Emissions Control Technologies for Mobile Pollution Sources Dirk Bosteels, Executive Director, AECC Green Week 2013 - Session 1.4 Major Pollutant Sources and Source Identification Tuesday, 4 June 2013
Transcript
Emissions Control Technologies for Mobile Pollution Sources
Dirk Bosteels, Executive Director, AECC
Green Week 2013 - Session 1.4 Major Pollutant Sources and Source Identification
Tuesday, 4 June 2013
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Welcome Thank you for the opportunity to contribute to this discussion. Emissions from mobile sources are of course a significant contributor to pollutant emissions. We need to recognise the range of sources within this category and the technologies that are available to help control their emissions.
Association for Emissions Control by Catalyst (AECC) AISBL
AECC members: European emissions control companies
Technology for exhaust emissions control on cars, buses and commercial vehicles and an increasing number of non-road
applications and motorcycles.
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For those who do not know AECC, it’s Member Companies - shown in this slide - are the main players in the development and supply of catalysts and filters for the control of pollutant emissions from Mobile Sources – not just cars, vans, trucks and buses, but also motorcycles, excavators, construction equipment, tractors, railcars and even barges. >>> technologies are on display for the whole Green Week behind the podium of the main auditorium.
Core Emissions Control Technologies The chemistry, physics, engineering and production technology for catalysis, media for filtration and catalyst support and speciality materials used in automotive catalysis, filtration and filter regeneration.
The core technologies produced by AECC’s member companies include > the three way catalyst. Together with the advances in engine, sensor and fuel technologies the three-way catalyst has resulted in the major reductions in gasoline engine emissions which have been achieved over the past decade. The technology is capable of delivering further improvement in the future. > Oxidation catalysts are also available and in use to control HC and CO from lean burn engines, both diesel and gasoline. > NOx adsorbers and > Selective Catalytic Reduction (SCR) provide methods of controlling NOx from such engines, and > Diesel Particulate Filters - already fitted to all new cars - make a substantial contribution to the reduction of both particulate mass and particle numbers.
This slide shows the applications of the technologies. Diesel Particulate Filters, first introduced on cars over 10 years ago, > are now available for trucks and buses and will be used on all of them from the Euro VI stage and > are also available for non-road mobile machinery. SCR started with trucks and buses, but is now being used on > NRMM and > is starting to be used in light-duty applications. finally, the development of diesel particulate filters has contributed to the new development of > gasoline particulate filters that can be made available when requested by the motor industry.
Mobile Pollutant Sources • Road transport remains a key source of pollutant emissions.
• Lower emissions from cars, trucks and buses means that non-road machines, motorcycles and marine sources are more significant.
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Source: EEA, 2013
NOx Primary PM2.5
Road transport exhaust Road transport non-exhaust Railways Domestic shipping
International Shipping Domestic Aviation International aviation
33%
Transport 58%
Transport 27%
10%
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Despite the progress made by the industry, mobile sources emissions still make up a significant proportion emissions due to the increasing number of vehicles. This slides shows the contributions to NOx and primary PM10. Much of the focus to date has been on LD and HD, but as emissions from these sources come down, so the importance of other sectors such as NRMM and motorcycles increases, so these should not be neglected.
Light-duty Vehicles Emissions • Emissions Control Technologies have enabled major reductions in the
emissions of key pollutants over the last 20 years. • Particulate and NOx emissions remain a key concern. • Internal combustion engines will remain an important part of new vehicle
production for many years to come, so progress needs to continue and to ensure full performance under real driving conditions.
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Source: International Energy Agency technology roadmap 2012
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Even though emissions control technologies have enabled major reductions in the key pollutants over the last 20 years, the story is not at an end. Particulate and NOx remain a concern for European Air Quality, and the legislation needs to drive the application of control technologies to all types of engine and vehicle. We also have to recognise that, even though new propulsion technologies are coming into use, the internal combustion engine will remain a major part of the new vehicle fleet for many years to come, as shown in this assessment from the International Energy Agency. Progress therefore needs to continue so as to ensure that emissions limits are met under real driving conditions [and that hybridisation does not allow IC engines to become more polluting when they are running]
Automotive Pollutant Sources • Automotive sources remain an important source of pollutant
emissions – especially for NOx and fine particles. • The red areas on these contour graphs of emissions vs. speed
and acceleration show the regions of highest NOx emissions. • They show what can be achieved with Euro 6 technologies.
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Source: Demuynck et al, Energy Policy 49 (2012)
Euro 3 Diesel: DOC only
Euro 6 Diesel: DOC+DPF +deNOx
NOx (mg/km) NOx (mg/km)
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Emissions control technologies also need to work in concert with calibration of the engine-emissions control system to ensure that real-world performance. This slide shows what can be achieved. The contour graphs show the level of NOx at various combinations of speed and acceleration – red areas are the highest levels of NOx. The graph on the left shows a Euro 3 vehicle fitted only with a diesel oxidation catalyst. That on the right shows a well-calibrated Euro 6 vehicle equipped with a system including both a particulate filter and a de-NOx system. The difference is clear.
Gasoline Particles Control
• The number of particles emitted by DI gasoline vehicles is higher than the PN levels allowed for diesel cars.
• The EU has introduced a PM number limit from 2014.
• Gasoline Particulate Filters offer an option to reduce these emissions not only on the test cycle, but under a wide range of driving conditions.
Source: AECC light-duty test programmes
Source: AECC Member company
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6.0×1011/km
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The control of ultrafine particle emissions is now recognised to be of great importance. There are already limits on the number of particles emitted by diesel vehicles, but it is only from the start of Euro 6 that limits will be applied to DI gasoline engines. The upper graph shows the results of AECC tests on DI gasoline cars, all of which produced greater numbers of particles than are currently allowed for diesel vehicles. The lower graph shows the significant reduction that can be achieved by fitment of a Gasoline Particulate Filter – not just over the current, rather stylised, test cycle, but also over more transient test cycles that are more representative of real life driving.
Heavy-duty Vehicles Emissions • Euro VI vehicles are expected to use SCR and DPF. • Euro VI will reduce NOx & PM emissions by 95% and 97% respectively,
compared to 1992 standards.
Source: AECC Euro VI Heavy-duty test programme
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76% 99.7%
>99.8%
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In recent years the application of SCR has allowed effective control of NOx emissions from HD vehicles. The introduction of Euro VI will require that both NOx and particle emissions are well controlled. The graphs on this page show the engine out levels from a heavy-duty engine and the emissions levels that were achieved >>> with a comprehensive emissions system in an AECC demonstration programme. PEMS will help ensure durability and performance in real life.
Non-Road Mobile Machinery Emissions • For NRMM, there is no Stage IV for many types of engine. • Even Stage IV will not force control of ultrafine particles on all machines. • There is the potential to align performance with that of on-road engines. • AECC demonstrated these technologies in 2010, including major
reductions in the number of ultrafine particles under all operating cycles.
Source: AECC NRMM test programme
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Particle Number emissions; NRMM engine fitted with DPF
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The current NRMM limits will not be sufficient to force the use of DPFs. The same technologies that are used for HD are available for NRMM The graph shows the reduction in PN that can be achieved by an integrated system using a current NRMM engine. PEMS will help ensure durability and performance in real life.
Motorcycles and Mopeds Emissions • The two key issues are to ensure real durability and (for some
mopeds and motorcycles) to ensure the proper calibration of the system so as to enable reliable emissions control technologies.
Durability test on a 4-stroke motorcycle
Source: AECC motorcycles programme
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For motorcycles and mopeds the critical issue is to ensure that the systems work in real use for the useful life of the vehicle. For this the calibration has first to be sufficiently robust and accurate to enable the effective implementation of emissions control technologies. Most importantly, adequate durability provisions are need in the Euro 4 & 5 legislation – they are lacking in the current legislation. The graph shows the poor durability of an imported motorcycle, with NOx emissions exceeding the limit values after only 5000km.
Innovating for Cleaner Air
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• There are significant areas for further improvement in air quality in Europe.
• The emissions control industry continues to develop innovative solutions.
• Further reductions in mobile source emissions are possible through: – Reduction of particle emissions from gasoline engines,
– Reduction of particle emissions from Non-Road Mobile Machinery,
– Effective control of motorcycle emissions.
• Effective regulation and control of emissions over the whole engine map are needed to ensure that real-world benefits are delivered to the consumer and the society.
NO2
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In summary, then, there are significant areas for further improvements to air quality. The emissions control industry is continuing to develop innovative solutions to help these improvements, to the advantage of both and EU citizens and European industry. As a result, further reductions in emissions from mobile sources are possible through improvements such as the control of particle emissions from gasoline engines and non-road mobile machinery and through effective, durable control of motorcycle emissions. Effective legislation is needed to ensure that these benefits to the consumer and to the community are delivered in real world driving.
Thank you for your attention
More information available from www.aecc.eu
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Ladies and gentlemen, thank you for your attention and happy to take your questions.
