Euro VI HDD Engine Technology Overview

May 2015

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Exhaust Emissions Legislation: Euro VI

World-wide Harmonised procedures UN-ECE Regulation R49.06
Euro VI regulations:
EC Regulations 595/2009 & 582/2011
(UN-ECE Regulation R49.06)
Type Approval after January 2013

Euro V
[g/kW/h]

ETC

NOx

Euro VI

ESC

WHTC

WHSC

0.46

0.40

2.0

PM

0.03

0.02

Significant reductions for Euro V Euro VI:

HC

0.55

0.40

0.16

0.13

~80% reduction in NOx (to 0.46 g/kW.h)

CO

4.0

1.5

4.0

1.5

>50% reduction in PM (to 0.01 g/kW.h)

Particle #

6 x 1011

8 x 1011

All new vehicles from January 2014

100%

Ammonia (NH3)

80%

Particle Number
World Harmonised Test Procedures:

Cold & hot start Transient cycle (WHTC)

Steady-state cycle (WHSC)
The legislation was framed to force
the application of available diesel exhaust
emissions reduction technologies
(EGR, SCR, DPF)
Internal

Torque [% of maximum]

Additional limits for:

0.01

Cycle shown against a typical torque curve

Actual cycle is specific to particular torque curve

60%

40%

20%

0%

-20%
600

WHTC & WHSC

800

1000

1200

1400

1600

1800

2000

2200

Typical Engine Speed - Actual Depends on Torque Curve [rev/min]

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Comparison of some key legislative changes

between Euro V and Euro VI
Euro V

Euro VI

ETC

ESC

NOx [g/kW.h]

2.0

PM [ g/kW.h]

0.03

8 x 1011

100%

DPF forcing

Cycle shown against a typical torque curve

Actual cycle is specific to particular torque curve

80%

Torque [% of maximum]

Torque [% of maximum]

~ 80% reduction
50% reduction

----- torque ------

----- torque ------

Cycle shown against a typical torque curve

Actual cycle is specific to particular torque curve

60%

40%

20%

0%

60%

Generally lower
speeds and loads
for WHTC/ WHSC

40%

20%

0%

-20%
600

Starting condition

0.40

6 x 1011

80%

Power factor

0.46

Implication

0.01

100%

(examples shown are for

a typical HD engine)

WHSC

0.02

Particle Number

Cycles

WHTC

800

1000

1200

1400

1600

1800

2000

2200

-----------------------Typical Engine engine

Speed - Actualspeed
Depends on Torque
Curve [rev/min]

-20%
600

800

1000

1200

1400

1600

1800

2000

2200

-----------------------Typical Engine engine

Speed - Actualspeed
Depends on Torque
Curve [rev/min]

33% 35%

51% 53%

18% 20%

18% 20%

lower exhaust
temperatures at Euro VI

Hot start

Hot start

Cold/Hot (14%/86%)

Hot

Inactive catalysts at test

start of cold WHTC

OBD

Required

Required

Off-cycle emission

Not-to-Exceed Zone applies

PEMS

Portable Emissions Monitoring

Monitoring

In-Service Records Auditing

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Also limit on NH3

Similar to USA
Throughout useful life
(eg: for GVW >16t: up to
7 yrs or 700,000km)
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Euro VI: Regulations incorporate significant additional measures to

ensure continued compliance throughout the useful life
Deterioration Factors to ensure
compliance throughout useful life

Useful Life Definitions

EC Regulation 595/2009, Article 4.2

N2 (trucks. GVW <16 t)

Off-cycle emissions (World Harmonised

Not-To-Exceed zone) limits apply over a wide
range of operating and ambient conditions

300,000 km or 6 years

M2 (buses, GVW <7.5 t)

N3 (trucks. GVW >16 t)
700,000 km or 7 years
M3 (buses, GVW >7.5 t)

On-Board Diagnostics (OBD) monitoring

100%

To monitor service records

To measurement in-operation
emissions using Portable Emissions
Measuring System (PEMS)

80%
Torque [% of maximum]

During the useful life, manufacturers have

obligations:

Cycle shown against a typical torque curve

Actual cycle is specific to particular torque curve

60%
WH-NTE Zone
40%

20%

0%

and to take action to rectify failures

-20%
600

WHTC , WHSC & WHNTE

800

1000

1200

1400

1600

1800

2000

2200

Typical Engine Speed - Actual Depends on Torque Curve [rev/min]

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Euro V engines: Typical exhaust emissions reduction technologies

Internal:
HP FIE
4 v/cyl
chamber
inlet swirl

PM
Reduction Technologies:
HP Fuel Injection Equipment
Injection strategy (timing, post inj.)
Low soot combustion chamber
Adequate boost for lean AFR
Design for low oil carry-over

Turbocharger &
Air-air charge cooler

Urea
Dosing
System

SCR & AmOC

NOx Reduction Technologies:

Injection strategy (timing, pilot inj.)
Charge cooling for low inlet temperature
SCR (selective catalytic reduction)

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Euro VI engines: Typical exhaust emissions reduction technologies

EGR

Internal:
HP FIE
4 v/cyl
chamber
inlet swirl

PM & PN Reduction Technologies:

HP Fuel Injection Equipment
Injection strategy (timing, post inj.)
Low soot combustion chamber
Adequate boost for lean AFR
Design for low oil carry-over
DOC (oxidises HC)
DPF (filters soot and PN)
Thermal management of exhaust gas
to enhance passive regeneration of PM

Turbocharger &
Air-air charge cooler

DOC & DPF

Urea
Dosing
System

SCR & AmOC

NOx Reduction Technologies:

Injection strategy (timing, pilot inj.)
Charge cooling for low inlet temperature
(Cooled) EGR (exhaust gas recirculation)
SCR (selective catalytic reduction)
Thermal management of exhaust for high
NOx conversion efficiency
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Euro VI engines: Survey of engines from press releases & websites

Status as at November 2013
Mfr

DAF

Iveco

HD Range

Swept
Volume

FIE

TC

SCR

DPF

Urea cons.
[% of fuel]

MX13

12.9

CRS (2500 bar)

VGT

Cooled

(est. ~3%)

MX11

10.8

CRS (2500 bar)

VGT

Cooled

(est. ~3%)

Cummins ISB

4.5; 6.7

CRS

VGT

Cooled

(est. ~3%)

Tector4 /6

4.5; 6.7

CRS (1800 - 2000)

VGT or WGT

None

(95%-99%)

up to ~8%

Cursor9 /11

8.9;11.1

CRS (2200 - 2400)

VGT or WGT

None

(95%-99%)

up to ~8%

Cursor13

12.9

CRS (2200 - 2400)

VGT or WGT

None

(95%-99%)

up to ~8%

D0834/ D0836

4.6; 6.9

CRS (1800 bar)

2-St. or WGT

Cooled

(~90%)

(est. 2%~3%)

D20/D26

10.5;12.4.

CRS (1800 bar)

2-St. or WGT

Cooled

(~90%)

(est. 2%~3%)

OM934 /6

5.1; 7.7

CRS

2-St. or WGT

Cooled

(est.~3%)

OM470 /1

10.7;12.8.

ACRS (2100 bar)

Asym. TC

Cooled

(est. ~3%)

DC9 / DC13

9.3;12.7.

XPICRS (2400bar)

WGT

None

(95%-99%)

up to ~8%?

DC9 / DC13

9.3;12.7.

XPICRS (2400bar)

VGT

Cooled

(est. 3%~4%)

DC16

16.4.

XPICRS (2400bar)

VGT

Cooled

(est. 3%~4%)

MD5/MD8

5.1; 7.7

CRS

WGT

Cooled

(est. ~3%)

D11K

10.8

CRS

WGT

! Hot only

(>95%)

~6%

D13K

12.8

EUI (2-sol.)

WGT

! Hot only

(>95%)

~6%

I-Torque D13

12.8

CRS (F2)

WGT

Cooled

(est. ~3%)

D16

16.1

TBA

TBA

TBA

EGR

MAN

Mercedes
Benz

Scania

Volvo/
Renault

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Euro VI NOx reduction strategies compared

Cooled EGR
+ SCR

(uncooled) EGR
+SCR

High Efficiency
SCR only

EGR rates at high load

~12% 20%

negligible

none

EGR rates at light load

~20% 30%

~15% 25%

none

SCR Conversion

~90% 92%

~94% 96%

~96% 99%

~2% 3%

~5% 7%

~6% 8%

Urea cons rate (% fuel)

Benefits

Evolution of known technology Costly EGR cooler deleted

NOx reduction from cold start NOx reduction from cold start
NOx reduction with low Texh.
NOx reduction with low Texh.
Fast catalyst warm-up

No EGR system (saves weight)

Concerns

Cost of EGR + DPF + SCR

Increased heat to coolant
Oil change interval shortened

No NOx reduction when cold thermal management is critical

Sophisticated control requires
additional sensors (eg: NH3)
High urea consumption
In-service compliance due to
deterioration of catalysts & worn
dosers

Relatively high urea cons.

In-service compliance with
aged catalysts & worn dosers

It is anticipated that most manufacturers will strive to reduce EGR rates and maximise the effectiveness of the SCR
system, whilst ensuring that engines maintain good fuel consumption
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Euro VI NOx reduction strategies comparison of relative fuel

consumption costs. Lowest cost strategy affected by cost of urea

Change in Fuel
Consumption [%]

4
2
0
-2
0

Change in Fluids Cost

[% of Fuel]

Cooled EGR
SCR h~90%,

Uncooled EGR
SCR h~95%,

High hSCR,
no EGR
Fuel : urea
cost ratio: 1 : 1

8
6
4

Fuel : urea
cost ratio: 1 : 0.5

2
0
0

Internal

4
NOx at Turbine Exit [g/kW.h]

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SCR Systems:
Additional consideration needed to enhance efficiency of SCR
Catalyst Volume
Catalysts must be sized to
provide the right space velocity

Control System:
Very close control of NH3 required
to attain 96+% NOx conversion with
minimal NH3 slip
model-based control may be used
to control urea dosage rates and
monitor ammonia storage
additional predictive strategies
(based on engine operation)
Additional sensors
Most SCR system with conversion
efficiencies over 90% use two NOx
sensors to monitor catalyst effy
Ammonia sensor may be added
for closer control with high-effy SCR

NO:NO2 ratio
Upstream DOC
improves NO:NO2
ratio
Thermal Management
No EGR means no NOx reduction
at low temperatures
Engine out exhaust gas
temperatures can be increased by:
throttling (intake/exhaust), late fuel
injection, modified valve timings
Internal

Mixing Length
Adequate mixing length is required
for hydrolysis of aqueous urea to
produce ammonia
Homogenous mixture of exhaust
gas & ammonia across full face of
the catalyst essential for high effy
February 2014

CUC /ASC Catalyst

High dosing rates risks overdoing
of ammonia
An Oxidation catalyst (clean-up, or
ammonia slip, catalyst) downstream
of the takes out unused ammonia
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Extremely high conversion efficiency for NOx control requires

complete system optimisation. The following points are critical for
high efficiency SCR
NOx Conversion Efficiency

Optimised NO2
formation

100

Urea spray distribution

and mixing

Urea crystallisation
control
Optimised NH3 storage
model
Enhanced durability of
SCR system

Efficiecny %

Thermal management
and warm up strategy of
SCR and DPF

98

96

94

92

90
0.0

2.0

4.0

6.0

8.0

10.0

12.0

Engine Out NOx (g/kWh)

Source: Ricardo Research

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SCR Catalyst Efficiency is critical

to the success of the no EGR strategy at Euro VI
Urea consumption is proportional to the NOx
reduction over the SCR catalyst
Retarding the fuel injection timing reduces
NOx emissions but increases fuel consumption
The optimum engine out NOx emissions level
depends the relative costs of diesel fuel and
urea.
In Europe minimum point= 7- 8 g/kW.h NOx

At the end of the useful life, the SCR catalyst

efficiency must exceed 94%
Therefore, assuming a deterioration of only 3%
in the SCR catalyst efficiency, then the
engineering target should be ~97%, hence a
tailpipe NOx target of 0.23 g/kW.h

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The are potential multiple sensor requirements for Euro VI

emissions control

DP
T
DOC

One sensor

One sensor

DPF

One l
sensor

SCR

NOx / l&NH3

CUC

Alternative

NOx / l

Optional:

NOx
Dosing
module

Tank
Heater
T
Level
Urea
Quality Sensor

Source: Ricardo Research

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Conclusions
Euro VI has forced manufacturers to make major changes Heavy Duty diesel engines to ensure
exhaust emissions compliance, throughout the useful life of engines, whilst maintaining or
improving thermal efficiency
Key Euro VI technologies are:
NOx controlled by Cooled EGR and SCR.
PM controlled by low soot combustion systems, improved boosting systems, higher pressure
FIE (all Common Rail architecture) and DPFs

Thermal efficiency: by adequate EGR rates and SCR conversion efficiency in order to avoid
compromising the FIE strategy, and low soot combustion to avoid soot accumulation in DPF
Manufacturers will continue to investigate more cost effective ways of achieving target emissions
The anticipated development trend is towards higher efficiency SCR systems to enable the
reduction of EGR rates and possible elimination of EGR
The next step for HD engines will be improved vehicle fuel efficiency (CO2 reduction),including
Waste heat recovery (turbocompound, Rankine cycle);
Management of engine parasitic losses (clutched air compressors, smart alternators)
Smarter powertrain management (engine and transmission optimised as a package)

Vehicle level enhancements (aerodynamics, weight-saving)

Internal

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Volvo D13K 460 Euro VI engine

(Press Release: 5 July 2012)

EGR + DOC/DPF + SCR/ASC, but....

No EGR cooler hot EGR mainly at light loads when SCR is ineffective

Fixed geometry, wastegate turbocharger

Electronic unit injectors FIE

SCR conversion effectiveness of 95%. Urea consumption ~6% of FC

Thermal management with exhaust throttle and seventh injector for

DPF regeneration and high SCR conversion efficiency.

Sources: http://www.volvotrucks.com/trucks/global/en-gb/newsmedia/pressreleases/Pages/pressreleases.aspx?pubId=13249;
http://www.youtube.com/watch?v=UbBsYbNj2GA&feature=youtu.be
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Volvo Euro VI features thermal management

EGR is used primarily to raise the exhaust gas temperature when the engine is not sufficiently hot to
heat up the exhaust gases, which must reach at least 250 C for the SCR system to operate
optimally. Once the engine is warm, EGR is switched off and Nox is converted through SCR.
EGR system is virtually inactive during highway cruising, so it does not impact fuel consumption
during such operations.

It uses EGR to minimise Nox from start-up and at low load when exhaust temperatures are low, so
SCR is ineffective. It is not a problem because there is plenty of excess air.
Source: Nakano, SIA Conference, Lyon, November 2012
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Volvo Euro VI exhaust aftertreatment

Sensors used by Volvo: 2 NOx sensors before and after muffler, 3 temperature
sensors, 1 differential pressure sensor

Mufflers used by other applications such as off-highway are kept the same as onhighway in order to reduce complexity and cost

Source: Nakano, SIA Conference, Lyon, November 2012

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Scania Euro VI engines (first Euro VI press release: 31 March 2011)

Attention to thermal management of SCR
Features to enhance exhaust temperatures:
Short distance between turbine outlet and
aftertreatment system
Exhaust pipe appears to be double skinned
All catalysts (DOC +DPF +urea doser/mixer
+SCR) housed in one can with insulated case
to minimise heat losses
Intake throttle used at lower engine loads to
manage exhaust temperatures and maximise
SCR conversion efficiencies

Source: Scania press release 31 March 2011, www.scania.com

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Scania Euro VI engines Evolution of Technologies

Line-up now includes variants with SCR only for NOx reduction
March 2011: Initial press release presented the anticipated range of
emissions reduction technologies for Euro VI on DC13 engines:
HP Common Rail FIE (Scania XPI), VGT
SCR + cooled EGR +DPF
September 2012: Ahead of the IAA Hannover show Scania
announced SCR only variants of the DC9 engine at two ratings:
SCR only:

320 hp & 360 hp

SCR + EGR:

250 hp & 280 hp

March 2013: Scania announced second generation Euro VI

engines. DC13 variants with SCR only
SCR only:

410 hp (20:1 CR)

SCR + EGR:

440 hp & 490 hp

(370 hp to be announced later)

Source: Scania press releases, www.scania.com

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DAF MX 13 litre engine for Euro VI

Strategy: Cooled EGR +SCR +DPF

Technology follows EPA10 versions of this engine
VGT modulates EGR rates and enables good fuel consumption
New Common Rail FIE, pressures up to 2500 bar for low soot
Power outputs of 300 kW, 340 kW and 375 kW

Source: Press Release May 2012 www.daf.com;

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DAF MX 11 litre engine for Euro VI

Announced early 2013 for Euro VI

Strategy: Cooled EGR +SCR +DPF
VGT modulates EGR rates and enables good fuel consumption

New High Pressure Common Rail FIE

Block mounted unit pumps feeding Common Rail
Rail pressures up to 2500 bar (potential for 2750 bar)
Double overhead camshafts with integrated exhaust brake

Source: DeKok P, vHal M., Frijters P. Common Rail Integration on PACCAR Heavy Duty Truck Engines 22nd Aachen Colloquium Automobile and Engine Technology Oct. 2013
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Mercedes OM471 Engine Range for Euro VI

Strategy: Cooled EGR +SCR +DPF

Technology follows EPA10 versions of this engine

Amplified Common Rail FIE with pressures up to 2250 bar
Asymmetric twin-entry turbine, with EGR from higher pressure bank
Double overhead camshafts with variable exhaust valve timings
(for thermal management of exhaust temperatures)

Source: http://www.daimler.com/media-services
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IVECO Engines for Euro VI

High-Efficiency SCR without EGR
Technical paper and press release from Iveco
in May 2011 announced that IVECO plan to
use high efficiency SCR for Euro VI
No EGR

Technical solution will be applied across all

IVECO medium- and heavy-duty engines

Technical overview:

DPF + high-efficiency SCR

Common Rail FIE
(previous Cursor family engines used EUIs)
VGT on higher power output variants
W/G TC on lower rated engines

Source: Ellensohn,R., IVECO Real World Emission of a EURO VI Long Haul Truck 6th AVL International Commercial Powertrain Conference, 2011
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IVECO Euro VI features

Source: Chandon SIA Conference Lyon November 2012

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MAN D2066 Truck Euro VI Engines

Strategy: Cooled EGR +SCR + DPF
Common Rail FIE with pressures up to for low engine out soot
2-stage TC provides high boost pressures and modulates EGR

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MAN D2066LUH Bus Engine for Euro VI

Strategy: Cooled EGR +SCR + DPF

Common Rail FIE with pressures up to for low engine out soot
2-stage TC provides high boost pressures and modulates EGR

Source:
http://de.images.man-mn.com/index.php?id=13&tx_mediadb_pi1[SEARCH][swords]=euro6&tx_mediadb_pi1[SEARCH][activeSearch]=1&tx_mediadb_pi1[mode]=search&tx_mediadb_pi1[pointer]=4&cHash=ab5ea2a803b7a666f9dc3fc5c9516612

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MAN D2066LUH Bus Engine for Euro VI

Strategy: Cooled EGR +SCR + DPF

Common Rail FIE with pressures up to
for low engine out soot

2-stage TC provides high boost

pressures and modulates EGR

Internal

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Euro VI Technology - Summary

Euro VI has required manufacturers to make major changes Heavy Duty diesel engines to ensure
exhaust emissions compliance, throughout the useful life of engines, whilst maintaining or
improving thermal efficiency

Key Euro VI technologies are:

NOx controlled by Cooled EGR and SCR.
PM controlled by low soot combustion systems, improved boosting systems, higher pressure
FIE (all Common Rail architecture) and DPFs

Thermal efficiency: by adequate EGR rates and SCR conversion efficiency in order to avoid
compromising the FIE strategy, and low soot combustion to avoid soot accumulation in DPF

Manufacturers will continue to investigate more cost effective ways of achieving target emissions
The anticipated development trend is towards higher efficiency SCR systems to enable the
reduction of EGR rates and possible elimination of EGR

Internal

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QUESTIONS?
For any specific questions relating to this document, or to discuss your business needs
and requirements, please do not hesitate to use the following contact information:

Ricardo Shanghai Co. Limited

Room 501 Gems Tower, Caohejing Hi-Tech Park
487 Tianlin Road, Xuhui District
Shanghai 200233, P. R. China

Dr. Yu Jiao
Principal Engineer
Engines Product Group
Telphone:
+86 21 3367 5858 * 2064
Fax:
+86 21 5208 2811
Mobile:
+86 150 6256 9866
jiao.yu@ricardo.com
www.ricardo.com

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