Clearly Ahead.
Aftertreatment Technology For Euro VI
DPF and SCR With Cooled EGR.
Diesel
Oxidation
Catalyst
Diesel
Particulate
Filter
EGR
Pressure Sensing
AdBlue Mixing
NOx Sensing
SCR System
This is proven technology that currently dominates the
North American market. Engines equipped with a cooled
EGR system are outfitted with a DPF and SCR in the
exhaust system to reduce both PM and NOx.
The Right Aftertreatment Technology
For Euro VI.
Over the past several years, engine and vehicle
manufacturers have jointly explored a vast array of
technologies to meet the European Union’s Euro VI
exhaust gas emissions legislation, in order to select the
right aftertreatment and engine solutions for the European
commercial vehicle market. By optimizing and validating
these systems together, we ensure a more competitive
and reliable product.
Cummins Emission Solutions (CES) has partnered with
several engine manufacturers to investigate various
architectures, including Diesel Particulate Filters (DPF)
with Selective Catalytic Reduction (SCR), as well as
combinations with and without Exhaust Gas Recirculation
(EGR), before determining the optimum solution for
Euro VI.
Our extensive research and testing concluded that a DPF
with SCR system on engines equipped with EGR is the
optimal solution for Euro VI based on the current market
requirements. This document provides a comparison
of the three most viable options, outlining the relative
advantages of each.
Meeting Euro VI Emissions Regulations.
Euro VI emissions legislation requires a 50 percent
reduction in Particulate Matter (PM) and 77 percent
in oxides of nitrogen (NOx) from the previous Euro V
regulation. This puts more demand on the entire system
to perform to these higher standards without
compromising efficiency and reliability of the engine.
These near-zero emissions levels represent a 99 percent
reduction since legislation began with Euro I.
The exhaust enters through the DPF, where 99 percent
of the PM is captured. Before entering the SCR system,
AdBlue® is injected into the exhaust stream. Then the
NOx molecules react with ammonia and the catalyst
to form harmless Nitrogen gas and water vapor at the
vehicle tailpipe. The system relies on the right balance of
EGR in the engine and SCR to reduce NOx and keep fuel
consumption and AdBlue usage as low as possible.
The DPF and SCR architecture with EGR engines
offers the following advantages:
n Well proven technology and experience in North
America since 2010
n Improved fuel efficiency and performance
n Leverages the reliability of existing components already
in production
n Efficient NOx reduction throughout the entire operating
cycle offers more flexibility in meeting emissions at
both low and high duty cycle temperatures
n Adaptability in vehicle integration, with options for one
or two element system designs
n Ability to tune system for improved fuel economy
A trade-off of this system is the increased level of vehicle
integration needed to manage the increased content
from existing Euro V systems.
Selective Catalytic Reduction
Filter (SCRF) With Cooled EGR.
DPF And SCR Without EGR.
Diesel
Oxidation
Catalyst
Diesel
Particulate
Filter
NOx Sensing
EGR
AdBlue
Mixing
Pressure Sensing
AdBlue Mixing
NOx Sensing
SCR System
The DPF and SCR solution without EGR is similar to the
previous option, however the SCR efficiency requirement
is much higher and requires more catalytic content or a
larger sized SCR system. Without EGR on the engine,
this system architecture is challenged with reducing NOx
primarily through the aftertreatment system.
Advantages of this system include the potential to:
n Lower combined initial engine and aftertreatment system
acquisition costs
SCR System
This SCR solution combines Particulate Matter and
NOx reduction using a catalyzed substrate in a single
module system on engines equipped with cooled EGR
The key advantage of this architecture is smaller
package size, offering solutions for vehicles with limited
space availability.
Trade-offs of this system are:
n Investment required to advance development for
commercial vehicle applications
n Higher combined initial engine and aftertreatment
system acquisition cost than other options on the
market, as industry volumes are limited
n Potential for inefficiencies if equal amounts of NO2
for the components are not available to aid in the
reduction of PM and NOx
n Improved fuel economy in certain steady state
applications
n Improved reliability on the system by limiting major
engine components
Possible trade-offs of this system are:
n Meeting emissions cycles at cold start or warm-up
conditions without EGR may require a larger volume
of precious metals in the catalyst in order to control
the NOx emissions
n Additional engine thermal management may be needed
to meet emissions
n An increase in the aftertreatment system size or content
may impact constrained vehicle space claims and result
in additional replacement costs for customers
n The inability to apply common technologies and
architectures across the entire engine range and
applications could reduce the ability to standardize
n This solution may not be applicable across all engines
and applications, reducing the ability to standardize on a
common technology and architecture
DPF And SCR With Cooled EGR –
The Best Option For Euro VI.
Extensive research and testing by Cummins
Emission Solutions with our industry partners
has proven that a DPF with SCR system on
engines equipped with EGR is the optimal
solution for equipment required to meet
Euro VI regulations. It is proven to effectively
limit emissions below the required levels
while providing increased fuel economy with
unsurpassed reliability.
Innovative Technology.
Customized To Fit Your Equipment.
For additional details, please contact
Cummins Emission Solutions at
cumminsemissionsolutions.com or
e-mail to contactces@cummins.com.
Cummins Emission Solutions
525 Jackson Street
Columbus, IN 47201
U.S.A.
Phone: 1-800-DIESELS™ (1-800-343-7357)
Internet: cumminsemissionsolutions.com
Contact: contactces@cummins.com
Bulletin 4973779 Printed 9/12
©2012 Cummins Emission Solutions