Solid State Ionics 177 (2006) 2291 2296 www.elsevier.

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Engines and exhaust after treatment systems for future automotive applications
Ulrich G. Alkemade , Bernd Schumann
Robert Bosch GmbH, Corporate Research, Applied Research Chemical Processes and Technology (CR/ARC), D-70049 Stuttgart, Germany Received 4 January 2006; received in revised form 23 May 2006; accepted 29 May 2006

Abstract Engine concepts for future automotive applications: Safe, clean and efficient engines will become more important in modern societies where we will see higher levels of mobility on one hand and limited resources on the other hand. Gasoline engines for passenger cars have been developed to generate more power and reduce emissions at the same time. Therefore the engine systems have become complex with a number of subsystems. Because of its reliability and efficiency the diesel engine is classically operated in heavy duty vehicles, however in recent years because of its high torque when used with a turbocharger it has become more popular for passenger cars and even sport vehicles as well. The development of the diesel engine especially the direct injection as well as the common rail high pressure injection brought further improvement regarding power, efficiency and emissions. In the future exhaust after treatment systems will be developed in order to comply with emission standards similar to those of gasoline engines. Emission control systems with chemical and physical sensors: In order to meet the more and more stringent emission regulations gasoline as well as diesel engines will need continuously improved exhaust after treatment systems. The options for the various applications are highlighted in the following. Today exhaust gas of gasoline engines is typically treated with Three Way Catalysts (TWC). The catalyst converts the pollutants CO, NOX and Hydrocarbons into harmless compounds like CO2, H2O and N2 by chemical reactions. Lambda-Sensors control the air fuel ratio of the engine and catalyst performance in order to get the best possible conversion of the pollutants. Modern lean burn engines have other options. Here the pollutants in the exhaust gases are only partially converted by a TWC function i.e. CO and Hydrocarbons. For the remaining NOX a so called NOX Storage Catalyst (NSC) is employed, which chemically stores NO and NO2 during lean burn phase. For the conversion of stored NOX the engine is periodically shifted to fuel rich operation. This more complex system is controlled with the help of mathematical catalyst models and by Lambda-, Temperature- and optionally NOX-Sensors as well. Diesel engine exhaust of heavy duty vehicles will be treated with ammonia by Selective Catalytic Reduction (SCR) to reduce NOX additionally to the catalytic oxidation of CO and Hydrocarbons. The ammonia is generated on board of the vehicle using harmless precursors like for example urea. For the control of this system Lambda-, Temperature- NOX - and optionally NH3-Sensors are employed. In addition to gaseous pollutants the particulate emissions from diesel engines will be removed by Diesel Particulate Filters (DPF). The system of oxidation catalyst and DPF is controlled by Temperature-, Pressure- and Particulate-Sensors. The mentioned highlights show that all three goals safe, clean and efficient can be met in the future by both gasoline and diesel engines combined with modern exhaust after treatment systems. 2006 Elsevier B.V. All rights reserved.
Keywords: Emission control; Exhaust treatment; Chemical sensors

1. Introduction 1.1. Emission control regulations Due to increasing mobility especially in large cities environmental protection has advanced to become a topic of central concern. Emission control regulations have been introduced in all industrialized countries in order to reduce the emissions of

Corresponding author. E-mail address: ulrich.alkemade@de.bosch.com (U.G. Alkemade). 0167-2738/$ - see front matter 2006 Elsevier B.V. All rights reserved. doi:10.1016/j.ssi.2006.05.051

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Fig. 1. Emission control regulations for passenger cars in the European union.

vehicles powered by internal combustion engines. The pollutants that are limited today are Hydrocarbons (HC), carbon monoxide. (CO), oxides of nitrogen (NOX) and particulate matter (PM) (Fig. 1). 1.2. Carbon dioxide reduction The carbon dioxide (CO2) contained in automotive exhaust is not classified as a pollutant. However, it is one of the substances responsible for the greenhouse effect and the global climate change. In the period since 1920 global atmospheric CO2 has risen continually from roughly 300 ppm to 380 ppm in the year 2005. The amount of CO2 in the exhaust is a direct index of fuel consumption. Thus the only way to reduce CO2 emissions of internal combustion engines is to reduce their fuel consumption.

2. Emission control technology for gasoline and diesel engines 2.1. Three way catalyst system A number of different catalytic converter concepts were applied in the past. For spark ignition engines with homogeneous mixture distribution operating at = 1, catalytic treatment of the exhaust gas using a three way catalyst system is at present the most effective emission control method (Fig. 2). Included in this system is the Lambda closed loop control which monitors the composition of the Air/Fuel (A/F) ratio to feed the catalytic converter with the appropriate composition of exhaust gas. (Fig. 3) Using the three way catalytic converter, the pollutant emissions of carbon monoxide, Hydrocarbons and oxides of nitrogen can be practically eliminated

Fig. 2. Three way catalysts for stoichiometric engine operation.

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Fig. 3. Lambda-Sensor for the control and diagnosis of three-way-catalysts.

to low ppm levels provided the engine operates with the right A/F mixture distribution, which is obtained by partially adjusting a stoichiometric and modulated A/F ratio. Given the fact that it is not always possible to operate the engine under optimal conditions, an average pollutant reduction of more than 98% can be achieved [1]. 2.2. NOX Storage Catalysts On gasoline direct injection engines, the oxygen required to oxidize HC and CO is taken from the high proportion of oxygen

remaining in the exhaust gas. As a result, a TWC is not sufficient, since the NOX cannot be converted under lean conditions. The catalytic layer of the NOX accumulator type catalytic converter also contains substances which can store NOX (e.g. barium and alkaline oxides). All conventional NOX accumulator coatings also have the properties of a TWC, with the result that these catalysts operate like TWC at = 1 conditions. In lean stratified-charge operation, NOX is converted in three stages. In the storage phase, NOX is first oxidized to NO2, which

Fig. 4. NOX Storage Catalysts for lean burn applications.

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Fig. 5. NOX -Sensor for control and diagnosis of NOX Storage Catalysts.

then reacts with the additives in the coating to become nitrates (e.g. barium nitrate). As the quantity of stored NOX increases, the ability to continue binding NOX decreases. At a predefined laden state, the NOX accumulator must be regenerated, i.e. the nitrogen oxides stored must be removed and converted. For this purpose, the engine switches briefly to rich homogeneous operation ( < 0.8) to reduce NOX to nitrogen with the rich gas components H2 and CO mainly, (Fig. 4) without emitting CO and HC in the process [13].

The end of the storage and regeneration phases are either indirectly calculated using models together with a Lambda Oxygen Sensor signal or more directly switched with an NOX Sensor downstream of the catalytic converter [58]. 2.2.1. Catalytic converter diagnosis for TWC and NSC The diagnostic function monitors the conversion efficiency of the three way catalytic converter. This is measured by the catalytic converters oxygen retention capability. Monitoring is performed by observing the signals from the Lambda Oxygen

Fig. 6. Selective Catalytic Reduction (SCR) of NOX in diesel exhaust.

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Fig. 7. Operation of diesel particulate filters.

Sensors in reaction to a specific alteration of the set point value of the lambda closed loop control. Additionally the NOX accumulation capacity must be assessed for the NSC. (Fig. 5) For this purpose, the actual NOX accumulator content resulting from the consumption of the reduction agent during regeneration of the catalytic converter is compared with an expected value [1,4]. 2.3. Selective catalytic reduction systems Selective catalytic reduction (SCR) is about to be introduced for the reduction of nitrogen oxides in vehicle exhaust gas. For several years this technology has been a proven means of removing

nitrogen oxides from exhaust gases of fossil fired power plants. Ammonia (NH3) has proven to be the reducing agent with the greatest selectivity in this respect. As ammonia is a toxic substance the actual reducing agent used in motor vehicle applications is urea. Urea is manufactured commercially and is both ground watercompatible and chemically stable under ambient conditions. The ammonia created by thermal hydrolysis primarily reacts in the SCR catalytic converter with NO2 to form nitrogen and water. Modern SCR catalysts can incorporate the function of hydrolyzing catalyst so that there is frequently no need to use a hydrolyzing catalyst. An oxidation catalyst, which oxidizes NO into NO2, brings about an improvement in the conversion of NOX. This enables

Fig. 8. Pressure differential sensor for the control of diesel particulate filters.

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the SCR catalyst to work at an optimum efficiency, especially at low (< 250 C) exhaust gas temperatures. (Fig. 6) A parameter important to this application is the feed ratio a, defined as the molecular ratio of NOX present in the exhaust gas and added NH3. With = 1, a complete NOX reduction is achieved in theory. In practice, with an NH3 leakage of less than 20 ppm, a NOX reduction of up to 90% can be achieved in stationary and non stationary operations [1]. 2.4. Diesel particulate filters As with catalytic converter monolith, there are metallic and ceramic filter systems. So far, however, only ceramic filters have been used in passenger car applications. The method of installing and mounting ceramic particulate filters in the metal housing is the same as the process used for catalytic converters [1]. In the same way as the ceramic monolith for the catalytic converter, the ceramic particulate filter is made up of a large number of parallel channels. However, these channels are alternatively open and closed. Consequently, the exhaust gas is forced to flow through the porous walls of the honeycomb structure. The solid particles are deposited in the pores. Depending on the porosity of the filter material the filtration efficiency of these filters can attain up to 97%. The soot deposits in the particulate filter induce a steady rise in flow resistance. For this reason, the particulate filter must be regenerated at certain intervals, which can be achieved in two alternative processes. 2.4.1. Passive process In the passive process, the soot is burnt off by a catalytic reaction. For this purpose, catalytically active iron and cerium containing additives in the diesel fuel reduces the flammability of the soot particles to normal exhaust-gas temperatures. Other future passive regeneration options include catalytic coated filters or the Continuous Regeneration Trap process (CRT), which are still on the lab bench. 2.4.2. Active process In the active process external measures are implemented to heat the filter to the temperature necessary burning off the soot. This rise in temperature can be achieved by a burner mounted upstream of the filter or by secondary injection initiated by the engine management and the use of a catalytic converter. The carbon containing compounds in the particulates can be oxidized at temperatures above approximately 600 C into nontoxic CO2 using the excess oxygen present in the exhaust gas. (Fig. 7)

2.4.3. Particulate filter diagnosis The particulate filter is presently monitored for destruction, removal and blockage. A differential-pressure sensor is used to measure the pressure at positions upstream and downstream of the filter. The pressure measurements are correlated with a pressure model at specific volumetric flow rates. The measured value can be used to verify whether the filter is defective. (Fig. 8) 3. Conclusions Regarding the emission control of gasoline engines, the TWC with Lambda Oxygen Sensors represents the state of the art for engine operation with stoichiometric air fuel ratios. Equipped with modern fast light off systems the emissions will also comply with future regulations. The focus for further development of gasoline engines will be on the reduction of the fuel consumption. On the contrary diesel engines represent the state of the art regarding fuel consumption. Within the last 15 years the diesel emissions were reduced by approx. 95% using mainly combustion optimization measures [9]. However, further improvements are necessary in the area of emission control focusing now on exhaust treatment components like filters and catalytic converters in order to reduce particulate and NOX emissions. This requires further research and development in the area of emission control systems and components like filters, catalytic converters and sensors. References
[1] Bosch, Automotive Handbook, 6th edition, SAE, 2004. [2] Bosch, Gasoline-Engine Management, SAE Society for Automotive Engineers, Robert Bosch GmbH, Stuttgart, 1st ed., 1999. [3] M. Ksell, W. Moser, M. Philipp, Motronic MED7 for Gasoline Direct Injection Engines: Engine Management System and Calibration Procedures, SAE 1999-01-1284, Detroit, 1999. [4] O. Glckler, M. Mezger, Eigendiagnose Moderner Motorsteuerungssysteme, VDIFortschritt-Berichte, vol. 205, VDIVerlag, Dsseldorf, 1994, p. 1. [5] Sensors for Automotive Technology, Sensor Applications, vol. 4, Wiley VCH, 2003. [6] J. Riegel, H. Neumann, H.-M. Wiedenmann, Solid State Ionics 152153 (2002) 783. [7] H. Neumann, G. Htzel, G. Lindemann, Advanced Planar Oxygen Sensors for Future Emission Control Strategies, SAE 970459, Detroit, 1997. [8] N. Kato, N. Kokune, B. Lemire, T. Walde, Long term stable NOX sensor with integrated in-connector control electronics, SAE-Paper 1999-01-0202, Detroit, 1999. [9] W. Gerwing, W. Boehner: Lambda-Regelung bei PKW-Dieselmotoren, 4. Int. Stuttgarter Motorensymposium, 2022 Feb, 2001.