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DGS-ES/EET-IN | 04.09.2015 | 0SLAT-0184 | © Bosch Limited 2015. All rights reserved, also regarding any disposal, exploitation, reproduction,

editing, distribution, as well as in the event of applications for industrial property rights.

ECT 2015 | Strategies for Compliance of BS V / BS VI

Ashwin Thondavadi, DGS-ES/EET-IN GM Engineering – Exhaust Gas Treatment & Starting Devices

1




Diesel Systems

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026

IOBD II Based on EOBD EU4

On Board

Diagnosis

EOBD EU5+

IOBD III

CV Emission Legislation Roadmap India

Region1

Metros BS5 10ppm (?)

13 33

Region1

50ppm

500 ppm ROI 350ppm Sulphur

content Region2

10ppm Cities Cities

Rest of India

Metros BS5 10ppm (?)

Metros BS5 13

Metros BS4

BS2 ROI BS3 Emission

Regulation

33 BS5 BS4 BS5 BS6

NT NR Apr Apr Oct

NT : New Model applicable for Type approval

NR: New Registration (current production model)

IOBDIV

2


Technology Approach: CV engines BSV Main stream (2–7): 1600bar CRS,

SCR η >75, TCIC

Niche 2V (3-6-7): 1800bar CRS,

DOC + Open Filter + SCR, TCIC,

enhanced cEGR, Optimised back-

pressure

Alternative (4–7): 1800bar CRS,

DOC + Open Filter η >65%, TCIC,

enhanced cEGR

PM

[g/k

Wh

]

0.00

0.02

0.04

0.06

0.08

0.10

Nox[g/kWh]

0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0

Typical BS4

Application

• Inj Pr. 1800bar

• Imp. EGR cooler

• Red oil cons.

• Opt.back pr.

2

1

7

4

5

Cyc

le c

on

s.[

%]

1 2 3 4 5

25kW/l 29kW/l


editing, distribution, as well as in the event of applications for industrial property rights. HB_TB_2015_V1

3

SCR is the proposed mainstream for BS5 in Commercial Vehicles

6

3




Fuel Consumption Evaluation: SCR v/s EGR

Power

Torque

Full load data

Actu

al

sp

eed

'rp

m'

500

1000

1500

2000

2500

3000

3500

Actu

al

To

rqu

e 'N

m'

-150

-70

10

90

170

250

330

Time 's'

0 300 600 900 1200 1500 1800 2100 2400 2700

Load spectrum

No

rmali

sed

sp

eed

[%

]

0

20

40

60

80

100

120

140

No

rmali

sed

To

rqu

e [

%]

-100

-70

-40

-10

20

50

80

110

Time [s]

0 300 600 900 1200 1500 1800 2100 2400 2700

Normalised cycle

Torq

ue 'N

m'

-80

-30

20

70

120

170

220

270

Engine speed 'rpm'

500 800 1100 1400 1700 2000 2300 2600 2900 3200 3500

50

50

45

4545

40

40

40

35

3535

25

25

25

15

15

15

10

10

10

5

5

5

0

0

0

30

3030

20

20

20

26

47

53

55

53

5352

49

44

43

Engine mapping

Ex-Sim Software

Low Mileage Segment: Specific Power <25kW/l (City bus)

Annual Mileage

≤ 70 tkm

Fuel consumption (km/l)

City

(30%)

Rural

(20%)

Highway

(50%)

Weighted

Average

EGR 2.97 4.37 5.86 4.695

SCR 3.06 4.55 6.14 4.898

% FE benefit 2.7% 3.9% 4.5% 4.3%

TCCE @ 3.5% DEF 0.4% 1.5% 2.1% 1.7%

Pay back period for SCR hardware : 36 to 40 months

High Mileage Segment: Specific Power >30kW/l (Long haulage)

Annual Mileage

≥ 90 tkm

Fuel consumption (km/l)

City

(0%)

Rural

(10%)

Highway

(90%)

Weighted

Average

EGR - 1.25 1.7 1.655

SCR - 1.3 1.81 1.754

% FE benefit - 4.0% 6.5% 6.0%

TCCE @ 5% DEF - 0.3% 2.8% 2.6%

Pay back period for SCR hardware : 6 to 9 months

DEF Consumption – MD: 3.5%, HD: 5% of Diesel; Cost s – Diesel: 60 INR/l, DEF: 45 INR/l

EGR solution could be used for low mileage segments, high FC!

4



Trucks & Buses Emission Solutions for BSVI

As

ses

sm

en

t

Balanced Approach

EGT - Challenge

Integrated System

DOC cDPF SCR

NOx

ASC 15% EGR

SCR

NOx

DOC DPF/SCR

NOx

ASC 15% EGR


5

no

sen

so

r

acces

s

DOC cDPF SCR

NOx

ASC No EGR

no

sen

so

r

access

no

sen

so

r

access

EGR: Exhaust Gas Recirculation

DOC: Diesel Oxidation Catalyst

SCR: Selective Catalytic Reduction

cDPF: Coated Diesel Particulate Filter

DPF/SCR: SCR on Filter

ASC: Ammonia Slip Catalyst

“Balanced Approach" is the proposed system, balance of engine and EGT measures

NOx exhaust engine

4.0 92% 0.32 *)

8.0 96% 0.32 *)

4.0 92% 0.32 *)

*) Nox emission values including engineering targets

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Example Exhaust Layout for BSVI

Exhaust gas system layout protected by US patent US7,498,010 and

Japan Patent application JP 2002502927

NOx CO, HC PM

6

System Integration poses a double challenge : DPF + SCR




Closed coupled

DOC+DPF in

single canning

Heat-up

optimisation to

enable DPF

regeneration

Low Idle

optimisation to

maintain DOC

light-off

Split POI1

Injection

Adaptive Heat

Control function

Multi-stage

Temp Governor

DPF Regeneration – Challenges and Solutions

Overrun

(Cooling)

Long Idle Low vehicle

speed

Start-stop

(Mech)

Functions developed for PC can be adapted and extended to CV

Limitation with DOC Light-Off insufficient DPF

regeneration high oil consumption DPF

damage

Software functions developed for Efficient

DPF Regeneration

7




Combination of engine-based and post-engine measures enable thermal DPF

regeneration.

temperature

time

engine-out

exhaust gas

temperature

DOC target

temperature

DPF target

temperature

resulting exhaust gas temperature @ DPF

temperature boost by engine measures

temperature boost by HCI *

exothermic reaction on DOC

< 300 °C

> 300 °C **

> 600 °C

*HCI = hydrocarbon

(Diesel fuel) injection

into exhaust system

** Boiling curve of Diesel fuel,

approx. 90 Vol% @ 300°C

Active DPF Regeneration (Engine + Cat Burner)

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Hydro Carbon Injection (HCI) System for CV

Departronic 2 components Customer Benefits

Features

Schedule

HC-dosing system for efficient

DPF-regeneration with less or

without engine measures

Avoidance of oil dilution

Robust and maintenance-free

Supports achievement of (future)

emission legislation (JPNLT, US13,

Euro VI, Tier 4 /Stage IV,V)

Power supply 12 / 24 V

Improved spray quality

compared to first generation

Maximum dosing quantity:

8.6 g/s @ 6 bar

Control by stand alone DCU or

engine ECU

Useful lifetime of 3000 dosing hrs

In series production

Injection Unit (IU)

Metering Unit

(MU)

Dosing Control Unit

(DCU) / Engine

control Unit (EDC) (optional)

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NOx Reduction – Challenges and Solutions

Space velocity

SCR catalyst type

Exhaust gas temperature

NO2/NOx ratio, HC

dosing strategy

Uniformity [gas + reductant]

NOx raw emissions

DOC

DPF (if in front of SCR)

V-based

Fe-exchanged zeolite-based

Cu-exchanged zeolite-based

primary atomization

exhaust system geometry

secondary atomization (i.e.

static mixer)

High NOx reduction needs thorough optimization of the EGT System

10

//bosch.com/dfsrb/DfsDE/DIV/DS/NE3/EAS/00_Ablage_EAS/30 Folien/EAS3/2006/C0218_688e Executive Summary BMW-BOSCH SCR Tier2BIN5 Program (Lü).ppt




CFD Simulation USP at Bosch

Linux-Workstation/AVL Fire 2011.1

Standard Simulation models:

Porosity, Species transport and general gas phase

Spray model covering droplet distribution probability

Extended model (BOSCH patented development):

Evaporation of droplets (two-components)

Thermolysis and Hydrolysis

Spray breakup & Spray / wall interaction (wall film model)

SCR catalyst modeled as porous medium (pressure loss calculation)

Robust simulation with empirically proven models is essential

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exh

au

st

tem

pera

ture

[°C

]

160

180

200

220

240

260

280

300

320

340

360

380

400

420

exhaust mass flow [kg/h]

100 200 300 400 500 600 700 800 900 1000 1100

0.690.35

0.62

0.69

0.67

1.130.76

0.53

0.81

alpha value, deposit starts(NOx = 8 g/kWh)

pallet handler

truck highway

Alpha threshold for start of deposit formation


Robustness against deposit is an important development topic for high NOx-cal.

Boundary Conditions:

• 96% of NOx reduction

• Bosch patented static

mixers

• Correlation b/n simulation

& engine results

12

//bosch.com/dfsrb/dfsde/div/ds/ne3/eas/05_Projekte/CV_Aktivitaeten_EAS/05_Projekte/BESG_CV-OFF-Highway/02_Projekte/NRMM-Deutz_7,8/05_Motorversuch/01_Ergebnisse/14_Standardmischstrecke/v424_Ablagerung_pallet_Endo-Stufen/v424.avi












Denoxtronic System for DEF Dosing

Dosing Module 2.5

Supply Module

VD1CC001

(SOP 09/2016)

Customer Benefits Features Schedule

Supports highest NOx conversion rate and thus fuel efficient engine calibration

Modular design for variety of vehicle applications

Fully OBD compliant with EU VI, US 13 and JPNLT, T4f, EU StgV

Dosing quantity 0,04 … 7,2 kg/h

(optional 12 kg/h) Spray*: SMD 65 µm, angle 25 ° 12 V or 24 V supply voltage Electrical, engine coolant heating Control by Standalone or Engine

Control Unit Useful lifetime** of components

SM, DCU: 30.000 hrs DM: 24.000 hrs

In series production since 2009

* For max dosing quantity of 7.2 kg/h with 6-hole injector

** for Trucks & Buses

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Denoxtronic Injector module

Innovation step

Evolutionary development

derived from previous module

DM 2.2 Water cooled

Dosing module

SOP 2009

DM 2.5

24000h lifetime

SOP 2013

DM 2.6

SOP 01/2018

Improved water

cooling

24000h lifetime

Fully housed,

metal , water

cooled dosing

module

35000h lifetime

On Highway

Technological drivers

Close coupled application:

Temperature improved material


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Spray Variants CV for 9 bar Systems

4.2 kg/h 7.2 kg/h

Turbulent

16° 23° 25°

58° - 0°

Sample

55° **

-

*) feasibility supplier tbc.

(100 mm) (100 mm) (100 mm) (50 mm)

**) value tbc.

70 µm

230 µm

75 µm

250 µm

65 µm

170 µm

90 µm**

260 µm**

type

vis

δh

typical

optical

spray

status

typical

spray

pattern

(distance)

m ⋅

SMD

Dv90

35° **

100 µm**

270 µm**

45° **

100 µm**

270 µm**

- -

Series Series Sample Sample Sample

15




Market Requirements

Customer Specific

Requirements

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Sub-

Systems

FIE Exhaust System Air system OBD & Service

Diagnosis

Go Global Emissions Fuel economy Invest Fuel properties Diagnosis

System Integration

as Enabler

Engine Mgmt

System EMS Software & System Integration by Bosch




Approach: Comprehensive Emission Competence

Canning & Converter Dosing System & Mixer Catalyst & Substrate

(external cooperation)

HC Dosing

Combustion System Control & OBD

Sensors

Application

MD

[N

m]

-200

0

200

400

600

800

1000

1200

1400

N [1/min]

600 800 1000 1200 1400 1600 1800 2000 2200 2400

400

350

300

150

500

500

450

200

250

T4 [°C]

Function& Controls

Diagnosis

& OBDEmission

Engineering& System

Integration

SCR & HCIHydraulics

Combustion

& Airpath

17




Approach: Comprehensive Emission Competence

System Layout &

Emission Engineering

Mechanical

Engineering

Series Production

& Aftermarket

preparation

Application &

Calibration

Functional analysis

System configuration

Performance simulation

Parameter fitting

Proof of concept

Deterioration / Aging

Engine & Vehicle

verification

Exhaust design

Vehicle Packaging /

Integration

CFD (1D/3D) & FEA

Sensor Positioning

Pressure drop

optimization

Urea Distribution

Crystallization

Structural Reliability

Product release

Dataset release

Technical document release

Service function devleopment

Launch support

Component & System

Integration

Calibration incl. OBD *

Subsystem Release

Vehicle verification**

Variant application**

Customer fleet testing

Summer & Winter

Testing

* DPF (Soot Loading Model, Soot Burning Model), SCR (Dosing Strategy, Hydraulic Calibration), Departronic HCI, NSC, OBD

* * Performance Verification, Surface Temperatures, Crystallization, Hot/Cold-Testing, Altitude-Testing, Fleet-Evaluation

Co

nsu

mp

tio

n [

g/k

Wh

]

engine-out NOx [g/kWh]

0 1 2 3 4 5 6 7 8

MD

[N

m]

-200

0

200

400

600

800

1000

1200

1400

N [1/min]

600 800 1000 1200 1400 1600 1800 2000 2200 2400

400

350

300

150

500

500

450

200

250

T4 [°C]

Optimized GeometryOriginal Geometry Optimized GeometryOriginal Geometry

[-] NOX Conversion [%] [-] NOX Conversion [%]

Simulation Experiment Simulation Experiment

min = 0.98

max = 1.02

avg = 1.00

ui = 0.99

min = 0.77

max = 1.56

avg = 1.00

ui = 0.92

Conversion deviation = +/- 10 %

ui = 0.96

Conversion deviation = +/- 2%

ui = 0.99

In front of SCR Catalyst In front of SCR Catalyst

Bosch offers Turnkey Solutions or Provide full Engineering Service

18




We shape the future of CLEAN DIESEL

& appreciate your interest.

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ashwin thondavadi, dgs-es/eet-inecmaindia.in/uploads/image/3imguf_mr.aswinthondavadi...exothermic...

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