CARB Off-Road Mobile Source Technology CARB Off-Road Mobile Source Technology Workshop February 2-3, 2000 El Monte, Workshop February 2-3, 2000 El Monte, CaliforniaCalifornia

Emissions Technologies Emissions Technologies for Off-Highway for Off-Highway

Compression Ignition Engines.Compression Ignition Engines.

Peter ChurchPeter Church

February 3, 2000February 3, 2000

AVL Powertrain EngineeringAVL Powertrain Engineering

Who is AVL ?Who is AVL ?

Largest Independent Powertrain Largest Independent Powertrain Consulting CompanyConsulting Company

2400 employees worldwide2400 employees worldwide

Privately ownedPrivately owned

Total revenues more than $300mTotal revenues more than $300m

Based in Graz, AustriaBased in Graz, Austria

US facility in Plymouth, MIUS facility in Plymouth, MI

Business areas:Business areas: Development of powertrain Development of powertrain

systemssystems

Instrumentation and test Instrumentation and test systemssystems

US EPA Non-Road Diesel Emission Limits US EPA Non-Road Diesel Emission Limits 75 - 450 kw75 - 450 kw

4.0/0.2

4.0/0.2

6.4/0.2

6.6/0.2

1999 2000

2001 2002 2003

2004 2005 2006 2007

2008

225<kW<450

130<kW<225

75<kW<130 (NOx) 9.2/--

(NOx) 9.2/0.54

(NOx) 9.2/0.54

6.6/0.3

Tier 1Tier 1 Tier 2Tier 2 Tier 3Tier 3ISO 8178 C1 Test CycleISO 8178 C1 Test Cycle

NMHC+NOx /PM NMHC+NOx /PM [g/kW.h][g/kW.h]

Test cycle and particulate Test cycle and particulate limit to be reviewed by limit to be reviewed by the EPA in 2001the EPA in 2001

Technical Options For Tier 3Technical Options For Tier 3

AVL considers the following technologies to be AVL considers the following technologies to be feasible options for Tier 3 non-road emissions control:feasible options for Tier 3 non-road emissions control:

•Cooled Exhaust Gas RecirculationCooled Exhaust Gas Recirculation

•Advanced fuel system technologyAdvanced fuel system technology

•Improved diesel fuelImproved diesel fuel

•Exhaust aftertreatmentExhaust aftertreatment

COOLED EGR - BYPASS FLOW VENTURI COOLED EGR - BYPASS FLOW VENTURI CONCEPTCONCEPT

C1

C2 C3

C4 C5 C6

Intake Plenum

Intake Intake AirAir

Exhaust Exhaust gasgas

Charg

e a

ir

coole

r

EG

R

Coole

r

Flow DeviceFlow Device

AirAir

Exhaust GasExhaust Gas

Air w/Exhaust GasAir w/Exhaust Gas

COOLED EGR - BYPASS FLOW VENTURI COOLED EGR - BYPASS FLOW VENTURI CONCEPTCONCEPT

Bypass Flow Venturi Concept:Bypass Flow Venturi Concept:

Characteristics:Characteristics:

•Venturi used to aid flow of exhaust gas to the intake Venturi used to aid flow of exhaust gas to the intake manifoldmanifold

•EGR rates of 6-8%at intermediate speedEGR rates of 6-8%at intermediate speed

•Moderate EGR rates at rated speedModerate EGR rates at rated speed

•Moderate to high heat rejection rateModerate to high heat rejection rate

Applications:Applications:

•Applications requiring good fuel economyApplications requiring good fuel economy

•Engines with little or no injection rate control or Engines with little or no injection rate control or aftertreatmentaftertreatment

ADVANCED FUEL SYSTEMS - CAM DRIVEN ADVANCED FUEL SYSTEMS - CAM DRIVEN TYPESTYPES

Pump-Line-Nozzle Injection SystemsPump-Line-Nozzle Injection Systems

SleeveSleeveTiming In-LineTiming In-Line

InjInj. Pump. Pump

HighHighPressurePressure

Rotary PumpRotary Pump

UnitUnitPumpPump

PLD-SystemPLD-System

UnitUnitInjectorInjectorSystemsSystems

ApplicableEngine Class

medium-heavy duty

light-medium duty

light-heavy duty

light-heavy duty

Current MaximumInjection Pressure (bar) 1450 1400 1800 2200

Potential MaximumInjection Pressure (bar) 1600 1500 2200 2500

Injection RateShaping

Mech.:

Electron.: - PilotPilot-

TSI, RSNTSI, RSNPre Inj. Helix (Pilot)

TSI, RSN TSI, SID, RSN

Natural PressureCharacteristic

Development andApplication Activity medium high high

medium (EU)high (USA)610

33

= Reference Injection Rate from In-Line Pump

Unit pump and Unit injector systems are the preferred cam driven types:Unit pump and Unit injector systems are the preferred cam driven types:

•Higher maximum injection pressure and favorable pressure Higher maximum injection pressure and favorable pressure characteristicscharacteristics

•Capable of pilot injection and “boot” injectionCapable of pilot injection and “boot” injection

ADVANCED FUEL SYSTEMS - COMMON ADVANCED FUEL SYSTEMS - COMMON RAIL TYPESRAIL TYPES

Both systems will have similar capabilities:Both systems will have similar capabilities:

•Hydraulic intensifier system may prove advantageous if Hydraulic intensifier system may prove advantageous if hydraulic power from the pump can be used with other vehicle hydraulic power from the pump can be used with other vehicle systems. New digital valve types can provide pilot injection.systems. New digital valve types can provide pilot injection.

•High pressure common rail system could share high volume High pressure common rail system could share high volume with passenger car types, reducing costwith passenger car types, reducing cost

ADVANCED FUEL SYSTEMS - ELECTRONIC ADVANCED FUEL SYSTEMS - ELECTRONIC CONTROLCONTROL

Electronic control provides many advantages at Tier Electronic control provides many advantages at Tier 3 emissions levels:3 emissions levels:

•Reduced soot in oil for enginesReduced soot in oil for engines

•Improved cold startingImproved cold starting

•Rating flexibilityRating flexibility

•Reduced combustion noiseReduced combustion noise

DIESEL ENGINE FUEL and PARTICULATESDIESEL ENGINE FUEL and PARTICULATES

Particulate reduction:Particulate reduction:

•Reduced sulfur content provides a direct Reduced sulfur content provides a direct reduction in particulates due to reduced reduction in particulates due to reduced sulfates in the particulate mattersulfates in the particulate matter

Insoluble Portion(Soot)

Oil Portion

Fuel Portion (includingSulfates)

DIESEL ENGINE FUEL and EXHAUST DIESEL ENGINE FUEL and EXHAUST AFTERTREATMENTAFTERTREATMENT

For off-highway diesel engines, fuel sulfur level For off-highway diesel engines, fuel sulfur level will be critical if aftertreatment is employed:will be critical if aftertreatment is employed:

Particulate reduction:Particulate reduction:

•CRT (Continuously regenerating trap) - CRT (Continuously regenerating trap) - Requires fuel Sulfur levels below 50 ppmRequires fuel Sulfur levels below 50 ppm

•Oxidation catalyst - Requires fuel Sulfur Oxidation catalyst - Requires fuel Sulfur levels below 500 ppmlevels below 500 ppm

NOx Reduction:NOx Reduction:

•De-NOx catalysts using diesel fuel post-De-NOx catalysts using diesel fuel post-injection require fuel Sulfur levels below 10 injection require fuel Sulfur levels below 10 ppmppm

FUEL ADDITIVE SUPPORTED FUEL ADDITIVE SUPPORTED REGENERATIONREGENERATION

•SCR (Selective Catalytic Reduction) - SCR (Selective Catalytic Reduction) - Requires a separate onboard supply of Requires a separate onboard supply of reducing agent. reducing agent.

•OBD is required to indicate lack of additive OBD is required to indicate lack of additive and to control trap loading.and to control trap loading.

•Low Sulfur fuel is not required with SCRLow Sulfur fuel is not required with SCR

TIER 3 - DURABILITY CONSIDERATIONSTIER 3 - DURABILITY CONSIDERATIONS

Durability connects emissions reductions that Durability connects emissions reductions that are possible to emissions reductions that are are possible to emissions reductions that are practical. The main durability issues for Tier 3 practical. The main durability issues for Tier 3 are:are:

•EGR control component durabilityEGR control component durability

•Turbocharger durabilityTurbocharger durability

•Soot loading in the lube oilSoot loading in the lube oil

•Aftertreatment device durabilityAftertreatment device durability