2014国家增压技术论坛-NLETT presentation_turbo conf 2014_ab

©Ricardoplc2014NLETTAndrewBanks,ChrisSuch,RicardoUKLtdYuJiao,JunZhang,RicardoChina23-24thSeptember2014TianjinAdvancedboostingtechnologytomeetfutureheavydutydieselenginerequirements2©Ricardoplc2014•OverviewofTruckMarketinEurope/US/China•LegislativePressures•ReviewofEuroVIEngineTechnologyandBoostingSystems•OptionsforReducingCO2Emissions•TurbochargerEfficiencyTrends•FutureTurbochargerTechnology•ConclusionsContents3©Ricardoplc2014MediumDutyHeavyDutyGVW(tonne)1540Sweptvolume(l)4-88-16Power(kW)265kW559kWLifetargetsB10(km)800,0001,600,000OverviewofEuropeanTruckMarketSource:LMCAutomotive,ACEA,RicardoAnalysis,AutomotiveWorld4©Ricardoplc2014•Maximumratingsof32-34kW/linheavydutyenginesEuroVIRatings–RatedPower38kW/l36kW/l34kW/l32kW/l30kW/l28kW/l26kW/l24kW/l22kW/l20kW/l18kW/l5©Ricardoplc2014•Maximumratingsof210–220Nm/LinheavydutyenginesEuroVIRatings–MaximumTorque210Nm/l200Nm/l190Nm/l180Nm/l170Nm/l160Nm/l150Nm/l140Nm/l130Nm/l120Nm/l110Nm/l220Nm/l6©Ricardoplc2014•OverviewofTruckMarketinEurope/US/China•LegislativePressures•ReviewofEuroVIEngineTechnologyandBoostingSystems•OptionsforReducingCO2Emissions•TurbochargerEfficiencyTrends•FutureTurbochargerTechnology•ConclusionsContents7©Ricardoplc2014•CO2legislationunderconsiderationinEuropeLegislativePressuresonTrucks8©Ricardoplc2014ComparisonofsomekeylegislativechangesbetweenEuroVandEuroVIEuroVEuroVIETCESCWHTCWHSCImplicationNOx[g/kW.h]2.00.460.40~80%reductionPM[g/kW.h]0.030.020.01–50%reductionParticleNumber–6x10118x1011DPFforcingCycles(examplesshownareforatypicalHDengine)GenerallylowerspeedsandloadsforWHTC/WHSCPower“factor”33%–35%51%–53%18%–20%18%–20%lowerexhausttemperaturesarEuroVIStartingconditionHotstartHotstartCold/Hot(14%/86%)HotInactivecatalystsatteststartofcoldWHTCOBDRequiredRequiredAlsolimitonNH3Off-cycleemission–Not-to-ExceedZoneappliesSimilartoUSAPEMS–PortableEmissionsMonitoringThroughoutusefullife(eg:forGVW16t:upto7yrsor700,000km)Monitoring–In-ServiceRecordsAuditing-20%0%20%40%60%80%100%6008001000120014001600180020002200TypicalEngineSpeed-ActualDependsonTorqueCurve[rev/min]Torque[%ofmaximum]CycleshownagainstatypicaltorquecurveActualcycleisspecifictoparticulartorquecurve----------enginespeed--------------------torque-------20%0%20%40%60%80%100%6008001000120014001600180020002200TypicalEngineSpeed-ActualDependsonTorqueCurve[rev/min]Torque[%ofmaximum]CycleshownagainstatypicaltorquecurveActualcycleisspecifictoparticulartorquecurve----------enginespeed--------------------torque------9©Ricardoplc2014•OverviewofTruckMarketinEurope/US/China•LegislativePressures•ReviewofEuroVIEngineTechnologyandBoostingSystems•OptionsforReducingCO2Emissions•TurbochargerEfficiencyTrends•FutureTurbochargerTechnology•ConclusionsContents10©Ricardoplc2014SCR&AmOCUreaDosingSystemWastegateTurbocharger&Air-airchargecoolerInternal:•HPFIE•4v/cyl•chamber•inletswirlPMReductionTechnologies:•HPFuelInjectionEquipment•Injectionstrategy(timing,postinj.)•Lowsootcombustionchamber•AdequateboostforleanAFR•Designforlowoilcarry-overNOxReductionTechnologies:•Injectionstrategy(timing,pilotinj.)•Chargecoolingforlowinlettemperature•SCR(selectivecatalyticreduction)EuroVengines:Typicalexhaustemissionsreductiontechnologies11©Ricardoplc2014PM&PNReductionTechnologies:•HPFuelInjectionEquipment•Injectionstrategy(timing,postinj.)•Lowsootcombustionchamber•AdequateboostforleanAFR•Designforlowoilcarry-over•DOC(oxidisesHC)•DPF(filterssootandPN)•ThermalmanagementofexhaustgastoenhancepassiveregenerationofPMDOC&DPFSCR&AmOCUreaDosingSystemEGRW/g/VGT/2stageTurbocharger&Air-airchargecoolerInternal:•HPFIE•4v/cyl•chamber•inletswirlNOxReductionTechnologies:•Injectionstrategy(timing,pilotinj.)•Chargecoolingforlowinlettemperature•(Cooled)EGR(exhaustgasrecirculation)•SCR(selectivecatalyticreduction)•ThermalmanagementofexhaustforhighNOxconversionefficiencyEuroVIengines:Typicalexhaustemissionsreductiontechnologies12©Ricardoplc2014ForEuropeanmarkets,adiverserangeofsolutionswillcontinuetobeusedbydifferentOEMsCooledEGR+SCR(uncooled)EGR+SCRHighEfficiencySCRonlyEGRratesathighload~12%–20%negligiblenoneEGRratesatlightload~20%–30%~15%–25%noneSCRConversion~90%–92%~94%–96%~96%–99%Ureaconsrate(%fuel)~2%–3%~5%–7%~6%–8%Onandoff-highwayemissionsolutions–TrendtowardslowerratesofEGRandhigherSCRefficiencyAllthreesolutionsarelikelytobeusedatEuroVIandbeyondinEurope;thechoicebetweensolutionswilldependonawiderangeoffactors,andindividualOEMsmayusemorethanoneinacrosstheirproductrange13©Ricardoplc2014Task1a–Competing/ComplementaryTechnologyForEuropeanmarkets,adiverserangeofsolutionswillcontinuetobeusedbydifferentOEMsCooledEGR+SCR(uncooled)EGR+SCRHighEfficiencySCRonlyBenefits•Evolutionofknowntechnology•NOxreductionfromcoldstart•NOxreductionwithlowTexh•CostlyEGRcoolerdeleted•NOxreductionfromcoldstart•NOxreductionwithlowTexh•Fastcatalystwarm-up•NoEGRsystem(savesweight)•RemovalofEGRdurabilityconcerns(deposits)•HighspecificratingConcerns•CostofEGR+DPF+SCR•Increasedheattocoolant•Oilchangeintervalshortened•Relativelyhighureacons.•In-servicecompliancewithagedcatalysts&worn