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Engine Technology Pathways for Heavy-Duty Vehicles in India

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Engine Technology Pathways for Heavy-Duty Vehicles in India WORKING PAPER 2016-6 Engine technology pathways for heavy-duty vehicles in India Authors: Ben Sharpe and Oscar Delgado Date: 14 March 2016 Keywords: Diesel engine technologies, costs, pollutant emissions, efficiency, Bharat Stage emissions standards 1. Introduction (Council of the European Union 1991). Starting in 2000, India implemented emission standards for HDVs that As India works towards the development of the were harmonized with the Euro regulatory pathway country’s first ever regulation to reduce fuel consump- (Central Pollution Control Board 2008). Since then, tion of new heavy-duty vehicles (HDVs), one of the key these aligned “Bharat Stage” (BS) standards have considerations is the availability and cost effectiveness bifurcated into parallel vehicle emission standards in of efficiency technologies. The primary objective of this India: one for the vehicles registered in major cities and literature review is to provide a glimpse at technology then a less stringent standard for the remainder of the changes for diesel engines in the HDV space that are country. At present, the current HDV emission standard expected over the next 10 years as India transitions to for major cities is BS IV (i.e., Euro IV), and the rest of the world-class criteria pollutant emissions standards and country is at the BS III (i.e., Euro III) level. In practice, improved efficiency becomes a larger focus as a result since nearly all commercial trucks are registered of fuel efficiency regulation. outside of the major cities, the BS IV standards apply Section 2 summarizes the engine technology pathways primarily to urban buses (International Council on Clean associated with transitioning from the current pollutant Transportation and DieselNet 2014). According to sales emissions standard (i.e., Bharat Stage IV in select cities, data from fiscal year (FY) 2013-2014, the percentage of Bharat Stage III nationwide) to Bharat Stage VI, which is trucks and buses sold in India at the BS IV level were 3% expected to be nearly identical to the Euro VI standard, and 27%, respectively (Sharpe 2015). which was implemented in the European Union starting As is the case with passenger vehicle emission standards, in 2013. Section 3 reviews the efficiency improvements HDV standards in India as a whole lag well behind that are currently being deployed as well as those international best practices. The United States and that are in the pipeline for the post-2020 timeframe Europe are about ten years ahead of India. However, in developed markets. The particular focus of this the Ministry of Road Transport and Highways in India section is the US and Canada, where fuel efficiency recently announced that vehicle emission standards in regulations—specifically, engine-specific performance the country will leapfrog from BS IV to BS VI in 2020 standards—are driving fuel-saving technology advance- (Press Information Bureau - Government of India 2016). ments in a number of areas on engines and aftertreat- Assuming that this updated timeline is finalized, India ment systems. Finally, Section 4 summarizes the paper will have harmonized its vehicle emission control regu- and discusses areas for future research. lations with the most stringent regulatory programs in the world. 2. Technology pathways to Euro VI On-road heavy-duty emission standards are designed to Europe first introduced heavy-duty vehicle emission be technology neutral and do not require that specific standards in 1988. The “Euro” track was established with technologies be used to meet regulatory levels. While Directive 91/542/EEC, which defined a test protocol manufacturers differ in the specific design parameters and set two sets of limits for new heavy-duty vehicles of the engine modifications and aftertreatment they Acknowledgements: This work is funded by the Shakti Sustainable Energy Foundation. The authors are grateful for the critical reviews of Anup Bandivadekar and Rachel Muncrief of the ICCT, which were very valuable. © INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION, 2016 WWW.THEICCT.ORG ENGINE TECHNOLOGY PATHWAYS FOR HEAVY-DUTY VEHICLES IN INDIA use to meet the standard, in many cases their designs 2013-2014), primarily driven by a ban on diesel buses converge toward the most cost-effective option in the Delhi metropolitan area, which has been in effect provided by current technology. This section lays out since 2001 (Sharpe 2015). the typical compliance strategy to meet recent emission standards, noting the changes with each successive As shown in the tables, engine modernization in the standard and the cases where some manufacturers heavy-duty sector in India requires the continued large- employed alternate strategies. scale transition from mechanically to electronically controlled engines and the development of a nationwide Tables 1 and 2 summarize the technologies that have urea infrastructure to support vehicles using selective been used to achieve Euro III to VI limits for diesel catalytic reduction (SCR) for NOX control. In addition, engines.1 While diesel continues to represent the large OBD systems are required to ensure proper usage of majority of sales, accounting for greater than 99% the SCR systems. Although the transition to electronic of HDVs sold in FY 2013-2014, NG market share has controls and the introduction of SCR presents new increased in the bus segment (9% of bus sales in FY challenges for industry and environmental regulators, Table 1: Heavy-duty diesel engine emission control technology developments from Euro III to VI Euro III to Euro IV Euro IV to Euro V Euro V to Euro VI • High-pressure fuel injection Euro III technology • Electronic fuel timing and — — metering, including timing retard for low NOX Previous technology plus: • Improvements in engine • Improvements in engine combustion and calibration for combustion and calibration Previous technology plus: PM control Combustion and • Multiple injection fuel system • VGT improvements air-fuel controls • Turbocharging with (pilot-main-post) • Combustion system intercooling • VGT improvements • NO controlb: EGR cooled b X • NOX control : EGR cooled • Higher EGR rates • NO controlb: SCR systems b X • NOX control : SCR systems (closed loop) Aftertreatment (open loop) • Ammonia slip catalyst • PM control: DOC + DPFs system • PM control (for EGR pathway only): DOC + PFF • PM control (for EGR pathway only): DOC + PFF • More stringent OBD OBD Stage II adds the following: threshold values and type OBD Stage I must monitor • Monitoring of the interface approval based on the World thresholds: between the ECU and other Harmonized Test Cycle • Complete removal of the powertrain and vehicle • Adoption of in-use performance Onboard diagnostics catalyst when fitted in electrical or electronic systems ratios (OBD) requirements separate housing from DPF or for continuity deNO systems • Additional monitoring X • Adoption of standardized OBD requirements for EGR flow, EGR • Efficiency reduction of the PFF systems across manufacturers cooling system, boost (turbo or deNO system and also access to repair X and superchargers) and fuel information injection systems a Emissions measured over the ESC engine dynamometer test cycles, except for Euro VI, which requires testing over the World Harmonized Stationary Cycle (WHSC). b NOX control through EGR or SCR is manufacturer’s choice. Note: CO = carbon monoxide; DOC = diesel oxidation catalyst; DPF = diesel particulate filter; EGR = exhaust gas recirculation; ESC = European Stationary Cycle; HC = hydrocarbon; NOX = nitrogen oxides; PFF = partial flow filter; PFF = partial flow filter; PM = particulate matter; SCR = selective catalytic reduction; VGT = variable geometry turbocharger. 1 Note that engines—not entire vehicles—are subject to testing, and the limits are given in grams of pollutant per work output of the engine (g/kWh). These limits apply to both compression ignition (diesel) and spark ignition (gasoline, natural gas, or liquefied petroleum gas) engines. 2 INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION WORKING PAPER 2016-6 ENGINE TECHNOLOGY PATHWAYS FOR HEAVY-DUTY VEHICLES IN INDIA Table 2: Heavy-duty natural gas engine emission control technology developments from Euro III to VI Euro III to Euro IV Euro IV to Euro V Euro V to Euro VI • Lean-burn combustion • Predetermined, open-loop Euro III technology fuel injection control (i.e., — — no feedback to the engine control unit) • Mixed (lean-burn and • Stoichiometric combustion • Lean-burn combustion stoichiometric) or with cooled EGR and Combustion and air-fuel • Closed-loop fuel injection stoichiometric combustion turbocharging control with oxygen (lambda) with EGR and turbocharging controls • Improved design of sensor instead of open-loop • Secondary lambda sensor for combustion chamber and system OBD requirements overall system tuning Aftertreatment system • Oxidation catalyst • Three-way catalyst • Three-way catalyst Onboard diagnostics Same as diesel Same as diesel Same as diesel (OBD) requirements policymakers in India can learn from the compliance and and PM control by an aftertreatment device—typically, enforcement experiences of other countries/regions a diesel oxidation catalyst (DOC) or partial flow filter such as the EU, United States, Japan, China, and Brazil (PFF). that already have SCR-equipped vehicles on the road. The first strategy, which has been most commonly Sections 2.1 through 2.4 describe the technology used in Europe, combines engine calibration for pathways for diesel engines to move from Euro III to low PM emissions
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