Comprehensive Emission Aftertreatment Solutions · functional reliability of the exhaust...

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You create performance We create clean air Comprehensive Emission Aftertreatment Solutions www.hjs.com

Transcript of Comprehensive Emission Aftertreatment Solutions · functional reliability of the exhaust...

Page 1: Comprehensive Emission Aftertreatment Solutions · functional reliability of the exhaust aftertreatment system. This is important for regeneration of the particulate filter and the

You create performance We create clean air

Comprehensive Emission Aftertreatment Solutions

www.hjs.com

Page 2: Comprehensive Emission Aftertreatment Solutions · functional reliability of the exhaust aftertreatment system. This is important for regeneration of the particulate filter and the

Japan

2013 2016

St IVSt III

China

2015 2019

Brazil

2015 2017 2019

St IIIA

USA

Tier 32006 2008 2015

Tier 4fTier 4i

Europe

2019

St V

India

BS II (CEV)

2008 2011

St IIISt IV

BS III (CEV)

Turkey

2011 2012

St III B St III A

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Introduction

Non-Road Emission Legislation Worldwide Trends

Whether they're installed in heavy-duty trucks, buses, constructionmachinery, forklift trucks, bulldozers or district heating plants, dieseland gas engines often have a really tough job to perform. And thanksto their outstanding performance, reliability and efficiency, they excelin their job. But there's another characteristic that's becoming evermore important: if the quality of the air we breathe is to improve, ‘vehicles and mobile machines have to be environment-friendly, too.To achieve this goal, legislators have laid down binding limit values forexhaust emissions, limits that were tightened in the last decades andwill be further reduced over the coming years. In particular, the aut-horities are targeting an effective and long-term reduction in parti-culate matter (PM), nitrogen oxide emissions (NOx) and CO2, whichmeans fuel consumption. Compliance with limits enforced to date in the non-road segment haspartly been achieved by optimising engine out raw emissions. In their

efforts to achieve this, vehicle and engine developers are essentiallyconfronted with the contradiction that a low-emission combustionprocess also has the unfortunate side-effect of increasing fuel con-sumption. By investing substantial technical expertise and effort, manufacturers tried to avoid the use of external exhaust-gas after-treatment in the past. With the current requirements of emission le-gislation, this is no longer possible. Instead, intelligent systems haveto combine the reduction of both the exhaust emissions and fuel con-sumption.

But the tightening of emission limits is intensifying the conflict bet-ween reducing particulate and nitrogen oxide emissions on the onehand and developing powertrains that are as economical as possibleon the other.

The task of developing drive systems that are both as economical andas clean as possible will be an even greater challenge in future. 2014saw even more stringent limits come into effect for heavy-duty com-mercial vehicles, such as trucks and buses, with the enactment of theEuro VI emission standard. In the USA, too, commercial vehicles arenow, since the introduction of the EPA 2010 standard, already forbid-den from emitting virtually any particulates and nitrogen oxides.

The situation is similar in the non-road sector, too, after 2011 Stage IIIBof the European Union's emission directive and the Tier 4 interimemission requirements in the USA were implemented. These were fol-lowed in 2014 by Stage IV and Tier 4 final, respectively, while the even

more stringent Stage V standard has been phased in since January2018 until January 2020 for different engine types.

In most cases, the ever more stringent legal requirements can onlybe met with the aid of additional exhaust-gas aftertreatment witheffective, low-maintenance, heavy-duty and long-life emissions re-duction systems. The conflict between fuel consumption and emission reduction can to a large extent be solved, and the latitudegained offers scope for outright optimisation of engines' fuel effi-ciency and consequently for the associated optimisation of the CO2emissions of commercial vehicles and mobile machinery.

Legal requirements

St IV

2019

Global tightening of emission limits

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The aftertreatment challenge: to meet future emission standardsNow that we more fully understand the impact of pollution on thehuman body and the whole environment – particularly in cities – andin light of the amazing rates of growth in industrial output and mobi-lity and the associated dramatic increase in energy consumption, thechallenge of reducing overall emission pollution is immense.

The HJS solution:intelligently linked technologiesIn order to meet the latest emission limits, HJS combines DOC, DPF®,SCR systems with other innovative technologies for use in variousapplications with different requirements. Here the exhaust gas tem-perature given by the application and how the end user operates itplay a central role. The temperature necessary for soot oxidation andNOx reduction is not reached by many applications. For this purpose,HJS implements both active and passive thermal management mea-sures in order to provide the necessary temperature and guaranteefull functional reliability at all times.

Another major challenge for engine manufacturers is to package theincreasingly complex exhaust aftertreatment components in the li-mited installation space of mobile machines. To solve this, HJS hasdeveloped a modular system that can be adapted to a wide variety ofengine sizes and space requirements.

Details about the latest HJS innovations, key technologies as well asour comprehensive development and engineering capabilities can befound on the following pages of this brochure.

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HJS Stage V Aftertreatment Solution

NOx Sensor

Differential Pressure Sensor

Electronic Control Unit

Oxidation Catalyst

Aftertreatment Control Unit

SCR Catalyst

Engine Control Unit

AdBlue® Tank

Display

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Tail Pipe

DOC + Mixing

SCR

ACU

SCR

Dosing unit

DOC/DPF®

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An extensive sensor architecturecontrols and monitors the entiresystem: pressure, temperatureand nitrogen oxide (NOx) sensorsfeed the control unit with all theparameters necessary for auto-nomous operation.

In addition to the reduction of car-bon monoxide (CO), hydrocarbons(HC) and carbon dioxide (CO2), theelectrically heated DOC is an im-portant element of active thermalmanagement. The electronic tem-perature control regulates thetemperature to a stable levelabove the nessesary temperaturelevel for reliable SCR-functiona-lity. Important additional function:The continuous soot oxidation ofthe Diesel Particulate Filter (DPF®)is ensured by the targeted forma-tion of nitrogen dioxide (NO2).

eCat (DOC)

The urea solution for the SCR react � , is stored in a The reducing age ammonia required action, see � and

AdBlue

The autonomous electronic sys-tem controls and monitors allelectronic components of the exhaust aftertreatment system. It activates the eDoc and eShutteraccording to requirements and en-sures optimal provision of the AdBlue® dosing quantity and diag-nostics for all system compo-nents. The system status and anymalfunctions that might occur canbe provided to the engine ECU forfurther actions.

After TreatmentControl Unit (ACU)

Sensor architecture1 2 3

The gaseous components canflow through the DPF®. The sootparticles on the other hand are re-tained and the NO2 continuouslyoxidizes the soot - "soot-free"exhaust gas leaves the DPF®.

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Active Thermal-ManagementDiesel ParticulateFilter (DPF®)

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1Many commercial vehicle applications, mobile machines and stationary appli-cations have load profiles that, owing to the low exhaust-gas temperatures,necessitate the use of active thermal management in order to guarantee fullfunctional reliability of the exhaust aftertreatment system. This is importantfor regeneration of the particulate filter and the DeNOx system, which need acertain temperature for proper functionality, especially in the light of Euro VI or stage V emission standards and their emission requirements over life time.

Established methods include burner-based systems, systems for hydrocarbon(HC, i.e. fuel) dosing downstream of the engine, downstream HC conversion ina catalytic converter or a combination of the latter two. However, the high re-quirements of today’s and future emission standards can only be partially metby engine based thermal management. HJS adapts this concept as a self-suffi-cient system architecture to exhaust aftertreatment. The HJS exhaust gas sys-tem with active thermal management (SCRT®TM) uses two interlinkedactuators to ensure that the systems can be operated even with low loadsunder all environmental conditions. This ensures best possible reduction per-formance without influencing the engine. Our latest technical approach alsoincludes an electrically heated oxidation catalyst.

Maximum efficiency and robustness – HJS systems make sure that even themost stringent emission standards cause no risk of non-compliance or ma-chine downtime!

Highly efficient aftertreatment system withactive thermal management strategies

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Ammonia is required to reduce ni-trogen oxides (NOx). The exhaustgas mixture of ammonia and ni-trogen oxides produced in the mi-xing section � is converted onthe SCR catalyst into the harmlesssubstances nitrogen (N2) andwater (H2O).

The exhaust gas temperature is raised with the aid of the electrically controlled eShutter regulator. For this purpose, the exhaust back pressure is control-led to a calibratable value. Withinfractions of a second, the eShutterposition is adjusted as a functionof the exhaust gas mass flow andexhaust gas temperature. At high temperatures and highmass flows, the e-Shutter is com-pletely opened.

A highly efficient integral insula-tion supports the temperaturemanagement of catalysts and fil-ters, thus increasing the efficiencyof the system. It’s an insulationsystem consisting of an insulationmat and a stainless-steel foil withembossed surface structure asprotection of the outer surface.Through the use of embossingtools, the insulation adapts per-fectly to the contour of the objectto be insulated.

SCR catalytic converter

n agent required ion, see � and a separate tank. ent provides the

d for the SCR re- d �.

The reducing agent carried in theAdBlue® tank � is injected intothe exhaust system according tothe NOx content determined bythe system electronics.In the following mixing section it converts to ammonia.

® tank AdBlue® injectionand mixing section

Exhaust gas throttle Insulation6 7 8 9

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HJS Swirl Cap Mixer

According to the latest emission standards, pollutant emissions in thenon-road segment must be reduced by up to 98 percent. For many en-gine manufacturers, it poses a great challenge to fit the required after-treatment components in the installation space of mobile workmachines.The Swirl Cap Mixer by HJS is a highly flexible AdBlue®/DEF mixture pre-paration system that is integrated in the DOC or DPF® output module. Inthe mixing section, the urea water solution (AdBlue®/DEF) is metered,mixed with the exhaust gas and evaporated. The diameter and length ofthe Swirl Cap Mixer are scalable in the modular system. Thus, HJS enab-les engine manufacturers to integrate the exhaust aftertreatment sys-tem into a wide variety of installation spaces. Even with a short mixingsection, the best possible evaporation is achieved - the distribution uni-formity before the SCR catalyst is very high. Highest possible NOx conversions and the minimization of critical de-posits are the result. High robustness, low CO2 and pollutant emissions - the new productfrom HJS dissolves this seemingly contradictory conflict of objectives.

Variable arrangementThe Swirl Cap Mixer is a suitable solution for all conceivable systems invirtually any power class, with variable arrangements right from thestart. Whether horizontal or vertical, a flexible installation position closeto the engine is possible. In the mixing section, a complete mixture pre-paration is achieved within the shortest possible route, which enables avery compact design.

HJS Swirl Cap Mixer

Compact SCRT® with Swirl Cap Mixer

DOC

SMF®

SCR Catalyst

Swirl Cap Mixer

AdBlue® Dosing

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Modular Kit for DPF® and SCR systems

HJS has already used modular systems for particulate filters for manyyears now. Over the course of the last years, HJS has taken advantage ofits experience with modular approaches and has developed a modularDPF®-SCR kit which can be scaled to a wide range of engine sizes andpower levels.The modular system is characterised by its very compact design, lightweight and high efficiency. The concept allows direct connection to theengine’s turbo charger outlet and therefore full utilisation of the exhaustgas temperature. The HJS competence for compact mixing section de-signs, e.g. the HJS Swirl Cap Mixer, is the key to realizing a high degree ofmodularity. Minimal exhaust gas temperature losses and the intelligentand carefully optimised designs prevent crystal deposition of urea. Fur-

thermore, the entire system is made of stainless steel, which comple-tely protects it from corrosion. For the flow distribution upstream the DOC, high requirements were setin order to optimally make use of the given surface of the catalyst and theassociated precious metal loading. The arrangement between the DPF®and SCR system can be varied by different piping and component orien-tations. Compact, close coupled or in-line systems are possible. The con-nection of the systems to the engine or vehicle can be customized.Decoupling is in many cases not required. Design can be offered includingthe complete set of sensors, mechatronic components and Aftertreat-ment Control Unit (ACU) for standalone systems.

DOC -DPF® SCR System variant example

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Due to the combustion, soot and other particulate matters are formed andpass through the exhaust gas. Those particulates will be trapped in theparticulate filter, where only gaseous components can pass through theporous structure of the filter. Soot, as one part of the particulates, will beoxidised during the regeneration. The incombustible components on theother hand will remain in the filter as ash. This ash consists of various me-tallic compounds originating from lubricant additives, trace elements inthe fuel, engine wear and corrosion products. As the ash load increases, theexhaust back pressure increases, too.

Ash build up in the DPF®directly affects fuel consumption:n Increased exhaust flow restriction and backpressuren decreased filter regeneration intervals (higher regeneration frequency)

through a reduction in filter soot storage capacity

Furthermore, the ash also reduces the regeneration efficiency in catalysedsystems, requiring an increased reliance on active regeneration measuresor higher temperature operation for successful passive soot oxidation. Inorder to avoid high back pressure and increased fuel consumption, the se-lection of a filter type, which can handle ash loading more efficiently, is akey factor.Due to the unique design approach, the HJS SMF® has significant advan-tages in comparison to honeycomb filters with respect to ash loading ca-pacity and cleanability, which results in a significantly lower total cost ofownership (TCO) over its life time. The theoretical ash loading capacity isapprox. 1.8 times higher, which leads to 25 - 30 % more mileage betweenthe cleaning cycles. A second key factor is the cleanability. The design ofthe SMF® allows access to the stored ash and thereby the possibility toremove the ash with pressurized air or water by more than 99 %. Due to theunlimited cleaning cycles of SMF® in combination with long cleaning in-tervals, the cleaning of the filter can be done locally and doesn’t have to besent to a special cleaning company.

SMF® – Sintered Metal Filter

Cleaning Ceramic Filter Cleaning SMF® (Sintered Metal Filter)

Shipping

Cutting

Heating

Cleaning success: approx. 90 %

Welding

Shipping

Specialised filter cleaner; Duration: approx. 3 - 4 days

Dismounting

Cleaning success: 100 %

Mounting

Possible in local workshop; Duration: approx. 1 hour

100 %

CeramicØ 5.66“ x 9“

SMF®

1.8 m3 (Ø 5.66“ x 9“)

185 %

The higher ash storage capacity results in higher possible mileages between cleaning cycles within a range of 25 - 30 %.

Comparison ash storage capacity

HJS SMF® Sintered Metal Filter

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HJS Product Development Process

Development tools and methods

ConceptPhase

A-SamplePhase

B-SamplePhase

C-SamplePhase

D-SamplePhase SOP

STAR

T

Conceptrelease

Based on the design review and a CFD analysis (without model)

First functional prototype Off-tool parts, all technical require-ments met (including durability)

B-Sample meets all technical requirements (except durability)

Initial sample parts

A-Samplerelease

B-Samplerelease

C-Samplerelease

D-Samplerelease

R&D is at the centrepiece of HJS. HJS is committed to innovation, qualityand reliability in everything it does or sells. To guarantee product perfor-mance on one hand and durability on the other, HJS makes use of state-of-the-art engineering methods, tools and facilities. Besides experience and

technical competence, transparent processes towards customers andlegal authorities are essential to assure sustainable compliance with in-creasing emission challenges worldwide.

HJS uses the same CAD systems as its clients, plus a selection of simula-tion and calculation programs. The flow mechanics (backpressure anduniformity), strength and acoustic properties are optimised very early onin the project. Proven methods and tools as Computational Fluid Dyna-mics (CFD) and the Finite Element Method (FEM) are used to obtain a highlevel of product maturity at a very early stage to avoid additional and ex-cessive development work.This enables us to speed up development and cut costs, particularly when

it comes to highly complex tasks such as optimising 2-phase flows usingvaporised media like AdBlue®/DEF or diesel. If, for example, the exhausttemperature is to be raised to 650°C by injecting diesel fuel downstreamof the engine and using a diesel oxidation catalyst, high levels of uniformityin the distribution both of the exhaust gases and the hydrocarbons mustbe ensured, because the DOC could otherwise potentially suffer undesi-rably high thermal loading in the event of unfavourable local combinati-ons of exhaust mass flow and fuel mass flow.

Development tools such as FMEA (Failure Modes and Effects Analysis) and the Design Verification Plan and Report (DVP&R, for short) are constituent

parts of all development phases.

Verification of the development results is conducted on a wide range of different test benches. The main verification tests are:n Flow mechanics test on flow benchn Fatigue strength test on hot-shake test benchn Function tests of the entire system, conducted on the engine test bench

Final testing to verify the overall system installed in the vehicle is conducted in cooperation with the client. This approach enables us to deliver develop-ment results within even the tightest time schedules and target costs.

Hot gas test bench Synthetic gas laboratory FEM CFD

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Development in accordance with V processAs a recognised standard that is widely used by vehicle and engine ma-nufacturers alike, the V process is employed by HJS in the developmentof its control unit platforms. We have systematically built up and ex-panded our expertise in this field over the past years, to such an extentthat the first model-based software versions are already tested and op-timised very early on in the project in field trials, with the aid of rapid con-trol prototyping. The result is a new generation of control units that setsthe benchmark for platform control units in the exhaust-gas aftertreat-ment segment.

Owing to the huge number of different vehicles, machine and engine va-riants in the on-road and non-road sectors and the resulting number ofsystem variants, a way must be found to minimise the amount of time, re-sources and costs spent on each individual application. This is why thedevelopment path known as "Standalone Diesel Emissions Aftertreat-ment" is being followed, which, through the use of functionally combi-nable modules, provides the necessary degree of flexibility to achievethe best application.

Step 1: System definition (main variant) Formulation of the requirement profile based on the raw emissions andof the emissions target. Based in turn on this requirement profile, theright system configuration is determined by carrying out simulations.

Step 2:Model-based calibrationThe system configuration defined is assigned further detail and para-meters in the simulation environment. The exhaust-gas aftertreatmentsystem mapped as a model in this way is then linked with the models ofthe control unit modules and an emission simulation.

A computer-aided pre-calibration of the control units is then conductedon this basis.

Step 3: System intergrationIn this step, the system is actually integrated and put into operation.

Step 4: Pre-calibrationBased on selected operating points, initial validation of the system de-veloped and of the pre-calibration is carried out and the approach defi-ned ensured in the process.

Step 5: Fine calibrationIn the fine calibration step, the focus is put not only on the emission characteristics but also on optimising variables such as efficiency, costeffectiveness and monitoring strategies (OBD).

Step 6: ValidationThe final step consists of checking if all aspects have been satisfied. In addition to the points already mentioned, this includes also long-termdurability testing under even the harshest environmental conditions.

Development expertise: Controls Units and Software

Modular SW conceptThanks to the distinct modularity of the software, it is possible to assemble a perfectly scaled system to satisfy any customer’s demand. The high-levelsoftware consists of a large number of modules, each module having been developed specifically to the respective requirements. These are implemen-ted in the overall architecture/API by means of sub-APIs (Signal Conditioning, SCR, DPF®, etc.)

Development expertise: Applications

1. System definition (main variant)

2. Model-based calibration

3. System intergration

5. Fine calibration

6. Validation

4. Pre-calibration

HJS Engineering and Development Approach

HJS ACU (Aftertreatment Control Unit)

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Development expertise: Acoustics, Piping and Decoupling

Limits governing pollutant emissions such as particulates and nitrogenoxides are not the only regulations applicable to commercial vehiclesand mobile machinery. These applications are also subject to regulationsstipulating noise emissions. One example in the case of mobile machineryis the EU Directive 2005/88/EC „Noise Emission in the Environment byEquipment for Use Outdoors”. This directive requires that a machineequipped with an exhaust gas aftertreatment system has to be fittedwith an additional silencer if necessary.

HJS has more than 40 years of extensive know-how in the field of acoustic components and silencers for industrial applications – particulary in relation to the six crucial requirements for acoustic components: exhaust backpressure, surface-borne noise, orifice noise,service life, weight and cost.An acoustic component is manufactured specifically for a respective ap-plication in line with these requirements.

There is a choice of three options: n a reflexion (or baffle) silencern an absorption silencern a combination of these two

HJS has developed a modular range of components that alowes givesthe flexibility to design a solution customised specifically to each custo-mer's needs. The range of folded standard silencers is available in dia-meters of up to 300 mm and lengths of 600 mm. Silencers with an ovalshape of 340 x 530 mm and a length of up to 1250 mm can also be sup-plied. There are also welded versions for engine power outputs exceeding600 kW. Another specialty of HJS is the design, production and homolo-gation of silencers with integrated aspirators. Calculation tools for linearand non-linear optimisation methods are being used. Spectral examina-tions using low-reflection engine test benches and roller dynamome-ters are just as feasible as mobile measurements for evaluation ofcustomers' requirements.

All in all, HJS offers the entire range of acoustic components required fornon-road machinery:

1. Standard exhaust systems (front pipes, vibration isolating elements,silencers and tailpipes) for machines for which future legislation does not require exhaust aftertreatment systems

2. Add-on components for HJS exhaust aftertreatment systems, with optimised acoustic components for compliance with the limits

3. Integration of AdBlue®/DEF mixing sections, particulate filters and catalytic converters, which are certified and supplied together with engines

A newcomer to the HJS portfolio is the insulated decoupling element (flex hose), which is available in two different material choices for theinsulation: stainless steel hose or a elastomeric hose. An insulation matis used for both versions.Extensive tests with an inlet temperature of 600°C under realistic con-ditions have shown that the insulation causes a 30°C higher exhaust gastemperature at the pipe outlet (568°C) compared to the same pipe witha non-insulated decoupling element (538°C) - while keeping the crucialflexibility of this component. The external surface temperature of theinsulated flex hose confirms this result: it’s significantly lower than wit-hout the HJS insulation (190°C vs. 444°C).

HJS TIGHT - Thermal Insulated Gas Hose Technology

SQE SQS

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HJS Emission Technology Dieselweg 12 Telefon +49 2373 987-0 E-Mail [email protected] & Co. KG D-58706 Menden/Sauerland Fax +49 2373 987-199 Internet www.hjs.com

Into a clean future with HJS Emission Technology

n Technologies for diesel, gasoline and CNG/LPG engines

n Systems for NOx- and particulate reduction

n Products for OEM and retrofit