lowest engine-out emissions as the key to the future of ... · further emission reduction and fuel...

Commercial Powertrain Systems

Lowest Engine-OutEmissions as the Key tothe Future of the Heavy

Duty Diesel Engine -New Development Results

Franz X. MoserTheodor Sams, Rolf Dreisbach

AVL LIST GmbH, Austria

1010thth DieselDiesel EngineEngine Emission Emission Reduction ConferenceReduction ConferenceAug. 30 Aug. 30 –– SeptSept. 2, 2004, San Diego. 2, 2004, San Diego


IntroductionIntroduction

EngineEngine--Out Emissions Required for Out Emissions Required for Various Emission StandardsVarious Emission Standards

Engine ConceptsEngine Concepts

Requirements on EGR Rate ControlRequirements on EGR Rate Control

Summary and ConclusionsSummary and Conclusions

ContentContent







Engine-Out Emissions Required for Various Emission Standards


Future Exhaust Emission Standards andRequired Raw Emissions

Emission limit[g/kWh]

Max.raw emission

[g/kWh]

Efficiency ofaftertreatment

system [%]Component

0.013 0.190PM USA0.01 0.0890PM Japan0.27 1.080NOx (USA & J)0.27 2.090NOx (USA & J)

USA 2010, USHDTC, ESCJapan 2008, JTC, under discussion

Emission limit [g/kWh]

Max.raw emission

[g/kWh]


system [%]Component

0.01 0.0375PM0.01 0.0890PM1.0 4.080NOx

Europe 2012, ESC, ETC, assumption for EURO6


EURO 4 – Emission Limits and Appertaining Raw Emissions

Legallimit

[g/kWh]

Engine rawemission[g/kWh]


system [%]Component

0.03 0.0430 *)PM

3.5 9.070 (SCR)NOx

Europe ETC, 2005 ( EURO4 )

*) Resulting from reduction of organic soluble particulate componentsby oxidative action of aftertreatment system


4 4 -- 5 g/kWh NOx Raw Emission with NOx5 g/kWh NOx Raw Emission with NOx--Aftertreatment and Particulate Filter Aftertreatment and Particulate Filter

1 1 -- 2 g/kWh NOx Raw Emission with 2 g/kWh NOx Raw Emission with Exhaust Gas Recirculation, NOxExhaust Gas Recirculation, NOx--Aftertreatment and Particulate Filter Aftertreatment and Particulate Filter

Two Routes for Realising Various LowEmission Scenarios


Fuel Injection System

Exhaust Gas Recirculation

Turbocharging

Cooling System

Control System

Engine Concepts:Engine Components Evaluated




Concept for 4 Concept for 4 -- 5 g/kWh NOx Raw 5 g/kWh NOx Raw EmissionsEmissions



Concept for 4 - 5 g/kWh NOx Raw Emissions


80000

NOx NOx -- g/kWh g/kWh

PM

PM --

g/kW

hg/

kWh

2,02,0 6,06,04,04,0 8,08,0 10,010,00,00,0 1,01,0

0,080,08

0,060,06

0,040,04

0,020,02

0,010,01 Solution for bestfuel economy

Basic engine

Concepts forConcepts for NOx NOx = 4 = 4 -- 5 g/kWh 5 g/kWh Raw Raw Emission Emission and and ((assumedassumed) Legal Limit ) Legal Limit 1.01.0g/kWhg/kWh

η−DeNOx = 80 - 85 %η−DPF = 90 %

η−DeNOx = 80 - 85 %η−POC = 75 %

pinj = 2000 bar, low EGR ratehigh(er) swirl

pinj = 1600 bar,w/o EGRlow swirl




Concept for 1 Concept for 1 -- 2 g/kWh NOx Raw 2 g/kWh NOx Raw EmissionsEmissions



Concept for 1 - 2 g/kWh NOx Raw Emissions


Relationship between EGR Rate, Injection Relationship between EGR Rate, Injection Pressure and Pressure and NOx /NOx / Soot EmissionsSoot Emissions

NO

x N

Ox

––g/

kWh

g/kW

h

00

22

44

66

EGR RateEGR Rate00 1010 3030

0.00.0

0.10.1

2020

0.20.2

0.30.3

Soot

So

ot ––

g/kW

hg/

kWh

Single cyl. engine, 2 l displ.Constant start of injectionbmep 15 bar, λ = 2.0Engine speed 1500 rpm

EURO4/5

EURO4EURO5

2500 bar

2500 bar

1000 bar

1000 bar

2000 bar

2000 bar

1500 bar

1500 bar


Latest Development Results for Lowest Latest Development Results for Lowest Soot and NOx EngineSoot and NOx Engine--Out EmissionsOut Emissions

00

0,020,02

0,040,04

0,060,06

0,080,08

0,100,10

Soot

So

ot ––

g/kW

hg/

kWh

00

55

1010

1515

2020

2525

EGR

rate

EG

R ra

te ––

%%

00 11 22 33 44 55 66 77 88 99 1010NOx NOx –– g/kWhg/kWh

EURO4EURO5 B 75 ESC Load Point

Comb. System 1 pinj = 1800 barComb. System 2 pinj = 2000 barComb. System 3 pinj = 2500 bar

EGR

Soot

Commercial Powertrain SystemsB

MEP

B

MEP

––ba

rba

r

00

55

EGR Rate (%)EGR Rate (%)

800800 20002000

1010

1515

2020

2525

Alternative Diesel Combustion

Conventional DieselCombustion

30

40

35

25

EGREGR--Rate Rate Demand forDemand for 1,0 g/kWh1,0 g/kWh NOx andNOx andMin.Min. SootSoot ((engineengine--outout))

Enging Speed Enging Speed –– rpmrpm


5050 90906060 80807070 100100Intake Manifold Mixing Intake Manifold Mixing Temperature Temperature –– °°CC

EGR EGR Rate Rate –– %%

Pres

sure

Pres

sure

Rat

io [

Rat

io [ --

]]

55

44

33

2200 1010 2020 3030

FullFull LoadLoad, , bmep bmep = 18 bar, = 18 bar, λλ = 1.5= 1.5 constantconstant

BoostBoost Pressure Demand DependingPressure Demand Depending on EGR on EGR Rate and Rate and Turbocharger EfficiencyTurbocharger Efficiency

Limit of single stage turbochargingdue to compressor outlet temperature

55 %50 %45 %

TC Efficiency:

Commercial Powertrain Systems∆∆

BSF

C

BSF

C ––

g/kW

hg/

kWh

7070

6060

5050

4040

3030

2020

1010

00

--1010

5050 90906060 80807070 100100Intake Manifold Mixing Intake Manifold Mixing Temperature Temperature –– °°CC

EffectEffect of EGR Rate and of EGR Rate and Turbocharger Turbocharger EfficiencyEfficiency onon Fuel ConsumptionFuel Consumption

EGR EGR Rate Rate –– %%00 1010 2020 3030

55 %50 %45 %

TC efficiency:

FullFull LoadLoad, , bmep bmep = 18 bar, = 18 bar, λλ = 1.5= 1.5 constantconstant


ESC C100 Punkt

EGR Rate EGR Rate –– %%

Hea

tH

eat r

ejec

tion

reje

ctio

n ––

kWkW

00 1010 2020 3030

EffectEffect of EGR Rate onof EGR Rate on HeatHeat RejectionRejection

12 l HD Diesel12 l HD Diesel engineengine, 350 kW, 350 kW classclass, , ESC C100 Point

Heat into EGR cooler

Total heat into coolant

300300

250250

200200

150150

100100

5050

00

400400

350350Total heat rejection

Heat into air intercoolers


B 75 Lastpunkt

NOx NOx –– g/kWhg/kWh

PM

PM --

g/kW

hg/

kWh

2,02,0 6,06,04,04,0 8,08,0 10,010,00,00,0 1,01,0

0,080,08

0,060,06

0,040,04

0,020,02

0,010,01

Concepts for NOxConcepts for NOx = = 11-- 2 g/kWh2 g/kWh RawRawEmissionEmission andand Legal Limit Legal Limit 0.270.27 g/kWhg/kWh

pinj-max = 2000 bar, 20 % EGR at full load

pinj-max = 2500 bar, 25 % EGR at full load

η−DPF = 90 % for both variants

η−DeNOx = 80 %η−DeNOx = 90 %







Requirements on EGR Rate Control


EGR EGR Rate Rate –– %%00 1010 2020 3030

FullFull LoadLoad, , bmep bmep = 18 bar= 18 bar

NO

x N

Ox

––g/

kWh

g/kW

h

1010

88

66

44

22

00

∆∆N

Ox

NO

x ––

%%pe

r % E

GR

Rat

epe

r % E

GR

Rat

e

5050

4040

3030

2020

1010

00

Absolute and Relative Absolute and Relative EffectEffect ofofEGR Rate on NOxEGR Rate on NOx EmissionsEmissions

NOx

∆ NOx


Engine Speed

Torq

ue

Heavy Duty EngineTo

rque

Engine Speed

PC / Light Duty Engine

EGR Rate Control Areas within Engine Mapof PassCar and HD Diesel Engines

EGR closed loopBoost pr. open loop

EGR open loopBoost pr. closed loop

Operating Area:EGR and boostpressure control demandin different map areas

EGR closed loopBoost pressure closed loop

Challenge:Necessity of simultaneous control of EGR rate andboost pressure

Operating Area:EGR and boost pressurecontrol demand in the same map area


Boost press.Boost press.controllercontroller

EGREGRcontrollercontroller

AA singlesingle model based controller model based controller for for EGR rate andEGR rate and boost pressureboost pressureReciprocal influenceReciprocal influence of EGR of EGR rate and rate and boost pressure being boost pressure being taken into accounttaken into account in realin realengine operationengine operation

ResultResult::Better dynamic engine responseBetter dynamic engine responseControlControl of EGR rate andof EGR rate and boost boost pressure decoupledpressure decoupled to a highto a highextentextentReducedReduced ECUECU storage demandstorage demandandand application effortapplication effort

EmissionEmission reductionreductionFuel consumption improvementFuel consumption improvement

EngineEngine

VTGVTG ActuatorActuator BoostBoostPressurePressure

pprefref

EGR

EGR

Valv

eVa

lve

EGR

Rat

eEG

R R

ate

EGREGRrefref

ECUECU

ConceptConcept of Modelof Model BasedBased Controller Controller forfor EGR and VTGEGR and VTG


EmissionEmission

Stationary optimized Stationary optimized emissionemission

TorqueTorque

EmissionEmission Improvement byImprovement by ModelModel BasedBasedControllerController during Transientsduring Transients

TimeTime

Standard Standard ControlControl: : EmissionEmission peak peak during during transientstransients

TorqueTorque

EmissionEmission

StationaryStationary optimized optimized emissionemission

Standard Standard ControlControl: : EmissionEmission peak peak during during transientstransients

TimeTime

MMCD dynamicMMCD dynamic optimizationoptimization of of load and emissionsload and emissions

Emis

sion

Emis

sion

Torq

ueTo

rque

MMCD: MMCD: MModelodel--Based Based MMultivariable ultivariable CController ontroller DDesignesign


TransienTransien Emission Emission Reduction Reduction by AVL MMCD Controllerby AVL MMCD Controller







Summary and Conclusions


Emission Scenarios, Engine Technologies and Consequences

EmissionStandardNOx / PM

RawemissionNOx / PM

EGRrate[%]

Exh.after-treat-ment

Boostpress.ratio

[-]PFP[bar]

BsfcETC

[g/kWh]

Roadfuel cons.(incl. urea*

& fan)

3.5 / 0.03 9.0 / 0.04 – SCR 2.6 200 200 100 %

1.0 / 0.015.0 / 0.08 – SCR +

DPF 2.7 180 215 107 %

0.27 / 0.011.0 / 0.06 25 SCR +

DPF 4.3 200 228 115 %

111 %20 Ads.Cat?+ DPF 4.0 200 2182.0 / 0.07

105 %10 SCR +POC 3.1 200 2085.0 / 0.03

* urea consumption calculated with 50% of diesel price


All emission scenarios for and beyond 2010, being promulgated or discussed, require further intensive development of exhaust aftertreatment systems and utmost reduction of engine-out emissions.

To meet already promulgated US/EPA 2010 emission standards requires PM filtration and DeNOx efficiencies of at least 90% inorder to keep efforts needed for the basic engine and fuel consumption deterioration within acceptable limits.

Emission standards discussed in Japan`s PNLTR are considered extremely critical with the introduction date 2008 !

For EURO 6, still to be discussed, the right balance between further emission reduction and fuel economy / CO2-emissions has to be found. Taking over US 2010 limits would lead to an unacceptable fuel consumption deterioration and CO2-increase.

Conclusions & Recommendations


By 2010, fuel injection system manufacturers have to be preparedto volume supply of fully flexible injection systems with 2500 bar pressure capability.

Precise control of VTG and EGR rate requires a new approach, e.g. by means of model-based solutions.

Turbocharger manufacturers are highly challenged to develop turbochargers with total efficiencies of at least 55 %.

For cooling systems new approaches regarding enhanced efficiencies and compactness have to be found.

New quality control processes enabling the extreme narrowing of emission relevant production tolerances of the total system engine plus aftertreatment have to be developed and verified.

Conclusions & Recommendations (cont.)


Lowest Engine-OutEmissions as the Key tothe Future of the Heavy-

Duty Diesel Engine:New Development Results

Franz X. MoserTheodor Sams, Rolf Dreisbach

AVL LIST GmbH, Austria

10th Diesel Engine Emission Reduction ConferenceAug. 30 – Sept. 2, 2004, San Diego


HD Diesel HD Diesel Engine NOxEngine NOx andand PM Emission PM Emission DevelopmentDevelopment


Emission Reduction Strategies

220

210

0 10NOx – g/kWh

4 6 8190

12 14

200

0.10

0.08

0.06

0

0.04

2

0.02

EURO

Strategy 1: - PM Reduction by Engine Int. Measures & Oxicat - NOx Reduction by Cooled EGR

5

ESC Cycle BSFC

without EGR / EURO3 Technology

3 Oxicat

Cooled EGR, OptimizedCombustion

Based onMeasured ESC Data,

2 L/Cyl. Class Engines

BSF

C –

g/kW

hPa

rtic

ulat

es –

g/kW

h

202010-12

Commercial Powertrain SystemsEmission Reduction StrategiesEmission Reduction Strategies

202010-10

220

210

0 10NOx – g/kWh

4 6 8190

12 14

200

0.10

0.08

0.06

0

0.04

2

0.02

EURO

Strategy 2:Strategy 2: -- NOxNOx Reduction by Exhaust Gas Reduction by Exhaust Gas RecirculationRecirculation -- PM Reduction by Particulate TrapPM Reduction by Particulate Trap

Based onBased onMeasured ESC Data,Measured ESC Data,

2 L/2 L/CylCyl. Class . Class EnginesEngines

45

ESC Cycle BSFC


Cooled EGR + Optimized Combustion

Trap

3

BSF

C –

g/kW

hPa

rtic

ulat

es –

g/kW

h


220

210

0 10NOx – g/kWh

4 6 8190

12 14

200

0.10

0.08

0.06

0

0.04

2

0.02

EURO

StrategyStrategy 3:3: -- PM Reduction by Engine Internal MeasuresPM Reduction by Engine Internal Measures-- NOxNOx Reduction by Exhaust GasReduction by Exhaust Gas AftertreatmentAftertreatment

Based onBased onMeasured ESC Data,Measured ESC Data,

2 L/2 L/CylCyl. Class Engines. Class Engines

45

ESC Cycle BSFC


>65% Efficiency SRC>80%3

Combustion Optimized for min. Soot

BSF

C –

g/kW

hPa

rtic

ulat

es –

g/kW

h

202010-11


220

210

0 10NOx – g/kWh

BSF

C –

g/kW

h

4 6 8190

12 14

200

0.10

0.08

0.06

0

0.04

Part

icul

ates

–g/

kWh

2

0.02

Strategy 4:Strategy 4: -- Combination of all Technologies, i.e.Combination of all Technologies, i.e.CombustionCombustion OptimizationOptimization, , DeNOx DeNOx & PM& PM AftertreatmentAftertreatment

Based onBased onMeasured & ProjectedMeasured & Projected

ESC Data,ESC Data,2 L/2 L/CylCyl. Class Engines. Class Engines

ESC Cycle BSFC


Cooled EGR, Optimized Combustion

US 2010 >65% Efficiency DeNOx>90%US 2007

Trap

202010-13

100%100%

Engi

ne to

rque

Engi

ne to

rque

Engine speedEngine speed 100%100%00

JTCJTC

Low idle 32%Low idle 32%

Motoring 19%Motoring 19%

ETCETC



US TCUS TC



Main Operating Areas in Emission CyclesMain Operating Areas in Emission CyclesUSA, Europe, JapanUSA, Europe, Japan

Commercial Powertrain SystemsAdvanced Combustion Development

Development Strategies

for

US 2007 / 2010


Boundary Conditions:• Mechanically sound engine• Lube oil consumption < 0,1g/kWh• High performance EGR-system• Improved cooling system• 2-stage turbocharging for spec.

power > 25-26 kW / ltr• PfP - potential > 200 bar• Fully flexible FIS with pressure

potential > 2400bar

HDDEHDDE Development Strategies for US Development Strategies for US 20072007

2004

2007

Combustion system• high EGR tolerance• comb. bowl for low soot in oil• alternative combustion (part load)• temperature management for EAS

+

+Diesel particulate filter

Commercial Powertrain SystemsHDDE Development Strategies for US HDDE Development Strategies for US 20102010

2007

2010

+

US 2007development

De-NOx systemdevelopment

and integration


Boundary Conditions:• Mechanically sound Engine• Lube oil consumption < 0,1g/KWh• High performance EGR-system• Improved cooling system• 2-stage turbocharging > 25-27 kW/l• PfP - potential > 200 bar• Fully flexible FIS, press. potential >

2000bar

HDDEHDDE Development Strategies for US Development Strategies for US 20072007

2004

2007

Route 1 Route 2

• Highly EGR-tolerant comb. system • Comb. bowl for low soot in oil• Alternative combustion (part load)• Temperature management for EAS

+

+Diesel particulate filter

Boundary Conditions:• Mechanically restricted engine design• lube oil consumption > 0,1g/kWh• PfP - potential < 170 bar• Limited FIS , press. potential < 1600bar

• Combustion system with no (or low) EGR tolerance

• Comb. bowl for low soot in oil• Alternative combustion (part load)• Temperature management for EAS

De-NOx system and Diesel particulate filter

+

+

Commercial Powertrain SystemsDevelopment Strategies for US 2010Development Strategies for US 2010

2007

2010

Route 1 Route 2

+ +

US 2007development

De-NOx systemdevelopmentand integration,> 85% efficiency

New engine design and

development

Improved De-NOxsystem development and integration(system change ?)


0,1

1

10

1000 1500 2000 2500 3000

Local Flame Temperature [K]

Loca

l Air

Exce

ss R

atio

[-]

Soot

NOx

TodayToday´́ssTechnologiesTechnologies

AlternativeCombustion

Systems

Diesel Combustion Systems for Low NOx/Soot Diesel Combustion Systems for Low NOx/Soot EmissionEmission


NEDC Simulation NEDC Simulation withwith Alternative Alternative CombustionCombustion

NEDC Simulation NEDC Simulation -- 2,2 L HSDI Diesel Engine in 1590 kg ITW 2,2 L HSDI Diesel Engine in 1590 kg ITW Vehicle.Vehicle.

NOxNOx ReductionReduction SootSoot ReductionReduction

g/km %g/km % g/km %g/km %

Standard CombustionStandard Combustion 0,2300,230 -- 0,020 0,020 --

Combined Standard &Combined Standard & AlternativeAlternative Combustion 0,093 Combustion 0,093 60600,006 0,006 7070

Simulation based on Single Cylinder Test ResultsSimulation based on Single Cylinder Test Results

Commercial Powertrain SystemsModelModel--based Exhaust Emission Control based Exhaust Emission Control

Sensor dataSensor data

Engine Management

Vehicle Steady Vehicle Steady State Driving State Driving

ConditionCondition

* NOx* NOx--Adsorber, Particulate Filter, ...Adsorber, Particulate Filter, ...

Sensor dataSensor data

Model dataModel data

Observer

Exhaust SystemModel

Exhaust System* Exhaust System* Raw EmissionsRaw Emissions[NO[NOx,x,HC,CO, ...]HC,CO, ...]

EmissionModel

Observer

AVLAVLExhaust Exhaust System*System*

ManagementManagement


Solving the SootSolving the Soot--InIn--OilOil Problem: Problem: Effect of Combustion Bowl ShapeEffect of Combustion Bowl Shape

Traditional B

owl Shape

New Bowl Shape

00 55 1010 1515 2020 2525 3030

Inso

lubl

es (S

oot

Inso

lubl

es (S

oot -- i

nin-- O

il)

Oil)

––%%

0.350.35

0.300.30

0.250.25

0.200.20

0.150.15

0.100.10

0.050.05

00

Running Time of SootRunning Time of Soot--inin--Oil ESC Test Procedure Oil ESC Test Procedure –– hourshours

1.01.0

0.50.5

0.250.25

0.10.1

1.51.5Oil Soot Growth Rate Oil Soot Growth Rate –– % / 100h% / 100h

Medium Duty EURO3 Engine30 kW/liter, 4 Valves/Cyl.Common Rail FIEw/o Oil Centrifuge

202018-01


OxicatOxicatNOx NOx

Adsorbtion onlyAdsorbtion only SCRSCR

Continuous Soot Regeneration by NOContinuous Soot Regeneration by NO22

NOx Adsorber RegenerationNOx Adsorber Regeneration

ExhhaustExhhaust TemperaturesTemperatures in Test in Test Cycles and Cycles and AftertreatmentAftertreatment Dependencies Dependencies

00 5050 100100 150150 200200 250250 300300 350350 400400 450450 500500 55055000

2020

4040

6060

8080

100100

Exhaust Temperature t Exhaust Temperature t Exh. Exh. before Aftertreatment System before Aftertreatment System

% o

f Tim

e ab

ove

t %

of T

ime

abov

e t Ex

h.Ex

h.

ETC w/o EGR

ETC with EGR

USHDDTC

with EGR

w/o EGR

9L / 200 kW EURO4 HD Diesel Engine with Cooled EGR and CRT™

Japan TransientTest Cycle

202010-20

Temperature Range of Skip Loader (Field Test)in City Traffic during Summer and Winter


5050

4545

4040

3535

3030Mea

n Fu

el C

onsu

mpt

ion

Mea

n Fu

el C

onsu

mpt

ion

––l /

100

kml /

100

km

19701970 19801980 19901990 20002000 20102010YearYear19741974

Mittlerer Kraftstoffverbrauch Mea

n D

rivin

g Sp

eed

Mea

n D

rivin

g Sp

eed

––km

/hkm

/h

9090

8080

7070

6060

5050

4040

Nutzfahrzeuge mit 38 – 40 t und

Dieselmotorenhoher Leistung

Mittlere Fahrgeschwindigkeit

Mittlere Motorleistung

(kW)220

347

230

283 286 310

426

HD Diesel HD Diesel TechnologiesTechnologies 1974 1974 –– 20102010Truck Truck Fuel Consumption and SpeedFuel Consumption and Speed

Quelle: Quelle: lastauto omnibuslastauto omnibus


FutureFuture Truck Diesel Truck Diesel EngineEngine22--Stage Turbocharging Stage Turbocharging DesignDesign


Filter Volume 25 Filter Volume 25 LiterLiter; Max. Acceptable Ash Content 75g / ; Max. Acceptable Ash Content 75g / Liter Liter Filter Filter Volume Volume

0.00.0

0.50.5

1.01.0

1.51.5

2.02.0

0.00.0 0.250.25 0.50.5 0.750.75 1.01.0 1.251.25 1.51.5LOC LOC –– kg/1000kmkg/1000km

Mai

nten

ance

Inte

rval

M

aint

enan

ce In

terv

al ––

Mio

km

Mio

km

OAC = 0.5%1%2%

Maintenance Interval as a function of Oil Ash Content (OAC)Maintenance Interval as a function of Oil Ash Content (OAC)and Lube Oil Consumption (LOC)and Lube Oil Consumption (LOC)

202010-23

(12 / 14 Ltr. Swept volume)

LubeLube--Oil Ash Deposits and DPF Maintenance Oil Ash Deposits and DPF Maintenance Intervals Intervals


Flow Through Non-Blocking PM Catalyst

Test Arrangement for 6.6L / 228 KW HD Diesel Engine

Mechanism and Effectiveness:Carbon-PM oxidized by NO2

being formed in Oxicat

HC, Sol-PM and CO oxidized in Oxicat

Conversion Rates (ESC & ETC):ηPM ≈ 50%, target 70% by further

developmentηHC ≈ 85%ηCO ≈ 90%

Principle of Particle Deposition in Porous Smooth Section of Mixing Section

Source: Emitec GmbH & MAN Nutzfahrzeuge AG

150 mm

Oxicat

5 PM catalysts in quick-exchange housing

202010-24


Principle of Particle Depositing in a Porous Flat Foil of the Mixing Section

lowest engine-out emissions as the key to the future of ... · further emission reduction and fuel...

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