Copyright © 2012 Mahindra & Mahindra Ltd. All rights reserved.. Senthur Pandian (M-M).pdf · 2020....

1 Copyright © 2012 Mahindra & Mahindra Ltd. All rights reserved. 1

2

ECMA International Conference

25th October 2018

K Senthur Pandian

Associate Chief Engineer

Head - Diesel Powertrain

Mahindra and Mahindra Limited

BSVI and Real Driving Emissions Major Step Towards Cleaner Environment

3

Engine & After Treatment Solutions

Major Drivers – Indian Automotive Industry

Legislative

Requirements - Emission 2020 Ph 1

- IRDE

- Emission 2023 Ph 2

1

CAFE CO2 Ph I & Ph II

2

Customer

Desire - Driveability

- Performance

- NVH & FE 3

Technology

Developments &

Challenges 4

4

Emissions Legislations

BS6, IRDE

Legislations

1

5

Legislation Overview at a Glance

Emissions Legislations

Market

20

04

20

05

20

06

20

07

20

08

20

09

20

10

20

11

20

12

20

13

20

14

20

15

20

16

20

17

20

18

20

19

20

20

20

21

20

22

20

23

India

Europe Sep 2017

WLTC

RDE CF 2.1

New Vehicles

BS II BSVI PH2 +

IRDE

BS VI +

IRDE

EU VI c

April 2020

Pan India

BS VI + OBD I

IRDE Monitoring

Jan 2020

EU VI d

IRDE CF 1.5

New vehicles

April 2023

BS VI + OBD II

IRDE CF (?)

WLTC (?)

EU

VI EU V a

EU V b

Sep 2011

Particle number

limit introduced

EU VI b

Sep 2009 Jan 2005 Sep 2015

RDE

monitoring

Mar 2016

April 2005

PAN India

BS II Start from

2001

April 2010

PAN India

BS III Start from

April 2005

BS III BS IV

April 2017

PAN India

BS IV Start from

April 2010

CAFÉ I

Apr 2017 CAFÉ II

Apr 2022

Pan India BS IV was 12 years after EU4; BS V1 is only 4.5 years behind

BS6 implementation before CAFÉ Ph 2 make the targets even more tougher

6

0

10

20

30

40

50

60

70

0 50 100 150 200 250 300 350 400 450

79.5 % NOx Reduction

75 % NOx Reduction

68 % NOx Reduction

93 %

PM

Red

uct

ion

89 %

PM

Red

.

82 %

All Passenger Cars *

NOx Emission (mg/km)

PM

E

mis

sio

n (

mg

/km

) BS IV N1C3

BS IV N1C2

BS IV N1C1 / M class

BS VI

80mg

4.5mg

DPF

DPF

DPF

Choice of NOx after treatment is application specific

Two Step Emission Reduction from BS4 to BS6 in one go – Quite ambitious move

DPF and LNT/SCR Technology adaption in ~ 3 years timeframe

Emission Legislations

Emission Limits at a Glance

* For Pickup segments NOx limit is 105 & 125 mg/km

based on Kerb Weight

7

Country Certification

Cycle Supplementary Cycle in

Chassis Dyno On Road Testing

• FTP 75

• US06 : High speed & High Aggressive • HWFET : High speed & Less aggressive • SC03 : Mid speed cycle, AC ON &

solar load 35° C • FTP75 : 1609 m , Standard Ambient • Cold FTP 75 : at -7° C ambient

• Not Applicable

• NEDC 120 / WLTC

• Not Applicable • Well Established • CF 2.1 : 2017 • CF 1.5 : 2020

• JC 08 • Not Applicable • Not Applicable • 2020 onwards

• MIDC 90 • Not Applicable

• Europe RDE framework is baselined.

Emission Legislations

Emission Certification Cycles – Global & Indian Scenario

8

Overview – IRDE

Vehicle load

Trip share / Dynamics / Limits

Temperature / Altitude Ambient Temperature / Altitude Moderate: 0° C to 30° C; < 700 m Extended: -7° C to 35° C; < 1300 m Cold Start: Immediate after start (RDE3) Altitude gain: < 1200m / 100km

Urban: 0 to 60 km/h; share 34% (±10%) ; but min 29%; min 16 km Rural: 60-90 km/h; share 33% (±10%); min 16 km Motorway: > 90km/h; share 33% (±10%); min 16 km Duration: 90 to 120 min Max speed: 160 km/h (<3% above 145 km/h)

EUROPE IRDE (Almost Final)

Driver + witness (if needed) + Test equipment - Max 90% of pay load Air Condition – As used by consumer in real world

Indian Real Driving Emission (IRDE)

Ambient Temperature / Altitude Moderate: 10°C to 40°C ; < 700 m Extended: 8°C to 45°C ; < 1300 m Cold Start: RDE with cold start Altitude gain: < 1200m / 100km

Urban: 0 to 45 km/h; share 34% (±10%) ; min 16 km Rural: 45-65 km/h; share 33% (±10%) ; min 16 km Motorway: > 65km/h; share 33% (±10%); min 16 km Duration: 90 to 120 min Max speed: 100kmph (<3% above 100 and below 120 km/h)

9

Overview – IRDE

EUROPE IRDE (Almost Final)

Drive aggression limit Upper limit & lower limit for drive aggression is defined based on vehicle speed vs acceleration (VAPos & RPA)

VAPos & RPA Customization – Under Discussion

Conformity factor calculation

• CO2 moving average window method • Power binning method • WLTC forms the reference for both

methods

Procedure is being worked out

Conformity factor limit C.F. Phase 1 – 2.1 C.F. Phase 2 – 1 + 0.5

C.F. Phase 1 (2020) – Monitoring C.F. Phase 2 (2023) – For discussion

Indian Real Driving Emission (IRDE)

10

Overview – IRDE

IRDE – V * APos & RPA

• Calculated for every phase – defines the aggression of drive • A suitable limit is derived based on multiple vehicle / segment data; even if in one phase the value

lies outside the limit then the test is considered invalid. • Lower limit is defined by Relative Positive Acceleration (Passive Drive)

Scatter of multiple vehicles driven in Major Cities like Delhi, Chennai and Pune with more than 100 trips & 20

vehicles from major OEMS ( M1, N1 and M1/N1 Low powered vehicles) to derive RDE boundary condition for

Indian Traffic condition. ( Trip share & Trip Dynamics). Data split in to City, Rural and Highway phase

11

CAFE Legislations

CAFÉ CO2

Regulation

2

12

Overview – CAFE

CO2 Type Approval Values – Passenger Segment

500 1000 1500 2000 2500 3000

50

100

150

200

250

300

Kerb Weight, kg

CO

2, g

/km

Diesel

Petrol

17%

Possibly LNT based EAS SCR based EAS

CO2 Reduction by Legislation Ph1 to Ph 2 : 17 %

Engine Level BSFC Impact BS4 to BS6 : 3 ~ 4 %

CO2 Penalty by EAS (LNT based) : ~2 %

TOTAL COMPENSATION : ~22%

CAFE Ph 1 Regulation Reference : 130 g/km @ 1037 kg

CAFÉ Ph II Regulation Reference : 113 g/km @ 1145 kg

BS6 Introduction adds more challenges !

13

Overview – CAFE

CO2 Type Approval Values – SUV Segment

500 1000 1500 2000 2500 3000

50

100

150

200

250

300

Kerb Weight, kg

CO

2, g

/km

Diesel

Petrol17%

CO2 Reduction by Legislation Ph 1 to Ph 2 : 17 %

Engine Level BSFC Impact BS4 to BS6 : 2~ 3 %

CO2 Penalty by EAS (SCR based) : ~ 1 %

TOTAL COMPENSATION : ~20%

Possibly LNT based EAS SCR based EAS



BS6 Introduction adds more challenges !

14

Overview – CAFE

CO2 Type Approval Values – All Segments

500 1000 1500 2000 2500 3000

50

100

150

200

250

300

Kerb Weight, kg

CO

2, g

/km

Diesel

Petrol

Powertrain Level Measures Base Engine friction reduction

Thermal Management

Parasitic Losses reduction CR pump, Vacuum Pump, Oil Pump, AC

Comp, Alternator, etc.

DCT, E-Clutch, 6 speed transmission

Mild Hybrid – 48V, Full Hybrid

IEM, ESS in all variants

Electrification of accessories PSP, Vacuum Pump

Vehicle Level Measures Weight Reduction

Driveline ratio optimization

Engine Right sizing

Coast down reduction

1569

153

127

Europe 2021 Ref.

95 g/km



Diesel has advantage of about 25% CO2 over equivalent Gasoline

15

Overview – CAFE

Europe CO2 Situation

Diesel Share is Key for CO2 balance Electrification / Hybridization needs more incubation time – Infrastructure &

affordability

16

Overview – CAFE

FE Improvement Technologies

Engine Measures

Transmission Measures

Hybridization

Electric Vehicles

Vehicle Improvements – Weight, Coast Down, DTL

17

Overview – CAFE

FE Improvement Technologies

Engine Measures

Transmission Measures

Hybridization

Electric Vehicles

Vehicle Improvements – Weight, Coast Down, DTL

18

Overview – CAFE

Non – Hybrid CAFÉ Measures– DIESEL ENGINES

Variable Oil Pump

Map Controlled TS

LP EGR

Map Controlled PCJ

Switchable Water Pump

Ball Bearing Turbo

FE Benefit : 1 – 1.5 % FE Benefit : 0.5% FE Benefit : 2 – 2.5 %

FE Benefit : 0.5 - 1 % FE Benefit : 0.5 to 1.0 % FE Benefit : 1 - 2 %

Total FE Benefit Potential : 5.5 - 8 %

19

Overview – CAFE

Only Miller Cycle (Torque & Power limitation)

Miller + CVVT

Turbocharger - VGT

Cooled EGR

FE Benefit : 3 - 4 %

Total FE Benefit Potential : 8 to 11.5 %

FE Benefit : 6 - 8 %

FE Benefit : 1 to 1.5 %

FE Benefit : 1 to 2 %

Non – Hybrid CAFÉ Measures– GASOLINE ENGINES

20

Overview – CAFE

Non – Hybrid CAFÉ Measures – e Clutch

Only 2 pedals – Drive Comfort

Start-stop sailing function – FE benefit

FE benefit Potential

1 % in NEDC

3`% in real world

21

Overview – CAFE

Non – Hybrid CAFÉ Measures – DCT

0

2

4

6

8

10

12

14

16

18

20

MT AT (std) AT (optmised) DCT(Wet) DCT (wet withe-motor)

DCT (Dry withemotor)

Losses comparison (DCT Vs AT) Clutch fricton

Torque convertor slip

Drag torque

Aux pump (electric)

Aux pump (Engine diven)

Source : Valeo

% t

ran

sm

issio

n loss

Automatic volume is growing rapidly. AT and AMT make 11.7% of total volume in 2017.

Losses in new generation of Automatics have come down.

However DCT still has an edge on lower transmission losses

1.0% FE improvement for every 2.5% Transmission loss reduction

0

50000

100000

150000

200000

250000

0

500000

1000000

1500000

2000000

2500000

3000000

3500000

2014 2015 2016 2017

Cumulative AMT ATC

umul

ativ

e V

olum

e

AM

T a

nd A

T V

olum

e

7%

4.7%

Source JATO

22

Technology Development

Technology

Development

3

23

Engine Out | NOx After Treatment | PM After Treatment

Emission Development

Major New Technologies

DOC-SPF

Advanced TC

Throttle Valve

EGR cooler

Module

ECU with advanced

software controls

T3 T4 T5

Urea Tank Assy &

Dosing Module

NOx Sensor & ECU

High Temperature

Sensors

24



Typical BS6 Layout – Typical BS4

EG

R C

OO

LE

R

EG

R

VA

LV

E

Ma&T1

HFM P22

AIR

FILTER

SILENCER DOC

COMPRESSOR

RDS

Speed

Phase

CTS

FTS

P0

ECU

INTER-

COOLER

25



Typical BS6 Layout – SCR Based

∆P

T4

T3

T21

EG

R C

OO

LE

R

WIT

H B

Y-P

AS

S

EG

R

VA

LV

E

NOx1 * T5

NOx2

Urea Filling System

TEGR*

Ma&T1

HFM

P22 AIR

FILTER

THROTTLE

VALVE INTER-

COOLER

SILENCER sDPF DOC DM

SUPPLY

MODULE

COMPRESSOR

TURBINE

RDS

Speed

Phase

CTS

FTS

P0

ECU

26

Technology Development

Engine Out Development

BS6 Development

NOx After Treatment

PM After Treatment

27


NOx After

Treatment LNT

SDPF

28



Selective Catalytic Reduction

Urea Decomposition

Thermolysis (160 – 180 ° C)

H2N – Co – NH2 NH3 + NHCO

Hydrolysis (180 – 200 ° C)

HNCO + H2O NH3 + CO2

SCR reactions starts above 180 °C

29



Selective Catalytic Reduction

Frequent low temperature operation increases the risk of urea deposition

30

BM

EP

[b

ar]

0

5

10

15

20

Speed [rpm]

1000 1500 2000 2500 3000 3500

150

225

300

350

450

550

650

Hig

h T

urb

ine

Te

mp

era

ture

Purge limitation - Combustion instability

Purge Limited by High Cylinder Pressure & Noise

4 Lane highway MIDC City & 2 Lane

LNT storage Limitation

SCR conversion limited



T_LNT_IN

Significant portion of operating points close to or outside the boundary of LNT operation

High BMEP engine applications – SCR is preferable

Lean Operation – High BMEP / without Speed Limitation

Vehicle run at Max speed of 100 km/h

31

BM

EP

[b

ar]

0.0

2.5

5.0

7.5

10.0

Speed [rpm]

1000 1500 2000 2500 3000 3500

150

225

300

350

450

550

600

Hig

h T

urb

ine

Te

mp

era

ture

Purge limitation - Combustion instability

Purge Limited by High Cylinder Pressure & Noise

4 Lane highway MIDC City & 2 Lane Vehicle run at Max speed of 80 km/h

LNT storage Limitation

SCR conversion limited



T_LNT_IN

Lean Operation – Low BMEP / with Speed Limitation

For a low BMEP engine LNT only solution could be better than SCR

Operating points favour LNT operation more than SCR

32

Time [s]

0 450 900 1350 1800

BM

EP

[b

ar]

0

5

10

15

20

25

SPEED [rpm]

1000 1500 2000 2500 3000

150

225

300

350

400

450

550

600

Spee

d [k

m/h

]

0

40

80

Spee

d [k

m/h

]

0

50

100

Spee

d [k

m/h

]

0

60

120



4 Lane highway

MIDC

City & 2 Lane

T_LNT_IN

Cycles LNT SCR

FE Penalty RP / 100 km AdBlue Cons.

MIDC 2.5% 8 0.4%

City 4.0% 17 1.46%

Rural (2 Lane) 11.1% 50 4.24%

Highway (4 Lane) 7.8% 46 3.78%

LNT Vs SCR : High BMEP Engine

33

Parameter SCR LNT

Cycle Emissions Compliance + + +

IRDE Compliance Voluntary Monitoring Phase

+ + - -

In-service Emission Compliance + + - -

HC Slip 0 -

Fuel Sulphur Poisoning (> 10 ppm) + + - -

FE Penalty compared to BS4 - - -

Customer Convenience Factor (Urea Filling @ service interval)

- 0

Service Convenience - 0

Packaging Complexity - - + +

Calibration Complexity - - -

Cost - - -



LNT Vs SCR : High BMEP Engine

SCR Vs LNT is purely depending on cc/weight, EO emissions, FE, CF & Cost

Integration & Application complexity has different scale for each technology

34

Parameter SCR LNT

Cycle Emissions Compliance - + +

IRDE Compliance Voluntary Monitoring Phase

+ +

In-service Emission Compliance + +

HC Slip 0 +

Fuel Sulphur Poisoning (> 10 ppm) + + - -

FE Penalty compared to BS4 - - - -

Customer Convenience Factor (Urea Filling @ service interval)

- 0

Service Convenience - 0

Packaging Complexity - - + +

Calibration Complexity - - -

Cost - - -

SCR Vs LNT is purely depending on cc/weight, EO emissions, FE, CF & Cost

Integration & Application complexity has different scale for each technology



LNT Vs SCR : Low BMEP Engine

35


PM After

Treatment DPF

36

Thick Road Traffic, extended idle : Critical for DPF Regeneration

Extreme operations : 0 ~ 5500 m, + 52 °C, low city avg speed of ~ 6 kmph

Low engine speed / high load driving behavior

Time [s]

0 100 200 300 400 500 600 700 800

Torq

ue [N

m]

0

50

100

150

200

250

300

350

Speed [rpm]

750 1250 1750 2250 2750 3250 3750

683

622630573238

188

79

City High GVW

5 6 10 15 20 25 35 50 75 100 200 300 400 500 600 700

Spee

d [k

m/h

]

0

25

50

Ric

h pu

lse

[-]

0.0

0.5

1.0 M_N

Ox_

EO [g

]

0

5

10

Torq

ue [N

m]

0

50

100

150

200

250

300

350

Speed [rpm]

750 1250 1750 2250 2750 3250 3750

683

622630573238

188

79

Rural High GVW

Time [s]

0 100 200 300 400 500 600 700 800 900

Spee

d [k

m/h

]

0

50

100

Ric

h pu

lse

[-]

0.0

0.5

1.0

M_N

Ox_

EO [g

]

0

12

24

Emission Development Engine Out | NOx After Treatment | PM After Treatment

DPF – Challenges in Indian Market

37

High Temperature &

Thermal Stress

Oil Dilution Increased Regeneration Frequency

Extended Regeneration duration

Ash Deposition Fuel & Oil Quality

European city cycle regeneration

Chennai city cycle regeneration

Emission Development Engine Out | NOx After Treatment | PM After Treatment

DPF – Challenges in Indian Market

38

To Summarize …

Two Step Emission change with RDE Monitoring in one go – A big Step

New inputs for legislation boundary conditions – Late input is a risk

Country specific Technology Adaption is a challenge

Anti – Diesel Sentiments, though clean with technology & key for CO2

Right time fuel availability to enable adequate fleet test for robustness

High cost of Ownership, Technology incubation cost & investments

CAFÉ readiness and Customer TCO. Hybrid yet to shape-up

Unique Challenges Across Industry !!!

Latent need of customers for refinement & object of desire

39

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Copyright © 2012 Mahindra & Mahindra Ltd. All rights reserved.

Thank You

40

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