washcoat losses Adhesion between substrate and washcoat plays important role, traditionally metal substrate and washcoat have been identified as potential issue for washcoat losses

Catalyst Deactivation Loss of activity leading to higher emissions Typically activity changes have been found first in low temperature operations, close to light-off temperature Some deactivation mechanisms lead to permanent loss of reactive sites and some to temporary Restoring of diesel catalysts activity Air cleaning Washing (in water or solvents) Chemical washing Thermal regeneration to remove soot or other fouling materials

Methods to improve aftertreatment Designing aftertreatment for the engine is very important. Both have effect on each other. CATALYST Lower light off temperature Higher surface area High cell density on substrate Higher surface by washcoat properties Higher surface area by increasing reactive material surface smaller pore size OTHER FACTORS Minimizing heat loss from engine to aftertreatment, faster light-off from cold start Optimizing flow characteristic to catalyst SCR, optimizing urea spray pattern, NH3 distribution over SCR Some times engine and aftertreatment are considered as black boxes and both does only their function without affecting each other This is not possible as of today

Development drivers for EATS Real-world emissions and in-use testing Efficient performance over wide temperature area Increasing focus also on NO 2 emissions OBD Fuel economy and cost efficiency Stage V with possible EGR drop out leads to increases in NOx engine out emissions Limited space available Compact designs

Key Challenges in SCR development SCR operation over wide temperature window Full-load conditions with high mass flow and high-no x must be handled by excellent ammonia distribution to avoid NH 3 slip Low-load and low ambient temperature conditions similar as city traffic in on-road applications Temperature delay because of DPF in Stage V Higher efficiency target for SCR High NO X reduction target More urea to be injected at low temperatures causing wall wetting risk All the dosed urea needs to be converted and utilized in SCR reactions SCR catalyst chemistry Limited space in engine compartments Shorter mixing lengths for urea urea evaporation and decomposition into ammonia even more critical Wall wetting/ deposit formation even more difficult to control

Dosing control optimization needed for wide temperature window

Dosing control optimization needed for wide operation window (mass flow)

Critical points in EAT system for optimal NO x reduction 1. Engine control, dosing calibration 2. Thermal management 3. Urea Mixing 4. Flow characteristics 5. SCR catalyst DOC SCR DPF

Critical points in EAT system for optimal NO x reduction Proventia s scope 2. Thermal management 3. Urea Mixing 4. Flow characteristics 5. SCR catalyst DOC 2 5 SCR DPF 4 3

Critical points in EAT system for optimal NO X reduction DOC 2 2. Thermal management SCR DPF

Integrated insulation as a tool for thermal management Integrated, multi-layer insulation Suitable for tight space in engine compartments Improves the SCR performance Improves fuel economy (less heating functions at engine) Surface temperature in control

Integrated insulation as a tool for thermal management Engine laboratory test by varying insulation thickness External flow increases temperature loss in real conditions Temperature loss is greater at low mass flow conditions 67% lower thermal loss Pipe length 1.3 m, Diameter 88.9 mm 3 insulation variations Gas temperature drop in the length of the pipe was measured Test was done with 200 kw, 1300 kg/h 100 % rated mass flow engine

Integrated insulation as a tool for thermal management Skin temperature study Safety aspect in working area and near sensitive components Integrated compact insulation is mandatory in tight space envelope

Critical points in EAT system for optimal NO X reduction 3 3. Urea Mixing

Efficient urea mixing gives significant benefit to overall SCR performance Patents granted Efficient urea mixer, such as Proventia SuperTornado allows injecting more urea solution at minimal pipe lengths. Even ammonia (NH 3 ) distribution at low and high speed Turbulence and enhancing ammonia mixing, wetting avoided Proven track record and OEM references

How does Proventia SuperTornado urea mixer work? Patents granted Two separate swirling concentric flows Injection into the center flow Small droplets evaporate and bigger travel further down the mixer to where the two flows meet As droplets reach the stronger outer flow, the velocity difference between flow and droplet rises rapidly High evaporation rate ammonia uniformity values exceed 0.99

Mixer allows higher engine-out NO x values Patents granted Normalized OEM dosing calibration values shown as orange Maximum dosing amounts with SuperTornado TM mixer as blue Relative AdBlue amount 2,5 2 1,5 1 0,5 0 Safety/ optimization margin Additional dosing potentiality A B C D E F G H Load point Mass flow [kg/h] Inlet temperature [ C] A 410 240 B 415 330 C 270 300 D 340 280 E 430 275 F 560 270 G 280 250 H 250 230 200 kw, 1300 kg/h 100 % rated mass flow Stage 4 engine without EGR OEM dosing map potentiality with mixer

Low temperature deposit testing Patents granted Proventia SuperTornado TM mixer allows dosing in almost idling conditions without deposit formation Mass flow [kg/h] Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 340 180 100 232 Mass flow [kg/h] Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 275 180 100 270 Mass flow [kg/h] Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 200 180 100 232 Mixer is fully clean Mixer is fully clean Mixer is fully clean Test was done with 200 kw, 1300 kg/h 100 % rated mass flow engine. Test time 30 min.

Low temperature deposit testing Patents granted Proventia SuperTornado TM mixer allows dosing in almost idling conditions without deposit formation Mass flow [kg/h] Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 340 180 100 232 Mass flow [kg/h] Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 275 180 100 270 Mass flow [kg/h] Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 200 180 100 232 Mixer is fully clean Mixer is fully clean Mixer is fully clean Test was done with 200 kw, 1300 kg/h 100 % rated mass flow engine. Test time 30 min.

Reference to deposit, previous slide Test duration has been 30min This time is enough to judge when dosing rate is at maximum allowed level. 3h would block partly mixer structure and have significant effect on deposit behaviour Short duration overdosing is allowed, but must be followed by higher temperature and/or lower dosing amouny

Injector testing Patents granted Different airless injectors tested in the same mixer. Injector A: small droplet size, wide cone Injector B: bigger droplet size, narrow cone Proventia mixer allows Injector A to inject 616 g/h and Injector B 900 g/h Test was done with 200 kw, 1300 kg/h 100 % rated mass flow engine. Test time 30 min. Mass flow [kg/h] Injector A Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 350 260 616 415 Mass flow [kg/h] Injector B Inlet temperature [ C] Urea dosing [g/h] NOx [ppm] 350 260 900 415

Reference to deposit, previous slide

Critical points in EAT system for optimal NO X reduction 4. Flow characteristics at SCR inlet SCR 4

Optimization of SCR inlet flow characteristics Simulated and measured, high load (NRSC mode 1) NH 3 UI directly linked to SCR efficiency CFD simulation as a design tool Experimental measurements for verification Sufficient de-no x performance with reasonable catalyst size Ammonia slip can be avoided Simulation NH 3 inlet Experimental NO x outlet UI 0,987 0,984 Max/av 1,055 1,050 Min/av 0,951 0,936

Sensoring and its importance on design work The positions of NO x sensors must be carefully defined for getting reliable and relevant information for OBD and calibration Various sensor positions to be tested and simulated in development Reference NOxsensor #1 Test NOxsensor Reference NOxsensor #2 NH 3 and/or NO x measurement from SCR outlet face is complicated For ensuring fast and reliable measurement, automatic scanning measurement device developed inhouse

Critical points in EAT system for optimal NO X reduction 5.SCR catalyst DOC 5 SCR DPF

SCR catalyst optimization Proper performance of SCR system in real conditions and with all the challenges requires optimized catalyst design Substrate Volume large enough; space availability in vehicle design needed Surface area (cell density); trade off between backpressure and performance Mechanical and thermal durability Coating Sufficient coating type and amount selected on each application (temperature area, engine emissions, dosing parameters) Chemically robust towards impurities Selectivity and high activity on SCR reactions from NO x to N 2 NH 3 slip control and adsorption capacity Urea to ammonia CO(NH 2 ) 2 CO+H 2 O 2 NH 3 + CO 2 Main SCR reactions 4 NO + 4 NH 3 + O 2 4 N 2 + 6 H 2 O NO + 2 NH 3 + NO 2 4 N 2 + 3 H 2 O 4 NH 3 + 3 NO 2 3.5 N 2 + 6 H 2 O Selective NH 3 slip control 4 NH 3 + 3 O 2 2 N 2 + 6 H 2 O

Summary Key points in optimizing NO X reduction technology for wide operation non-road challenges Importance of integrated insulation Excellent mixing is a key tool Flow optimization know-how Catalyst expertise ensured

OUR REFERENCES EAT systems for industry-leading OE manufacturers AGCO Power Atlas Copco Fendt ISEKI Kalmar Komatsu Forest Logset Ljungby Maskin Mantsinen Massey Ferguson Sampo Rosenlew Sandvik Valtra

OUR OFFERING FOR OEMS Comprehensive engineering services Research on new emission control concepts Design service Platforms Components Systems Simulations CFD FEA *SolidWorks, Creo *STAR-CCM+

OUR OFFERING FOR OEMS Testing & validation services Performance and emission testing Ageing & durability testing Mechanical durability testing Corrosion resistance testing Own engine & emission laboratory (2 test cells up to 470 kw) Own Proventia Test Unit for 24/7 testing with remote monitoring RLDA, fot shake tests, field testing Salt spray tests

OUR OFFERING Proven technologies to meet the standards STAGE V layout example Exhaust IN Exhaust OUT PROCARE 3 Driver display Urea tank Proventia SuperTornado Urea Mixer AdBlue Nozzle Cooling lines Urea pump

OUR OFFERING Proventia SuperTornado urea mixing device Patents granted Improved SCR performance High NOx reductions Proven performance at low exhaust temperatures in real driving circumstances

Retrofit Emission Control

MARKET DRIVERS & TRENDS Poor air quality forces cities to take actions Up to 1/3 of the EU urban population are exposed to air pollution which exceeds EU limit values NO 2 : 40 µg/m 3 / year. Air pollution (NOx, PM) is the number one environmental cause of death Older vehicles and machines are the worst polluters Real-world diesel emissions of newer vehicles are higher in city traffic than the emission class would indicate Retrofitting is the most cost-effective and fastest way to reduce the impacts of existing diesels on air quality

OUR OFFERING Proventia NOxBUSTER retrofit systems for upgrading existing vehicles NOx g/kwh EURO 2 1992 EURO 2-3 to EURO 5 NOxBUSTER EURO 4-5 to EURO 6 NOxBUSTER City EURO 3 2000 EURO 4 2005 EURO 5 2008 EURO 6 2013 PM g/kwh

OUR OFFERING NOxBUSTER City DPF+SCR retrofit system AdBlue tank ECU & Dosing pump Driver display PROCARE Drive Exhaust IN DPF Exhaust OUT SCR

OUR OFFERING Proventia PROCARE Drive Emissions monitoring system A web-based emissions monitoring tool that allow operators or authorities to monitor the performance of the NOxBUSTER system online 24/7. Allows vehicle emissions to be reported reliably

NO x & PM reductions with Proventia NOxBUSTER City DPF + SCR 7 6 5 4 3 2 1 0 Euro 5 limit NO x g/kwh Standard EURO 5 Volvo 0,46 0,2784 Euro 6 limit With Proventia NOxBUSTER Volvo 8708 B7RLE Euro 5 (EEV) WHTC test procedure including cold start Test laboratory: VTT Test report: VTT-CR-1070-16, VTT-CR-01164-16 0,07 0,06 0,05 0,04 0,03 0,02 0,01 0 Euro 5 limit PM g/kwh -96% -91% Standard EURO 5 Volvo 0,01 Euro 6 Limit 0,0062 With Proventia NOxBUSTER

NO x & PM reductions with Proventia NOxBUSTER City DPF + SCR NOx g/kwh PM g/kwh 4,5 4 3,5 3 2,5 2 1,5 1 0,5 0 Euro 5 limit Standard EURO 5 Scania 0,46-92% Euro 6 limit 0,31 With Proventia NOxBUSTER 0,09 0,08 0,07 0,06 0,05 0,04 0,03 0,02 0,01 0 Euro 5 limit Standard EURO 5 Scania -97% 0,01 Euro 6 limit 0,0022 With Proventia NOxBUSTER Scania K230 UB4X2LB Euro 5 (EEV) WHTC test procedure including cold start Test laboratory: VTT Test report VTT-CR-01339-16, VTT-CR-01340-16

OUR OFFERING EXAMPLES ADL E200 E4 layout PROCARE Drive Driver display ECU & Dosing pump Level sensor MAF AdBlue Tank Temperature sensor Pressure sensor Exhaust IN NOx sensor 1 NOx sensor 2 Dosing nozzle Exhaust OUT

OUR OFFERING EXAMPLES Volvo B9 TL Layout Level sensor ECU & Dosing pump PROCARE Display MAF PROCARE Drive DOC DPF AdBlue tank Exhaust IN Exhaust OUT SCR catalysts

Euro V hybrid bus, Retrofit Retrofitted with Proventia NOxBUSTER City Millbrook city cycle NOx 0,01g/km (99,7% reduction) original ~3-4g/km WHVC NOx 0,21g/kWh Clean diesel is possible!

OUR REFERENCES Worldwide retrofit projects for diesel vehicles & machines California, US 2008- Denmark 2009- Finland 2010- Germany 2012- Hong Kong 2002- Korea 2004- London, UK 2011- Norway 2016- Sweden 2010-

Thermal Components

MARKET DRIVERS & TRENDS Stringent regulations increase the demand Strict emission limits call for the best possible insulation solutions. High performance requirements for exhaust emission systems, Stage V in OE and Euro 6 in retrofits Effective insulation is a must Safety: need to protect the machine operator and temperature sensitive engine components Restricted spaces in engine compartments Cost reduction targets

OUR OFFERING Thermal components Insulation parts engineered, designed and manufactured in a shape that fits the component to be insulated. Delivered assembly-ready to your facility.

OUR OFFERING Thermal assembly service Full integral insulation service Manufacturing of the insulation parts Final assembly of the components

OUR REFERENCES Insulating the components for market leaders AGCO Power Fendt ISEKI Kalmar Komatsu Forest Logset Ljungby Maskin Mantsinen Massey Ferguson Sampo Rosenlew Sandvik Valtra

Test Solutions

MARKET DRIVERS & TRENDS Today testing requirements are in the process of change R&D Centres R&D centres R&D Centres Manufacturing Manufacturing Manufacturing Quickly changing machine and vehicle industry demands flexibility and adaptability of the testing facilities. Significant structural change in testing and calibration environment Shorter development times High quality & performance requirements Fuel efficiency, high emission reduction targets are critical The amount electric and hybrid vehicles is growing Existing in-house test cells cannot keep up with the quickly changing testing requirements, or they are located in wrong place

OUR OFFERING Modular Proventia Test Units & Centres Flexible, updatable and mobile Optimized infrastructure Cost-efficient

OUR OFFERING Modular Proventia Test Unit Patent pending Fast and optimised testing capacity increase that can be easily adapted to the unique needs of customers Suits for numerous test purposes: engines, powertrains, e-components etc. Compact construction Pre-tested, quick commissioned and deployed Easily transportable Upgradeable for future changes

Summary Proven track record with well-known OE customers Extensive knowhow of emission control, thermal management and engine testing technologies and services Capability and experience also of low and medium volume applications State-of-the-art premises and equipment