MEASUREMENT CHALLENGES FOR MODERN HEAVY DUTY … · direct measurement technique is not well suited...

MEASUREMENT CHALLENGES FOR MODERN HEAVY DUTY ENGINES Brian Mace | Market Manager | HORIBA Automotive Test Systems

© 2016 HORIBA, Ltd. All rights reserved

1 HORIBA Corporate Outline

2 Heavy Duty On-Highway Vehicle Standards

3 Incremental Changes in Measurement Techniques

4 Engine Technology for NOx Below 0.1 g/kWh

5 The Value of In-Service Conformity Programs

6 HORIBA On-Board System OBS-ONE

Agenda

FADEEAC | 30-November-2017 2

HORIBA Corporate Outline global business segments


Automotive Test Systems

Process & Environmental

Medical

Semiconductor

Scientific

( ) =Segment Sales in MUSD

(Sales of FY2016)

Sales Breakdown by Segment

% = Segment Sales Ratio

Scientific 25.7 （220）

Semicon 38.8 （333）

Medical 26.5 （228）

P&E 16.7 （143）

Automotive 62.2 （534）

37%

10% 16%

23%

15% Sales: 170.0 B.JPY (1.46 BUSD)

HORIBA Major Global Sites


Production

R&D Oberursel, Darmstadt, Germany (Automotive, Process & Environment, Semiconductor, Scientific)

Olomouc, Czech (Automotive)

Kyoto, Japan (Automotive, Process & Environment, Medical, Semiconductor, Scientific)

Ann Arbor MI, USA (Automotive)

Edison NJ, USA (Scientific)

Sunnyvale CA, USA (Semiconductor)

Sao Paulo, Brazil (Process & Environment, Medical, Scientific）

Irvine CA, USA (Automotive, Process & Environment, Medical, Semiconductor, Scientific)

Aso, Japan (Automotive, Process & Environment, Medical, Semiconductor, Scientific)

Shanghai, China (Automotive, Process & Environment, Medical, Semiconductor, Scientific)

Northampton, UK (Automotive, Process & Environment, Semiconductor, Scientific)

Montpellier, France (Medical)

Saclay, France (Semiconductor, Scientific)

Longjumeau, France (Semiconductor, Scientific)

India, New Delhi (Automotive, Process & Environment, Medical, Scientific)

Shiga,Japan/HORIBA BIWAKO E-HARBOR (Automotive, Process & Environment, Medical, Semiconductor, Scientific)

Nuneaton, UK (Automotive)

Heavy Duty Vehicle Standards Argentina: model year 2006 and later emissions standards


Source: DieselNet (https://www.dieselnet.com/standards/)

https://www.dieselnet.com/standards/

-77% -43%

-67%

EU

-55% -71%

-90%

US

(20.8) (20.8)

Units: g/bhp-hr (g/kWh)

(0.19) (0.19)

(0.27) (0.03)

(0.01) (0.01)

Heavy Duty Vehicle Standards EU & US emission standards for heavy duty on-highway engines


-41%

CARB optional

Indicates aftertreatment technology forcing (LNT, SCR, DPF, etc.)

Source: DieselNet (https://www.dieselnet.com/standards/)

https://www.dieselnet.com/standards/

Incremental Changes in Measurement Techniques

Direct (Raw) Sampling NOx emissions from SCR equipped engines tend to

accumulate in short duration peaks (breakthrough) once the catalyst is hot, making time alignment with exhaust flow very critical for accurate mass calculation

For this reason, direct measurement technique is not well suited for modern NOx reduction technologies

Constant Volume Sampling (CVS) Continue to use continuous dilute sampling method

System Improvements:

Lower range, faster response analyzers

Tighter control on analyzer interferences

Reduction in leakage

Reduction in residuals via material selection and temperature control

Improved flow control and monitoring

Improved water management and accounting

Computational Improvements:

Real time water accounting

Real time dilution ratio accounting

Corrections for analyzer drift

Euro V to Euro VI or US 2010: traditional approaches for approximately one order of magnitude reduction in HC, NOx and PM


Incremental Changes in Measurement Techniques CARB position on additional NOx reductions


US EPA affirms CARB position in a December 2016 response to petition:

“On December 20, 2016, EPA responded to petitions submitted by 20 state and local government agencies from across the country and other organizations. EPA’s response acknowledges that there is a need for further NOx reductions from heavy duty on-road trucks, buses, and other vehicles to reduce adverse health impacts from ground-level ozone and microscopic airborne particles...”

CARB is likely to mandate sub 0.05 g/bhp-hr NOx standard along with new Phase 2 greenhouse gas regulation to be published in 2018

tons

per

day

Sources: SCAQMD (https://www.slideshare.net/ccsemedia/scaqmd) , US EPA (https://www.epa.gov)

https://www.slideshare.net/ccsemedia/scaqmd

https://www.epa.gov/


Summary of a Southwest Research Institute report to the Truck and Engine Manufacturers Association on very low NOx measurement issues (March, 2016)

Primary Challenge: Cold start NOx concentrations are projected to be similar to current production engines, so analyzer turndown, accuracy and drift are critical

Reference Method: Continuous Dilute Constant Volume Sampling (CVS)

Determination: feasible

Current analyzer technology can meet the required turndown, drift and stability performance

Determining engine intake airflow by chemical balance calculation may induce a positive bias in background mass determination; measuring airflow is recommended

Variations in background NOx concentration can be problematic; proportional background sampling is presented as a possible countermeasure

Possible Alternative: CVS with Bag Sampling Proven method for light duty vehicles (US SULEV)

HC measurement via continuous sampling

Primary benefit: eliminates high turndown necessary for continuous measurement, potentially lower variability

Primary deficit: additional equipment and increased test time due to additional bag sampling

Possible Alternative: Partial Flow Sampling Proven method for light duty vehicles (US SULEV)

HC measurement via continuous sampling

Primary benefit: smaller installation, lower cost

Primary deficit: requires high accuracy engine exhaust flow measurement

potential measurement techniques for NOx standards below 0.1 g/kWh


Source: SwRI project number 03.20433 final report, March 2016


Current CVS technology fills ambient bags at a constant flow rate determined by bag volume and test length

PAS ambient bag fill is proportional to actual dilution air flow rate; flow is controlled by mass flow controllers

proportional ambient sampling (PAS) for continuous dilute method



Hypothetical diagram, not based on any current product

HC measurement is still continuous dilute method

Bag fill rate is proportional to engine exhaust flow rate; high accuracy engine exhaust flow measurement required

Gaseous sample is diluted at a fixed ratio

Dry synthetic gas can be used for dilution

Additional second stage of dilution for PM sampling is possible

Inclusion of PN measurement system is possible

partial flow sampling method


Engine Technology for NOx Below 0.1 g/kWh

Diesel Demonstration Engine Base technology: 2014 Volvo 13 liter turbo-compound

Multiple aftertreatment technologies and configurations were evaluated

Final configuration:

− Passive NOx adsorber (PNA)

− Mini burner for supplemental heat (MB)

− DEF injection system

− SCR-on-filter (SCRF) catalyzed DPF

− Flow-through SCR

− Ammonia slip catalyst (ASC)

Demonstrated NOx performance with catalysts aged to projected useful life:

− 0.046 g/kWh composite US FTP

− 0.048 g/kWh composite WHTC

Performance with green catalysts ~0.013 g/kWh

Some tradeoff with GHG performance due to requirement for supplemental heat

CARB technology evaluation project – diesel engine


Source: CARB (https://www.arb.ca.gov/msprog/hdlownox/hdlownox.htm)

https://www.arb.ca.gov/msprog/hdlownox/hdlownox.htm

Engine Technology for NOx Below 0.1 g/kWh

Natural Gas Demonstration Engine Base technology: 2012 Cummins ISX12-G

Final configuration:

− Addition of three-way catalyst

− Advanced air-fuel-ratio control

− Cold-start warmup strategy for optimal catalyst performance

Demonstrated NOx performance with catalysts aged to projected useful life:

− 0.013 g/kWh composite US FTP

− 0.015 g/kWh composite WHTC

Diesel vs. Gas Engines – Practical Considerations Benefits – diesel

− Fuel supply infrastructure already exists

− Service infrastructure already exists – incremental technology change

Challenges – diesel − Unproven catalyst technology, feasibility demonstration

− Lifecycle total cost of ownership likely higher

Benefits – gas engine − Proven catalyst technology with less complexity

− Lifecycle total cost of ownership may be lower

Challenges – gas engine − Fuel supply infrastructure lacks capacity

− Service infrastructure is limited, but would scale with engines sales

CARB technology evaluation project – natural gas engine


Source: CARB (https://www.arb.ca.gov/msprog/hdlownox/hdlownox.htm)

https://www.arb.ca.gov/msprog/hdlownox/hdlownox.htm

Engine Technology for NOx Below 0.1 g/kWh engines already certified to the CARB optional low NOx standard


All engines meeting current EPA GHG standards AND the CARB optional low NOx standard

Most engines are natural gas fueled, two propane and one gasoline

Most engines considered medium duty for US utilization, not viable for long-haul trucking

However, Cummins has announced 12 liter natural gas ISX engine:

− Likely suitable for long-haul trucking

− Undercuts the current NOx standard by 90%

Very clean gas engines are available now for markets that can provide the necessary fueling infrastructure!

The Value of In-Service Conformity Programs

HDV: Existing in-service conformity program for on-highway heavy duty diesel engines (HDIUT)

HDV: Manufacturer supplied data surfaces problems with the program, but EPA and CARB are aware and considering countermeasures

LDV: Admission of cheating by VW was an embarrassment to regulators due to the duration prior to discovery

LDV: Changes to the certification process were implemented as countermeasure, but no RDE or in-service conformity program is planned

Off-Road: In-service conformity program for NRMM is desired by EPA and CARB, but timing is not defined

Situation in the US


LDD HDD

The Value of In-Service Conformity Programs

HDV: Existing in-service conformity program for on-highway heavy duty diesel engines

LDV: Rapid introduction of RDE legislation for light duty passenger vehicles due to large disparity between type approval and real-world emissions performance

Off-Road: Implementation of in-service conformity program for NRMM is underway

Bottom Line: air quality improvements based on reduction in type approval standards cannot be assumed, real-world validation

is important

Situation in Europe


LDD

Emissions limits vs. on-road measurements (g/km)

HDD

Euro VI

NOx/CO2 ratio

Graphics source: The ICCT (http://www.theicct.org/)

Euro V

http://www.theicct.org/


OBS-ONE-GS OBS-ONE-PN OBS-ONE-PM

Measurement principle

Heated NDIR Heated (dual) CLD Heated (dual) FID

CPC (Condensation Particle Counter) Gravimetric filter method in combination with real time signal of DCS (Diffusion Charging Sensor)

Components CO, CO2, NO, NOx (NO2), THC, CH4, (NMHC)

Particle number Particulate mass

Features

In house technology Hot, wet measurement of all gas components no cooler, no correction calculation from dry to wet, fast response time of analyzers

Technical leadership due to most advances CPC on the market (optimized system design for mobile applications) Excellent correlation to PMP compliant counters

Real time measurement with high sensitivity Reliable proportional sampling under transient flow conditions

Legislation EU LDV: NOx, CO1

EU HDV: NOx, CO, THC, NMHC, CH4 ²

US HDV: NOx, CO, THC, NMHC, CH4

EU LDV: x EU HDV: --- US HDV: ---

EU LDV: --- EU HDV: --- US HDV: x

1 without emission limit 2 CNG

HORIBA On-Board System OBS-ONE product features

Certification LDV and HDV RDE LDV legislation (EU) US HDV legislation CFR 1065 Subpart J EU HDV legislation No 582 / 2011 (EU)

In-Service Conformity (ISC) Survey of exhaust gas values during use

Research and Development Engine / vehicle calibration Road to rig Environmental research

NRMM Non road mobile machinery


HORIBA On-Board System OBS-ONE applications

MEASUREMENT CHALLENGES FOR MODERN HEAVY DUTY … · direct measurement technique is not well suited...

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