12th Diesel Engine-Efficiency and Emissions Research Conference

Eaton Aftertreatment System (EAS) for On-Eaton Aftertreatment System (EAS) for On-Highway Diesel EnginesHighway Diesel Engines

Haoran Hu

Eaton Corporation August 22, 2006

© 2004 Eaton Corporation. All rights reserved.

Agenda

¾Challenges and Opportunities ¾ The Development of Eaton Aftertreatment

System (EAS) ¾Summary

US 2010 US 2007

US 2004

EU 5

JA 2005

Evolution of ON-Highway Emissions Regulations

Challenges and Opportunities: ¾ SCR Catalysts Requires Urea Supply Infrastructure, which Is Unlikely to be Available

for North America Market by 2009

¾ NOx Absorber (LNT) System has Higher Fuel Penalty and Durability Concerns

¾ A New Aftertreatment System Is Required

Challenges of Stringent Diesel EngineEmissions Regulations

¾ Aftertreatment Systems Are Required to Meet 2010 Ultra-low NOx Requirements

¾ Most Probable Solutions: • Urea SCR Catalysts • NOx Adsorber (LNT)

Catalysts 0 2 31

NO x g kW -1h -1

0

0.02

0.04

0.06

0.08

0.10

0.12

0.14

Part

icul

ates

g k

W-1

h -1

rtreatm ent S ystem

DPF

EG R

0

Eaton Afte

Ea

2 31

NO x g kW -1h-1

0

0.02

0.04

0.06

0.08

0.10

0.12

0.14

0.02

0.04

0.06

0.08

0.10

0.12

0.14

Part

icul

ates

g k

W-1

h-1

ton Aftertreatm ent

System

DPF

EG RU S 2010 U S 2007

U S 2004

EU 5

JA 2005

Eaton’s Innovative Solution

• NH3 Generated during Fuel Rich Regeneration Process

• Urea Is Converted into NH3 • SCR Needs NH3, not Urea

Engine Out

LNT

Urea SCR

Features: ¾ Fuel Reformer Converts HC to H2/CO During LNT Regeneration ¾ LNT Produces Ammonia During Regeneration ¾ SCR Catalyst Stores and Uses Ammonia for Further NOx Reduction ¾ Reduced Catalyst Volume and Cost ¾ Synergistic Use of LNT/SCR Catalysts ¾ Improved Durability

Eaton Aftertreatment System (EAS)

LNT NH3 SCR

Fuel Reformer

Engine out

SCR out

Chemical Kinetic Mechanism of Eaton Aftertreatment System

4 NO + 4 NH3 + O2 = 4 N2 + 6 H2O

6 NO2 + 8 NH3 = 7 N2 + 12 H2O

NO + NO2 + 2 NH3 = 2 N2 + 3 H20 SCR Catalyst

NOx NH3 O2

N2

H2O SCR

LNT

NO + ½O2 = NO2

BaO + NO2 + ½O2= Ba(NO3)2

Trapping (lean)NO

O2

O2NO2 LNT Catalyst

Regeneration (rich)

LNT Catalyst CH

H2

CO N2

CO2 NH3

Ba(NO3)2 = BaO + 2NO + 1½O2

NO + CO = ½N2 + CO2

5/2H2 + NO = NH3 + H2O

Chemical kinetic Mechanism

Fuel Reformer Catalyst H2O

CH O2

CO

H2

CH4 + ½O2 = CO + 2H2

CO + H2O = CO2 + H2

Fuel Reformer

NO

x (p

pm)

Developed Chemical Kinetic Models forSystem Simulation

Sample LNT Simulation Sample SCR Simulation 1000

400 1000 Exp NOx at SCR Inlet

Simulation 900 Exp NOx at SCR Outlet

Experiment 800 Sim NOx at SCR Inlet

300 750

NH

3 (p

pm)

NO

x [p

pm]

Sim NOx at SCR Outlet 700

600

500

400

200 500

100 250 300

200

0 0 100

60 80 100 120 140 0 0 500 1000 1500 2000 time (sec) Time [sec]

Fully Transient Kinetic Models:

¾ Kinetic Mechanisms (21 reactions) Are the Result of Extensive Research ¾ Calibrated Kinetic Parameters With Engine Test Data ¾ Excellent Tool for Catalyst Development and System Simulation

Two Fully Equipped EngineDynamometers for Development

flow

LNT

Desulfation Development

– CAT C9 2004 ACERT Engine • 350 hp @ 2300 rpm

– Reformer+LNT+SCR – Fuel Dosing System – Emission Measurement Benches

Performance Development

– DDC S60 14L Engine • 500 hp @ 2100 rpm

– Reformer +LNT +SCR – Fuel Dosing System – Emission Measurement Benches

LNT NH3 SCR

Fuel Reformer

Engine out

SCR out

NO

x C

once

ntra

tion

(ppm

)

Excellent NOx Reduction Efficiency atSteady State Test Modes

8 0 0 2 0 0 0 C 1 0 0 A ve ra g e N O x E ffic ie n c ie s L N T : 7 4 % , S C R : 4 4 % , S ys te m : 8 5 %

7 0 0 1 5 0 0

6 0 0 1 0 0 0

L N T N H 3 O u t R e fo rm e r 5 0 0 5 0 0 F u e lin g

4 0 0 0 S C R N H 3 O u t

N O x E n g O u t 3 0 0 12 .9 g /c y c le -5 0 0

2 0 0 -1 0 0 0 N O x L N T O u t N O x S C R O u t

3 .4 g /cy c le 1 .9 g /c yc le 1 0 0 -1 5 0 0

0 -2 0 0 0 5 0 0 5 5 0 6 0 0 6 5 0 7 0 0 7 5 0 8 0 0 8 5 0 9 0 0 9 5 0 1 0 0 0

T im e (s )

NH

3, p

pm a

nd F

uelin

g, g

ram

s/m

in

Engine Dyno Steady-state C100 Mode: ¾ Demonstrated the Effectiveness of NOx Reductions in Both Total NOx Conversions and

NOx Spikes (up to 50%) Reduction

¾ NH3 Generated During LNT Regeneration and Can Be Stored in SCR Catalyst for NOx Reduction

¾ SCR Can Contribute up to 20% NOx Reduction Relative to Engine Out NOx

Demonstrated NOx Reductions With 13-mode Steady State Test

NO

x co

ncen

trat

ion

(ppm

)

1000

13 Mode Average NOx Efficiencies 900 LNT: 72%, SCR : 32%, System: 81%

800 E ngine-out N O x L N T out N O x 700 SC R out N O x

600

500

400

300

200

100

0 0 120 240 360 480 600 720 840 960 1080 1200 1320 1440 1560 1680 1800 1920

T im e (sec) W R 2227D 2

Engine Dyno 13 Mode Steady-state Tests: ¾ Over 80% NOx Efficiency, Less Than 4% Fuel Penalty for MY 2004 HD Diesel Engines, and

Around 2% Fuel Penalty for 2007 Compliant Engines ¾ Significant Reduction in NOx Spikes ¾ Fuel Reformer Improves Catalyst Performance at Lower Temperature

Less Frequent Desulfation and ImprovedLNT Durability

0

0.2

0.4

0.6

0.8

1

1.2

10 20 30 40 50 60 70 80 90 100

Desulfation Interval - (Hours)

BSN

Ox

- gm

/HP-

HR

US ‘010 NTE

LNT Only LNT + SCR

~30% Reduction in Desulfation Frequency

LNT Durability Improvement by Less Frequent Desulfation:

¾ SCR NOx Reduction Compensates for Loss in LNT Performance Due to Fuel Sulfur Poisoning.

¾ Less Frequent Desulfation is Required Comparing With LNT Only Systems ¾ Improved LNT Durability by Up to 30% Due to Less Frequent Desulfation

–––––

SCR

LNT

Fuel Reformer Fuel Doser

¾ Freightliner Century Class Truck

¾ 2004 DDC S60 Engine

¾ Real-time NOx Conversions in Targeted Range

¾ Parameters Measured Include: Exhaust NOx & O2 (6 positions) Exhaust Flow Rate (2 positions) Exhaust Temp & Pressure (6 positions) Engine Parameters via J1587 Engine EGR and VNT Positions

System Performance and Integration on VehicleRoad Test

0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0.80

0.90

1.00

9:44:38 9:46:05 9:47:31 9:48:58 9:50:24 9:51:50 9:53:17 9:54:43

Time

NO

x Ef

ficie

ncy

0

50

100

150

200

250

300

350

Simulated System Size and Packaging with 2010 NOx Compliant Performance

40

50

60

70

80

90

100

1 1.5 2 2.5 3 3.5 4

(LNT+SCR) Volume divided by ESV

NOx

Conv

ersi

on E

ffici

ency

2010 NOx Compliant

Lower cost & size Higher cost & size

‘Optimized Baseline’

Based on system simulation w/ USEPA 2007 compliant engine

More Space-Efficient Than Urea BasedSCR System

Eaton Aftertreatment: LNT + SCR volume: 2x ESV (engine swept volume)

Reformer catalyst: 0.5x ESV DPF: 1.5 – 2.0x ESV TOTAL SYSTEM VOLUME: 4.0 - 4.5 x ESV

Eaton Aftertreatment System

Fuel Reformer

Fuel Doser

Engine

SCR

DPF

LNT NH3

Typical Urea SCR SystemUREA SCR: SCR catalyst: 2.5x – 3.5x ESV Hydrolysis catalyst: 0.5 x ESV DOC: 0.5 x ESV DPF: 1.5 – 2.0x ESV TOTAL SYSTEM VOLUME: 5.0 – 6.5x ESV + 4.0 – 6.0 x ESV urea tank volume

SCR

Urea Doser

Hydrolysis catalyst

Engine

SCR

Fuel Doser

DPF

Urea Tank

Fue

Urea Doser

Hydrolysis catalyst

Engine

l Doser

DPF

Urea Tank

Good for the Environment and Superior Value for Our Customers

Eaton Aftertreatment System

Fuel Reformer

Engine

�No Urea Required �Simple, Convenient in Operation �Smaller Package Size �No Weight Penalty �Single Dosing System

Typical Urea SCR System

�Urea Infrastructure Investment Required �Driver Intervention Required � Tankage/Weight Penalty Required �Penalty for “Failure to Fill” Required �Dual Dosing Systems Likely �Urea Price Volatility

Fuel Doser

SCR

DPF

LNT NH3

SCR

Urea Doser

Hydrolysis catalyst

Engine

Fuel Doser

DPF

Urea Tank

Eaton Aftertreatment SystemSummary

¾ A New Pathway to Utilize SCR Catalysts for NOx Reduction Without the Need of Urea Infrastructure

¾ An Innovative Method to Mitigate LNT Durability Concerns ¾ Demonstrated Technical Feasibility for Meeting 2010 Emissions

Regulations • Achieved Over 80% NOx Reduction Over 13-mode SET Test With Less

Than 4% Fuel Penalty for MY 2004 HD Diesel Engines, and Around 2% Fuel Penalty for 2007 Compliant Engines

• Developed and Validated Chemical Kinetic Models For System Modeling and Simulation

• H2 Generated By Fuel Reformer Improves LNT Regeneration and Desulfation Performance

• Developed Control Strategies for System Performance Optimization • Gained Experience in Desulfation, Package, Installation and System

Integration • Demonstrated NOx Reductions and LNT Regeneration During On-road

Driving Conditions

12th Diesel Engine-Efficiency and Emissions Research Conference

Questions?

Acknowledgement: The author would like to thank Eaton Corporation for its permission to publish this work, and would like to acknowledge the supports of Eaton Aftertreatment Team.

Contact: HaoranHu@Eaton.com

© 2004 Eaton Corporation. All rights reserved.