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VOLVO POWERTRAIN

DEER CONFERENCESept. 1st 2004

J.Paul Fayolle

A EUROPEAN PERSPECTIVE OF EURO 5/U.S. 07 HEAVY-DUTY ENGINETECHNOLOGIES AND THEIR RELATED

CONSEQUENCES

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J. Paul Fayolle

OUTLINE

Regulations BackgroundEmissions Control Technologies

SelectionComparison

UREA/AD BLUE in EuropeEuropean Regulations vs SCRPerspective

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J. Paul Fayolle

2.0 3.5 5.0 7.0

0.15

0.10

0.02/0.03

NOx(g/kWh)

PM (g/kWh)

0.05

0.20Tier 2 2001

Tier 3 -06 (-05)

Tier 4B

Tier 4A

”US’02”

US’10

US’07

On Road US

On Road EU

On Road Japan

Non Road EU+US

EU-II 95/96

EU-III 00/01

EU-IV 05/06

EU-V

08/09

Japan new Short term

regulation 2005

Japan new Long

term regulation

2005

REGULATIONS BACKGROUND 1EMISSIONS LEVELS

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J. Paul Fayolle

REGULATIONS BACKGROUND 2EMISSIONS TESTS PROCEDURES 1

Convergence, but a large panel of tests, Including steady state,transcient cycles and NTE limitsLack of harmonizationAttempt to harmonize

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J. Paul Fayolle

Figures are related to a 320 kw/429 hp - 2000 mN/1475 lb ft engine rating

0.9

0

0.9

5

1.0

0

1.1

01.0

5

Range of Cycled

Fuel Economy

Including no load time

160,7

104,7

67,161

0

20

40

60

80

100

120

140

160

180

1

ESC

ETC

FTP

WTHC

REGULATIONS BACKGROUND 3EMISSIONS TESTS PROCEDURES 2POWER and FUEL CONSUMPTION

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J. Paul Fayolle

50

100

Time

%

50

200100 150

400 450 500 550 600 C300 350

250

SCR + DOC temp.range

SCR temp.range

Exhaust Temp

A light city

service

Japan JE05 USA

FTPWTH

C

Euro ETC

A severeHD service

212 392 572 932752 1112 F

Figures are related to a 320 kw engine, Euro4

CDPF temp.range

LNT temp.range

REGULATIONS BACKGROUND 4EMISSIONS TESTS PROCEDURES 3EXHAUST TEMPERATURES vs EATS

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<10/50 ppm(directive 98/70/EC and tax incentives)

<350 ppm(directive 98/70/EC)

<50/350/500 ppm(directive 98/70/EC coming)

500-2000 ppm(typical)


<10/50 ppm(directive 98/70/EC and tax incentives)

<350 ppm(directive 98/70/EC)

<50/350/500 ppm(directive 98/70/EC coming)


1000-5000 ppm(typical)Onroad

fuel 2004

REGULATIONS BACKGROUND 5FUEL SULFUR CONTENT 1

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J. Paul Fayolle

EMISSIONS CONTROL 1SELECTION of TECHNOLOGIES 1

DILEMMA

Low NOx

Low Part

High Fuel Economy

Low Initial Cost

Low Maintenance Cost

High Durability

High Return on Investment

Regulations demand

Customer demand

OEM demand

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J. Paul Fayolle

EGR

No EGR

SCR

Tuning for optimum BSFCEGR+DPF

2.0 3.5 5.0 7.0

0.15

0.10

0.02

EU-IV 2005/06

NOx (g/kWh)

PM (g/kWh) US’02EU-II 1995/96EU-III 2000/01

US’07/10(phase in 2007-2010)

LNA+DPF

EGR+

DPF

SCR + DPF

Japan NST 2003

Japan NLT 2005 EU-V 2008/09


MAIN ROUTES

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The Volvo group has selected:SCR to control NOx in EuropeEGR to control NOx in North AmericaDPF to control particulates on both sides of the Atlantic

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EMISSIONS CONTROL 4TECHNOLOGIES COMPARISON 1

ASSUMPTIONS

Comparison, as fair as possible, is proposed:Euro 5, for the time being (NOx 2 gr/kwh – Part 0.02 gr/kwh) is less severe than U.S. 7A Euro 5+, similar to US 07, is defined for the sake of comparisonA 11-l engine, 410 bhp/306 kW rated, is selected as reference

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OVERALL

Engine and Chassis Fuel EconomyBmep Heat Rejection and Chassis Cooling WeightEngine Durability Global System CostMaintenance Cost Service CostDevelopment Cost

��

EGR��

SCR

Same hardwareconditions

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SYSTEMS ECONOMICS

SCR EGRBase Engine Cost 1.000 1.055

NOx System Cost 0.155 0.060

NOx System Chassis Overcost 0.009 0.015

DPF System 0.140 0.140

DPF System Chassis Overcost 0.007 0.007

1.311 1.277

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FUEL ECONOMY 1

ESC comparison of US 07/E 5+ engine (410bhp/306 kW)

raw figures (UREA consumption excluded)

SCR 0.94

EGR 1.01

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FUEL ECONOMY 2Net figures (UREA consumption included)

UREA prices assumed to be equal to :

100% of fuel one in North America

� 50% of fuel one in Europe

SCR EU 0,97EGR EU 1,01

SCR EU 0,97EGR EU 1,02

SCR NA 1,00EGR NA 1,01

SCR NA 1,00EGR NA 1,02

Engine and Urea effect

Chassis and cooling effect

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CO 2 ASPECT

1 kg UREA needs 1 kg CO 2 to be PRODUCEDA 6 % UREA consumption is assumed.

on a steady-state cycle basis it comes a CO 2 rejection of :

SCR 628 gr/kwhEGR 668 gr/kwh

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ECONOMICS 1ANNUAL OPERATING COST

Service : mix of intensive and economic N.A. HD long haul, medium severity Costs : fuel and urea ($ 2/US gal)

engine maintenance & servicechassis maintenance & service

� ESTIMATION of a mean A.O.C INCREASE (vs 04) :

EGR $ 500

SCR $ 50

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ECONOMICS 2ANNUAL VALUE IMPACT for CUSTOMER

Service and Maintenance cost impactWeight impactProduct Cost impactFuel costResidual Value impactProject Development cost impactN.A., mix of economic & intensive H.D long haul, medium severity serviceE ESTIMATION of a mean A.V.I., DETRIMENTAL (vs 04) by :

EGR $ 2000

SCR $ 1500

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14%

14%4%

12%20%

12%

24%VolvoIvecoDCDAFScaniaMANOthers

UREA/AD BLUE in EUROPE 1UREA/AD BLUE DEMAND in WESTERN EUROPE 1

HD VEHICLES MARKET > 16 T vs SCR

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2.5 MT in 2010Source ACEA

UREA/AD BLUE in EUROPE 2UREA/AD BLUE DEMAND in WESTERN EUROPE 2

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J. Paul Fayolle

1

2

3

4

56

7

8

9

10

Source

UREA/AD BLUE in EUROPE 3300 m/500 km DISTRIBUTION RADIUS for UREA

PLANTS

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UREA/AD BLUE in EUROPE 4AD BLUE DISTRIBUTION 1

DISTRIBUTION TECHNOLOGIES and STRATEGIES are DEFINED or

CLOSED to BE

(indoor, outdoor conditions, cans, containers, pumps, nozzles,

bulk direct service to big fleets,...)

PRICING RANGE from 0,3 to 0,7 €/l

STATIONS TWO AD BLUE FILLING STATIONS RUNNING in

Germany

ONE to be OPENED SHORTLY in France

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Open/Closed system at home filling depot Spill free nozzle

UREA/AD BLUE in EUROPE 5AD BLUE DISTRIBUTION 2

FILLING STATION and HARDWARE

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EURO REGULATION vs SCR 1RESPONSIBILITY of the MEMBERS STATE

In the recitals of the comitology directive,

The commission recalls the responsibility of the member states :

� to perform road side spot-checks for enforcing the proper operation

of vehicles equipped with SCR

The commission requests the member states :

� to ensure that urea will be available on a geographically

balanced basis

� to make illegal to drive without urea or not to consume urea

Discuss

ions

running

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J. Paul Fayolle

EURO REGULATION vs SCR 2ANTI TAMPERING 1

OVERALL

As from EURO 4, day 1, the following tampering scenarios must be

detectable

� lack of reagent in the urea tank

� non appropriate reagent consumption

As from EURO 4 or at a later date must be also detected a

� wrong reagent quality or a lack of NOx reduction

As from EURO 4 or at a later date

� all the above will lead to a two-step power reduction

Discuss

ions

running

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J. Paul Fayolle


LACK of UREA

The level of urea in the tank must be monitored.

The level of urea in the tank must be indicated to the driver.

A lack of urea in the tank shall lead to :

� light on the OBD-indicator

� activate an additional warning mode on the dash board

� activate a reduction scheme in the engine performance

Discuss

ions

running

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J. Paul Fayolle


UREA CONSUMPTION

The following parameters must be monitored :

� The level of urea in the tank

� The activity of the dosing system

� The urea injection

The urea consumption must be recorded.

A lack of urea consumption is diagnosed in the case of a too high

difference

(50%) with the average consumption of the previous days and leads

to :

� Light on the OBD-indicator

Discuss

ions

running

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J. Paul Fayolle


UREA QUALITY

The urea quality must be monitored : a quality deviating

from the one specified by the manufacturer must be

considered as a failure by the OBD system, and

shall lead to light on the OBD-indicator.

Alternatively NOx reduction could be monitored.

Discuss

ions

running

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J. Paul Fayolle


REDUCTION of ENGINE TORQUE

2 steps reduction:

� 75% of the full load torque

� 60% of the full load torque

Torque reduction procedure to be considered for safety and environmental

issues.

Empty tank

1st

alert1st

torque reduction

2nd

torque reduction

Discuss

ions

running

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J. Paul Fayolle

SCR

TUNING

2.0 5.0 7.0

0.15

0.10

0.02

PM (g/kWh)

EGR+DPF

1.00.1

EATSAdvCOM

B

HeffCOM

B

OptCOM

B

NOx(g/kwh)

PERSPECTIVE 1SIMPLIFIED ROUTES

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PERSPECTIVE 2KEY DRIVERS to the FUTURE

GLOBAL COSTPRODUCT, SERVICE, RELIABILITY/DURABILITYSAVE OUR CUSTOMERS PROFITABILITY by MANAGEMENT OF COMPLEXITYFUEL ECONOMY and IN USE COSTSAVE DIESEL LOW CO 2 EMISSION POTENTIAL

REGULATIONS "AS USUAL"BALANCE of CO 2/NO x EMISSIONS

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THANKS FOR YOUR ATTENTION

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