hd engine euro vi technology roadmap

8/19/2019 HD ENGINE Euro VI Technology RoadMap

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© Ricardo plc 2014

Euro VI HDD Engine Technology Overview

May 2015

http://www.ricardo.com/http://www.ricardo.com/


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© Ricardo plc 2014February 2014Internal

INTERNAL

-20%

0%

20%

40%

60%

80%

100%

600 800 1000 1200 1400 1600 1800 2000 2200

Typical Engine Speed - Actual Depends on Torque Curve [rev/min]

Torque[%

ofmaximum]

Cycle shown against a typical torque curve

Actual cycle is specific to particular torque curve

• Euro VI regulations:

– EC Regulations 595/2009 & 582/2011 – (UN-ECE Regulation R49.06)

– Type Approval after January 2013

– All new vehicles from January 2014

• Significant reductions for Euro V Euro VI:

– ~80% reduction in NOx (to 0.46 g/kW.h)

– >50% reduction in PM (to 0.01 g/kW.h)

• Additional limits for:

– Ammonia (NH3)

– Particle Number

• World Harmonised Test Procedures:

– Cold & hot start Transient cycle (WHTC)

– Steady-state cycle (WHSC)

• The legislation was framed to force

the application of available diesel exhaust

emissions reduction technologies

(EGR, SCR, DPF)

Exhaust Emissions Legislation: Euro VI

World-wide Harmonised procedures – UN-ECE Regulation R49.06

WHTC & WHSC

Euro V Euro VI

[g/kW/h] ETC ESC WHTC WHSC

NOx 2.0 0.46 0.40

PM 0.03 0.02 0.01

HC 0.55 0.40 0.16 0.13

CO 4.0 1.5 4.0 1.5

Particle # – 6 x 1011 8 x 1011


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Comparison of some key legislative changes

between Euro V and Euro VI

Euro V Euro VI

ETC ESC WHTC WHSC Implication

NOx [g/kW.h] 2.0 0.46 0.40 ~ 80% reduction

PM [ g/kW.h] 0.03 0.02 0.01 – 50% reduction

Particle Number – 6 x 1011 8 x 1011 DPF forcing

Cycles

(examples shown are for

a typical HD engine)

Generally lowerspeeds and loads

for WHTC/ WHSC

Power “factor” 33% – 35% 51% – 53% 18% – 20% 18% – 20%lower exhaust

temperatures at Euro VI

Starting condition Hot start Hot start Cold/Hot (14%/86%) Hot

Inactive catalysts at test

start of cold WHTC

OBD Required Required Also limit on NH3

Off-cycle emission – Not-to-Exceed Zone applies Similar to USA

PEMS – Portable Emissions Monitoring Throughout useful life(eg: for GVW >16t: up to

7 yrs or 700,000km)Monitoring – In-Service Records Auditing

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Torque[%

ofm

aximum]



---------- engine speed ---------------

- - - - - t o r q u e

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INTERNAL

• Deterioration Factors to ensure

compliance throughout useful life

• Off-cycle emissions (World Harmonised

Not-To-Exceed zone) limits apply over a wide

range of operating and ambient conditions

• On-Board Diagnostics (OBD) monitoring

• During the useful life, manufacturers have

obligations:

• To monitor service records

• To measurement in-operationemissions using Portable Emissions

Measuring System (PEMS)

– and to take action to rectify failures

Euro VI: Regulations incorporate significant additional measures to

ensure continued compliance throughout the useful life

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40%

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600 800 1000 1200 1400 1600 1800 2000 2200


Torque[%

ofmaximum]



WH-NTE Zone

WHTC , WHSC & WHNTE

Useful Life Definitions

EC Regulation 595/2009, Article 4.2

N2 (trucks. GVW 7.5 t)


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INTERNAL

SCR & AmOC

Urea

Dosing

System

Turbocharger &

Air-air charge cooler

Internal:

• HP FIE

• 4 v/cyl

• chamber

• inlet swirl

PM Reduction Technologies:

• HP Fuel Injection Equipment

• Injection strategy (timing, post inj.)• Low soot combustion chamber

• Adequate boost for lean AFR

• Design for low oil carry -over

NOx Reduction Technologies: • Injection strategy (timing, pilot inj.)

• Charge cooling for low inlet temperature

• SCR (selective catalytic reduction)

Euro V engines: Typical exhaust emissions reduction technologies


6/29© Ricardo plc 2014February 2014Internal

INTERNAL

PM & PN Reduction Technologies:

• HP Fuel Injection Equipment

• Injection strategy (timing, post inj.)• Low soot combustion chamber

• Adequate boost for lean AFR

• Design for low oil carry -over

• DOC (oxidises HC)

• DPF (filters soot and PN )

• Thermal management of exhaust gas

to enhance passive r egeneration of PM

DOC & DPF SCR & AmOC

Urea

Dosing

System

EGR

Turbocharger &

Air-air charge cooler

Internal:

• HP FIE

• 4 v/cyl

• chamber

• inlet swirl

NOx Reduction Technologies: • Injection strategy (timing, pilot inj.)

• Charge cooling for low inlet temperature

• (Cooled) EGR (exhaust gas recirculation)

• SCR (selective catalytic reduction )

• Thermal management of exhaust for high

NOx conversion eff ic iency

Euro VI engines: Typical exhaust emissions reduction technologies



INTERNAL

Euro VI engines: Survey of engines from press releases & websites

Status as at November 2013

Mfr HD RangeSwept

VolumeFIE TC EGR SCR DPF

Urea cons.

[% of fuel]

DAF

MX13 12.9 CRS (2500 bar) VGT Cooled (est. ~3%)

MX11 10.8 CRS (2500 bar) VGT Cooled (est. ~3%)

Cummins ISB 4.5; 6.7 CRS VGT Cooled (est. ~3%)

Iveco

Tector4 /6 4.5; 6.7 CRS (1800 - 2000) VGT or WGT None (95%-99%) up to ~8%

Cursor9 /11 8.9;11.1 CRS (2200 - 2400) VGT or WGT None (95%-99%) up to ~8%

Cursor13 12.9 CRS (2200 - 2400) VGT or WGT None (95%-99%) up to ~8%

MAN

D0834/ D0836 4.6; 6.9 CRS (1800 bar) 2-St. or WGT Cooled (~90%) (est. 2%~3%)

D20/D26 10.5;12.4. CRS (1800 bar) 2-St. or WGT Cooled (~90%) (est. 2%~3%)

Mercedes

Benz

OM934 /6 5.1; 7.7 CRS 2-St. or WGT Cooled (est.~3%)

OM470 /1 10.7;12.8. ACRS (2100 bar) Asym. TC Cooled (est. ~3%)

Scania

DC9 / DC13 9.3;12.7. XPICRS (2400bar) WGT None (95%-99%) up to ~8%?

DC9 / DC13 9.3;12.7. XPICRS (2400bar) VGT Cooled (est. 3%~4%)

DC16 16.4. XPICRS (2400bar) VGT Cooled (est. 3%~4%)

Volvo/

Renault

MD5/MD8 5.1; 7.7 CRS WGT Cooled (est. ~3%)

D11K 10.8 CRS WGT ! Hot only (>95%) ~6%

D13K 12.8 EUI (2-sol.) WGT ! Hot only (>95%) ~6%

I-Torque D13 12.8 CRS (F2) WGT Cooled (est. ~3%)

D16 16.1 TBA TBA TBA ?



INTERNAL

Euro VI NOx reduction strategies compared

Cooled EGR

+ SCR

(uncooled) EGR

+SCR

High Efficiency

SCR only

EGR rates at high load ~12% – 20% negligible none

EGR rates at light load ~20% – 30% ~15% – 25% none

SCR Conversion ~90% – 92% ~94% – 96% ~96% – 99%

Urea cons rate (% fuel) ~2% – 3% ~5% – 7% ~6% – 8%

Benefits • Evolution of known technology• NOx reduction from cold start• NOx reduction with low Texh.

• Costly EGR cooler deleted

• NOx reduction from cold start• NOx reduction with low Texh.

• Fast catalyst warm-up

• No EGR system (saves weight)

Concerns • Cost of EGR + DPF + SCR• Increased heat to coolant

• Oil change interval shortened

• Relatively high urea cons.

• In-service compliance with

aged catalysts & worn dosers

• No NOx reduction when cold -

thermal management is critical

• Sophisticated control requires

additional sensors (eg: NH3)

• High urea consumption

• In-service compliance due to

deterioration of catalysts & worndosers

It is anticipated that most manufacturers will strive to reduce EGR rates and maximise the effectiveness of the SCR

system, whilst ensuring that engines maintain good fuel consumption

INTERNAL


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Euro VI NOx reduction strategies – comparison of relative fuel

consumption costs. Lowest cost strategy affected by cost of urea

-2

0

2

4

6

0 2 4 6 8

C h a n g e i n F u e l

C o n s u m p t i o n [ %

]

0

2

4

6

8

0 2 4 6 8

C h a n g e i n F

l u i d s C o s t

[ % o

f F u e l ]

NOx at Turbine Exit [g/kW.h]

Fuel : urea

cost ratio: 1 : 1

Fuel : urea

cost ratio: 1 : 0.5

High h SCR,no EGR

Uncooled EGR

SCR h~95%,

Cooled EGR

SCR h~90%,

INTERNAL



INTERNAL

SCR Systems:

Additional consideration needed to enhance efficiency of SCR

Control System:

• Very close control of NH3 required

to attain 96+% NOx conversion withminimal NH3 slip

• model-based control may be used

to control urea dosage rates and

monitor ammonia storage

• additional predictive strategies

(based on engine operation)

Addit io nal sensors

• Most SCR system with conversion

efficiencies over 90% use two NOx

sensors to monitor catalyst effy

• Ammonia sensor may be added

for closer control with high-effy SCR

CUC /ASC Catalyst • High dosing rates risks overdoing

of ammonia

• An Oxidation catalyst (clean-up, or

ammonia slip, catalyst) downstream

of the takes out unused ammonia

Mixing Length

• Adequate mixing length is requiredfor hydrolysis of aqueous urea to

produce ammonia

• Homogenous mixture of exhaust

gas & ammonia across full face of

the catalyst essential for high effy

Thermal Management

• No EGR means no NOx reductionat low temperatures

• Engine out exhaust gas

temperatures can be increased by:

throttling (intake/exhaust), late fuel

injection, modified valve timings

NO:NO 2 rat io

• Upstream DOC

improves NO:NO2ratio

Catalyst Volum e

• Catalysts must be sized to

provide the right space velocity

INTERNAL



INTERNAL

Extremely high conversion efficiency for NOx control requires

complete system optimisation. The following points are critical for

high efficiency SCR

• Optimised NO2formation

• Urea spray distribution

and mixing

• Thermal management

and warm up strategy of

SCR and DPF

• Urea crystallisation

control

• Optimised NH3 storage

model

• Enhanced durability of

SCR system

90

92

94

96

98

100

0.0 2.0 4.0 6.0 8.0 10.0 12.0

NOx Conversion Efficiency

Engine Out NOx (g/kWh)

E f f i c i e c n y

Source: Ricardo Research

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INTERNAL

• Urea consumption is proportional to the NOx

reduction over the SCR catalyst• Retarding the fuel injection timing reduces

NOx emissions but increases fuel consumption

• The optimum engine out NOx emissions level

depends the relative costs of diesel fuel and

urea.

– In Europe minimum point= 7- 8 g/kW.h NOx• At the end of the useful life, the SCR catalyst

efficiency must exceed 94%

• Therefore, assuming a deterioration of only 3%

in the SCR catalyst efficiency, then the

engineering target should be ~97%, hence a

tailpipe NOx target of 0.23 g/kW.h

SCR Catalyst Efficiency is critical

to the success of the “no EGR” strategy at Euro VI

INTERNAL



INTERNAL

DOC DPF

DP

T T

SCR

Dosing

moduleTank

Heater

CUC

T TT

Alternative

NOx / lOne l

sensor

T

T

Urea

Quality

Optional:

NOx

Level

Sensor

NOx / l NH3One sensor

One sensor

Source: Ricardo Research

The are potential multiple sensor requirements for Euro VI

emissions control


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Volvo D13K 460 Euro VI engine

(Press Release: 5 July 2012)

Sources: http://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249;

http://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.be

EGR + DOC/DPF + SCR/ASC, but....

No EGR cooler – hot EGR mainly at light loads when SCR is ineffective Fixed geometry, wastegate turbocharger

Electronic unit injectors FIE

SCR conversion effectiveness of 95%. Urea consumption ~6% of FC

Thermal management with exhaust throttle and seventh injector for

DPF regeneration and high SCR conversion efficiency.

INTERNAL

http://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249http://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.behttp://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.behttp://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249


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1© Ricardo plc 2014February 2014Internal

• EGR is used primarily to raise the exhaust gas temperature when the engine is not sufficiently hot to

heat up the exhaust gases, which must reach at least 250° C for the SCR system to operate

optimally. Once the engine is warm, EGR is switched off and Nox is converted through SCR.

• EGR system is virtually inactive during highway cruising, so it does not impact fuel consumption

during such operations.

• It uses EGR to minimise Nox from start-up and at low load when exhaust temperatures are low, so

SCR is ineffective. It is not a problem because there is plenty of excess air.

Volvo Euro VI features thermal management

Source: Nakano, SIA Conference, Lyon, November 2012

INTERNAL


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Volvo Euro VI exhaust aftertreatment

Sensors used by Volvo: 2 NOx sensors before and after muffler, 3 temperature

sensors, 1 differential pressure sensor

Mufflers used by other applications such as off-highway are kept the same as on-

highway in order to reduce complexity and cost

Source: Nakano, SIA Conference, Lyon, November 2012

INTERNAL


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Scania Euro VI engines (first Euro VI press release: 31 March 2011)

Attention to thermal management of SCR

Features to enhance exhaust temperatures:

• Short distance between turbine outlet andaftertreatment system

• Exhaust pipe appears to be double skinned

• All catalysts (DOC +DPF +urea doser/mixer

+SCR) housed in one can with insulated case

to minimise heat losses

• Intake throttle used at lower engine loads to

manage exhaust temperatures and maximise

SCR conversion efficiencies

Source: Scania press release 31 March 2011, www.scania.com

INTERNAL


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Scania Euro VI engines – Evolution of Technologies

Line-up now includes variants with SCR only for NOx reduction

• March 2011: Initial press release presented the anticipated range of

emissions reduction technologies for Euro VI on DC13 engines:

– HP Common Rail FIE (Scania XPI), VGT

– SCR + cooled EGR +DPF

• September 2012: Ahead of the IAA Hannover show Scania

announced SCR only variants of the DC9 engine at two ratings:

– SCR only: 320 hp & 360 hp

– SCR + EGR: 250 hp & 280 hp

• March 2013: Scania announced second generation Euro VI

engines. DC13 variants with SCR only

– SCR only: 410 hp (20:1 CR)

– SCR + EGR: 440 hp & 490 hp

– (370 hp to be announced later)

Source: Scania press releases, www.scania.com

INTERNAL


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DAF MX 13 litre engine for Euro VI

• Strategy: Cooled EGR +SCR +DPF

• Technology follows EPA10 versions of this engine

• VGT modulates EGR rates and enables good fuel consumption

• New Common Rail FIE, pressures up to 2500 bar for low soot

• Power outputs of 300 kW, 340 kW and 375 kW

Source: Press Release May 2012 www.daf.com;

INTERNAL

http://www.daf.com/http://www.daf.com/


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DAF MX 11 litre engine for Euro VI

• Announced early 2013 for Euro VI


• VGT modulates EGR rates and enables good fuel consumption

• New High Pressure Common Rail FIE

– Block mounted unit pumps feeding Common Rail

– Rail pressures up to 2500 bar (potential for 2750 bar)

• Double overhead camshafts with integrated exhaust brake

Source: DeKok P, vHal M., Frijters P. “Common Rail Integration on PACCAR Heavy Duty Truck Engines” 22nd Aachen Colloquium Automobile and Engine Technology Oct. 2013

INTERNAL


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• Technology follows EPA10 versions of this engine

• Amplified Common Rail FIE with pressures up to 2250 bar

• Asymmetric twin-entry turbine, with EGR from higher pressure bank

• Double overhead camshafts with variable exhaust valve timings

(for thermal management of exhaust temperatures)

Mercedes OM471 Engine Range for Euro VI

Source: http://www.daimler.com/media-services

INTERNAL

http://www.daimler.com/media-serviceshttp://www.daimler.com/media-services


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IVECO Engines for Euro VI

High-Efficiency SCR without EGR

• Technical paper and press release from Iveco

in May 2011 announced that IVECO plan to

use high efficiency SCR for Euro VI

– No EGR

– Technical solution will be applied across all

IVECO medium- and heavy-duty engines

• Technical overview: – DPF + high-efficiency SCR

– Common Rail FIE

(previous Cursor family engines used EUIs)

– VGT on higher power output variants

– W/G TC on lower rated engines

•

Source: Ellensohn,R., IVECO “Real World Emission of a EURO VI Long Haul Truck” 6th AVL International Commercial Powertrain Conference, 2011

INTERNAL

IVECO E VI f t


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IVECO Euro VI features

Source: Chandon SIA Conference Lyon November 2012

INTERNAL

MAN D2066 T k E VI E i


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MAN D2066 Truck Euro VI Engines

Strategy: Cooled EGR +SCR + DPF

Common Rail FIE with pressures up to for low engine out soot

2-stage TC provides high boost pressures and modulates EGR

INTERNAL

MAN D2066LUH B s Engine for E ro VI


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MAN D2066LUH Bus Engine for Euro VI

• Strategy: Cooled EGR +SCR + DPF

• Common Rail FIE with pressures up to for low engine out soot

• 2-stage TC provides high boost pressures and modulates EGR

Source:http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612

INTERNAL


http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612


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• Strategy: Cooled EGR +SCR + DPF

• Common Rail FIE with pressures up to

for low engine out soot

• 2-stage TC provides high boost

pressures and modulates EGR

INTERNAL

Euro VI Technology Summary


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• Euro VI has required manufacturers to make major changes Heavy Duty diesel engines to ensure

exhaust emissions compliance, throughout the useful life of engines, whilst maintaining or

improving thermal efficiency

• Key Euro VI technologies are:

– NOx controlled by Cooled EGR and SCR.

– PM controlled by low soot combustion systems, improved boosting systems, higher pressure

FIE (all Common Rail architecture) and DPFs – Thermal efficiency: by adequate EGR rates and SCR conversion efficiency in order to avoid

compromising the FIE strategy, and low soot combustion to avoid soot accumulation in DPF

• Manufacturers will continue to investigate more cost effective ways of achieving target emissions

– The anticipated development trend is towards higher efficiency SCR systems to enable the

reduction of EGR rates and possible elimination of EGR

Euro VI Technology - Summary

INTERNAL

QUESTIONS?


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QUESTIONS?For any specific questions relating to this document, or to discuss your business needs

and requirements, please do not hesitate to use the following contact information:

www.ricardo.com

Telphone: +86 21 3367 5858 * 2064

Fax: +86 21 5208 2811

Mobile: +86 150 6256 9866

[email protected]

Dr. Yu Jiao

Principal Engineer

Engines Product Group

Ricardo Shanghai Co. LimitedRoom 501 Gems Tower, Caohejing Hi-Tech Park

487 Tianlin Road, Xuhui DistrictShanghai 200233, P. R. China

hd engine euro vi technology roadmap

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