How To Test Aerify

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A Study about Particle Filter Application on a

State-of-the-Art Homogeneous Turbocharged

2L DI Gasoline Engine

Dr. Ingo Mikulic, Hein Koelman, Steve Majkowski, Paul Vosejpka

Dow Automotive Systems

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• Introduction & Background

• Results On Roller Chassis:

• Tailpipe Particle Number Emissions

• Gaseous Emissions & Fuel Consumption

• Peak Pressure Drop

• On-road Testing:

• Fuel Consumption

• Soot Accumulation Behavior

• Summary & Path Forward

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Li-Ion Cells & Packs (JV) Waste Heat Recovery

Li-Ion Cell Materials

Dow Powertrain Technologies

DPF

(CSF, SCRF)

Lubricants (Reduced Ash)

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Application Benefits of AERIFY vs competitive substrates:

• Low backpressure • Downsizing

• Heavy coating / system integration • High filtration efficiency

Technology Description:

High porosity filters made from Acicular Mullite crystals

Reduced fuel penalty

Reduces needed packaging space & system cost

Euro 6 particulate number limit

GPF

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Objective of This Presentation

• State-of-the-art DI Gasoline engines produce low particulate mass emission but significant nanoparticle emission

• EU legislation will limit tailpipe Particulate Number (PN) tailpipe emission for Gasoline light passenger cars in 2014-15 timeframe (Euro 6)

• Current expectation is to apply the PN measurement technique and limit for Diesel light passenger cars (e.g. 6x1011 _#/km)

• OEM are preparing technical solutions: – Via engine-in means

– Via usage of Gasoline Particulate Filter (GPF):

Uncoated GPF Topic of this presentation! Coated GPF

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Packaging For Uncoated GPF

Engine

TWC TWC

Close-coupled

Integration of Uncoated GPF for Euro 6 Applications

Baseline Close-Coupled Concept of Actual Exhaust Systems (w/o GPF)

Engine

TWC

Underfloor

- No modification of TWC concept

- Continuous soot clean-out?

- GPF underfloor in extra canning

Engine

TWC

- Continuous soot clean out!

- GPF close-coupled in TWC canning

- TWC system must shrink. GPF length constrained by packaging.

TWC GPF

GPF TWC

Close-coupled

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Ash Storage (~200.000 km)

Sufficient PN Filtration in Clean State (engineering target : ~3x1011 _#/km)

Low p over Filter (target: ~100 mbar)

Uncoated

GPF

GPF Performance Requirements

Material Diameter, inch Length,

inch Honeycomb structure

Acicular Mullite 4.66 3 Acicular Mullite 4.66 4 Acicular Mullite 4.66 5 Acicular Mullite 4.66 2 Acicular Mullite 4.66 3 Acicular Mullite 4.66 4 Acicular Mullite 4.66 5 Tested Samples DPF GPF

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Test Vehicle

1460 kg Curb weight 132 kW at 4000-6000 rpm Max power Approx.1500 km Mileage at test begin

226 km/h Maximum speed Euro 5 Emission compliance Close-coupled TWC Exhaust system 1.984 L Displacement Turbocharged homogeneous DI Gasoline engine Combustion system Audi A5 Coupe 2L TFSI Multitronic

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Upstream GPF Downstream GPF Pressure Temperature Temperature Pressure ~90cm (isolated) TWC

Engine

GPF

Flow and GPF canning were not optimized to deliver lowest possible backpressure

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Tailpipe PN Emissions in NEDC

0.0E+00 2.0E+11 4.0E+11 6.0E+11 8.0E+11 1.0E+12 1.2E+12 1.4E+12 1.6E+12 1.8E+12 2.0E+12 1.00 3.00 5.00 7.00 9.00 11.00 P a rt ic le N u m b e r T a ilp ip e , # /k m DPF GPF GPF Can Empty 3“L 4“L 5“L 2“L 3“L 4“L 5“L Repetitions

AERIFY DPF and GPF deliver PN tailpipe emissions below the engineering target in fresh state regardless of the filter length

PN emissions measured following PMP protocol

Diesel Euro 6

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Online PN Emissions in NEDC

P a rt ic le fl o w / -/ s 0.0·100 1.0·1011 2.0·1011 3.0·1011 4.0·1011 5.0·1011 W/o GPF Optimized DPF; 4.66" x 5" Optimized DPF; 4.66" x 4" Optimized DPF; 4.66" x 3" Optimized GPF; 4.66" x 5" Optimized GPF; 4.66" x 4" Optimized GPF; 4.66" x 3" Optimized GPF; 4.66" x 2" V e h . s p e e d /k m /h 0 40 80 120 Time / s 0 200 400 600 800 1000 1200 Significant PN emission is formed in: • Cold start • Catalyst heating • Rapid accelerations w/o GPF DPF, 4.66“x5“ DPF, 4.66“x4“ DPF, 4.66“x3“ GPF, 4.66“x5“ GPF, 4.66“x4“ GPF, 4.66“x3“ GPF, 4.66“x2“

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0 0.005 0.01 0.015 0.02 0.025 0.03 0.035 1.00 3.00 5.00 7.00 9.00 11.00 N Ox , g /k m 176 178 180 182 184 186 188 C O2 , g /k m 7.3 7.4 7.5 7.6 7.7 7.8 7.9 1.00 3.00 5.00 7.00 9.00 11.00 C o n s u m p ti o n , l/ 1 0 0 k m

NO

_x

, CO

₂

& Consumption in NEDC

DPF

DPF GPF

GPF

No negative impacts on:

• Tailpipe NO_x • Tailpipe CO₂

• Fuel Consumption

in NEDC.

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Peak Backpressures

Total exhaust pipe backpressure after ~80 sec in free full load acceleration. AERIFY GPF delivers p < 100 mbar at 4 and 5 inch length.

1240 1280 1320 1360 1400 1440 1480 1520 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 A b s . P re s s u re u p s tr . T W C , m b a r Original Empty 3“L 4“L 5“L 3“L 4“L 5“L Δ p = 1 7 8 m b a r Δ p = 1 7 1 m b a r Δ p = 1 8 8 m b a r Δ p = 1 2 7 m b a r Δ p = 8 8 m b a r Δ p = 9 5 m b a r DPF GPF GPF Can

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V e h ic le s p e e d / k m /h 0 5 10 15 20 25 30 35 Time / s 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 E x h a u s t g a s te m p e ra tu re / °C 200 250 300 350 400 450 Upstream GPF Downstream GPF Standardized Cycle 10 km Cycle Length ~420 °C Maximum temperature upstream GPF 33 km/h Maximum Speed 22 km/h Average Speed

• No pressure drop increase observed after 532 km nonstop cruising in low load cycle.

• The GPF inlet face was white or slightly grey after de-canning.

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Standardized Cycle 258 km Cycle Length ~720 °C Maximum temperature upstream GPF 131 km/h Maximum Speed 67 km/h Average Speed V e h ic le s p e e d / k m /h 0 20 40 60 80 100 120 140 Time / s 0 2000 4000 6000 8000 10000 12000 14000 E x h a u s t g a s te m p e ra tu re / °C 100 200 300 400 500 600 700 800 Upstream GPF Downstream GPF

• No pressure drop increase observed after 806 km nonstop cruising in fuel consumption cycle.

• The GPF inlet face was white or slightly grey after de-canning.

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7 .6 0 7 .8 0 7.9 0 7 .7 7 7 .8 0 7 .8 0 7 .7 3 7 .6 0 6.5 7 7.5 8 8.5 #1 #2 #3 Mean value F u e l c o n s u m p ti o n / l/ 1 0 0 k m Optimized GPF; 4.66" x 3" W/o GPF

Consumed fuel measured by weighing refilled quantities. Variations may occur caused by daily traffic variations. No relevant difference in average

consumption observed (w/ GPF versus w/o GPF).

Onroad Fuel Consumption Cycle

No relevant penalty

GPF, 4.66“x3“ w/o GPF

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4 .9 5.6 6 .5 7 .8 9 .1 1 1 .1 1 4 1 7 .8 2 1 .4 2 0 .1 5 .1 5.5 6 .4 7 .8 9 1 1 .2 1 3 .7 1 7 .3 2 1 .3 2 0 .4 0 5 10 15 20 25 60 80 100 120 140 160 180 200 Vmax (D) Vmax (S) Vehicle speed /km/h F u e l c o n s u m p ti o n / l/ 1 0 0 k m Optimized GPF; 4.66" x 3" W/o GPF

Fuel consumption data from ECU. Increase of 2-3% found for vehicle speeds of 180 – 200 km/h. No relevant increase at lower vehicle speeds.

Fuel Penalties at Constant Speed

2-3% penalty

GPF, 4.66“x3“ w/o GPF

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• The anticipated Euro 6 PN limit of 6x10

11

#/km and its engineering

target (e.g. 50%) can be safely demonstrated by application of

AERIFY honeycomb filters

• AERIFY GPF delivers excellent PN filtration and very low pressure

drop regardless of its length

• No fuel consumption increase observed up to 180 km/h constant

cruising with the given test vehicle

• No soot accumulation oberserved in standardized onroad cycles

with the given test vehicle

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Ash Storage (~200.000 km)

Path Forward

Onroad ash accumulation in progress to investigate ash production, ash storage, and pressure drop behavior over filter lifetime.

•

Sufficient PN Filtration in Clean State (engineering target : ~3x1011 _#/km)

•

Low p over Filter (target: ~100 mbar)

Uncoated

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