Diesel – a Clean and

Efficient Fuel with BSVI

Emission
Dr. Anuradda Ganesh
Director, Research, Innovation and Compliance
2nd November 2017

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Content:

 Emissions Norms Worldwide

 Emission Norm Evolution
 BSVI Emission norms
 Importance of Diesel Engines in HD Commercial vehicle segment
 Real World Driving Emissions and Comparison
 Diesel Engine and Aftertreatment Technologies Integration
 Continued Evolution for Fuel Economy / GHG
 Conclusion
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Global Emissions Map (On & Off HWY)

European
EPA
European or EPA
Japan Euro Emissions influence around the world
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 Global Rollout of Euro VI (or Euro VI adopted) Norms:

At Euro VI

Euro VI 1-4 years

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 Euro Emissions Levels
10 0.6

NOx
Challenging Emissions Limits

8 8 0.5

Euro I 7
6 India 2000 0.4
NOx (g/kWhr)

PM (g/kWhr)
0.36 5
PM
4 Euro II 0.3
3.5
BS II Euro III
2 BSIII Euro IV 2 0.2
0.15 BS IV 0.4
0 0.1 Euro V 0.1
Euro VI,
0.02 0.01
BS VI
-2 0
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023
2000 2005 2010 2017 – All India 2020
Year
India Implementation Timelines:
 Euro Emissions Levels

0% Average European bus lifespan

-10% -13%
Euro I NOx
Challenging Emissions Limits

Reduction of limit from Euro I (%)

-20% India
2000
-30% PM -38%
Euro II
-40%
BS II
-50% Euro III
-56%
-58% BS III
-60%
Euro IV
-70% BS IV -75%
-72%
-80%
Euro V
-90% -95%
-94%
-100% -97% Euro VI
BS VI
-110%
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023
2000 2005 2010 2017 – All India 2020
India Implementation Timelines: Year
 Euro Emissions
13 mode SSLevels
emission test
–
13 modetests/deliverables
SS test
focusing on
13 mode steady • SS & transient
state test emissions tests
focusing on motorway focusing on including urban
rated speed & operation + snap motorway
10 operation. 0.6
peak torque throttle smoke operation +
test • Cold/hot transient test
NOx transient
Challenging Emissions Limits

8 8 emission test + • NTE test 0.5

snap throttle • Particle number limits
Euro I 7
smoke test/ ELR
6 India 2000
• In-use PEMS test 0.4
• Enhanced OBD & anti-
NOx (g/kWhr)

PM (g/kWhr)
0.36 5 OBD
tampering
PM
4 Euro II 0.3
3.5
BS II Euro III
Optional
2 BS III Euro IV 2 0.2
lower
0.15 BS IV transient 0.4
PM limit
0 0.1 Euro V 0.1
(EU) Euro VI
0.02 BS VI 0.01
-2 0
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023
2000 2005 2010 2017 – All India 2020
India Implementation Timelines: Year
 Euro Emissions Levels - technologies
• Electronic fuel
system
• Mechanical • Mechanical
10 0.6
fuel system wastegate turbo
• No • Mechanical /
NOx • No EGR + SCR
Electronic fuel
Challenging Emissions Limits

8 aftertreatment
8 aftertreatment or 0.5
system
Euro I 7 • No • EGR architecture
• Electronic fuel system
6 India 2000 aftertreatment 0.4
• SCR+ DOC + DPF
NOx (g/kWhr)

PM (g/kWhr)
0.36 5 OBD
• EGR (most engines)
PM sensors
4 Euro II • Variable geometry 0.3
3.5
BS II turbocharger as an
Euro III
POC / option
2 BS III Euro IV 2 0.2
PFF
0.15 BS IV (limited 0.4
0
adoption)
Euro V 0.1
0.1
Euro VI
0.02 BS VI 0.01
-2 0
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023
2000 2005 2010 2017 – All India 2020
India Implementation Timelines: Year
BSVI Emission Norms:
BSVI Norms Dictate Equally Stringent Limits for Diesel Engines:
 For > 3500 kg GVW category, CI engines have equal or stringent emission limits
compared to PI engines.
 CI engines have to additionally certify over WHSC cycle with stringent NOx and THC
limits.
 Off Cycle Emissions (WNTE) applies to CI and Duel Fuel engines only.
 For M and N category vehicles with <=3500 kg reference mass, NOx limits are
relatively relaxed for CI engines however NOx+THC limits are stringent compared to
PI engines.
 Real Driving Emissions needs including compliance ratio post OBD II will ensure
NOx and PM emissions in check – Both criteria pollutants predominant with Diesel
engines.

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All emission and fixed DF tables referenced from GSR 889(E) regulation
Diesel Engines in HD Commercial Space:
Why?
Fuel Economy Offered
Long range per filling – suitable for long distance travel
Ultra Low Emissions at BS VI level & In use compliance
Choice of prime mover even for Hybrids
Technology available for deployment and now
Improvement potential for GHG reduction
Established ULSD network
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 Euro VI Norms and Impact on Real Life
Emissions

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Transport for London data:

18 tonne Rigid Truck 40 tonne Articulated Truck

• Significant NOx reduction in real driving cycle compared to Euro V vehicle
• NOx emissions lower with loaded vehicle – High exhaust temperatures
• DPF guards against wide variety of loads and duty cycles on PM emissions
https://tfl.gov.uk/cdn/static/cms/documents/in-service-emissions-performance-of-euro-6vi-vehicles.pdf 12
Norwegian data – city bus

https://www.toi.no/environment-and-climate/diesel-cars-have-high-emissions-in-real-traffic-article33388-1314.html 13
Euro VI / 6 In Use Emissions Comparisons:

Currently Diesel Passcars emit significantly higher NOx in real driving conditions
whereas HDVs exhibit strong in-use compliance. This is something to do with RDE
process implied. 14
http://www.theicct.org/sites/default/files/publications/Euro-VI-versus-6_ICCT_briefing_06012017.pdf
Understanding real vehicle operation

 Euro VI In Use
Emissions are very,
very low
 Need to ensure
compliant emissions on
all duty cycles
– Need to keep this curve
‘flat’
 Drives architecture
choice Source: TU Graz

http://www.hbefa.net/e/documents/HBEFA32_EF_Euro_5_6_TUG.pdf 15
 Architectural Choices and Future
Scope

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Euro VI System Typical Architecture:

Representative architecture only

Integrating Critical Subsystems:
Valvoline Electronic
Controls
Cummins

Combustion
Technology
Cummins
Emission
Solutions

Cummins
Cummins Turbo Fuel
Technologies Systems
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Technology Selection:
The broadest technology portfolio of any engine company
In-Cylinder Cooled EGR / Diesel Particulate Compact
Application Date NOx Absorber SCR
Only VGT Filter Catalyst

Tier 3 / EU Stage IIIA 2005 ●

EPA Tier 2 > 751 hp 2006 ●
Euro IV On-Highway 2006 ●
EPA 07 On-Highway 2007 ● ●
EPA 07/10 Pickup Truck 2007 ● ● ●
Euro V On-Highway 2009 ●
EPA 10 On-Highway 2010 ● ● ●
Tier 4 174-751 hp 2011 ● ●
Interim/
Stage IIIB 75-173 hp 2012 ● ●
Euro VI On-Highway 2014 ● ● ●
Euro VI / BS VI / NS VI
Alternate Architecture
2020 ● ●
Looking Beyond Euro 6
Advanced
Combustion Controls /
Emission Sensors
Fuel System

Base Engine
- Friction/Parasitics
Electrically Driven
Components
Lighter-weight
Components
Waste
Reduced CO2 = Fuel Efficiency energy
recovery
Alternative Fuels

Hybrids

Powertrain Duty Cycle Optimised

Integration Calibrations

Next Generation
Turbo Aftertreatment
Technology
 Reducing Fuel Consumption / Green
House Gases (CO2)

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SuperTruck Technology Contributions:

6 mpg / 75% 10.7 mpg /

39 l/100km improvement 22 l/100km

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Technologies for 50% Engine Thermal
Efficiency:
Combustion & Air Handling SuperTruck Efficiency Improvement Results
 Piston bowl size and shape
 Injector specification
 Calibration optimization
 Turbocharger efficiency
 Aftertreatment optimization

Parasitic reductions
 Shaft seal
 Variable flow lube pump and
viscosity
 Geartrain
 Cylinder kit friction
 Cooling and fuel pump power
WHR system
 EGR, exhaust, recuperator
 Turbine expander
 Low GWP refrigerant
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Conclusion:
 Diesel engines has potential to remain choice of powertrain in long
run for heavy duty applications owing to it’s in use compliance, ultra
low emissions and higher thermal efficiencies.
 Diesel engines will improve further with advent of technology in
aftertreatment systems, waste heat recovery etc.
 Passcars with Diesel Engines has strong potential to be inline with
HD Diesel application from in-use emissions perspective. On- road
RDE cycles need to be defined in order to achieve this.

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Questions

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