Euro VI - International Council on Clean Transportation Mexico Euro VI... · Euro VI technologies...

mscoCDMX Workshop September 2016

msco GmbH CH-9320 Arbon 1

Euro VI

• Regulation• Emissions in real driving conditions• Euro VI engine system technologies• Maintenance

Meinrad SignerConsultant, Switzerland

Swiss government contractor

mscoEuro IV – VI requirements


mscoEmission compliance


mscoEuro VI test procedures


Cold test soak

Weighting factor

14% 86%

1. Test1. Test 2. Test2. Test

10 min

Cold test soak

Weighting factor

14% 86%

1. Test1. Test 2. Test2. Test

10 min

WNTE - C13 560 PS

0

250

500

750

1000

1250

1500

1750

2000

2250

2500

2750

500 1000 1500 2000 2500

n [rpm]

M [

Nm

]

1/3

1/3

1/3 1

2

3

4

5

6

Grid-cells

70% rated power

30% max torque30% max power

30% cumulated frequency

in WHTC

7

8

9

1/3

WNTE - C13 560 PS

0

250

500

750

1000

1250

1500

1750

2000

2250

2500

2750

500 1000 1500 2000 2500

n [rpm]

M [

Nm

]

1/3

1/3

1/3 1

2

3

4

5

6

Grid-cells

70% rated power

30% max torque30% max power

30% cumulated frequency

in WHTC

7

8

9

1/3

Test:

5 random points

Cell A

5 random points

Cell B

5 random points

Cell C

Average NOx Average NOx Average NOx

Average PM

Cell A, B and C random selected

Stepped cycle

5 random points

Cell A

5 random points

Cell B

5 random points

Cell C

Average NOx Average NOx Average NOx

Average PM

Cell A, B and C random selected

Stepped cycle

Emissions are integrated (measurement of concentration and exhaust flow g emissions



Drive the vehicle until a certain work is accumulated, for example same work as in WHTC work wondow (kWh)

Drive the vehicle until a certain work is accumulated, for example same work as in WHTC work wondow (kWh)

Drive the vehicle until a certain work is accumulated, for example same work as in ETC work wondow (kWh)

Drive the vehicle until a certain work is accumulated, for example same work as in WHTC work window (kWh)

Moving window


Sp

ec

ific

em

iss

ion

s i

n g

/kW

h

CF

= m

ea

sure

d e

mis

sio

ns

/ l

imit

CF

Every sample (second by second) is checked for power and integrated over the work-window, work-windows where the average power is <20% of max power will be discarded

90% of measured values must be within limits

WHTC NTE

ISC-PEMS

mscoIn service conformity ISC PEMS


mscoSCR tampering


• AdBlue consumption is monitored

• AdBlue quality is constantly monitored

• SCR functionality is monitored and controlled(incl. AdBlue/DEF)

– If AdBlue is frozen and SCR not operational after certain time the vehicle speed reduces to 20km/h

Misuse/tampering of SCR-AdBlue/DEF system

• Optical and acoustical warning with increased intensity

– First warning when AdBlue/DEF level is lower than 10%

• First degree of restriction

– Empty tank (at 2.5% quantity left), quality out of limits

20% torque reduction in complete speed range

• Second degree of restriction

– Empty tank, water in the tank, SCR not functioning

– Max speed of vehicle reduced to 20km/h, beginning after a new start after parking (not during driving).

mscoInteger June 2015

Euro VI emissions in-use


mscoSwiss television 2013


Ambient near truck12100

Exhaust Euro VI truck1860

Particle number count

mscoEmission factors according to handbook


mscoEuro III Euro VI Emissionen (Iveco)

msco GmbH CH-9320 Arbon10

mscoVTT Finland Euro VI Buses (7) in Braunschweig cycle


EEV: lowestprevious standard

7 Euro VI buses

mscoTNO NL 7 Euro VI trucks analysed


Euro VI trucks aller Marken

mscoMAN cit bus Euro VI PEMS


mscoRicardo study: Euro V hybrid bus – Euro VI truck


Euro V BusEuro V Hybrid Bus

Euro VI truck fully loaded

Euro VI truck empty

mscoFuel consumption HD truck 40t


msco


Euro VI technologies

mscoEuro VI technology options


5.03.52.0

0.02

NOx (g/kWh)

PM (g/kWh)Euro IIIEuro III

Euro IVEuro IVEuro VEuro V

EGR

Fuel consumption

2-st. TL

1-st. TL

Euro VI0.46

SCR

Combustion

0.1

0

100 10%

0

SC

R e

ffic

ien

cy

Ad

Blu

e c

on

su

mp

tio

n

0

40 50%

0

EG

R R

ate

ad

d.c

oo

lin

g p

ow

er

SCR EGR

DPF

6*E11



5.03.52.0

0.02

NOx (g/kWh)



Fuel consumption

2-st. TL

1-st. TL

0.46

SCR

Combustion

0.1

0

100 10%

0

SC

R e

ffic

ien

cy

Ad

Blu

e c

on

su

mp

tio

n

0

40 50%

0

EG

R R

ate

Ad

d.

Co

olin

g p

ow

er

SCR EGR

DPF

EGR

Euro VI

6*E11



5.03.52.0

0.02

NOx (g/kWh)



EGR

Fuel consumption

2-st. TL

1-st. TL

0.46

Combustion

0.1

0

100 10%

0

SC

R e

ffic

ien

cy

Ad

Blu

e c

on

su

mp

tio

n

0

40 50%

0

EG

R R

ate

ad

d.

Co

olin

g p

ow

er

SCR EGR

DPF

SCR

Euro VI

6*E11



5.03.52.0

0.02

NOx (g/kWh)



Fuel consumption

2-st. TL

1-st. TL

DPF

0.46

SCR

Combustion

0.1

0

100 10%

0

SC

R e

ffic

ien

cy

Ad

Blu

e c

on

su

mp

tio

n

0

40 50%

0

EG

R R

ate

ad

d.

Co

olin

g p

ow

er

SCR EGR

Euro VI

6*E11

mscoEuro VI technologies Diesel


Euro VI

• SCR only for Iveco/FPT and partly Scania, all others combination of SCR/EGR

• All Euro VI have DPF

• Electronic control of engine and aftertreatment system, NOx sensor

• Fuel mandatory <10 (15)ppm

• Maintenance: typical engine maintenance as for all electronic controlled

• Diesel engines, DPF regular maintenance (at 300-400’000km)

• LowSAPS lubricants, maintenance of sensors as specified

• OBD

mscoEuro VI technologies CNG


Euro VI

• stoichiometric combustion, spark ignition

• Some with EGR

• Multipoint port injection, direct injection

• 3-way catalyst system

• Electronic control of engine and aftertreatment system, NOx sensor

• Best fuel methane content >90%

• Maintenance: typical engine maintenance as for spark ingnition engines

• OBD

mscoMaintenance requirements


Euro IV Euro V Euro VI Euro V / VI CNG

EGR or SCR EGR / SCR EGR / SCR / DPF (EGR) / 3way Cat

Lubricating oil E9, APT CJ-4 (low SAPS)

Gas engine oil

Fuel Low sulfur diesel

AdBlue DEF Standard2-4%

Standard3-5%

Standard4-7%

DPF Maintenanceafter 300’000-500’000 km

SCR dosing unit Filter replacement

Filter replacement

Filter replacement

Breather filter Replacement Replacement Replacement Replacement

Engine general standard standard standard Standard

Sensors NOx sensor NOx sensor NOx/NH3 sensor Oxigen sensor

mscoSummary


• Euro VI regulation provides low emissions under all conditions of use, from sea level to altitude and from low tohigh temperatures

• Euro VI regulation is strongly based on in-use emissioncontrol and checked with PEMS for each engine family overthe useful life

• In-use emission emission measurement has confirmed theexcellent emission performance of Euro VI

• Euro VI is the way forward

msco


Back-up

mscoSCR – DPF Systems


mscoSelective Catalytic Reduction


NONO

AdBlue

Urea + Water

NH3 = AmmoniaNH3 = Ammonia

NO2NO2

NH3NH3 SCR CatalystSCR Catalyst

NH3NH3NH3NH3NH3NH3

NO2NO2 NONO

N2N2

NONO

H2OH2O

SCR CatalystSCR Catalyst

N2N2

H2OH2O

NONO

NO2NO2

Injection of AdBlue …(Urea – Water solution / 32.5 wt.-% Urea)with / w.o. compressed air (dosing system)

Control system connected to engine ECU

mscoEuro IV – V technologies Diesel


Euro IV

• either SCR (using AdBlue) or EGR

• Electronic controls of engine and aftertreatment system, NOx sensor

• DPF sometimes used for buses, then in combination with Oxidation cat

• Fuel sulfur best is <10ppm, 50 ppm is still ok , 500ppm detrimental for oxi-cat and EGR


• Diesel engines, in case of DPF regular filter maintenance (at 300-400’000km)


Euro V

• either SCR (using AdBlue) or EGR with DPF or the combination of both

• Electronic controls of engine and aftertreatment system, NOx sensor

• DPF used for the version with EGR only, of for bus application

• Fuel sulfur best is <10ppm, when DPF is installed also <10ppm, otherwise 50ppm could work


• Diesel engines, in case of DPF regular filter maintenance (at 300-400’000km)


mscoEuro VI Maintenance requirements Diesel


Lubricating OilACEA classification E9, APT CJ-4 (low SAPS)

FuelUltra low sulphur diesel fuel (<10 ppm sulphur)

AdBlue / DEFRefill with strandard fluid meeting specifications

DPFClean following the maintenance guidelines (usually between 300-500’000km)

Dosing unit filterReplacement in-line with maintenance guidelinesPreventing blockage of AdBlue / DEF flow in injector

Breather filterAs it is a closed system, filters must be replaced according to guidelines

mscoCNG engines layout


• Stoichiometric NG applications offer 5 – 8% lower CO2 emissions than On Road Diesel which corresponds to a operating cost saving of 25 – 30%.

• A lean burn combustion concept or the application of EGR may allow for a further reduction. Exhaust emissions, however, would not be as low as with the stoichiometric version.

Brake Thermal Efficiency

Stoichiometric Lean Burn

msco


No additional fluid on board the vehicle

Increased fuel consumption 2-stage turbocharging

Deposit formation possible, negative influence on lubricant performance

Increased cooling power installation constrains increased consumption

High EGR rates even under full load conditions

SCR

Second fluid on board, AdBlue-consumption depending on conversion rate

Engine optimised for low fuel consumption

Fuel quality sensitive (in particular sulfur)

Fuel quality sensitive at high conversion rate conditions

No negative effects on lubricant

Big volume to be installed

Limits with respect to conversion rate (temperature)

EGR

DPFFuel quality sensitive (passive regeneration)

LowSAP lubricants are required

mscoWW on-road emission standards trucks


Source: ICCT

Euro VI - International Council on Clean Transportation Mexico Euro VI... · Euro VI technologies...

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