Bosch Technologies to achieve Ultra Low Emissions and an ... · Oct. 12 2018. Bosch Technologies to...

CIMAC CASCADES Kobe, Oct. 12 2018

Bosch Technologies to achieve Ultra Low Emissionsand an Assessment what is feasible in short term.Yoshihiko Kanoto, Bosch Corporation

Co Authors: Fenner Mathias, Robert Bosch GmbHBarba Christian , Robert Bosch GmbH Kendlbacher Christoph, Robert Bosch AG

Provided for informational purposes strictly on a non-reliance basis

CIMAC CASCADES KOBE


1) Emission legislation for Large Engine segment

2) Feasibility study for EU Stage V by Single Cylinder Engine

3) Outlook for possible Emission Levels with existing Technologies

4) Bosch Technologies to achieve Ultra Low Emissions

5) Summary

CIMAC CASCADES KOBE






5) Summary

Powertrain Solutions | PS-DP/ENP1-JP | 2018-10-12PSJP_RP3_DOC_2018_1873© Bosch Corp. 2018. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

4

EU Stage V• In general, focus on particulates and NOx emissions

DOC/DPF & SCR exhaust gas treatment will be required in some casesEPA Tier 4

• Already equipped today with either EGR, EGR+DPF or SCR

* Current Status :European Parliament has adopted on July 5th 2016 the regulatory text with minor changes.Retrofitting of engines to stage V will be assessed in 2018.Legislation will come into effect with type approval (TA) of gensets on January 1st 2019.

-0.06-0.05-0.04-0.03-0.02-0.01

00.010.020.030.040.05

-3 -2 -1 0 1 2 3 4 5NOx

[g/kWh]

PM[g/kWh]

0.015

2.01.8

0.0350.045

3.54.0 (NOx+HC)

0.015

0.67

Locomotive

Railcar<1012 particles/kWh<1012 particles/kWh

TA 2019

TA 2020 TA 2021

TA 2019

Comparison EU Stage V & EPA Tier 4

Emission legislation for Large Engine segmentEU Stage V and US EPA Tier 4

Marine

Genset C&I(Construction & Industry)

Rail


0.025

CIMAC CASCADES KOBE1) Emission legislation for Large Engine segment




5) Summary



6

Specification of Single Cylinder Engine (SCE)Displacement 2.54 lPeak firing pressure 250 barRated Speed 2300 min-1

NMEPmax 31 barPower density ~ 50 kW/lInjection system Common rail

Bosch Modular Common rail injection system (MCRS) is used to achieve flexible fuel injectionEngineering target considering deterioration and PM/Soot ratio

EU Stage 5 ApplicationLimit EU Stage V Engineering TargetNOx

[g/kWh]PM

[g/kWh]NOx

[g/kWh]Soot

[g/kWh]Marine (>300 kW) 1.80 0.015 1.35 0.006Locomotive 4.00 0.025 2.94 0.010Railcar 2.00 0.015 1.47 0.006GenSet 0.67 0.035 0.49 0.014Construction & Industry 3.50 0.045 2.57 0.019

Feasibility study for EU Stage V by Single Cylinder Engine Setup: Engine specification and Engineering target

Engineering Target• Margin for NOx and PM considering deterioration over run time• Ratio of PM and Soot based on experience



7

2 testing points (Full load and part load) are selected for SCE test

Testing points :2 testing points are defined based on weighting factors of 4 segments.

Feasibility study for EU Stage V by Single Cylinder Engine Setup: Testing points

Part load

Full load LoadSpeed[min-1]

BMEP[bar]

NMEP[bar]

Part load 1500 12 13Full load 2050 21 23

Key parameters:• Boost pressure simulate single stage, two stage T/C• EGR with, without• Injection pressure & timing


Feasibility study for EU Stage V by Single Cylinder Engine


8

Result@Full load: Genset application (w/o PN limitation)


w/ EGR• Cannot fulfill emission targetSCR required (= complex system)

• Higher rail pressure required for PM limit• 2 stage TC increase emission margin

w/o EGR• Fulfill emission target with high NOx

conversion of SCR

Improvement of ISFC with higher rail pressure is minor

SCR only application can achieve emission targets and will be cost attractive solution

Soot

HP

[g/k

Wh]

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.07

NOxHP [g/kWh]0 2 4 6 8 10 12 14

ISFC

HP

[g/k

Wh]

170

175

180

185

190

195

200

205

NOxHP [g/kWh]0 2 4 6 8 10 12 14

P2=3 bar, PRail=1800 bar P2=4 bar, PRail=1800 bar P2=3 bar, PRail=2100 bar P2=4 bar, PRail=2100 bar

Soot

HP

[g/k

Wh]

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.07

NOxHP [g/kWh]0 2 4 6 8 10 12 14

ISFC

HP

[g/k

Wh]

170

175

180

185

190

195

200

205

NOxHP [g/kWh]0 2 4 6 8 10 12 14


ηSCR= ~90 %ηSCR= 86~90 %

w/ EGRT2=55℃

w/o EGRT2=55℃



9

Result@Full load: Marine application (w/ PN limitation)


DPF necessary to fulfill PN limitation

w/ EGR• Hard to fulfill NOx emission targetSCR required (= complex system)

• Higher rail pressure and charge pressure recommended to reduce engine out sootreduction of DPF load

w/o EGR• Lower NOx conversion compare to

Genset • Already low engine out soot at rail

pressure <2000bar

DPF + SCR only application can achieve emission targets and will be cost attractive solution

Soot

HP

[g/k

Wh]

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.07

NOxHP [g/kWh]0 2 4 6 8 10 12 14

ISFC

HP

[g/k

Wh]

170

175

180

185

190

195

200

205

NOxHP [g/kWh]0 2 4 6 8 10 12 14


Soot

HP

[g/k

Wh]

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.07

NOxHP [g/kWh]0 2 4 6 8 10 12 14

ISFC

HP

[g/k

Wh]

170

175

180

185

190

195

200

205

NOxHP [g/kWh]0 2 4 6 8 10 12 14


ηSCR= ~80 %

w/ EGRT2=55℃

w/o EGRT2=55℃ηSCR= ~30 %



10

Summary

w/ EGR w/o EGR

For all Applications

2200bar:Good Soot-NOx tradeoffGood ISFC-NOx tradeoff

1800bar: Better ISFC-NOx tradeoff

GenSet 1 stage TC SCR DOC optional

1 stage TC SCR DOC optional

Locomotive 2 stage TC Without SCR DOC DPF optional


Construction 2 stage TC Without SCR DOC


w/ EGR w/o EGR

For all Application

1800bar: feasible2200bar: Better Soot-NOx tradeoff

1800 bar:Better ISFC-NOx tradeoff

Marine 2 stage TC Without SCR

1 stage TC SCR

Railcar 2 stage TC Without SCR

1 stage TC SCR


EU stage 5 technologies will be copied:- GenSet and C&I: from EPA Tier 4 applications- Locomotive: from EU 3b applications

SCR w/o EGR for best fuel economy and lowest complexityEGR requires high EGR rates with increased charging pressure and improved EGR cooling to achieve acceptable fuel consumption.

Application w/o PN limit: Application w/ PN limit:

DOC and DPF are necessary to fulfill PN limit.

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5) Summary

Outlook for possible Emission Levels with existing Technologies


12

Combination of existing technologies (Full load)

Combination of EGR and after treatment (SCR+DPF) enable ultra low Emissions

For EU Stage V…NOx : SCR w/o EGR is sufficientSoot: DOC/DPF is option in case no PN limitation

For Ultra Low emission…NOx : EGR for low engine out emission + SCR for further reduction at tailpipeSoot: With DOC/DPF, tailpipe emission can be reduced

CRIN-LE22 (HFR1300)CRIN-LE22 (HFR1500)

Soot

in g

/kWh

0.00

0.02

0.04

0.06

0.08

0.10

N Ox in g /kW h0 4 8 12 16

10 g/kWh


p2=3,5 ba p2=3,0 ba

E G R concept N on-E G R conce

Particle reduction NOx reductionEngine

DOC DPF

AdBlue

SCR

EGR

BSF

C in

g/k

Wh

Reduction by after treatment

● w/ EGR, P2=3.5bar● w/o EGR, P2=3.0bar

CIMAC CASCADES KOBE






5) Summary

Bosch Technologies to achieve Ultra Low Emissions


14

Product Portfolio

Pump InjectorLEGV50 LEGV400 InjectorPump

Large Engine Gas Valves

CRSNCommon Rail System

up to 2500 bar

UI/UPSUnit Injector/

Unit Pump System

Nozzle Holder Assembly (NHA)

ConventionalMechanical systems

Electronic Unit Injector

Unit Pump (& NHA)

Marine Certification

SCR: DNOX-LE based on DNOX2.2

LE-ECU-MD1CE200-LE *Engine Control Unit for Large Engines,also available w/ marine certification

MCRSModular Common Rail System

1600 / 2200 bar

ECU

PF-Pump orInline pump

DieselNatural GasDual Fuel Dual Fuel

Supply module, 2x dosing modules, dosing control unit, backflow valve

Fuel

FIE

ECU

Sensors

EGTServices ABS, BV, CCS, DNV GL, Lloyd’s Register

Korean Register; ClassNK, RINA, RS

Engine control unit

Powertrain sensors e.g. Speed sensor Temp. Sensor Knocking sensor and further sensors.

Economical. Powerful. Reliable.




15

MCRS-22 for best Mixture Preparation

Modular Common Rail System (high pressure pump, injector and ECU) enables very low tailpipe emissions.


• The MCRS is a Modular Common-Rail System with injectors, high-pressure pump, and an ECU tailored for large engines.

• System pressure levels: 1600 / 2200 bar• Power range: 500 kW to 5000 kW

Injector: Multi injection up to 5 inj./cyclePump: 2-5 plunger types availableECU: Large engine specific

• MCRS provides flexibility to improve combustion strategy



16

DENOX-LE System• Automotive base SCR system• One module (system) is consist of 2x Dosing Modules, 1x supply

module 1x ETI (Backflow valve) and Dosing control unit.• One module can support engines up to 1 MW• Modular expandable 1..5 DENOX-LE system via CAN-Bus

(20kg/h…100kg/h).Equals need for 1MW…5MW- engines.

Automotive base DENOX-LE system is reliable SCR system covering 1MW…5MW engines.




17

LEGV

Reduce TCO by high lifetime and flexible design by modular concept

Gas engine has a potential to achieve very low emissions• LEGV (Large Engine Gas Valve) is Cylinder-individual gas admission valve for SI & DF engines

Features of Bosch LEGV• High lifetime of up to 720 mill. load-cycles, which corresponds to approx. 16,000 h @ 1500rpmReduce TCO (Total Cost Ownership)

• Support the optimization of HC slip and transient response time of engine• Modular gas valve design allows adaptation to engine specific flow rates and housing incl. MarineCustomer specific design


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5) Summary


Summary1. Meeting today’s most stringent emission regulations EU Stage V and EPA Tier 4 is feasible

with state-of-the-art system configurations including Common Rail, SCR and DPF 2. The combination of EGR plus SCR and DPF allows OEMs to target ultra low emissions

beyond today’s requirementsBosch contributes with technical solutions to allow engine OEMs achieving ultra low emissions using

• MCRS-22 Injection system• Engine Control Unit MD1CE200• DENOX-LE system• Gas Admission Valve LEGV

Bosch Technologies to achieve Ultra Low Emissions andan Assessment what is feasible in short term

Thank you very much for your attention


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