State-of-the-art and emerging truck engine technologies Prof. Michael Schittler DaimlerChrysler AG 14.03.2005 9 th Diesel Engine Emission Reduction Conference August 24-28, 2003 Newport, Rhode Island
State-of-the-art and emerging truck engine technologies for optimized performance, emissions and life-cycle-costs The challenge for commercial vehicles engine R&D Engine technology development until today Aftertreatment systems as emerging technologies also for commercial vehicle Diesel engines What will be the right technology for US MY07? Prerequisites to be established 1
Focus of R&D efforts Engine R&D efforts have to focus on bridging ecological and economical requirements of all stakeholders Ecology Society - Gaseous and PM Emissions -CO 2 -Emissions -Noise Economy Truck Operator - Life-Cycle Costs OEM - Profitability Nation -Haulage Costs 2
Life-Cycle-Costs of class 8 trucks in Europe Costs for fuel, purchase and maintenance/service are highly influenced by engine design. Interest & depreciation 14,8% Taxes/Insurances 9,0% Salary 30,9% Salary Fuel Oil Tires 7,2% Maintenance & Service 7,3% Oil time of use: 4 years, 1,5% mileage/year: 95,000 mls (app. 150.000 km), fuel consumption: 7,35 mpg (32,5 l/100 km) Fuel 29,3% 3 Maintenance & Service Tires Interest & depreciation Taxes/Insurances
Worldwide emission standards and respective test cycles J98 PM [g/kwh] 0,25 0,2 0,15 0,1 0,05 EURO 5 (10/08) EURO 4 (10/05) EURO 3 (10/00) EPA 07 (phase in until 2010) EPA 04 EPA 98 0 J05 (phase in until 2007) J03 (phase in until 2004) 0 0 0 1 2 3 4 5 0 1 2 3 4 5 0 1 2 3 4 5 0 1 2 3 4 50 1 2 3 4 5 0 1 2 3 4 5 NO x [g/kwh] NO x [g/kwh] NO x [g/kwh] Euro4/5 EPA 04/07 Japan 05 Test cycles European Steady Cycle (ESC) + European Transient Cycle (ETC) Federal Test Procedure (FTP) + European Transient Cycle (ETC Transient (hot start test) For Europe, NAFTA and Japan different test cycles are mandatory with different weightings regarding engine speed. and load 4
Trade-off between nitric oxides (NO x ), fuel consumption (bsfc) and particulates (PM) Traditional measures aiming at lower peak combustion temperature reduce fuel efficiency and increase PM- and CO 2 -emission bsfc (CO 2 ) PM NO x 5
Average fuel efficiency and speed of a 40t tractor-trailer combination European OEMs have been able to increase transport efficiency in spite of more stringent emissions regulations mph 50,00 48,00 46,00 44,00 42,00 40,00 38,00 36,00 34,00 32,00 30,00 28,00 average speed fuel efficiency Impact of SCR (prediction) 1965 1970 1975 1980 1985 1990 1995 2000 2005 mpg 9,00 8,00 7,00 6,00 5,00 4,00 year Source: generated from results of Lastauto-Omnibus magazine 6
Measures to fulfill emission standards NOx Aftertreatment Particulate Trap Exhaust Gas Recircualtion Electronic Engine Control Charge Air Cooling Combustion Technologies: Injection, Combustion Chamber, Turbocharging US 91 US 94 US 98 US 04 US 07 US 10? Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5? 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 7
Today s exhaust aftertreatment systems for Diesel engines NOx aftertreatment PM aftertreatment Adsorber catalyst Selective Catalytic Reduction (SCR) Continuously Regenerating Diesel Particle Filter (CDPF) 8
Aftertreatment systems - mode of operation Adsorber catalyst PHASE 1: Regular operating conditions Air-To-Fuel Ratio (AFR)>1 storage of NOx on catalyst surface: Oxidation from NO to NO 2 Production of nitrate (out of NO 2 ) storage of produced nitrate PHASE 2: Brief enrichment (ECU controlled) AFR> 1 NO + O 2 NO 3 NO 2 Pt M Al 2 O 3 Nitrate-storage AFR< 1 - Nitrate AFR<1 Reduction of stored nitric oxides: back-formation of nitrate to NO Reaction of NO with CO and H 2 (2NO + 2CO 2CO 2 + N 2 ) (2NO + 2H 2 2H 2 O + N 2 ) HC, CO, NO 2 CO 2, H 2 0 H 2 N 2 Pt Al 2 O 3 M Reduction to nitrogen 9
Aftertreatment systems - mode of operation Selective Catalytic Reduction (SCR) The SCR technology uses urea, respectively ammonia (which forms after decomposition of urea at temperatures >200 C) to convert nitric oxides (NO, NO 2 ) into harmless molecular nitrogen N 2 and water. exhaust gas before reaction NO O 2 NO 2 SCR-Kat (TiO 2, V 2 O 5, WO 3 ) (200 bis 500 C) after reaction N 2 H 2 O NH 3 urea/ammonia Injection NOx + hydrogen + ammonia 4 NO + O 2 + 4 NH 3 2 NO 2 + O 2 + 4 NH 3 nitrogen + water 4 N 2 + 6 H 2 O 3 N 2 + 6 H 2 O 10
Aftertreatment systems - mode of operation Continuously regenerating Diesel particle filter Combination of oxidation catalytic converter and soot trap 2 CO + O 2 2 CO 2 4 HC + 5 O 2 2 H 2 O + 4 CO2 2 NO + O 2 2 NO 2 C + 2 NO 2 CO 2 + 2 NO 11
Versions of particulate traps under evaluation Monolith with a high number of filter channels Courtesy Johnson Matthey Courtesy Purem Sintered metal filter with a low number of filter plates 12
Strategies for emission reduction for US MY07 0,14 PM Emission [g/ bhphr] 0,12 0,1 0,08 0,06 0,04 0,02 0 particulate filter US 07 increased EGR status US 04 SCR catalyst, adsorber catalyst advanced inj. timing 0 1 2 3 4 5 6 7 8 NOx Emission [g/ bhphr] 13
High EGR with CDPF approach The EGR system for US 07 features approximately twice the EGR rates of US 04 intercooler 1 2 3 4 5 6 T C CDPF EGR valve EGR rates 2002/04: 10...13% required EGR rates for 2007: 18...25% EGR cooler 14
High EGR radiator design comparison for an axle forward truck 2002/2004 design crossflow radiator 2007 design downflow radiator splayed frame interference w/ axle forward springs 15
The SCR and CDPF approach air induction intercooler engine ECU 1 2 3 4 5 6 C T feed back from NH 3 sensor temperature sensors CDPF SCR catalyst urea injection aqueous urea solution tank NH 3 sensor 16
Timelines of different emission strategies EURO4 US 07 EURO5 2002 2003 2004 2005 2006 2007 2008 2009 US 10 NOx storage catalyst (adsorber catalyst) & CDPF technology with medium EGR US SCR & CDPF technology with no EGR High EGR & CDPF technology Adv. SCR & CDPF with medium EGR Europe SCR technology Adv. SCR technology Adv. SCR & CDPF w/ medium EGR 17
Fuel consumption and CO 2 emission of MY 07 emission strategies relative fuel consumption/ CO2 emission 4 3 2 1 0-1 -2-3 -4-5 basis app.: 3% penalty app.: 6% advantage -6-7 MY2004 MY2007 High EGR & CDPF MY2007 SCR & CDPF 18
Life-Cycle-Cost comparison for a long haul truck (only costs are considered, no prices that include profit and overhead) The SCR & CDPF technology reduces fuel consumption and life cycle costs; the cost advantage depends on the urea costs Life Cycle Cost Change [k$] 20 15 10 5 0-5 -10-15 -20 basis Fuel Hardware & CDPF cleaning Urea MY2004 MY2009 dual leg NSC MY2007 High MY2007 SCR & EGR & CDPF CDPF * no costs of the truck and trailer, with oil exchange costs included 19 urea costs 0.5 $/gallon urea costs 1.0 $/gallon urea costs 1.5 $/gallon
Installation of SCR & CDPF technology in a demonstrator truck SCR catalyst urea tank urea doser 20
Further actions Two issues need to be resolved in order to enable the introduction of SCR: urea supply infrastructure securing that system is tamper-proof and working correctly 21
Urea/AdBlue Urea is colorless non-toxic used in food, agricultural fertilizers, cosmetics pharmaceuticals etc. available at required quantity; installed production capacity allows CV supply w/o additional investments AdBlue is the European trade name for 32.5% aqueous urea solution 22
How does Europe approach the installation of a supply infrastructure for urea solution The urea supply industry has a major interest to establish a urea infrastructure. 80% of the entire heavy duty truck diesel fuel is being distributed by local fuel stations which are operated by the fleets themselves. Fleet owners will install urea filling stations at their places. Financial support through urea manufacturing companies is in discussion. Large highway truck-stops will be equipped with urea filling stations. Other fuel filling stations will install urea supply gradually. supply of the most important intersections supply along the most important routes area-wide supply with minimal distances 23
Local AdBlue filling stations AdBlue small filling station 24 AdBlue supply unit: 265 gals (1000 l)
TIAX-Report on SCR-Urea Implementation Strategies Excerpt from TIAX-Report: Economics favor the SCR/urea technology over the NOx adsorber technology for most applications of long-haul and vocational trucks in the long-term. Economics also generally favor the SCR/urea technology over the NOx adsorber technology in the near-term if early NOx adsorbers have a high fuel penalty ( 5%) and a higher initial incremental cost. The study furthermore states that provision of Urea is both possible and economically reasonable if strong signals regarding manufacturers intentions to provide SCR-equipped trucks are sent to truck operators and other stakeholders starting 3rd quarter 2003 and no later than mid-2004 Remark: TIAX is a consulting firm which formed from Arthur D. Little s Technology and Innovation business source: TIAX-report 25
The SCR and CDPF approach air induction intercooler engine ECU 1 2 3 4 5 6 C T feed back from NH 3 sensor temperature sensors CDPF SCR catalyst urea injection aqueous urea solution tank NH 3 sensor 26
Emission technology comparison preliminary estimates as of June 2003 High EGR SCR NOx Adsorber Fuel Economy -3% +6% (app. 6% urea usage) -3% Cooling Requirements up to 55% -20% 0% Power Density -5% +6% 0% Weight +50 lbs. -400 lbs. +200 lbs. Oil Exchange Intervals 1X 2X 1X Urea Infrastructure No Yes No Driver s Responsibility None Urea Refill None 27