Cummins technology for Euro iv engines

Cummins Technology

Euro 4 & 5

Emissions Solutions

Dec 12th 2008Hong Hong

Jonathon WhiteChief Engineer – Engine BusinessCummins, East Asia

2

AgendaAgendaAgendaAgenda

� Cummins Inc. – Overview

� HD Diesel Engine Emissions

� Clean Diesel Technologies

� Cummins Euro 4 and 5 Products

3






4

Who We Are

� Largest independent diesel engine maker

� Diesel and alt fuel engines, gensets and related components

� Over 1,200 OEMs, powering more types of equipment in more markets than any other engine company

5

Diversified Global Power Leader

Engines PowerGeneration

Components Distribution

Four Complementary Businesses

6

Broad Engine Product Range

� A major expansion of the range since the late 1990s with twice the number of engine platforms.

� Diesel engine range from 1.4 to 78 litres� 15 platforms listed on chart – 8 of these added since late 90s: A Series, B3.3,

QSX15, QSK23, QST30, QSK45, QSK60 & QSK78� A further 3 new automotive platforms under development for release in 2009.

7

Diversified Global Power Leader

Engine Applications

8

Leading Technology

Technical Capability

� Unrivalled global resources with 19 Technical Centers in 8 countries

� 340 test cells in 35 locations, with 88 cells at the main technical facility Columbus, Indiana

� $329 million R&D investment during 2007

� Expertise with Analysis-Led Design

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10

On-Highway Emissions - 2011

EPA EPA EPA EPA ‘‘‘‘10101010

EURO IVEURO IVEURO IVEURO IV

EURO VEURO VEURO VEURO V

EPA EPA EPA EPA ’’’’04/04/04/04/

EuroEuroEuroEuro

EPA EPA EPA EPA ’’’’04/04/04/04/

EuroEuroEuroEuro

EPA EPA EPA EPA ’’’’04/04/04/04/

EuroEuroEuroEuro

EPA EPA EPA EPA ’’’’04/04/04/04/

EuroEuroEuroEuro

JE JE JE JE ‘‘‘‘09090909JE JE JE JE ‘‘‘‘09090909

EURO IIIEURO IIIEURO IIIEURO IIIEURO IIIEURO IIIEURO IIIEURO III

11

Evolution of On-Highway

Standards EPA & Euro

PARTICULATE [g/HP-hr]

0.010.01 0.100.10

0.20.2

1.21.2

2.52.5

4.04.0

5.05.0

EPA 1994

EPA 1998

EPA 2004

NO

x

[g/H

P-h

r] [

g/K

w-h

r]

Euro 2

Euro 3

EPA 2010 (Euro 6 ?)

EPA 2007

Euro 5 2009 (Europe)

Euro 4 2006 (Europe)

0.02 0.10 0.15

2.0

3.5

5.0

7.0

PARTICULATE [g/Kw-hr]

12

0.0 0.01 0.1

Euro III 2001

EU Stage IIIA 2006

3.7

2.6

1.5

.2-.4

Euro IV 2006

Euro V 2009 EU Stage IIIB 2011

EU Stage IV 2014

3.0

1.5

0.3

0.0 0.015 0.15

NO

x g

/hp

-hr

NO

x g

/hp

-hr

� Convergence of EU emissions

Emissions Alignment

tbd Euro VI 2014 proposed

Most stringent emission levels shown for >173 hp (129 kW)

Emission levels in grams per horsepower hour for comparison for EPA

PM g/hp-hr PM g/hp-hr

13

g /

k W

. h

r

*

PM

scale

x10 *

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

2010

0

2

4

6

8

10

12

14

16

-43%-12%

-29%

-30%

-43%-56%-33%

-80%

-86%

NOx-95%

PM

18 years 13 years

Euro 1 Euro 2 Euro 3 Euro 4 Euro 5Euro 0

Emissions Reductions - Europe

14

= =

= =

Euro 5Euro 4Euro 3Euro 2Euro 1

Equivalent Bus emissions

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OBD - On Board Diagnostics

� A detection system intended to alert the driver of component or system failures for the life of the vehicle or engine which can adversely affect emissions

� A continuous “emissions” test being conducted by the engine controller while the vehicle is being driven under normal in-use driving conditions.

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Engine Monitors – Emission Thresholds• Fuel system• EGR/air handling systems• Sensors & actuators, lamps, switches …

Aftertreatment Monitors – Emission Thresholds• SCR / Urea• DPF, DOC

Service InformationRequirements

• Service tools•3rd party

• Ease of repair

ECM• Monitors/algorithms• Fault recording

MIL Lamp

Vehicle System Monitors• Cooling system• Vehicle sensors, actuators, switches, malfunction-indicator lamp

On-Board Diagnostics

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Ultra-LowSulfur

Diesel(ULSD) Fuel

Ultra-LowSulfur

Diesel(ULSD) Fuel

EquipmentIntegration

EquipmentIntegration

EngineTechnology

EngineTechnology

AftertreatmentAftertreatment

� All four key elements needed to achieve Future Emissions

are interdependent

� Drives the need for an integrated systems solution

The Emissions Challenge

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Integrating Technologies for Clean Air

Air HandlingElectronic Control

and Monitoring

Fuel Systems

Exhaust Aftertreatment

CombustionTechnology

Air, Oil, Fuel, Urea and Water Filtration

Turbo

Technologies

Emission

Solutions

Fuel

Systems

Filtration

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Fuel Lube Coolant

Crankcase

Ventilation

Filters

Turbocharger

Systems

Air Intake

Systems

Engine Filtration Systems

Aftertreatment

Systems

Exhaust Systems

Integrated Sub-Systems

� Cummins in-house technology from air intake to exhaust

� Ensures a fully integrated, more effective emissions solution

High Pressure Fuel

Systems

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Integrated Control

�ENGINE + A/T + TRANSMISSION + VEHICLE

�Cummins electronic control modules enable higher capacity & faster processing speeds

� In-house design of core programs & algorithms

� Seamless electronic integration enhances operating reliability & faster diagnostics

� Highly robust ECM, wiring harness & sensor design

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Diffusion Flame Combustion Kinetics

0 500 1000 1500 2000 2500 3000

1

2

3

4

5

6

0

ElementalCarbon

PM

NOx

Sulfur Trioxide

Ign

itio

n Z

on

e

Hyd

rocarb

on

Ald

eh

yd

es

CO

Gas Temperature (K)

Equiv

ale

nce R

atio

PM Oxidation

Conventional Combustion

Advanced Combustion

Mix

ing

Lin

es

Later injection, EGR or more homogenous combustion

High injection pressure + better mixture for more homogenous combustion

350K, Fuel

950K, Air

825K, Pre mix

1600K, Rich burn

2700K, Diffusionflame

Rich Fuel/Air

Mix ΦΦΦΦ ~ 5

Rich Fuel/Air

Mix ΦΦΦΦ ~ 3

Rich Fuel/Air

Mix ΦΦΦΦ ~ 1

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Fuel Systems

High Pressure Common Rail

� Increasing pressure capability (1800 bar +)

�Provides more precise control of the combustion process. Multiple Injection Capability.

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Speed

Boost

Fixed Geometry Turbocharging

Wastegate Turbocharging

(4 Stage)

Variable GeometryTurbocharging

Pumping Losses

Increased Air/Fuel Ratio

� Cummins variable geometry turbocharger with patented sliding nozzle design

� Improves boost efficiency across all engine speeds/loads

� Proven technology. Integral component for EGR engines.

Cummins VGT

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Cummins CEGR

� Cooled Exhaust Gas Recirculation

enables very efficient NOx reduction

� Over 600,000 Cummins engines in-service with cooled EGR since 2002

� Cummins short-loop system brings EGR directly back to cylinder – avoids long route through turbo, CAC & DPF

EGR Cooler

EGR

Crossover EGR valve

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NOx Reduction - EGR

Recirculates the exhaust gas back into the cylinder reducing oxygen concentration. This lowers combustion temperature to reduce the formation of Oxides of Nitrogen (NOx)

Upgraded cooling package mitigates increased engine heat rejection

Control valve modulates the % EGR returned to cylinder

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Aftertreatment - DPF

Diesel Oxidation Catalyst(initiates passive regeneration)

Diesel Particulate Filter

Clean exhaust

DPF removes Particulate Matter

ECM controls engine & DPF

HPCR fuel injection (initiates active regeneration)

� Diesel particulate filter acts as a single integrated system with the engine

� Surface area of the filter is equal to that of two football fields – providing a huge holding capacity

� Efficient regeneration enables long service intervals before filter cleaning of residual ash

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Step to filtration activity:

porous layer made of sintered metal fiber fleece

Partial Filter (POC)

� Reduces PM about 50%

� Effective at removing unburned fuels and lube (soluble organic fraction) and some insolubles

� Compatible with higher level sulfur fuels (<500ppm)

� Maintenance free (if less than 500ppm sulfur

fuel used with well maintained engine)

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Aftertreatment - SCR

The urea-water solution (AdBlue in Europe) is a clear liquid, non-hazardous & non-flammable with a 12 month shelf life. Heaters are required to prevent urea freezing at 11ºF (-11ºF)

Urea Solution

Urea solution is injected ahead of the catalyst. This converts to ammonia in the exhaust stream above 392ºF (200ºC)

The ammonia reacts with Oxides of Nitrogen (NOx) over the SCR catalyst to form harmless nitrogen & water

Urea is injected at a ratio of typically 5% to diesel fuel use, depending on duty cycle. Urea tank sizes vary, but must be refilled to ensure emissions compliance

Selective Catalytic Reduction

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Post-SCR Oxidation Catalyst

(“AMOX”) – Euro IV to Euro V

� AMOX catalyst is most often ‘zone-coated’, meaning the SCR catalyst and AMOX catalyst share the same physical substrate

SCR Catalyst

T

NOX

NH3 Slip Cat

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Integrating Technologies

-Flow DistributionCFD Request No.:

CFD Engineer: Phone: Email:

Analysis completed on:

Device Nelson P/N: Rev.: A

Inlet/Outlet configuration: SIEO

Inlet Type:

Distance from substrate face: 0.5 in.

Exhaust flow rate (@ peak power): 1670 CFM

Exhaust temperature (@ peak power): 600 deg. F

INSERT CONTOUR PLOT OF INLET VELOCITY PROFILE HERE

INSERT CONTOUR PLOT OFOUTLET VELOCITY PROFILE HERE

CFD Analysis for Aftertreatment Devices

Perf. Tube

931-372-9819 [email protected] Sharp

00000

Analysis Results Data Sheet

29331A

velocity profile (ft/s) across inlet and outlet of substrate

Flow Distribution

Velocity at Inlet of Substrate (ft/s)

Velocity at Outlet of Substrate (ft/s)

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-System Analysis Tools

DesignCalculations

Embedded

Dynamic System

2D CFD

1

Slower

Faster3D CFD

Execution Speed/Real Time

1000.10.010.0001 0.001

SimulinkBOOST

FIRE

FIRE

Fluent

More DetailLess Detail

MATLAB 7.0.lnkMatlab

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- Structural Testing

34

� Using either system requires a combustion recipe to optimize PM or NOx reduction

� May require both systems at Euro 6

Exhaust Aftertreatment

Exhaust Aftertreatment Options

Diesel particulate filter -or- Selective catalytic reduction

Optimized combustion

Exhaust gas recirculation Optimised Combustion

NOx control PM control

NOx controlPM control

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Technology Options

NOx g/kWh

9863210 1074 5

0.04

0.06

0.08

0.10

0.12

0.14

0.16

0.18

PM

g/k

Wh

0.02

0

Euro 5

Euro 3

Euro 2

DPF

EGR

SCR

PM-optim

ised

combustion

Euro 3 NOx -PM trade off

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Technology and Fuel

� Emissions reduction technologies are impacted by sulfur levels in fuel

– Conventional combustion accepts > 350 ppm

– EGR technology accepts < 350 ppm

– SCR technology capable < 500 ppm**

– PM DOC technology accepts < 500 ppm

– PM DPF technology capable < 30 ppm

** Cummins SCR solutions validated to >1500ppm

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38

Emissions Technologies

- Cummins in World Market

EPA 07/10 Pickup Truck

EPA 07 Truck & Bus

EPA 2010 Truck & Bus under development

Euro IV Truck & Bus 06

Euro V Truck & Bus 09

EPA Tier 2 > 751 hp

EPA Tier 3 / EU Stage IIIA

ApplicationIn-Cylinder

Only

Cooled EGR

NOxAdsorber SCR

PM Filter

EPA Tier 4 / EU Stage IIIB under development

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Highly

Sociable

Highly

SociableLow Initial

Cost

Low Initial

Cost

Smart Power

Smart Power

FuelEfficient

FuelEfficientLow

Maintenance

LowMaintenance

Reliableand

Durable

Reliableand

Durable

HighPerformance

HighPerformance

Market RequirementsMarket RequirementsMarket RequirementsMarket Requirements

---- Truck and BusTruck and BusTruck and BusTruck and Bus

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EGR EGR EGR EGR vsvsvsvs SCRSCRSCRSCR

� EGR Pro’s

� Self contained package

� No onboard reagent

EGR Con’s

� Increased engine cost

� Engineering challenges

� Worse fuel economy

� Power density limited

� Low sulphur fuel is required

� High heat rejection (+25% over Euro3)

� PM filtration

SCR Con’s

� AdBlue

– Packaging

– Infrastructure

– Cost of AdBlue

SCR Pro’s

� Power density

� Lower heat rejection

� Engine simplicity

� Fuel economy improvement

� Service interval improvement

EGREGREGREGR SCRSCRSCRSCR

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Why SCR not EGR for Euro 4 and Euro 5?

1. SCR provides the lowest operating cost solution.

2. SCR enables up to double the oil drain interval of Euro 3 engines. EGR products will struggle to maintain Euro 3 oil drains

3. Future Proof – Euro 4 and Euro 5 from one technology platform.

4. 10% differential in fuel economy between a Euro 4 EGR and SCR engine in favour of SCR.

5. Lower stress on the SCR engine due to lower operating temperature which will translate to improved durability

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Does SCR work in bus duty cycles?

�SCR is a temperature dependant process and dosing does not start until ~ 200˚C.

�PM traps are also temperature dependant. They require 350˚C periodically for regeneration.

�A significant portion of our Euro IV development program has focused on ensuring that the system works even on the most difficult duty cycles.

� ISBe4 was the first Euro IV power unit ‘qualified’ by TFL – Transport For London.

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Real world NOx ReductionsReal world NOx ReductionsReal world NOx ReductionsReal world NOx Reductions

40%

Eu

ro 4

Eu

ro 3

bu

s

g/k

m

44

Euro IV Lowers Operating Costs

Midi bus

Full size

single deck Double Deck bus

Annual Mileage (miles) 50000 50000 50000

Operating hours per day 13.5 13.5 13.5

Average speed (mph) 8 8 8

Fuel consumption Euro 3 (mpg) 6.2 6 5.5

Fuel consumption Euro 4 (mpg) 6.7 6.5 6

Fuel price / litre ? .37 ? .37 ? .37

Oil price / litre ? .75 ? .75 ? .75AdBlue price / litre ? .32 ? .32 ? .32

TOTAL SAVINGS PER ANNUM

INCLUDING ADBLUE COSTS ? 44.94 ? 94.10 ? 07.26

RESULTS / ESTIMATED EURO 4 IMPACT

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ISF 2.8 ISF 3.8 ISB 4.5 ISB 6.7 ISL 9

46

ISM 11 ISX 13 ISX 15

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Summary

� SCR has been proven as the “right technology” for Cummins customers in current Euro 4 and Euro 5 emissions equivalent markets.

� Over 50,000 Cummins powered Euro 4 SCR vehicles in operation.

– EU, China, Brazil

� Euro 4 vehicle fuel consumption shows 5-10% compared to previous Euro 3 vehicles.

� Further Euro 4 and 5 Cummins products will be released to the market by 2010.

Thank You

Documents

Cummins technology for Euro iv engines