Light Duty Truck Aftertreatment - Experience and Challenges Fabien Redon, Houshun Zhang, Charlie Freese and Nabil Hakim Detroit Diesel Corporation Detroit Diesel s test experience on light duty truck PM aftertreatment technology development will be presented. The Tier-II extremely low emissions standards combined with the light-duty test cycle impose a significant challenge for the development of production-viable emissions technologies. A robust general path to achieve these emissions targets will be outlined. Page 1 of 1
DEER Light Duty Emissions Aftertreatment Houshon Zhang Fabien Redon Presented by: Charles Freese Detroit Diesel Corporation
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
U.S. Light-Duty Standards Automotive Emissions (Under 8,500 lb GVW).20.18 New Tier 2 Allows Interim Standards in 2004, which Ultimately Lead to California LEV2 Standard.16 Particulates (g/mi).14.12.10.08.06.04.02 California LEV 2 U.S. Federal LEV 1 (LDT2 Vehicle Weight) U.S. Federal Tier 2 Max BIN 10 U.S. Federal Tier 1 (LDT2 Vehicle Weight) 0 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 NO X (g/mi)
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
Vehicle Inertia Effects Vehicle Inertia Dramatically Affects Vehicle Emissions < 8,500 lb Held to Same Standards Must Demonstrate Technology Scalability
Effect of Vehicle Inertia Weight NO x Emissions 1.600 1.500 NO x (g/mile) 1.400 1.300 1.200 1.100 1.000 4500 5000 5500 6000 6500 Inertia Weight (lb)
Displacement vs. Vehicle Test Weight Engine Displacement (L) 7.0 6.0 5.0 4.0 3.0 2.0 1999 U.S. Certified Diesel Vehicles 1999 Development Diesel Vehicles 1.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 Vehicle Weight (lb/1000)
Personal Transportation Engine Technologies Scalability Share 0.5L per Cylinder Technology 1.5L HEV, 1.5L I-3, & 2.0L I-4 0.5L/cylinder Sc ale Te ch no lo gy le a Sc 3.0L V6 VECTER 0.5 L/cylinder y g lo o n h c Te Other Available Engines: 2.5L 4-Cylinder 4.2L 6-Cylinder 4.0L V6 DELTA 0.67 L/cylinder
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
Aftertreatment CRT Sulfur Sensitivity
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
Exhaust Temperature Distribution Light-Duty vs. Heavy-Duty Frequency % 60 50 40 30 20 10 0 50-100 100-150 150-200 200-250 250-300 300-350 350-400 400-450 Exhaust Temperature Range (Deg C) Heavy Duty Cycle Light Duty Cycle Particulate Trap Regeneration
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
Light-Duty Emissions 4.0L V6 Vehicle Results.20.18.16 Particulates (G/Mi).14.12.10.08.06 Tier 2 BIN 10 Tier 1 (LDT 2).04.02 LEV2 Tier 2 BIN 8 0 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 NOx (G/Mi)
Exhaust System Eliminated Exhaust Muffler Replaced Muffler with a Continuously Regenerating Trap (CRT) PM Aftertreatment Device in Exhaust System Original Muffler
Detroit Diesel DELTA 4.0L V6 Preliminary PM Aftertreatment Results PM (gr/mi) 0.6 0.5 0.4 0.3 0.2 Off the Shelf, Non-Optimized PM Aftertreatment System Catalyst 6 from Engine (Too Far) Directional Test Only Optimized Systems Currently Under Development Baseline Air System w/o PM Aftertreatment 0.1 With PM Aftertreatment With CRT Air System Improvements w/o PM Aftertreatment 0.0 0 0.5 1 1.5 2 2.5 3 3.5 NOx Nox (gr/mi) (g/mi)
Aftertreatment Performance Cycle Effects FTP Bag 1 and 2: CRT Inlet Temperature (deg C) Temperature (Deg C) 320 280 240 200 160 120 80 40 0 0 200 400 600 800 1000 1200 Time (sec)
Aftertreatment Performance Cycle Effects & Catalyst Position FTP Bag 3: Exhaust Temperature Evolution Temperature (Deg C) 450 400 350 300 250 200 150 100 50 0 CRT Outlet Turbo Outlet CRT Inlet 0 100 200 300 400 500 Time (sec)
Particulate Aftertreatment Regeneration EGR Influence DELTA 4.0L V6 - Particulate Trap Regeneration Effect of EGR Quantity on Soot Burning During 20 min Highway Runs 6.0 EGR Increase 4.0 2.0 0.0-2.0-4.0 % Change in Backpressure -6.0
Particulate Aftertreatment System Thermal Inertia Effects on Regeneration DELTA 4.0L V6 - Particulate Trap Regeneration Effect of Thermal Inertia (After a 20 min Highway Run) CRT Exhaust Temperature (C) 400 350 300 250 200 Exhaust Backpressure Trap Oulet Temp Trap Inlet Temp 0 5 10 15 20 Idle Time After Highway Run (min) 34 33.5 33 32.5 32 31.5 31 30.5 Exhaust Backpressure (kpa) DDC Confidential
Outline Light Duty Emissions Challenges Tier 2 Targets Vehicle Inertia Fuel Quality Light Duty Cycle» Effects on Regeneration Progress Toward Targets Future Technical Path
Aftertreatment Development Program Systems Approach Aftertreatment Focus Low Light-Duty Exhaust Temperatures Complicate Aftertreatment Operation Developing Analytical Tools Aftertreatment System Vehicle Driveline Control/ Core Engine System System Integration Fuel Sulfur < 5 ppm
Aftertreatment Virtual Lab Technical Path Three-Level Development Strategy 3D- CFD Base 1D- CFD Base 0D- Mean Value Base Detailed physics & design Extremely time consuming Technology is not mature yet Focus on system integration with Overall physical dimensions General control strategies Practical & fast, but sacrifices detail Focus on Detailed Control Strategies Considers Engine, Vehicle, & Aftertreatment Practical & Computationally Fast Relies on test data & 1-D results for look-up tables
Integrated System Modeling Complete Vehicle, Engine, & Aftertreatment System Power, AF ratio Injector Lean-NOx Catalyst O 2 NO Fuel (mile/gal) Speed(Mile/h) NO x (g/mile)... Pre-Catalyst NO N0 2 PM Trap Oxidation Catalyst Tailpipe NO 2 PM HC CO NO x, PM HC, CO, O 2.
Conclusions Light-Duty PM Aftertreatment Remains a Challenging Goal Progress is Encouraging Regulations are Problematic with Respect to Vehicle Weight Must Address Fuel Quality Issues Unique Light-Duty Cycle Parameters Must Be Addressed, to Achieve Reliable Regeneration Analytical Tools Required to Optimize Complete System