Abstract
Increased efficiency of the combustion process itself and low losses in the Engine, lead to lower temperatures in the exhaust line. Combined with the exhaust gas energy recovery as well as the hybridization of the drivetrain, this temperature decrease will require additional efforts for the exhaust gas aftertreatment in future. Current technologies like SCR with urea could only be used in future with additional heating elements or will need to change to different catalysts or gaseous Ammonia, to keep the current efficiency and conversion rates. Catalyst and filter elements with ultra-low backpressure creating additional new challenges for the correct and robust diagnostics of these aftertreatment components and all emission relevant parts and thresholds. New technologies are needed like the direct measurement of the DPF soot loading with radio frequencies or NH3 sensors to precisely control the ammonia slip for high conversion rates of SCR catalysts.
Highlights
The increasing efficiency of combustion engines, together with the hybridization of drivetrains, is influencing the aftertreatment system including its control strategies and diagnostics
Current technologies like SCR with urea could only be used in future with additional heating elements or will need to change to gaseous ammonia, to keep the current efficiency and conversion rates
New catalyst and filter elements with ultra-low backpressure contribute to further CO2 reduction leading to new challenges to perform a correct and robust diagnostics of these aftertreatment components
Summary
The increasing efficiency of combustion engines, together with the hybridization of drivetrains, is influencing the aftertreatment system including its control strategies and diagnostics. The potential ammonia slip is treated with a cleanup catalyst combined with the SCR-catalyst This aftertreatment systems has a conversion rate depending on the temperature of the exhaust gas and the catalysts. In medium to high load points of the engine, the exhaust gas temperature today is high enough to heat the diesel oxidation catalyst to his light off temperature This allows the use of additional heating with a post injection in passenger cars, and in addition with a HC dozer for commercial vehicles. The issue arising here is, that as the efficiency of an engine increase, the exhaust gas temperature of the engine will decrease This will lead to lower conversion rates and issues to regenerate the diesel particle filter. Once the diesel oxidation catalyst is not getting heated enough, the whole exhaust aftertreatment process is at stake
Sign-in/Register to view highlights & summary Sign-in/Register to access full text options 
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a callDisclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.
