Emissionsutvecklingen tunga fordon bränslekvalitet och motorteknik Anders Röj Fuels and Lubricants Volvo Group Trucks Technology Luftvårdsseminarium, 23 November 2012, Göteborg
EU emissions legislation - On-road vehicles
PM ESC Particules (g/kwh) Main strategies in Europe - Heavy Duty engines 0.08 0.07 0.06 SCR =Selective Catalytic Reduction EGR = Exhaust Gas Recirculation DPF =Diesel Particualte Filter Euro III (10/2001) 0.05 0.04 EGR 0.03 0.02 0.01 0 DPF Euro V (10/2009) Euro VI (01/2014) Euro IV (10/2006) Adblue SCR 0 2 4 6 8 10 ESC NOx (g/kwh)
Några nyckelteknologier som möjliggjort vandringen från Euro I till Euro VI Emissionsnivå Euro I Teknik konventionell teknik, in-line bränslepumpar Euro II Högre insprutningstryck, enhetsinjektorer (Volvo), elektronik Euro III Högre insprutningstryck, förbränningsoptimering, elektronik Euro IV Euro V Euro VI Högre insprutningstryck, förbränningsoptimering, elektronik Avgasefterbehandlingen gör sitt intåg: SCR, oxidation, (även EGR, partikelfilter) Högre insprutningstryck, förbränningsoptimering, SCR, (även EGR, partikelfilter), mera elektronik Högre insprutningstryck, common rail insprutning, förbränningsoptimering, EGR, SCR, partikelfilter, ännu mera elektronik..i princip all teknik som står till buds
Sulphur An Enabling Parameter for Advanced Emissions Reduction Technologies Heavy Duty Emissions and Sulphur in Diesel Fuel (EU requirements, Dir 98/70/EC & EN590) Particulates (g/kwh) NOx (g/kwh) Fuel Sulphur (ppm, max) Euro I (1993) 0.36 9 2000/3000 Euro II (1996) 0.15 7 500 Euro III (2000) 0.10 5 350 Euro IV (2005) 0.02 3.5 50 (10) Euro V (2009) 0.02 2.0 10 Euro VI (2013) 0.01 0.4 10
Sulphur content of on-road Diesel Fuels 2003/04 <10/50 ppm (directive 98/70/EC and tax incentives) <350 ppm (directive 98/70/EC) <350/500 ppm (directive 98/70/EC coming) 500-2000 ppm (typical) 1000-5000 ppm (typical) 2011-05-20
Sulphur content of on-road Diesel Fuels from 2009 <10 ppm (directive 2010/30/EC) <10-500 ppm <10-2000 ppm < 500-5000 ppm 2011-05-20
Automotive Fuels Standards Global, EU, Sweden Fuel ISO (Global) CEN (Europe) SIS (Sweden) Gasoline Diesel Fuel Diesel Fuel Class 1 LPG FAME (biodiesel) - B10/B30 Ethanol - up to 10% in gasoline - E85 - ED95 (diesel engines) Methane - biogas - natural gas ISO 15403 DME TC28/SC4/WG13 EN228 EN590 EN589 EN14214 - work on-going EN15376 pren15293 EU mandated work ongoing in TC408 SS-EN228 SS-EN590 SS 155435 SS-EN589 SS-EN14214 SS-EN15376 SS 155480 SS 155437 SS 155438 SS-EN ISO15403 Hydrogen (for FC) Methanol (for FC) ISO TS14687-2: 2008 (monitored) (monitored)
EU: match between fuel quality and emissions legislation pre 1993 Emissions Fuel quality - EU Directives Gasoline: benzene, lead Diesel fuel: sulphur 1993 Euro 1 Gasoline: benzene, lead Diesel fuel: sulphur 1996 Euro 2 Gasoline: benzene, lead Diesel fuel: sulphur 2000 Euro 3 Dir 98/70/EC Environmental parameters! Fuel quality - CEN Standards only national standards EN228:1993 (gasoline) EN590:1993 (diesel fuel) First European standards! EN228:1996 EN590:1996 EN228:1999 EN590:1999 2004 Euro 4/ IV revised: 2003/17/EC EN228:2004 EN590:2004 2009 Euro 5/ V revised: 2009/30/EC All gasoline and diesel fuel < 10 ppm sulphur! EN228:2008 (revision on-going pren228:2012) EN590:2009 (revision on-going pren590:2012) 2013/14 Euro 6/ VI revised: xxxx? EN228:yyyy EN590:yyyy
Miljöklassade dieselbränslen i Sverige Initierades 1988-89 via det sk Tätortsprojektet - visade på svavlets och aromaternas betydelse för rök, partiklar, Nox - stor påverkan på avgas-pah (stark korrelation PAHin PAHut) - baserat på tester i två lastbilar: en Volvo, en Scania.. Volvo och Scania deltog aktivt i arbetet med att ta fram miljöklassningen - hot att dieselbussar skulle förbjudas i storstäder! (etanol och CNG i stället) - ville visa att dieselmotorn har mycket kvar att ge om vi får bättre bränsle! - de första oxidationskatalysatorerna var mycket svavelkänsliga pga sulfatbildning: 500 ppm svavel ökade totalpartiklarna med 200-300%! Första Miljöklass1 och 2 specifikationen från 1 jan 1990 Revidering 1 jan 1991: gränser på PAH inkluderades Svensk Mk1 diesel blev ett modellbränsle för låga emissioner worldwide.och gav omvärldens oljeindustri stora skälvan under många år ( swedish disease )
Miljöklassade dieselbränslen i Sverige MK1 (1990) MK1 (1991) MK2 (1991) SS Diesel (MK3, 1990) MK1 (2012) EN590 (2012) Svavel, ppm < 10 < 10 < 50 < 3000 < 10 < 10 Aromater, % < 5 < 5 < 20 - < 5 - - PAH (3-ring+) - < 0.02 < 0.1 - < 0.02 - - PAH (2-ring+) - - - - - < 8 Cetantal > 50 > 50 > 47 > 45 > 51 > 51 Densitet, kg/m3 800-820 800-820 800-820 800-860 800-830 800-845 Destillation T95 285 295 370 340 360 Slutkokpunkt, C 300 - - - - -,FAME - - - - < 7% < 7%
Market fuel standards for existing and future vehicles the challenge of change 1. Development of future vehicles for future fuels 2. Compatibility of vehicles in the fleet with Higher biofuels blends (for instance FAME, B7 -> B10 -> Bxx) New limits for existing fuel specifications (for instance lubricity in diesel fuel) Evolution of fuel specifications and new fuel grades are taken into account in the developing process Backward compatibility of fuel changes is a very difficult issue Not in line with the normal engine development process Difficult to cover all the vehicle generations and models - Reliability risks for the customers - Risk for vehicle manufacturers in meeting legal commitments - Costly - We need protection for the existing fleet at any point in time - We need sufficient lead-time and clear commitments regarding future fuel specifications.
Market fuel standards for existing and future vehicles the challenge of change 1. Development of future vehicles for future fuels 2. Compatibility of vehicles in the fleet with Higher biofuels blends (for instance FAME, B5 -> B7-> B10 -> Bxx) New limits for existing fuel specifications (for instance lubricity in diesel fuel) Evolution of fuel specifications and new fuel grades are taken into account in the developing process Backward compatibility of fuel changes is a very difficult issue Not in line with the normal engine development process Difficult to cover all the vehicle generations and models - Reliability risks for the customers - Risk for vehicle manufacturers in meeting legal commitments - Costly - We need protection for the existing fleet at any point in time - We need sufficient lead-time and clear commitments regarding future fuel specifications.
Euro VI Heavy Duty Certification Fuels (specifications in Euro VI Directive, Annex IX) Fuels for compression ignition engines - Diesel fuel B7 (6-7% FAME, EN14214 quality) - Ethanol ED95 Fuels for positive ignition engines - Petrol E10 (9.5-10% ethanol, EN15376 quality) - Ethanol E85 (83-85% ethanol) - LPG - NG/Biogas (three gases: GR, G23, G25)
Euro VI certification diesel fuel - HD engines (ref: Annex IX) Parameter Euro V Euro VI Cetane number 52-54 52-56 Density kg/m3 833-837 Sulphur, max ppm 10 Distillation T95 C 345-350 Polyaromatics % V/V 3-6 2-4 FAME % V/V not allowed 6.0 7.0
Euro VI Universal fuel type-approval
Några konklusioner Bränslekvalitet och emissionslagstiftning har gått bra hand i hand i EU Svavelsänkningarna har vart ett absolut måste (max 3000 ppm -> 500 ppm -> 350 ppm -> 50 ppm -> 10 ppm) EN590 (WG24) har följt upp med nödvändiga förbättringar även av andra parametrar Enda osäkerhetsmomentet idag (på en del marknader): FAME (inblandningshalt, kvalitet, stabilitet, köldegenskaper, bakterietillväxt ) Sverige har varit ett föregångsland tack vara miljöklassningen - chockerad omvärden redan 1990 med <10 ppm svavel (EU hade <3000 ppm) och tuffa aromatgränser (gränser för aromater var överhuvudtaget inte på kartan i resten av Europa)
Thank you for your attention! Downstream Asia 2011