GE and Umicore to Commercialize GE Hydrocarbon NOx Emissions Reduction Technology; Diesel or E85 as Reductant
23 March 2010
GE and Umicore have completed a technology transfer and technology license agreement to commercialize a proprietary Hydrocarbon Selective Lean NOx Catalyst (HC-LNC) designed to reduce and control diesel engine NOx emissions for various transportation and stationary applications.
This new catalyst is an aftertreatment innovation capable of functioning with either diesel fuel or E85 biofuel as the reductant, providing an option to those segments of the marketplace seeking an alternative to urea-based SCR (selective catalytic reduction) technology. (Earlier post.)
The use of hydrocarbons (HC-SCR) or oxygenates (Ethanol-SCR) as a reductant in the selective catalytic reduction of NOx to N2 can offer a number of engineering advantages over urea/ammonia-based SCR technologies, including simplified application, since there is no need either for an extra reductant in the aftertreatment system, or for an accompanying additional infrastructure (e.g., AdBlue replenishing). HC-LNC also has the potential to remove simultaneously NOx and partially burned hydrocarbons.
HC-SCR has been under study for decades, with one of the main issues to be resolved being the catalyst. GE Global Research assembled a multi-disciplinary team of catalyst, ceramics and combustion experts, as well as engine designers, to help create its new HC-SCR catalyst.
Umicore, an industry leader in catalyst technology and global supplier to many leading global automakers and commercial vehicle manufacturers, will work with GE Global Research, which has been developing HC-LNC technology since 2001, to offer the catalyst to customers in the off-highway and on-road vehicle segments, marine segments, and stationary power markets.
Working closely with GE Global Research and its partners over the past year, Umicore has reached key milestones in the development of the GE catalyst material in terms of production readiness, performance and durability. The two companies are now actively engaged in optimizing the commercial scale production of the material.
In February 2009, GE Transportation and Tenneco also entered an agreement to collaborate on the development and production of GE’s Hydrocarbon-Selective Catalytic Reduction catalyst technology (HC-SCR). (Earlier post.) The new agreement with Umicore is separate from the Tenneco partnership, according to GE; the two partnerships exist in different segments on the value chain (the catalyst itself and a complete end-use aftertreatment system). The Tenneco partnership is still ongoing.
All well and good we now have the choice of wasting urea , diesel or methanol in post combustion mitigation, But much better to use LP or NG etc in the chamber and reap the extra efficiency, power and still meet emission outcomes. Repeat why are we pouring 'fuel into the exhaust?
Not wanting to pour scorn on important research but why not spend the extra dollar on plant and equipment on efficiency measures that give multiple other economy benefits? Specifically better fuel consumption than diesel - before post treatment, let alone the extra inefficiency of burning more fuel in the exhaust.
The aim is to use more non (esp liquid) petroleum imported fuel such as the gaseous isn't it? as well as pollution reduction.
specific benefits of the gas approach include less engine wear via increased oil life, reduced fuel import and reliable emissions regulation IE It works at a primary level not reliant on topping second tanks being filled or on the correct functioning of the after treatment device.
Posted by: Arnold | 23 March 2010 at 04:48 PM