Ein EU-LIFE Projekt Klagenfurt Graz Bozen

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Content
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•After treatment systems tested within KAPA GS
•Measurement equipment used
•Results for city buses
•Results for passenger cars
•Summary and conclusion
Available exhaust gas after tretment systems
Heavy Duty Vehicles (HDV):
•Several Wall Flow Filters, see „VERT-List“ from BUWAL
(>90% removal efficiency for Particle mass and number concentration)
Open Filter Systems:
•Emitec (shaped catalyst with storage medium)
•Remus (uses Emitec filter medium)
•Pankl (production stopped)
•Oberland Mangold (shaped catalyst with spherous coating)
……..
Cars & Light Duty Vehicles
•Remus RFK (uses Emitec filter medium)
•HJS City Filter (Wall Flow Filter with adjusted bore)
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After Treatment Systems Tested in KAPA GS
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1) Diesel Particle Filter (DPF):
BAUMOT DPF in the
city buses of Klagenfurt
Wall Flow Filter: Exhaust flows through porous wall (ceramic monolith). High
PM removal efficiency. Sufficient regeneration has to be checked (approx. 300°C
necessary). Cleaning from deposited ashes may be necessary.
After Treatment Systems Tested in KAPA GS
2) Open Filters:
E.g. Remus „Partikelfilterschalldämpfer“
(PFS) for Heavy Duty Vehicles
or
Remus „Rusßfilterkatalysator“ (RFK)
for cars
Open System: Exhaust is partially flowing through a storage medium.
Regeneration needs also approx. 300°C. Less removal efficiency than wall flow
filters but due to the open construction less critical for plugging.
Pankl filters were tested too. Not described due to stop of production
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Some informations for retrofitting
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*For HDV usually the silencer is replaced by the filter
*For cars the System is added to the existing oxidation catalyst
Regulations for retrofit filters
1. VERT Test: Detailed test for retrofit particle filters in Switzerland. Tests
PM removal (>90%), secondary emissions, durability (>2000h) and
regeneration
2. Guideline for Promotion of Filter Retrofit in Styria (1.1.2005):
“TOP Test” defines minimum PM removal efficiency (>30%) and 25.000 km
durability and limits increase of NO2 .
3. Draft „Anlage XXVII“ zu § 48 und Anlage XIV Nr. 3.4:
Draft for German test standard for retrofit systems. Prescribes 50 to 100 runs
of type approval cycle (ETC) and regeneration testing for closed systems
(>90% PM removal) and open systems (>50% PM removal)
4. Netherland standard for retrofits according to 88/77/EWG:
similar to German draft but somewhat less tests prescribed.
Some informations for retrofitting
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*The particles stored in the filter have to be burnt regularly or
continuously. Continuous regeneration is the usual approach.
Relevant regeneration temperatures:
• Basic
> 500°C
• Catalytic coated (NO2 based) from
(1) according to manufacturers
> 200°C (1) to 350°C
•With additives to fuel
> 300°C
The temperature has to be exceeded several minutes (approx. 15%-35% from the
driving time needs higher exhaust gas temperatures)
Catalytic coating can cause an increase in the share of NO2 from approx. 10% to
more than 60% on total NOx emissions
-> Checking the increase in NO2 is recommended!
Which Exhaust gas temperatures occur ?
City bus on flat road
400
400
0 %>350°C
0 % > 300°C
300
13% > 250°C
250
200
150
„9040 city centre cycle“
200
150
50
50
0
0
1000
42% > 250°C
250
100
500
v
t before PM Cat
13% > 300°C
300
100
0
0.5%>350°C
350
v [km/h] and T [°C]
v [km/h] and t [°C]
350
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„Braunschweigzyklus“
0
Time [s]
500
1000
Time [s]
1500
Which Exhaust gas temperatures occur ?
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Cars driving in area of Graz
420
390
360
330
300
0 %>350°C
0%>350°C
0 % > 300°C
7% > 300°C
0 % > 250°C
42% > 250°C
5%>350°C
450
400
18% > 300°C
Steigung "Ries"
67% > 250°C
350
300
270
250
240
210
200
Geschwindigkeit [km/h]
180
150
150
120
100
90
60
50
30
0
0
250
500
750
0
1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500
Zeit [sec]
Innerorts
Bundesstrasse
Autobahn
Abgastemperatur vor Katalysator [°C]
450
What happens at insufficient regeneration?
Exhaust gas backpressure increases
→ Fuel consumption increases
→ Exhaust gas temperature increases (engine damage possible)
→ Negative effects on combustion when the engine has an
uncontrolled EGR (Exhaust Gas Recirculation)
High loads of particles can be stored in the medium
-> high thermal stress during regeneration
-> damage of the filter possible
Independent from regeneration: deposition of ashes (not inflammable)
→ slow but steady increase of exhaust gas backpressure
Application of low ash lubricants can improve the situation
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Assessment of Real World Emission Factors at TUG
On board measurements
chassis dyno for cars
Microscale Emission
model PHEM
chassis dyno
for 2-wheelers
Driving resistances &
transmission
losses
Emission Map
Gear shift
model
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w
o6
p
d5
te
ra 4
_
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k3
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/h 2
(g
[
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O
N0
1.
0.8
Pe
0.6
0.4
/P
_r
0.2
at
0
ed 0. -0.2
0.0
0.2
0.4
0.6
0.8
1.0
orm
n_n
Fuel Quality
Subroutines
Engine test beds
Introduction
Emission Factors
Engine load, FC,
emissions
Necessity of PEMS
Transient Correction
Cold start tool
Racing Car
Articulated Bus
chassis dyno
for HDV
Summary
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Testing of the Filter Efficiencies
• Measurement on the chassis dynamometer
for cars and HDV
Remus PFS and PANKL in
o in serial condition
the city buses of Graz
o after retrofitting
• On-vehicle measurements with PEMS
(Portable Emission Measurement System at the buses from the city of Klagenfurt)
o before and after the filter
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PM
PM[g/km]
[g/km]
Results for Busses (in the 9040 city cycle)
0.7
0.7
0.6
0.6
0.5
0.5
0.4
0.4
0.3
0.3
0.2
0.2
0.1
0.1
0.0
0.0
0.030
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Results for serial condition
Diesel
Diesel
CNG
CNG
Graz
Klagenfurt
With aftertreatment EU V or EEV
PM levels can be reached
New bus concepts
0.001
Results for Busses (On-Vehicle tests in Klagenfurt)
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Trip Stadtwerke -> Strandbad
120
350
100
300
Pressure drop [mbar]
Pressure drop[mbar]
80
300
250
25%60
> 250°C
200
60
40
40
200
76%150
> 200°C
20
20
100
0
0
-20
-40
100
80
250
300
500
700
Time [sek]
900
350
150
100
50
-20
50
0
-40
1100 100
0
300
500
Time [s]
700
Exhaust gas temperature [°C]
100
Strandbad -> Heiligengeistplatz
Pressure drop
Exhaust gas temperature
Velocity
Exhaust gas temperature [°C]
120
Pressure drop
Exhaust temperature
velocity
Results for Buses
•Average PM reduction from REMUS PFS was > 70%
•Average PM reduction from BAUMOT filter was > 98%
•Particle number emissions are reduced similar to particle mass
emissions, nucleation mode is removed even more efficient
•Only small increase in the share of NO2 on total NOx
•Exhaust gas temperatures measured were sufficient and
exhaust gas back pressure were low
•Exchange of the silencer by the filter needs a homologation (kdv
idf 2004 §8 Abs 3a. bzw. ECE-R51)
•Subsidies for retrofitting, e.g. in Styria
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Results for cars (retrofit of Remus RFK)
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Jeep WH Grand Cherokee NEDC
Mercedes C220 Diesel BJ 2000 NEDC ?
Mercedes C220 Diesel BJ 96, Euro 2 NEDC ?
VW-Golf Variant TDI (1,9 TDI/AJM) NEDC
VW Golf V PDI 77kW NEDC-kalt
VW Golf V PDI 77kW NEDC-warm
VW Golf V PDI 77kW CADC road
Suzuki Grand Vitara 2,0TD NEDC-warm
Jeep Grand Cherokee 2,7 CRD NEDC-warm
Chrysler PT Cruiser 2,2TD 89kW NEDC-warm
Peugeot 307 HDI CADC motorway
Peugeot 307 HDI CADC road
Peugeot 307 HDI CADC urban
Audi A4 1,9 PDI 96kW NEDC-warm
Audi A4 1,9 PDI 96kW CADC motorway
Audi A4 1,9 PDI 96kW CADC road
Audi A4 1,9 PDI 96kW CADC urban
-60%
-50%
-40%
-30%
-20%
-10%
0%
Change of
mass emissions against
serie [%]
Änderung
derParticle
Partikelmasseemissionen
zu Serie
Measured at TUG, TÜV Nord,
TÜV Hessen, TÜV Pfalz
Results for cars Particle Number Emissions
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(retrofit of Remus RFK)
Langzeitverhalten eines RFK
Testing of storage capacity:
12 hours PM loading with low exhaust gas temperature
1.6E+16
dN/dlogDp [#/h]
1.2E+16
Stunde 0
Stunde 2
Stunde 4
Stunde 8
Stunde 10
Stunde 12
1.0E+16
8E+15
7E+15
Gesamtanzahl [#/h]
1.4E+16
P = 11,3 kW
n = 3040 U/min
v = 77,5 km/h
3. Gang
9E+15
P = 11,3 kW
n = 3040 U/min
v = 77,5 km/h
3. Gang
8.0E+15
6.0E+15
4.0E+15
6E+15
5E+15
4E+15
3E+15
2E+15
2.0E+15
1E+15
0
0.0E+00
10
100
Durchmesser log [nm]
1000
Stunde 0
Abnahme des Messwertes um etwa 20%
Stunde 2
Stunde 4
Stunde 8
Stunde 10
Stunde 12
Results for cars Exhaust Gas Backpressure
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Exhaust gas backpressure
PMAbgasgegendrucks
loading
Gleichzeitigerduring
Anstieg des
100
90
80
Beginn
Start 12 h
End 12h
12h
Ende
delta p [mbar]
70
60
50
40
30
20
10
0
0
100
200
300
Messpunkt [-]
400
500
600
Results for cars Particle Number Emissions
Regeneration of the RFK
3.00E+16
Particle number emissions at
full load
Gesamtanzahl [#/h]
2.50E+16
2.00E+16
1.50E+16
-> No blow out of stored particles
1.00E+16
5.00E+15
0.00E+00
vor 12h Dauertest
Before loading
nach 12h Dauertest
After 12h
loading
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Results for cars with Remus RFK
•Average PM reduction is approx. 30%
•Particle number emissions are reduced similar to particle mass
emissions, nucleation mode is removed even more efficient
•No increase in the share of NO2 on total NOx
•In Austria as retrofit catalyst not subject to homologation
•Subsidies for retrofitting, e.g. in Styria
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Effects of a retrofit Program on Air Quality
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Reduktion
PM10-Abgasemissionen
of PM
10 Exhaust gas emissions
Reduction
Straßenverkehr
Graz [%]
traffic in Graz
from
Simulation for Graz
City Buses (100%)
Linienbusse
2005
2010
-1.5%
-1.3%
Solo LKW & Reisebusse
Trucks
and
LDV
PKW Cars
& LNF
(jew
eils 10%
(10%), Last- und
(5% - 10%)
derfrom
Diesel)
Sattelzüge
(5%)
(15%
diesel)
2005
2010
2005
2010
-1.3%
-1.2%
0%
-1%
-2%
-3%
-4%
-3.3%
-2.9%
-5%
-6%
-7%
-6% Exhaust gas emissions from road traffic
~ 1% to 2% improvement in air quality
-8%
-9%
-10%
Summary and Conclusions
•Retrofit systems can efficienly reduce PM exhaust gas emissions
•Increase of NO2 depends on the system but can be low
•Quality of the products varies strongly between manufacturers
•BAUMOT and REMUS products used within KAPA GS
showed no failures until now
•Increase of exhaust back pressure from the filter over lifetime
can be kept low
•Products for retrofitting have to be selected carefully and
sufficient warranty periods shall be negotiated
•Contribution to the improvement of the PM 10 air quality is in
the range of -2%. However, retrofitting has a rather good cost
efficiency compared to many other measures
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Thank you for your
kind attention!
TUG

Ein EU-LIFE Projekt Klagenfurt Graz Bozen

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