Clean Diesel and After-Treatment Systems

Gary M. ParsonsGlobal OEM and Industry Liaison ManagerFebruary 1, 2009

Presentation Overview

!U.S. Emissions Requirements" Drivers of new technologies

!Common Rail Injection!Diesel Particulate Filters

" Regeneration Strategies" Plugging

!Biodiesel Fuel Dilution !Critical Biodiesel Properties To Avoid DPF Plugging!NOx After-Treatment!Summary

Particulate, g/hp-hr

1988

1991

1994

1998

2002

NO x

, g/h

p-hr

0 0.1 0.70.60.50.40.30.20

2

12

10

8

6

4

1990

Progression of US Highway Heavy Duty Emissions Requirements

2007/2010

1988 to 2010

~98% reduction in NOx~99% reduction in PM

Impact of HD Soot Emissions Regulations in the US

Los Angeles

NewYorkCity

20070.01g/Bhp-Hr

2,853 miles

47 miles

19880.6g/Bhp-Hr

285 miles

19940.1g/Bhp-Hr

114 miles

19910.25g/Bhp-Hr

Particulate Matter

Relative Contribution of Particulate Matter of HD Diesel On-Road Engines – 1988 Versus 2007

1988475 pounds of P.M. in 120,000 miles 2007

9 pounds of P.M. in 120,000 miles

Photos Courtesy of Freightliner Trucks

Light Duty Gasoline and Diesel Must Now Meet The Same Emissions Regulations

! Both diesel and gasoline need to meet the same Tier 2 Bin 5 requirement! Diesel fuel price and exhaust after-treatment differential presents the

most significant barrier for light duty diesel engines in US vehicles

FTP 75 cycle, (g/mi) CO NOx NOx PMdiesel gasoline

Tier 1phased in 1994-97 4.2 1.25 0.6 0.10100.000 mi useful life

Tier 2 EPA binphased in 2004-09 7 4.2 0.02120.000 mi useful life 6 4.2 0.02

5 4.2 0.014 2.1 0.013 2.1 0.012 2.1 0.011 0 0.00

OEM Fleet avg NOx, maxAdditional standards for NMOG (Non-Methane Organic Gas) and HCHO (formaldehyde)

0.07

US Federal Emission StandardsPassenger Cars

0.070.040.020.00

0.200.150.07

• California LEV 2 is similar to EPA Tier 2 bin 5

EGR Advanced Injection System

Partnership – A NecessityFuels, Lubricants, Additives and After-treatment to Achieve Diesel Emissions

Targets

Engine

Diesel Particulate Filters

Ultra-Low Sulfur Diesel Fuel

EngineOil

Lubricity and Cold Flow Additive

Engine Oil Additives

Oxidation Inhibitors

Low SAPsHeat Tolerance

Low Ash

Volatility

Base Oil Change

NOx abs

DeNOx cat

SCR

Low Sulfur• Fuel• Base Oil • Additive

Low Phosphorous• Additive

Urea• Additive

Emissions Catalysts

Low Emissions

U.S. Reducing Diesel Fuel SulfurDirect Correlation With PM Emissions

1993

June 2006

5,000 ppm

500 ppm

2010 15 ppm On and Off Highway

Off Highway500 ppm

95% On-Highway15 ppm

To Reduce Particulate and for Compatibility With Diesel Particulate Filter (DPF)

CI-4PLUS

2002

Fuel Sulfur Levels, Hardware Changes, and Engine Oils Have Had To Change To Meet Regulations

19881990

19911994

19982000

20100.6

0.250.1

0

2

4

6

8

10

12

NO

x,g

/B

HP

-Hr

Particulate, g/BHP-Hr

10.710.7

6.06.05.05.0

5.05.0

4.04.0

2.02.0

.2.2

.01

2007

1.21.2

CJ-4

CG-4CF-4

CE

CH-4

CI-4

500-5,000 ppm

500 ppm max

15 ppm max

Alternate Emissions Technology Solutions to Meet On-Highway Emission Limits

HD Exhaust Emission Standards

0.00

0.05

0.10

0.15

0 1 2 3 4 5 6 7

NOx (g/kWh)

Parti

cula

te M

atte

r (g/

kWh)

1996 Euro 2

2000 Euro 3

US 2004

2005 Euro 4

2008 Euro 5

US 2007

De-NOx

DPF

US 2010

SCR

NOx/PM trade-off

G9801035

Lowering NOx Through In-Cylinder TechniquesExhaust Gas Recirculation (EGR)

Cooled EGRCooled EGR

In-Cylinder TemperatureIn-Cylinder Temperature

No EGREGR

TDC

Common Rail Direct Injection For Improved CombustionReduced Emissions and Better Fuel Economy

Common RailSupply Pump

InjectorECU

Source : DENSO Home page

Common RailSupply Pump

InjectorECU

Source : DENSO Home page

# Precise fuel control#Working pressures to

32,000 psi # 1µM plunger clearance.

Human hair is ~50 µM#Fuel cleanliness critical

Diesel Particulate Filters (DPF) to Meet PM RequirementsHeavy Duty Trucks 2007 & Passenger Car 2009

Part

icul

ate

(g/k

Wh)

Heavy Duty Emissions Standards

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0 1 2 3 4 5 6 7NOX (g/kWh)

19911991

1998199820022002

2007200720102010

19941994

DieselParticulate

Filter (DPFs) on All Diesels

© Copyright Johnson Matthey Pic 2005

Diesel Particulate Filter (DPF) ShownWith Wall-Flow Filter Substrate

EngineExhaust

CleanExhaust

Removes ~ 97% of Particulate (Carbon)

Diesel Particulate Filter Chemical Reactions

2NO + O2 $ 2NO2 (~500 deg F)PM + O2 $ CO2 +H2O (~1,000 deg F)2NO2 + 2C $ N2 +2CO2

Auxilary Fuel Burner System to Heat Exhaust

Gas

Active Regeneration Diesel Particulate Filter (DPF)

EngineExhaust

© Copyright Johnson Matthey Pic 2005

CleanExhaust

or

or

Late Post Injection With Common Rail Fuel System

Fuel Injection to Heat

Exhaust Gas

DPF Regeneration With Dosing InjectorSystem Used In Most Heavy Duty Truck Applications

• 2 Fuel Lines (~250 psi)• 2 Coolant Lines (in/out)• 1 Air Line • Spark Plug Igniter

2007 Caterpillar ACERT On-Highway Engine ConfigurationCombustor for DPF Regeneration

Combustor For Manual DPF Regeneration

Late Post-Injection in DPF Vehicles Leads to Higher Levels of Fuel DilutionMultiple Injection Strategy to Control Combustion

Source: Robert Bosch GmbH

• Late post injection is typically used in light duty diesels equipped with Diesel Particulate Filters (DPF)

Crankcase Fuel Dilution With BiodieselProperties of Biodiesel Lead to Higher Fuel Dilution Levels Than Mineral Diesel

Late post-injection leads to higher levels of fuel dilution

Diesel – normal droplet size

Larger fuel spray droplet size

22.5

25.4

15

20

25

30

Diesel RME Biodiesel

Surface Tension

0.852

0.874

0.8

0.83

0.86

0.89

Diesel RME Biodiesel

Specific Gravity

1.3

2.4

0

1

2

3

Diesel RME Biodiesel

Viscosity, cSt at 100°C

Late Post Injection Leads to Higher Levels of Fuel Dilution

Conventional Injection Timing

LatePost-Injection

Increased Wall Wetting

Fuel Enters Crankcase

Crankcase Fuel Dilution With Biodiesel

Higher and Narrower boiling range of biodiesel makes it more persistent once it enters the crankcase

0

2

4

6

8

10

12

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Carbon number

Mas

s %

Mineral Diesel

Soy Methyl Ester

0

20

40

60

80

100

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Carbon Number

Mas

s %

• OEMs have reported 15-20% fuel dilution (FAME) at oil drain• OEMs often reduce drain intervals when Biodiesel blends are used

Source: Volkswagen

Oil Dilution During Particular Trap Regeneration

DPF Collects Lubricant Derived Materials

AshDetergent and Inhibitor

Base Oil

VIImprover

VIImprover

“Clean Air”“Clean Air”

• Impurities and ash forming compounds in diesel fuel collect in the DPF too

DPF Service Life

! For Heavy Duty Trucks, EPA has mandated a minimum DPF servicing interval of 150,000 miles and a minimum DPF life of 435,000 miles (10 years or 6,000 hours)" Soot may be eliminated through oxidation" Ash must be physically removed" Engine makers are responsible for DPF maintenance cost if

maintenance cycle less than 150,000 miles

Critical Biodiesel Properties and Specifications DPF Ash Loading

EN 145385 maxSodium and Potassium, Combined

D 49510.001 maxPhosphorous Content

D 45300.050 maxCarbon Residue

D 8740.02 maxSulfated Ash

D 27090.05 maxWater and Sediment

EN 145385 maxCalcium and Magnesium

Test MethodASTM D6751 Limits

Property

NOx Emissions Control TrendsU.S. Off-highwayEmissions Standards 130<kW<225 (175<hp<300)

0.30

0.20

0.10

00 1 2 3 4 5 6 7

NOx g/bhp-hr

Particulate g/bhp-hr

8 9

0.40

0.50

0.60

Tier 4 will require ULSD & exhaust after treatment

Tier 1 - 1996

Tier 4 - 2012=>2014 Tier 2 – 2003Tier 3 - 2007

The combination of•EGR•SCR & Urea (or NOx Adsorber, Light Duty Diesel)

•TC – Two Compressor (Turbo’s)

and Two Intercoolers

Alternate Emissions Technology Solutions to Meet On-Highway Emission Limits

HD Exhaust Emission Standards

0.00

0.05

0.10

0.15

0 1 2 3 4 5 6 7

NOx (g/kWh)

Parti

cula

te M

atte

r (g/

kWh)

1996 Euro 2

2000 Euro 3

US 2004

2005 Euro 4

2008 Euro 5

US 2007

De-NOx

DPF

US 2010

SCR

NOx/PM trade-off

AqueousUreaSolutionTank(Diesel Exhaust Fluid - DEF)1

23

45

6

TPump and Injector

Atomized Urea Solution

Closed Catalyzed Particulate

Filter

SCR Catalyst

AmmoniaSlip

Catalyst

C

Two Stage Turbos and Two Stage Intercoolers

Common Rail Fuel System

Air toAir Cooler

EGR

In-Cylinder and After Treatment Systems for On- and Off-Highway Heavy Duty

Closed Crankcase

Exhaust Dosing

Injector

Exhaust Outlet

Compact DPF-SCR-Urea to Meet Particulate and NOx Standards

Urea Mixing Unit

Urea Injection Point With Wide Spray

Slip SCR SCR

Slip SCR SCR

DPFOxicat

Ammonia

Exhaust Inlet

Catalyst to Prevent Ammonia Release

Catalyst to Reduce NOx

Lean NOx Trap Being Used in VW Clean Diesels

" Lean NOx traps highly sensitive to fuel sulfur levels and other contaminants" Fuel economy penalty as fuel is consumed in after-treatment system

Diesel Exhaust After-Treatment Systems

#Worse fuel economy#Sensitive to sulfur#Reliability for HD applications

#No extra fluid required#Not sensitive to driving mode

Lean NOx Trap (LNT)

#Infrastructure for Diesel Exhaust Fluid (DEF)#Difficult to downsize#Doesn’t work well in city driving mode

#Good fuel economySelective Catalyst Reduction (SCR) -Urea

#Increased back pressure impacts fuel economy#Periodic maintenance to clean out ash#Fuel dilution when late post injection is used

#Scalable to all engine sizes and applications#Highly efficient

Diesel Particulate Filter (DPF)

NegativesPositives

Summary

! Emissions regulations are driving new hardware, fuels, and lubricants technologies into the market

! A systems approach is required in order to meet sometimes conflicting requirements simultaneously

! The introduction of Common Rail Injection systems has lead to reduced emissions, noise, and fuel consumption but requires very clean fuel

! Exhaust after-treatment devices are required to meet the latest Particulate Matter (PM) and NOx emissions requirements

! In-use compliance requirements can result in the OEM being responsible for emissions system performance for 10+ years

! Late-post injection can lead to elevated levels of biodiesel fuel dilution! Diesel Particulate Filters (DPF) require regeneration and can plug due to

ash forming compounds! The Energy Independence and Security Act of 2007 has a provision for

OEMs to capture CAFÉ credits if they produce B20 vehicles (similar to E85 credit for FlexFuel vehicles).