Future SCR NOX Aftertreatment Systems for Euro 6

Hans-Dieter Harder
Marc Brugger
Rolf Brück

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Future SCR NOX Aftertreatment Systems for Euro 6

Abstract
Euro 6 legislation will focus on exhaust aftertreatment systems that reduce nitrogen oxide emissions. SCR systems for selective
catalytic reduction using a reducing agent (urea/water solution) that is precisely injected and uniformly distributed in the exhaust
system have the potential for high conversion rates. This increases the scope for the treatment of nitrogen oxide raw emissions and is
likely to have a corresponding positive impact on fuel consumption and CO2 emissions. Overall exhaust aftertreatment can be
significantly optimised by raising the exhaust gas temperature before the DOC and before the SCR catalysts.
This paper examines various factors that can affect the efficiency of an SCR system. They include important limiting operating
conditions, such as the quality of the evaporation of the urea/water solution (UWS) or the degree of uniform distribution of the
ammonia formed by the UWS upstream of the SCR catalyst, as well as criteria that affect the catalysts themselves, including the diesel
oxidation catalyst and the SCR catalyst.
This paper also identifies potential resulting from controlled thermal management, e.g. from the use of electrically heated catalysts in a
DOC or SCR position. Overall the tests show that the prospects for more efficient Euro 6 NOX exhaust aftertreatment systems are
generally good.

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 Future SCR NOX Aftertreatment Systems for Euro 6

1. Introduction
Statutory provisions for exhaust aftertreatment systems for combustion engines demand another dramatic reduction of emissions from
car diesel engines, especially with regard to NOX. This can be achieved by improving the operation of catalyst and filter systems. In
addition, there are other requirements regarding CO2 and fuel consumption.
These systems are highly complex and cost-intensive. Against this background diesel engines will continue to offer an alternative in
future only if the potentials of the overall system are developed and implemented in combination with NOX exhaust aftertreatment.
This paper focuses on the application of a UWS-based system. The future requirements for catalyst systems will change from today’s
in many respects:
Utmost priority is given to maximum catalytic conversion because the future potential of combustion engines depends on emissions
being reduced to nearly zero, i.e. on the conversion rates of all regulated components being almost 100%.
In order to achieve these objectives as much as possible every component of an SCR catalyst system has to meet stringent
requirements [2, 3, 4]. In this case, the components include not only the necessary catalysts (oxidation catalyst, SCR catalyst) but also
the canning and equipment that affects UWS evaporation and ammonia distribution (figure 1). While the design of the dosing system
(injection pressure, droplet size distribution, spray pattern) controls the injection, evaporation and ammonia distribution are the main
parameters that determine the efficiency of the system and that fundamentally affect the ultimate distribution of the ammonia
concentration at and in the SCR catalyst.
In addition, consideration also has to be given to the influencing factors of the catalysts themselves [5]. They include the efficiency of
the oxidisation catalyst with regard to HC and CO oxidation while maintaining a high degree of NO2 activity and the behaviour of the
SCR catalyst at relatively low or high temperatures. All of the above-mentioned criteria depend, albeit not exclusively, on the design of
the catalyst substrate. The different substrate types and their effects are examined below.
Modern engines emit increasingly colder exhaust gas to optimise CO2 emissions. Therefore the aim is to identify alternatives to
engine-based catalyst heating. A heated catalytic converter, the Emicat®, is an efficient means of achieving this objective, as
demonstrated by a variety of applications.
Further potential can be opened up by installing all of the components as close to the engine as possible.

HC and CO conversion
NO2 formation UWS injection

UWS and NH3 evaporation

UWS and NH3 distribution

SCR

Particle reduction
NOX conversion
Figure 1: SCR catalyst system, components and their requirements

2. The effects of the system on SCR efficiency

2.1. The effect of UWS evaporation

The first step was to examine the effect that different catalysts substrates or structures have on the quality of the evaporation of the
UWS solution that is injected into the exhaust system. In order to achieve a high level of efficiency, the urea/water solution has to
evaporate as quickly as possible before reaching the SCR catalyst so that no droplets remain. In principle, it is possible to inject the
solution into the exhaust pipe and onto a hydrolysis catalyst/mixer located upstream of the SCR catalyst or directly onto the end face of
the SCR catalyst.

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Future SCR NOX Aftertreatment Systems for Euro 6

The aim was to determine the extent to which spraying the solution onto metal catalyst substrates upstream of the SCR catalyst
supported the evaporation and especially which of the structures were particularly able to support the evaporation of the droplets.
Corresponding tests were carried out on an engine test bench and also examined whether the process was aided by a catalytic coating,
and what results could be expected under various limiting conditions (temperature, mass flow and injected volume).

2.1.1 Test setup and boundary conditions

The test was carried out on a 3-litre passenger car diesel engine. The UWS dosing device, the test catalysts and the optical analysis box
were integrated in the exhaust system [1]. The more or less droplet-loaded exhaust gas escaping from the test catalyst was fed into a
transparent glass box where the flow was analysed with the aid of two flashing stroboscopes. The flashing light was scattered or
reflected by droplets in the exhaust gas and recorded by a camera positioned on the other side of the exhaust system. The resulting
images were analysed using a method for determining droplet concentration.

2.1.2 Tested catalyst substrates

The aim was to establish the effect of the substrate and the channel structure on evaporation behaviour. In particular, the tests were
expected to show the effects of the cell density, the coating and the type/surface of the channel wall (e.g. metal wire fleece vs. smooth
walls). In addition, identical substrate structures in seven different lengths ranging from 8 to 150 mm were tested to determine how
substrate length affected the quality of evaporation.

The following parameters remained unchanged:

Diameter: 143 mm
Cell density: 200 cpsi (only 40 cpsi for MX)
Foil strength: 65 µm
Coating: 150 g/l hydrolysis coating (40 g/l Al2O3 for PM)

The following substrate parameters varied:

Channel structure: STD, LSPE [5, 6], PM [8], MX
Catalyst length: 8 – 150 mm
Coating: yes / no

Table 1 contains a summary of all the key substrate parameters:

Diameter
Length [mm] Structure Coating [g/l]
[mm]
8 / 20 / 32 / 55 / 200 cpsi uncoated /
143 mm
74 / 103 / 150 standard (STD) 150 g/l hydrolysis

8 / 20 / 32 / 55 / 200/400 cpsi uncoated /

143 mm
74 / 103 / 150 LSPE 150 g/l hydrolysis

8 / 20 / 32 / 55 / uncoated /
143 mm 200 cpsi PM
74 / 103 / 150 40 g/l Al2O3

8 / 20 / 32 / 55 / uncoated /
143 mm 40 cpsi MX
74 / 103 / 150 150 g/l hydrolysis

Table 1: Catalyst types used in the analysis of droplet evaporation on the engine test bench

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 Future SCR NOX Aftertreatment Systems for Euro 6

2.1.3 Result
Figure 2 shows the results for droplet frequency downstream of coated Standard and PM substrates of different lengths. The droplet
concentration after a length of 8 mm largely corresponds to that before the catalyst. The PM structure can be seen to significantly
reduce the concentration after a length of only 20 mm, while droplets are still visible after 32 mm and even 150 mm in the Standard
structure. This is primarily due to factors such as optical impermeability (blades in the PM channels) combined with absorbent
capillary-active substrate surfaces (wire fleece in the PM-Metalit), which provide a good basis for high evaporation rates.

200 cpsi
Standard

200 cpsi PM

Catalyst length

8 mm 20 mm 32 mm 150 mm

Figure 2: Comparison of sum images (droplet frequency) downstream of Standard and PM substrates of different lengths (coated, 150 g/l or 40 g/l for
PM), load point 300°C / 300 kg/h / 3 ml/min

PM and Standard structures represent the two extremes in this comparison. Shown below are the evaluation figures (droplet area x
frequency) of some of the other tested structures plotted against their length. Figure 3 shows this comparison at a load point of 300
kg/h / 300°C / 3 ml/min.

180
PM 200 cpsi
Droplet area x frequency [-]

160
Standard 200 cpsi
140 LSPE 200/400 cpsi
MX 40 cpsi
120

100

80

60

40

20

0
0 20 40 60 80 100 120 140 160
Catalyst length [mm]

Figure 3: Comparison of evaluation figures (area x frequency) for the downstream droplet concentrations of the tested structures as a function of
substrate length (all coated with 150 g/l or 40 g/l for PM, standard also uncoated), 300°C / 300 kg/h, 3 ml/min

As expected, more length increases the likelihood of evaporation in the substrate. A coating also has a clearly positive effect on
evaporation. Coated substrates achieve better values irrespective of their structure.

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Future SCR NOX Aftertreatment Systems for Euro 6

Nonetheless, the structure of the substrate has a clearly detectable effect. The best result by far was produced by a PM structure, which
contained hardly any droplets after as little as 20 mm. In the 40 cpsi MX structure and LSPE 200/400 cpsi no droplets were detected
after a substrate length of 70 and 100 mm respectively (each with a coating). In all other structures there was detectable slip even after
a substrate length of 150 mm. The more pronounced the optical obstruction of the channel and the liquid storage capacity of the
channel wall are the more effectively the liquid can be evaporated.

2.2 The effect of ammonia distribution

It is safe to assume that the injection of a UWS into the exhaust pipe, even when supported by measures to aid UWS evaporation, such
as a PM-Metalit or a mixer, does not result in a perfectly uniform ammonia distribution across the inlet cross-section of the
downstream SCR catalyst.
Uniformity of distribution can only be accomplished through greater substrate lengths and by deflecting the flow. However, this is
generally unachievable for reasons of space and backpressure.
It would therefore be beneficial if the SCR catalyst itself were able to attain a certain level of uniformity in the ammonia concentration
along its length. The next section of this paper examines the ability of various substrate structures to facilitate radial mixing along the
length of the catalyst.

2.2.1 Test setup and boundary conditions

Engine, exhaust system and canning geometry, including the design of the dosing point, were identical to the setup described above
[1]. However, instead of a UWS injector, an axially displaceable gas lance was used to inject gaseous ammonia. This made it possible
to adjust the mixing section or the quality of the ammonia distribution in front of the SCR catalyst. A preset amount of sample gas was
injected via a mass flow controller fitted with a nozzle that had four 0.5 mm openings. The nozzle was positioned directly in front of
the substrate end face in order to achieve as inhomogeneous an NH3 distribution in the substrate inlet as possible. In this respect, the
test setup represented a worst-case scenario.
As in the previous test, it was possible to swap over the test catalysts. A gas sensor, which could be moved along two axes parallel to
the plane of the catalyst outlet, was positioned directly downstream of the catalyst. This traversing unit was able to trace the required
measurement grid automatically. The ammonia concentration was measured with an FTIR analyser.

2.2.2 Tested catalyst substrates

The catalysts used in the test were a subset of the test substrates described in table 1. Only uncoated substrates were used to exclude
the effects of adsorbed ammonia. The catalysts are listed in table 2.

Diameter
Length [mm] Structure Coating [g/l]
[mm]
200 cpsi
143 mm 74.5 and 150 mm uncoated
Standard

200/400 cpsi
143 mm 74.5 and 150 mm uncoated
LSPE

Table 2: Catalyst types used in the analysis of radial ammonia distribution on the engine test bench

2.2.3 The effect of substrate structures on the uniformity index

Figure 4 shows the uniformity index of two different structures (standard and LSPE) with a substrate length of 150 mm each.
The perforated flat layers of the LSPE structure permit the gas to flow perpendicular to the foil pack. At load points with low flow
speeds the effect is initially small, above 150 kg/h the benefits of the LSPE structure steadily increase in terms of dramatically
improved uniform ammonia distribution behind the catalyst, compared to the standard structure.

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 Future SCR NOX Aftertreatment Systems for Euro 6

0,9 STD 200 cpsi

0,8 LSPE 200/400 cpsi

Uniformity index [-]
0,7

0,6

0,5

0,4

0,3

0,2

0,1

0
150°/100kg/h 150°/150kg/h 300°/200kg/h 300°/300kg/h 400°/400kg/h 400°/520kg/h

Load points

Figure 4: The effect of the substrate structure on radial ammonia distribution behind the substrate, diameter = 143 x 150 mm, distance between injector
and catalyst end face = 0 mm, various load points

The LSPE structure produces the best results for at least the first section of an SCR catalyst because ammonia can still be radially
distributed inside the catalyst itself, thus significantly improving utilisation. This can produce higher SCR conversion rates even with
poor ammonia distribution.

3. Catalyst effects on SCR efficiency

3.1 The effect of the oxidation catalyst on the SCR reaction

In addition to ammonia distribution, the efficiency of the SCR catalyst also depends on the ammonia supply and particularly the
properties of the catalyst with regard to the oxidation of ammonia (high-temperature efficiency) and its low-temperature activity. Each
of the three catalyst types, Fe and Cu zeolites and vanadium pentoxide, have specific advantages and disadvantages [1, 2, 3, 4, 5]. The
effect of the NO/NO2 ratio before the SCR catalyst is particularly significant in zeolites fitted to passenger cars. Many designs have
specific merits if this ratio is close to 1:1, the ratio required for what is referred to as a fast SCR reaction (see figure 5). This is one of
the functions of the DOC [1].

100

90

80

70
NOx-Efficiency [%]

60

50

40

30 NO2 / NO = 0

20 NO2 /NO = 0.3

10 NO2 / NO = 0,5

0
50 100 150 200 250 300 350 400 450 500 550

Gas temperature in front of catalyst [°C]

Figure 5: The effect of the NO2 content on the NOX conversion rate in an Fe zeolite catalyst (GHSV = 30 000, aged)

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Future SCR NOX Aftertreatment Systems for Euro 6

The formation of NO2 in the DOC depends on the temperature because the formation starts only after all of the CO and approximately
80% of hydrocarbons have been converted (figure 6). Until this condition is met the existing and formed NO2 is used as an oxidation
agent for CO and HC because NO2 is much more reactive than oxygen [12].

NO2 formation starts

after HC/CO-light off

NO2 formation

100
conversion [ % ]

NO2 use
CO conversion
HC conversion
80 NO2 formation

60

40

Figure 6: HC and CO conversion and NO2 yield during light off, measured on an engine test bench using a 2-litre engine

Catalysts and substrates that ensure that both HC and CO are converted even after short substrate lengths are a prerequisite for the
preparation of a high proportion of NO2 before the catalyst. Optimum SCR conversion is therefore supported by an oxidation catalyst
that efficiently converts HC. Structured foils, especially when used in applications with higher HC and CO raw emissions, such as
HCCI combustion engines, prove to be beneficial with regard to NO2 content at low temperatures and hence produce better SCR light
off [1].

100

99
2,5 %
98
HC conversion [%]

97

96

95

94

200 cpsi STD

93

92 200/400 LS

91 200 cpsi PE

90
50 100 150 200 250 300 350 400 450 500 550

Gas temperature in front of catalyst [°C]

Figure 7: The effect of different substrate structures on HC oxidation (250 ppm HC, GHSV = 30,000, Pt catalyst with 50 g/ft2)

3.2 The effect of the SCR catalyst

The SCR catalyst is an effective, standard NOX reduction system that complies with emission limits. However, the efficiency of this
technology also depends on the temperature. In addition to the NO2 content, which affects the NOX conversion rate, the temperature is
another important parameter that has an effect on the efficiency of this technology, as shown in figure 8 [12].

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 Future SCR NOX Aftertreatment Systems for Euro 6

1 00

80

NOX conversion [%]

60

40

20

0
1 50 2 00 2 50 300 350 400 450 50 0
Temperature [°C]

Figure 8: NOX conversion of a standard Fe-based SCR catalyst as a function of exhaust gas temperatures, measured in a model gas reactor under
synthetic test conditions (NOX feed: 100% NO)

Other influencing parameters that have a bearing on the effectiveness of an SCR catalyst include the cell density of the substrate
structure; structured foils produce better results here, too [1]. These become apparent, for example in cases where an LSPE structure is
used to ensure the highly uniform distribution of gaseous ammonia over the cross-section of the SCR catalyst. This substantially
improves the utilisation of the substrate and makes it possible to increase the SCR conversion rate even with poor ammonia
distribution (see figure 4).

Figure 9: The effect of substrate structures on storage speed (NH3 inlet concentration = 500 ppm, temperature = 200° C, RG = 30000 1/h)

LS blades improve the mass transfer from the gas to the channel wall. This accelerates the absorption of the injected/formed NH3,
leading to a more rapid rise in NOX conversion (figure 9). Improved mass transfer also substantially increases effectiveness at higher
temperatures.

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Future SCR NOX Aftertreatment Systems for Euro 6

4. Temperature management of SCR systems

In addition to the mere activity of the SCR catalyst, temperature is a major factor in the dosing of the reducing agent (UWS). The
conversion of urea to ammonia and the prevention of deposits in the exhaust system demand that the start temperature does not drop to
below a value between 150°C and 200°C, depending on the application. Higher exhaust gas temperatures are preferable in terms of
exhaust aftertreatment. A CO2-minimised supply of this energy is essential to maintain a positive total energy balance.
There are different methods of raising the temperature in the exhaust system. Engine-based measures (late post-injection, charge air
throttling, etc.) are effective but the fact that the entire downstream exhaust system is heated cannot be ignored. An integrated system,
consisting of a DOC, DPF and an SCR catalyst in the underbody, requires a lot of energy to raise the temperature in the SCR catalyst
sufficiently. There may be alternatives that are able to increase the temperature directly, i.e. locally. One example is the electrically
heated catalyst [9].

4.1 The electrically heated catalyst Emicat®

4.1.1 Design, function, potential applications

The aim of the development of electrically heated catalysts was the fast light off of catalytic activity even under unfavourable cold start
conditions, i.e. at very low exhaust gas temperatures. Since the crucial factor for this activity is the temperature of the substrate rather
than that of the exhaust gas the design focused on ensuring that as much as possible of the available electric power was used to heat the
metal matrix, in part directly and in part by highly efficient heat transfer from the exhaust gas.
To this end, the actual heater was designed as an integral part of the catalyst in the form of a honeycomb disc in the catalyst inlet. This
directly heated disc also has a catalytic coating, which allows it to start converting pollutants immediately. The disc is mechanically
supported by the second part of the catalyst, the support catalyst. This catalyst and other downstream components are heated by the
exhaust gas, which has been heated by the disc.
The disc works on the principle of a heating coil. Power is supplied at one end by an electrical connection, which conducts electricity
to the foil packet via a half shell. The resistance of the foil packet itself determines the electric power of the heated catalyst. Like the
normal winding process of the metal matrix, the disc receives its specific form by being wound into an S shape. Contact with the
vehicle mass is provided by a second half shell, which is usually connected to another section of the catalyst jacket or via a separate
contact (figure 10).
An air gap prevents short circuits inside the heated disc and ensures that power flows through every part of it. The heated disc is
mechanically supported by insulated pins that are soldered to the heated disc and the support catalyst. This construction ensures that
the catalyst is able to permanently withstand the high thermal and mechanical loads in the exhaust system. [6].

Electrical connection

Support pin
Electrical heated matrix

Support pin Matrix

Half shell Inner mantel

Outer mantel

Figure 10: Design of the electrically heated catalyst Emicat®

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 Future SCR NOX Aftertreatment Systems for Euro 6

Raising the exhaust temperature requires energy. Figure 11 shows the basic energy flows of engine-based heating and electrical
heating. Engine-based measures include the artificial deterioration of combustion using various parameters, such as ignition timing in
petrol engines or injection timing in diesel engines, to raise the exhaust gas temperature. Another method involves very late injection
that causes combustion in the exhaust gas and converts fuel energy to heat. However, depending on the load point this can increase raw
emissions, thus limiting the usefulness of this process depending on the limiting conditions. Additionally, in order to supply even more
energy, the engine speed is raised to substantially increase, in some cases even double, the mass flow through the engine and catalyst.
While the system heats up much faster as a result, this also increases the amount of fuel required to reach a specific temperature.
The temperature increase generated by the engine has to be transported to the various catalysts. Their position and hence the thermal
mass of the upstream components play a crucial role, especially during cold starts.

Extra Fuel
Exhaust

for Heating

CCC
UFC
Cooling

Additional Engine Load

Mech.

Energy Recuperation
Extra Fuel
for mech. Energy

Figure 11: Energy flows of engine-based heating and electric heating

By comparison, electric catalyst heating allows energy to be applied directly to the catalyst, which avoids the above-mentioned losses.
In addition, heating can be limited to the mass flow that is actually needed for the operation of the engine and the provision of driving
power, which substantially reduces the power requirement (figure 12). However, in a worst-case scenario electric power would
initially have to be generated by the alternator using the mechanical energy of the engine subject to the relevant efficiencies.

2000

Primary Energy (Fuel)

Energy at Catalyst Position
1600
Energy [kJ]

1200

- 78% - 65%

800

400
- 76%

0
Engine Heating Measures Electrical Heating
Simulation

Figure 12: Comparison of primary energy and resulting energy at the catalyst in the first 100 s of the NEDC (identical tailpipe emissions)

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Future SCR NOX Aftertreatment Systems for Euro 6

Engine-based heating consumes almost three times as much energy as electric heating to reach a defined catalyst temperature.
Ultimately, electric heating requires two to three times less primary energy to achieve a similar level of efficiency (figure 12).
In terms of power consumption this makes the Emicat® a sensible solution for modern vehicle architectures.

4.2 The Emicat® in SCR exhaust aftertreatment systems

4.2.1 DOC Position

The tests described below were performed on a 3-litre, 6-cylinder diesel passenger car to estimate the temperature potential. The first
test was carried out on an existing standard Euro 5 system to determine the temperatures in the DOC, behind the DPF and before the
SCR, as shown in figure 13. The measurements revealed that the minimum temperature of 170°C required for HC and CO conversion
was reached after approximately 150 seconds. This application takes approximately 520 seconds to raise the temperature before the
SCR to 170°C. The temperature before the SCR is the temperature of the exhaust gas and therefore does not necessarily correspond to
the dosing release temperature, which is specified in a temperature model in the engine management system.

Figure 13: Exhaust gas temperature curves in the DOC, behind the DPF and before the SCR catalyst for the NEDC

In a second step, the effect of the temperature produced by an electrically heated catalyst was determined by applying a current (1 kW
for 100 s) to an Emicat® installed in a DOC position to establish how electrical heating affects the components in the exhaust system.
Figure 14 shows that an electrically heated catalyst is able to reach the light-off temperature of the DOC approximately 100 seconds
faster. This reduces HC by approximately 25% and CO by approximately 58%. Due to the thermal mass of the DOC and DPF and the
alignment (mixing section) of the SCR in the underbody, heating strategy described above had no advantages regarding the
temperature before the SCR. Different heating output and/or heating strategies (start, duration, activation at specific intervals during
idling and/or deceleration) are expected to have significant potential with regard to the SCR temperature and hence the dosing release.
The temperatures behind the DPF reveal that a heated catalyst can have considerable impact. Compared to an SCR position (see figure
14) it is clear that a system heated for 100 seconds by an Emicat® reaches a temperature of 170°C some 80 seconds earlier than a
system without heating. Section 4.3 describes how this benefit may be applied.

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 Future SCR NOX Aftertreatment Systems for Euro 6

Figure 14: Increase of exhaust gas temperatures in the DOC, behind the DPF and before the SCR catalyst for the NEDC, current applied for 100 s

As mentioned above, the purpose of the DOC is to convert HC and CO and to generate NO2, which is required for the SCR reaction.
Figure 15 shows the NO2 concentrations (in ppm) behind the DPF for the first 600 seconds of the NEDC. The measured values relate
both to standard systems and to the configuration comprising the Emicat® (currents applied for 100 s and 250 s). Substantially higher
NO2 concentrations were found to be available in the 150 to 350-second range, which could be used to improve the efficiency of the
SCR reaction (fast SCR reaction), provided that the required minimum temperature has been reached. This effect was due to the
electrically heated catalyst alone.

Figure 15: NO2 concentrations behind the DPF

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Future SCR NOX Aftertreatment Systems for Euro 6

4.2.2 SCR Position

Following the highly positive results produced by the Emicat® in a DOC position this section examines the effects of an SCR position.
Initially, special attention was given to improving the SCR reaction by positioning the Emicat® directly in front of the SCR catalyst.
Since SCR substrates are usually fitted in the underbody downstream of the DOC and DPF, the disadvantages of having to heat the
exhaust system and its components become particularly evident. Electrical heating of the SCR catalyst or an upstream hydrolysis
catalyst would perform much better here.
Generally, this is a particular problem at low loads, such as urban cycles. Figure 16 shows the exhaust gas temperatures of a van with
an SCR system in the Artemis Urban Cycle. In this example an electrically heated hydrolysis catalyst was fitted upstream of the SCR
catalyst. Normally, the temperature before the heated catalyst would correspond to the SCR inlet temperature. The selected heating
strategy was to provide heating until the exhaust gas temperature rose to 180°C, thus keeping the temperature in the SCR substrate at a
relatively constant level. Even under these limiting conditions it was thus possible to achieve very good NOX conversion rates. This is
another area where a start/stop function could open up additional potential.

Figure 16: Temperatures and NOX emissions using a heated SCR system in the Artemis Urban Cycle

The SCR catalyst patently achieves significant NOX conversion rates even at temperatures below 180°C as long as sufficient ammonia
is stored in the coating. The supply of ammonia or the injection of UWS requires a minimum temperature (between 160 and 180°C) to
ensure evaporation, preparation and hydrolysis.

4.3 Potential optimised arrangement of system components

This paper focuses on the optimisation of existing Euro 6 NOX exhaust aftertreatment systems with an SCR catalyst that has to be
installed in the underbody for a number of reasons (volume, installation space, length of the mixing section). The temperature curves
and the cumulative NOX raw emissions shown in figure 17 formed the basis for an estimate of the potential that could be developed by
an SCR catalyst installed closer to the engine combined with additional electric heating in a DOC position, where appropriate.

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 Future SCR NOX Aftertreatment Systems for Euro 6

Figure 17: Temperatures behind the DPF with and without the application of a current

Due to the results shown in figure 17 it is obvious that a corresponding system would be able to reach its conversion temperature
approximately 150 seconds earlier solely by moving the SCR catalyst to a position directly behind the DPF (initially disregarding the
requirements of effective ammonia injection and distribution), which largely corresponds to a 20% reduction in the NOX emitted until
that point. Another 80 seconds could be gained through electric heating during the first 100 seconds because a large part of the energy
now also arrives at the SCR substrate due to lower heat loss. By this the EmiCat® is able to produce another reduction of 20% of
nitrogen oxides. In this example the combination of these two measures could increase NOX conversion by approximately 20 mg/km.

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Future SCR NOX Aftertreatment Systems for Euro 6

Summary / outlook

This paper dealt with various factors that affect the efficiency of an SCR system, such as the quality of the evaporation of the
urea/water solution (UWS) or the uniformity of the distribution of the ammonia formed by the UWS at a point upstream of the SCR
catalyst, as well as criteria that relate to the catalysts themselves, including the diesel oxidation catalyst and the SCR catalyst.
Both these factors were the subject of comprehensive tests that were carried out on a variety of metal catalyst substrates. Radially open
catalyst structures proved to have major advantages over standard substrates with smooth channels when it comes to the preparation of
the UWS, the supply of ammonia to the SCR catalyst and the conversion of nitrogen oxides and hydrocarbons. These structures are
able to increase the efficiency of a diesel catalytic converter system.
In terms of UWS evaporation the PM-Metalit was shown to be particularly effective at supporting the evaporation and hydrolysis of
the UWS when installed in an SCR system downstream of the injection point.
Wherever a high level of uniform distribution of gaseous ammonia over the cross-section of the SCR catalyst is required, the LSPE
structure offers considerable advantages thanks to its perforated foils, which significantly improve substrate utilisation, thus achieving
higher SCR rates even with poor ammonia distribution.
Tests carried out on the oxidation catalyst revealed that hydrocarbons, in particular, seemed to be able to displace NO from the surface
of the catalyst or reduce already formed NO2 back to NO, which means that strong HC activity of the oxidation catalyst is a
prerequisite for the production of a high NO2 content before the SCR catalyst. Above 250°C LS and PE structures are particularly
effective at converting HC even at low or medium channel and space velocities.

On the basis of these detailed results an correspondingly optimised SCR catalytic converter system should comprise the following
components:

 Oxidation catalyst based on an LS or PE structure

 First SCR catalyst substrate based on an LSPE structure
 Second SCR catalyst substrate based on an LS structure

An electrically heated catalyst, the Emicat®, in combination with the remaining necessary components arranged in the interest of best
possible thermal management, offers further potential for improvement. Optimum integration of the different functionalities and
operating parameters enables the electrically heated catalyst to provide effective thermal management also in terms of energy.
Compared to conventional engine-based heating there are a number of further advantages, such as locally targeted energy input, short
controlled systems with fast response times and good controllability and, ultimately, little dependence on specific engine operating
points. To some extent this opens the path for the development of new heating and control strategies, especially relating to the
operation of SCR systems.
The Emicat® provides a previously unavailable degree of freedom with regard to earlier light off, the formation of NO2 and offers
more scope for NOX raw emissions and reductions in fuel consumption, all of which should be analysed and developed. The design of
the mixing section for the urea/water solution, which has to meet the requirements of ammonia evaporation and distribution to
optimise the efficiency of the SCR reaction, is going to be a particular challenge.

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 Future SCR NOX Aftertreatment Systems for Euro 6

Bibliography

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optimale Effektivität “

[2] O. Kröcher: Paul Scherrer Institut; Haus der Technik, MinNOx, 2007; „New Challenges for Urea-SCR Systems: From Vanadia-
Based to Zeolite-Based SCR Catalysts“

[3] S. Malmberg, M. Votsmeier, J. Gieshoff, N. Söger, L. Mußmann: Umicore AG; A. Schuler, A. Drochner: TU Darmstadt; CTI-
Abgastechnik, Januar 2007; „Untersuchung und Simulation der NH3-SCR Reaktion an FE-Zeolithen; Experimental
Investigation and Simulation of NH3-SCR Reaction on FE-Exchanged Zeolites”

[4] I. Nova: Politecnico di Milano; Haus der Technik, MinNOx, 2007; „Mechanism and Modelling of the NO/NO2/NH3-SCR
Reactions for Aftertreatment of Diesel Exhausts”

[5] P. Spurk, M. Pfeifer, F.-W. Schütze: Umicore AG & Co. KG; CTI-Abgastechnik, Januar 2007; „Anforderungen an den DOC &
DPF in Dieselabgasnachbehandlungssystemen mit NOx Nachbehandlung“

[6] W. Maus, R. Brück: Emitec GmbH; 26. Internationales Wiener Motorensymposium, 2005; „Die Zukunft der heterogenen Katalyse
im Automobil: Turbulente Katalysatoren für Otto- und Diesel-Anwendungen“

[7] U. Pfahl, M. Rice, J. Kramer, C. Bruestle: Emitec, Inc.; SAE 2009-01-1073; „Advanced Catalyst Substrate Technology
Development for Cost Efficient Exhaust Gas Aftertreatment Systems”

[8] W: Maus, R. Brück, P. Hirth: Emitec GmbH; 10. Internationales Stuttgarter Symposium 2010; „SCR- und Partikel-
Abgasnachbehandlungssysteme für Heavy Duty EU VI und NRMM Stufe VI“

[9] F. J. Hanel, Alpina GmbH & Co., E. Otto, BMW AG, R. Brück, Emitec GmbH ‘Electrically Heated Catalytic Converter (EHC) in
the BMW Alpina B12 5.7 Switch-Tronic’ 1996 SAE International Congress and Exposition Detroit, Michigan (USA), 1996

[10] F. J. Hanel, Alpina GmbH & Co., E. Otto, BMW AG, R. Brück, T. Nagel. N. Bergau, Emitec GmbH ‘Practical Experience with
the EHC System in the BMW Alpina B12’; 1997 SAE International Congress and Exposition Detroit, Michigan (USA),
1997

[11] A. Wiartalla, C. Severin, Y. Rosefort, H. Kemper, FEV Motorentechnik GmbH; H. Kwee, Lehrstuhl für
Verbrennungskraftmaschinen, RWTH Aachen ‘Diesel Hybrid and Exhaust Aftertreatment – Synergies and Optimization
Potentials’
MinNox Berlin, Juni 2008

[12] A. Waldhelm , Prof. Dr. C. Beidl: TU Darmstadt vkm; Dr. P. Spurk , H.-D. Noack: Umicore AG & Co. KG; R. Brück, R.
Konieczny , M. Brugger: Emitec GmbH; Dresden Emission Control Juni 2010: “Aktives Temperaturmanagement in SCR-
Systemen - Anwendungsmöglichkeiten und Betriebsstrategien des elektrisch beheizbaren Katalysators EmiCat®”

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