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Final Update on APBF-DEC EGR/DPF/SCR Demonstration Project

at SwRI

Final Update on APBF-DEC EGR/DPF/SCR Demonstration Project

at SwRI

Chris Sharp, Magdi Khair - Southwest Research InstituteRalph McGill – Sentech

DEER Conference - Chicago, IL - August, 2005

Chris Sharp, Magdi Khair - Southwest Research InstituteRalph McGill – Sentech

DEER Conference - Chicago, IL - August, 2005

Southwest Research Institute

Southwest Research Institute

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ObjectivesObjectivesTo Demonstrate The Low Emissions Performance of Advanced Diesels+Urea SCR+DPF (2 Different Systems)

To Determine The Regulated And Unregulated Emissions W. &W/O Emission Controls

To Examine The Emission Control System Durability over 6,000 hours

To Sample Toxic Emissions For Analysis By Outside Lab

To Evaluate Sensitivities of The Control System Performance To Fuel Variables

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Participating Companies/OrganizationsParticipating Companies/Organizations

Automobile:DaimlerChryslerFordGMToyota

Engines:CaterpillarCummins Detroit DieselEMAInternational Truck

& EngineJohn DeereMack Trucks

Energy/Additives:American Chemistry

CouncilAPIBPCastrolChevron OroniteChevronTexacoCibaConoco-PhillipsCromptonErgonEthylExxonMobilInfineumLubrizolMarathon AshlandMotivaNPRAPennzoil-Quaker StateShell Global SolutionsValvoline

Government:CARB/SCAQMDDOEEPA NRELORNL

Emission Control:Argillon ArvinMeritorBentelerClean Diesel Tech.CorningDelphiDonaldson Co.EngelhardJohnson MattheyMECANGKRhodiaRobert Bosch Corp.STT Emtec ABTenneco Automotive3MUmicore

Technology:Battelle

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Test Setup - SchematicTest Setup - Schematic

INTAKE MANIFOLD

MANIFOLD

ATA

A

FTER

CO

OLE

R

C12 DIESEL ENGINE

EXHAUST

AIR FILTER

FLOW BALANCING

VALVES

EXHAUST

EXHAUST FLOW

SENSORS

CB-DPF AR

CB-DPF AL

SCR AL

SCR AR

UREA INJECTION

UREA INJECTION

EXHAUST DAMPER

CLEANUP CATALYST

LPL EGR PICKUP

INTA

KE

THR

OTT

LE

T (IMP)

N

TPS

PRESSURE CONTROL

UREA PUMP

UREA INJECTION CONTROLUREA

EGR COOLER

EGR VALVE

LPL EGR

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CBCB--DPFDPF--LL

SCRSCR--LL

Urea Urea InjInj..ECUsECUs

Urea Urea InjInj..ECUsECUs

EGREGRPipePipe SCRSCR--RR

CBCB--DPFDPF--LL

SCRSCR--LL

Urea Urea InjInj..ECUsECUs

Urea Urea InjInj..ECUsECUs

EGREGRPipePipe SCRSCR--RR

CBCB--DPFDPF--LL

CBCB--DPFDPF--RR

SCRSCR--LLSCRSCR--RR

ExhExh. Flow. FlowBalancingBalancing

Urea Urea InjInj..ECUsECUs

Urea Urea InjInj..ECUsECUs

EGREGRPickupPickup

CBCB--DPFDPF--LL

CBCB--DPFDPF--RR

SCRSCR--LLSCRSCR--RR

ExhExh. Flow. FlowBalancingBalancing

Urea Urea InjInj..ECUsECUs

Urea Urea InjInj..ECUsECUs

EGREGRPickupPickup

No. of UnitsNo. of Units Volume, LVolume, L SystSyst. Vol./Eng. . Vol./Eng. DisplDispl..

DPFDPF

SCRSCR

CUCCUC

SystemSystem

22

22

11

AA

45.645.6

39.439.4

8.58.5

93.593.5

3.83.8

3.33.3

0.70.7

7.87.8

22

44

11

BB AA BB AA BBRemarksRemarks

AA BB

----

34.134.1

31.031.0

8.58.5

73.573.5

2.82.8

2.62.6

0.70.7

6.16.1

10.5X1210.5X12””11.25X1411.25X14””

-- --

-- ---- --

AA BB

Aftertreatment Systems - Systems A & BAftertreatment Systems - Systems A & B

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Technical Approach -- Phase 2 (6000-hour Evaluation)Technical Approach -- Phase 2 (6000-hour Evaluation)

2000 Hours2000 Hours 2000 Hours2000 Hours 2000 Hours2000 Hours

C+3Hs & 2 C+3Hs & 2 ESCsESCsC+3Hs & 2 C+3Hs & 2 ESCsESCs C+3Hs & 2 C+3Hs & 2 ESCsESCs C+3Hs & 2 C+3Hs & 2 ESCsESCs

AA

BB

EngineEngine

CBCB--DPFDPF SCRSCR

CBCB--DPFDPF SCRSCR

UreaUrea

UreaUrea

FlowFlowControlControlValvesValves

BPBP

DamperDamperExhaustExhaust

EngineEngine

CBCB--DPFDPF SCRSCR

CBCB--DPFDPF SCRSCR

UreaUrea

UreaUrea

FlowFlowControlControlValvesValves

BPBP

DamperDamperExhaustExhaust

Aging performed in parallel on durability engines

Emission tests every 2000 hours using performance engine

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Effect of LPL-EGR* and DPF - DECSE 8ppm FuelEffect of LPL-EGR* and DPF - DECSE 8ppm FuelFuel

0.00

0.02 0.11 0.

29

2.33

4.64

0.00

5

0.02

6

0.00.51.01.52.02.53.03.54.04.55.0

g/bh

p-hr

BSHC BSCO BSNOx BSPM

EGR+DPF As-Received

0.02 0.09

0.10

0.92

1.46

3.52

0.00

7

0.05

3

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0g/

bhp-

hr

BSHC BSCO BSNOx BSPM

SteadySteady--State ESC CompositeState ESC Composite

Transient CompositeTransient Composite

> 50% NO> 50% NOxx Reduction with EGRReduction with EGR

HC, CO, PM nearly eliminated HC, CO, PM nearly eliminated with catalyzed DPFswith catalyzed DPFs

** Low Pressure Loop EGR (includes Low Pressure Loop EGR (includes DPF)DPF)

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Transient Emissions--System A & B--DECSE 8 ppm Fuel - CompositeTransient Emissions--System A & B--DECSE 8 ppm Fuel Fuel -- CompositeComposite

0.27

0.47

0.38

0.48

0.30

0.43

0.24

0.45

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Com

posi

te N

Ox,

g/h

p-h

200-hr 2000-hr 4000-hr 6000-hr

Test Point

System A System B

0.00

5

0.00

5

0.00

3

0.00

3

0.00

2 0.00

4

0.00

3

0.00

3

0.000

0.002

0.004

0.006

0.008

0.010

0.012

0.014

0.016

Com

posi

te P

M, g

/hp-

h

200-hr 2000-hr 4000-hr 6000-hr

Test Point

Transient NOTransient NOxx stable for both stable for both systemssystems

Urea Injection problem on Urea Injection problem on System A at 2000System A at 2000--hr pointhr point

NONOxx

PMPM**

**PrePre--2007 Type PM Measurement System2007 Type PM Measurement System

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0.19

0.42 0.43

0.37

0.64

0.43

0.21

0.54

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Com

posi

te N

Ox,

g/h

p-h

200-hr 2000-hr 4000-hr 6000-hr

Test Point

System A System B

Steady-State Emissions--System A & B--DECSE 8 ppm Fuel – ESC 13-Mode Composite (Average 2 Cycles)Steady-State Emissions--System A & B--DECSE 8 ppm Fuel Fuel –– ESC ESC 1313--Mode Composite (Average 2 Cycles)Mode Composite (Average 2 Cycles)

0.01

1

0.00

9

0.01

0

0.00

6

0.01

1

0.00

7

0.01

5

0.00

8

0.000

0.002

0.004

0.006

0.008

0.010

0.012

0.014

0.016

Com

posi

te P

M, g

/hp-

h

200-hr 2000-hr 4000-hr 6000-hr

Test Point

System A NOSystem A NOxx apparent apparent degradation through 4000 hours, degradation through 4000 hours, performance restored at 6000 performance restored at 6000 hourshours

System B NOSystem B NOxx apparent apparent degradation at 6000 hour pointdegradation at 6000 hour point

Higher PM levels for ESC due to Higher PM levels for ESC due to high temperatures at DPF inlet high temperatures at DPF inlet (sulfate production)(sulfate production)

NONOxx

PMPM**

**PrePre--2007 Type PM Measurement System2007 Type PM Measurement System

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0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43

Test Run

NO

x, g

/hp-

hr

Dosing deliberately reduced

DECSE 8ppmOfficial Runs

BP15Official Runs

8-hour bake out at 450C with reduced urea dosing

Dosing deliberately increased

Dosing deliberately increased+no CUC

Runs with no CUC

Runs with no CUC

System A NOx Diagnostics- ESC, 6000-Hr PointSystem A NOx Diagnostics- ESC, 6000-Hr Point

Gradual Loss of NOGradual Loss of NOxx Conversion with each test (similar behavior seen at Conversion with each test (similar behavior seen at 20002000--hr and 4000hr and 4000--hr test points)hr test points)

Recovery of conversion following highRecovery of conversion following high--NONOxx burnburn--outout

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System A NOx Diagnostics- ConclusionsSystem A NOx Diagnostics- Conclusions

SCR Catalyst deactivation was real (though apparently reversible) and present on both legs equally at 2000-Hr and 4000-Hr points

Catalyst deactivation was reversed at start of 6000-Hr point

During test episodes, progressive loss of conversion from test to test observed following initial stable period

Overall NH3-to-NOx ratio is ~ 1.02 for ESC calibrationDeactivation reversed at high temperature (> 400 C) with excess NOx(NH3:NOx < 0.5)

Recovery during 4000-6000 durability during a period of high engine-out NOx following an EGR cooler problem (major hint)Recovery during deliberate experiment at 6000-Hr point

Temporary deactivation of SCR catalyst during periods of excess NH3dosing*

No apparent thermal degradation of SCR catalysts after 6000 Hours

* Matches with contents of invited talk by Oliver * Matches with contents of invited talk by Oliver KroecherKroecher, Paul , Paul ScherrerScherrer Institute,Institute,CLEERS Symposium, Dearborn, MI, May 2005CLEERS Symposium, Dearborn, MI, May 2005

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System B Backpressure - Durability Engine, ESC Mode 10System B Backpressure - Durability Engine, ESC Mode 10

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

0 200 400 600 800 1000 1200Time, Hours

Pres

sure

/ D

P, k

pa

DPF Left DPDPF Right DPTotal Backpressure

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

2000 2500 3000 3500 4000Time, hours

Pres

sure

/ D

P, k

pa

DPF Left DPDPF Right DPTotal Backpressure

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

4000 4500 5000 5500 6000Time, Hours

Pres

sure

/ D

P, k

pa

DPF Right DPTotal BackpressureDPF Left DP

0 0 -- 2000 Hours2000 Hours 2000 2000 -- 4000 Hours4000 Hours

4000 4000 -- 6000 Hours6000 Hours

Loss of Passive Loss of Passive Regeneration on LeftRegeneration on Left--Side Side DPFDPF

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System B NOx Diagnostics- ConclusionsSystem B NOx Diagnostics- Conclusions

Left-side DPF appears to have lost passive regeneration during aging

Increased backpressure on left-side branch caused flow imbalance with more exhaust on right side

Right side → Not enough ammonia → lower conversionLeft side → Too much ammonia → Ammonia slip (to NOx in CUC*)Dual legs are a problem again

Increased engine backpressure resulted in higher catalyst temperaturesSCR temperatures in Modes 3-7 up from 490 C to 520 CLower NOx conversion due to higher temperatures (no effect on transient)

Loss of conversion related to DPF problem

No apparent thermal degradation of SCR catalysts after 6000 hours

** CUC =CUC = CleanClean--up Catalystup Catalyst

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Nitrous oxide--Steady-State & Transient --At the 6000-hour PointNitrous oxide--Steady-State & Transient --At the 6000-hour Point

4.4

6.5

2.1

4.5

0.0

2.0

4.0

6.0

8.0

10.0

Ave

rage

Raw

N2O

, ppm

System A System B

Transient ESC

0.0300.036

0.017

0.032

0.00

0.02

0.04

0.06

0.08

N2O

, g/h

p-hr

System A System B

Transient ESC

Tailpipe NTailpipe N22O levels are roughly O levels are roughly 10% of tailpipe NO10% of tailpipe NOxx levellevel

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Ammonia Slip--Steady-State & Transient --At the 6000-hour PointAmmonia Slip--Steady-State & Transient --At the 6000-hour Point

0.5 0.4 0.9

6.0

0.0

2.0

4.0

6.0

8.0

10.0

Ave

rage

Raw

NH

3, p

pm

System A System B

Transient ESC

0.002 0.002 0.003

0.015

0.00

0.01

0.02

0.03

0.04

NH

3, g

/hp-

hr .

System A System B

Transient ESCNHNH33 levels are roughly levels are roughly equivalent to DPFequivalent to DPF--out out

particulate levelsparticulate levels

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Transient BSFC increase of roughly 1-2% vs Base Engine*

ESC BSFC increase of roughly 4-5% vs Base Engine*

Most, if not all of the increase is due to EGR+DPF

Urea Consumption as percentage of fuel consumptionSystem A ~ 1.8% transient and ~ 3.8% ESC (all +/- 0.2%)System B ~ 1.4% transient and ~ 3.2% ESC (all +/- 0.2%)

Fuel and Urea ConsumptionFuel and Urea Consumption

** Base Engine NOBase Engine NOxx = 3.5 g/hp= 3.5 g/hp--hrhr

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Summary/ConclusionsSummary/ConclusionsProgram is Complete

Both Systems have completed the 6000-hour performance evaluation

Systems A and B are showing some performance differences mostly based on their size relative to that of the engine displacement.

After 6000 hours SCR catalyst performance appears to be holding in general.

-Short-term, reversible deactivation of System A catalysts observed

After 6000 hours DPF performance is still good.

-Problem with passive regeneration on one of System B DPFs

It appears that this combination of technologies has the potential to meet the 2010 emissions limits

Closed Loop Controls are essential to maintain 2010 emission levels