Richard Dorenkamp

12th Diesel Engine-Efficiency and

Emissions Research (DEER) Conference
August 20-24, 2006, Detroit, Michigan

LNT or Urea SCR Technology:

Which is the right technology for

TIER 2 BIN 5 passenger vehicles?

Diesel Engine Development, Volkswagen AG, Wolfsburg

 Agenda

Engine Program and Demands

Current Emission Results in Europe and NAR

Engine Reduction Potential

Comparison LNT and SCR Technique

Conclusion
VW Diesel Engine Program
VW Diesel Engine Program
VW Diesel Engine Program

600

450
Torque [lb*ft]

300

150

0
0 70 140 210 280 350
Power output [hp]
Global Markets: Future Demands and Developments

North America Europe Japan

Emissions, Emissions, Emissions,
Performance, Consumption, Consumption,
Consumption CO2 Comfort

Latin America China

Costs, Emissions,
Mobility Energy
Customer Demands on Modern Diesel Engines

Low fuel
Sufficient Low emissions
consumption (noise, smell,
power output /
torque exhaust gas)

High comfort Low consumption

(low vibrations) of lubricants

Good Compatible with

operability biogenic fuels

Low service
Long service life
Low production costs
costs
European Emission Results

Emission trends in VW diesel engines in Europe

with the Rabbit/Golf as an example
North America Region Emission Results

Emission trends in VW diesel

engines in North America
with the Jetta as an example
Components of Diesel Development

Low fuel Low emissions

Sufficient
consumption (noise, smell,
power output /
Diesel Fuel Oxidation
torque exhaust gas)
Catalyst

High comfort Low consumption

(low vibrations) of lubricants
Engine
Good Betrieb mit biogenen
operability Kraftstoffen

NOx- Diesel
Low service
Catalyst
Long service life Particulate Filter
Low production costs
costs
Measures on the Engine

Injection

Combustion

Turbocharging

Temperature
management

Exhaust gas
recirculation Homogenization
Engine Improvements

Injection system
Combustion process
Air management
Turbocharging
EGR system

50%
Oxidation Catalyst Principle

Metal casing Cellular structure

H 2O
HC CO2
CO
(O2)

Ceramic monolith Precious metal coating

HC- CO- conversion at low temperature

Exotherme in exhaust gas system (necessary for PM trap NSC)
 Different Particle Traps
CSF close to engine with integrated oxicat

750C

620C

CSF away from engine + retarded post injection

750C

620C 720C 620C

Exh.gas temp. before particulate filter [C]
HCI close to engine with ext. fuel injection
650
Fuel metering
750C 550

620C 520C 700C 450

350
DOC + CSF close to the engine
250 Post injection period
750C
150
0 5 10 15 20
570C 650C Time [min]
General Conditions for NOx Catalytic Converter Systems

1. NOx-storage catalytic converter (discontinuous)

> 1 : NOx storage (formation of Nitrates)
< 1 : NOx release and reduction
Low sulfur fuel (S < 10 ppm) necessary
Additional fuel consumption as a result of
catalytic converter regeneration

2. Urea SCR catalytic converter (continuous)

- Hydrolysis and thermolysis of urea formation of NH3
- Reduction of NOx in the SCR catalyst using NH3
Logistics necessary for the reduction agent, urea
Customer-friendly topping up of urea at filling stations
Impacts on NOx Efficiency for NOx Storage Cat

Catalyst temperature
Space velocity
Current NOx load
Regeneration frequency ( fuel consumption)
Thermal ageing
Sulphur poisoning
Impacts: Thermal Ageing and Sulphur Poisoning
Desulphation (DeSOx)
Requirements for desulphation
catalyst temperature (600C < T < 750C)
1
secondary emissions (-control)

Temperature limit of NSC Temperature NSC

Temperature field for DeSOx
T
Tmax for DeSOx
heat up OSC refill heat up cooling

behind NSC
=1
in Front of NSC

Heat-condition DeSOx-condition time

 Durability Run with Desulphation
Touran 74 kW EU4 (4000 lbs) with CSF cc + NSC underfloor
NOx Conversion at FTP cycle (engine out NOx 0.35 g/mi)

100%
90%
80% 60% efficiency
NOx-Conversion

70%
60%
50%
40%
30%
20%
10%
0%
4

8
2
52

20

02

58

67
71
0

60

72

72

70

82

83
72
.2

.5

.7

.9

.2
.7

8.

9.

9.

9.

4.

4.
9.
26

31

36

46

57
14

10

14

14

14

15

15
14
Mileage [km]
 Correlation between Bench and Vehicle Ageing
NOx Conversion at FTP cycle Golf class, 3500 lbs

100
90
80
NOx-Conversion [%]

70
60
50
40
30
20
10
0
Fresh Vehicle 120.000 mi Bench ageing Oven ageing
120.000 mi at 800 C, 24h
SCR-System Structure

AdBlue Tank
ECU control line

T Sensor ECU NOx Sensor

Heating

AdBlue Pipe

Metering Valve
Components of SCR-System

SCR Catalyst

Mixer
Urea Metering Valve
SCR Catalyst

Conversion at a Function of:

Temperature
Mass flow
NO/NO2 Balance
NH3 Distribution and NOx /NH3 Ratio
Ageing of the catalyst

Control NH3 Breakthrough

by NH3 Barrier Catalyst
 Dependence on NO2/NO Relation, Ageing

100
NOx Conversion [%]

80
fresh,
with NO2 : NO =1:1
60
thermal aged,
24h 750C,
40 with NO2 : NO =1:1,

without NO2
20

0
100 200 300 400 500
Temperature [C]
 NH3 Storage Capacity of SCR Catalyst

800
700
NH3 Storage [mg/l]

600
500
400
300
200
100
0
100 200 300 400 500
Temperature [C]
System Benchmark Test

NOx Storage Cat SCR System

NOx Red. Potential (Golf)
FTP + +
US06 + ++
NEDC + +

NO2 Emissions + +
HC - 0
Fuel Consumption - 0
Required Infrastructure 0 --
Servicing 0 -
Packaging Space - --
Error Rate / Complexity 0 -
Costs - --
 NOx Emission Results of SCR and NSC
in FTP Testcycle

2500 250

NSC aftertreatment
2000 200

Temperature [C]
cum. NOx [mg]

SCR aftertreatment
1500 150

mNOx engine out

1000 100 US07

exhaust gas
500 50 temperature [C]

0 0 FTP cycle
0 500 1000 1500 2000
Time [s]
 NOx Emission Results of SCR and NSC
FTP test cycle

2500 250

NSC aftertreatment
2000 200

Temperature [C]
cum. NOx [mg]

SCR aftertreatment
1500 150

Focus of development mNOx engine out

1000 100 US07
in the near future
- for both systems,especially for SCR-system exhaust gas
500 50 temperature [C]

0 0 FTP cycle
0 500 1000 1500 2000
Time [s]
 System Applicability
NOx Emissions

T r ap
n NOx
Emission Limit Lea

S CR

Vehicle weight
 Conclusion

Volkswagen uses leading edge technologies for the development of

diesel engines

Main focus of the diesel engine development is an optimised internal

combustion system to achieve the emission standards

For the LEV 2/BIN5 limits we need:

- a new combustion process
- an optimised aftertreatment system
- a high standard of fuel quality

LNT vs. SCR technique: There will be applications for both systems.
Full speed ahead into a clean Diesel future.

Thank You
for Your Attention.