Recommended
Recommended
More Related Content
What's hot
What's hot (17)
Similar to Volkswagen Presentation to EPA on Diesel Engine Future (2006)
Similar to Volkswagen Presentation to EPA on Diesel Engine Future (2006) (20)
Recently uploaded
Recently uploaded (20)
Volkswagen Presentation to EPA on Diesel Engine Future (2006)
- 1. 12th Diesel Engine-Efficiency and Emissions Research (DEER) Conference August 20-24, 2006, Detroit, Michigan LNT or Urea SCR Technology: Which is the right technology for TIER 2 BIN 5 passenger vehicles? Richard Dorenkamp Diesel Engine Development, Volkswagen AG, Wolfsburg
- 2. Agenda • Engine Program and Demands • Current Emission Results in Europe and NAR • Engine Reduction Potential • Comparison LNT and SCR Technique • Conclusion
- 3. VW Diesel Engine Program
- 4. VW Diesel Engine Program
- 5. VW Diesel Engine Program 0 70 140 210 280 350 0 150 300 450 600 Power output [hp] Torque[lb*ft]
- 6. Global Markets: Future Demands and Developments North AmericaNorth America EmissionsEmissions,, Performance,Performance, ConsumptionConsumption EuropeEurope EmissionsEmissions,, ConsumptionConsumption,, COCO2 JapanJapan EmissionsEmissions,, ConsumptionConsumption,, ComfortComfort Latin AmericaLatin America CostsCosts,, MobilityMobility ChinaChina EmissionsEmissions,, EnergyEnergy
- 7. Low fuel consumption Low emissions (noise, smell, exhaust gas) Sufficient power output / torque Long service life High comfort (low vibrations) Compatible with biogenic fuels Good operability Low consumption of lubricants Low service costsLow production costs Customer Demands on Modern Diesel Engines Low emissions (noise, smell, exhaust gas)
- 8. European Emission Results Emission trends in VW diesel engines in Europe with the Rabbit/Golf as an example
- 9. North America Region Emission Results Emission trends in VW diesel engines in North America with the Jetta as an example
- 10. Low fuel consumption Low emissions (noise, smell, exhaust gas) Sufficient power output / torque Long service life High comfort (low vibrations) Betrieb mit biogenen Kraftstoffen Good operability Low consumption of lubricants Low service costsLow production costs NOx- Catalyst NOx- Catalyst Diesel Particulate Filter Diesel Particulate Filter Oxidation Catalyst Oxidation Catalyst Diesel FuelDiesel Fuel EngineEngine Components of Diesel Development
- 11. Measures on the Engine Combustion Exhaust gas recirculation Turbocharging Injection Homogenization Temperature management
- 12. Engine Improvements • Injection system • Combustion process • Air management • Turbocharging • EGR system 50%50%50%
- 13. • HC- CO- conversion at low temperature • Exotherme in exhaust gas system (necessary for PM trap NSC) CO HC (O2) H2O CO2 Ceramic monolith Precious metal coating Metal casing Cellular structure Oxidation Catalyst Principle
- 14. 620°C 620°C 750°C 720°C DOC + CSF close to the engine CSF close to engine with integrated oxicat HCI close to engine with ext. fuel injection CSF away from engine + retarded post injection 620°C 750°C 620°C 520°C 750°C 700°C Fuel metering Different Particle Traps 570°C 750°C 650°C 150 250 350 450 550 650 0 5 10 15 20 Time [min] Exh.gas temp. before particulate filter [°C] Post injection period
- 15. General Conditions for NOx Catalytic Converter Systems 1. NOx-storage catalytic converter (discontinuous) λ > 1 : NOx storage (formation of Nitrates) λ < 1 : NOx release and reduction • Low sulfur fuel (S < 10 ppm) necessary • Additional fuel consumption as a result of catalytic converter regeneration 2. Urea SCR catalytic converter (continuous) - Hydrolysis and thermolysis of urea → formation of NH3 - Reduction of NOx in the SCR catalyst using NH3 • Logistics necessary for the reduction agent, urea • Customer-friendly topping up of urea at filling stations
- 16. • Catalyst temperature • Space velocity • Current NOx load • Regeneration frequency (⇔ fuel consumption) • Thermal ageing • Sulphur poisoning Impacts on NOx Efficiency for NOx Storage Cat
- 17. Impacts: Thermal Ageing and Sulphur Poisoning
- 18. Temperature field for DeSOx Temperature limit of NSC Tmax for DeSOx Requirements for desulphation • catalyst temperature (600°C < T < 750°C) • λ ≤ 1 • secondary emissions (λ-control) Desulphation (DeSOx) T λ timeHeat-condition DeSOx-condition λ = 1 Temperature NSC OSC refill heat up coolingheat up λ in Front of NSC λ behind NSC
- 19. Durability Run with Desulphation Touran 74 kW EU4 (4000 lbs) with CSF cc + NSC underfloor NOx Conversion at FTP cycle (engine out NOx 0.35 g/mi) 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 0 14.771 26.252 31.520 36.702 46.958 57.267 108.604 149.722 149.722 149.704 149.722 154.820 154.838 Mileage [km] NOx-Conversion 60% efficiency
- 20. Oven ageing at 800 °C, 24h Correlation between Bench and Vehicle Ageing NOx Conversion at FTP cycle Golf class, 3500 lbs 0 10 20 30 40 50 60 70 80 90 100 Fresh Vehicle 120.000 mi Bench ageing 120.000 mi NOx-Conversion[%]
- 21. SCR-System Structure AdBlue Tank Heating AdBlue Pipe Metering Valve T Sensor ECU NOx Sensor ECU control line
- 22. Components of SCR-System Urea Metering Valve Mixer SCR Catalyst
- 23. Conversion at a Function of: • Temperature • Mass flow • NO/NO2 Balance • NH3 Distribution and NOx /NH3 Ratio • Ageing of the catalyst Control NH3 Breakthrough by NH3 Barrier Catalyst SCR Catalyst
- 24. Dependence on NO2/NO Relation, Ageing 0 20 40 60 80 100 100 200 300 400 500 Temperature [°C] NOxConversion[%] fresh, with NO2 : NO =1:1 without NO2 thermal aged, 24h 750°C, with NO2 : NO =1:1,
- 25. NH3 Storage Capacity of SCR Catalyst 0 100 200 300 400 500 600 700 800 100 200 300 400 500 Temperature [°C] NH3Storage[mg/l]
- 26. -0Servicing ---Packaging Space -0Error Rate / Complexity ---Costs --0Required Infrastructure 0-Fuel Consumption 0-HC ++NO2 Emissions + ++ + + + + NOx Red. Potential (Golf) FTP US06 NEDC SCR SystemNOx Storage Cat System Benchmark Test
- 27. NOx Emission Results of SCR and NSC 0 500 1000 1500 2000 2500 0 500 1000 1500 2000 Time [s] cum.NOx[mg] 0 50 100 150 200 250 Temperature[°C] FTP cycle exhaust gas temperature [°C] mNOx engine out US07 SCR aftertreatment NSC aftertreatment in FTP Testcycle
- 28. 0 500 1000 1500 2000 2500 0 500 1000 1500 2000 Time [s] cum.NOx[mg] 0 50 100 150 200 250 Temperature[°C] FTP cycle exhaust gas temperature [°C] mNOx engine out US07 SCR aftertreatment NSC aftertreatment Focus of development in the near future - for both systems,especially for SCR-system NOx Emission Results of SCR and NSC FTP test cycle
- 29. SCRSCR System Applicability LeanLean NONOxx TrapTrap Vehicle weight NOxEmissions Emission Limit
- 30. Conclusion • Volkswagen uses leading edge technologies for the development of diesel engines • Main focus of the diesel engine development is an optimised internal combustion system to achieve the emission standards • For the LEV 2/BIN5 limits we need: - a new combustion process - an optimised aftertreatment system - a high standard of fuel quality • LNT vs. SCR technique: There will be applications for both systems.
- 31. Full speed ahead into a clean Diesel future.Full speed ahead into a clean Diesel future. Thank You for Your Attention. Thank You for Your Attention.