Proceedings

Michael Bargende · Hans-Christian Reuss

Jochen Wiedemann Hrsg.

16. Internationales
Stuttgarter Symposium
Automobil- und Motorentechnik
Mercedes-Benz diesel technology OM654
near-engine-mounted SCR system for WLTP
and RDE

Tillmann Braun, Peter Lückert, Dr. Frank Duvinage, Dr. Alexander

Mackensen
Daimler AG

© Springer Fachmedien Wiesbaden 2016, M. Bargende, H.-C. Reuss, J. Wiedemann (Hrsg.),

16. Internationales Stuttgarter Symposium, Proceedings, DOI 10.1007/978-3-658-13255-2_19

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1 Introduction
With the launch of the new 4-cylinder engine OM654 Mercedes-Benz continues to
build on the advantages of the diesel combustion process and is opening up new po-
tential in the area of emissions reduction and variant reduction.
The diesel engine has firmly established itself in all segments of the Mercedes-Benz
product portfolio and thus the breadth of vehicle requirements, and application costs
have increased substantially. To deliver innovations as quickly as possible in a host of
variants, a standardized strategy is required which decouples the engine from the ve-
hicle variance as effectively as possible.

Fig. 1: Mercedes-Benz diesel vehicle portfolio

The OM654 ushered in a brand-new engine platform with a characteristic feature: all
the key operating components are arranged directly on the engine:


Engine with multiway EGR


Charge air and EGR cooling


Exhaust system (hot end) with all the components required for emissions reduction
As the first member of the “Mercedes-Benz Powertrain Architecture” the OM654 is
thus compatible with all vehicle installation spaces in the Mercedes-Benz longitudinal
architecture and can be integrated into all vehicle variants with minimal interface
modifications.

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Fig. 2: Compact standardized engine OM654 with uniform vehicle interfaces

2 Key Development Areas: Functional Characteristics

In addition to a tangible improvement in agility and noise comfort, the reduction in
fuel consumption and emissions constituted a particular development focus in a bid to
make the diesel engine more compelling while also reinforcing its growing im-
portance as a sustainable drive type.

Fig. 3: Key development areas from a functional perspective

The OM654 in the presented variant features single-stage VNT turbo-charging and a
displacement of 1950 cc. In conjunction with its new combustion process (stepped re-
cess and 8-hole piezo-servo injector with up to 2050 bar injection pressure), an engine
output of 143 kW and maximum torque of 400 Nm were achieved. For the E220 (213
series) with OM654 this means an extra 18 kW of power output compared with the
OM651 (E220-212 series) and a power output per liter of 73 kW/l.

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Fig. 4: Engine data

Despite the tangible increase in agility, fuel consumption was reduced significantly
compared with the very good figures for the OM651 (E220-212 series). In-house
measurements for the new E-Class with OM654 on the “AMS test circuit” reflected a
reduction in test fuel consumption in excess of 10% compared with the outgoing
model with OM651. This difference is comparable with the fuel consumption differ-
ence measured in the NEDC.

Fig. 5: CO2 optimization

The presentation focuses on the emissions reduction of the new engine family, taking
the single-stage launch variant of the OM654 by way of example. Engine and exhaust
gas aftertreatment were designed as a single unit right from the requirement specifica-
tions stage of the new engine generation. The aim from the outset was to provide a fu-
ture-proof, integrated system which delivers minimal emissions in virtually all operat-
ing spectrums.

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Key components of this all-new emissions concept include:

Low engine raw emissions through cooled high-pressure and low-pressure EGR


Rapid light-off by integrating the particulate filter and all catalytic converters in
the engine compartment


Rapid AdBlue metering readiness after cold start through injection after DOC


Dual swirl mixer with far better AdBlue evaporation and uniform distribution


Rapid SCR implementation through SCR coating on DPF (sDPF)


Sufficiently large DPF volume for high DPF regeneration intervals and, in turn,
improved fuel consumption and catalytic converter ageing


Additional SCR volume for high NOX conversion at high engine load


Complex model-based SW functions for maximum NOX conversion and reliable
prevention of NH3 slip when operating at the performance limit of the catalytic
converters


Sensor-based NOX conversion measurement with adaption of the metering quantity
to offset tolerances


Integrated control and monitoring functions for much better reliability and differ-
entiated fault analysis in the event of error detection (OBD)

3 Emissions Reduction: Integration of Engine and

Exhaust Gas Aftertreatment
3.1 Multiway EGR for Low NOX Raw Emissions
The OM654 was systematically optimized for low NOX and PM raw emissions. The
engine features a multiway EGR, i.e. a cooled high-pressure EGR with switchable by-
pass and a cooled low-pressure EGR. The exhaust is removed downstream of the SCR
catalytic converter, and, as such, the compressor is constantly fed almost entirely
cleaned exhaust.

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Fig. 6: High-pressure and low-pressure EGR system

Mounting the exhaust gas aftertreatment directly on the engine produced very short
pipe routing in the low-pressure EGR path, see Fig. 6. In addition to low pressure
losses, the EGR control quality and speed benefit in particular from the compact ar-
rangement. The EGR rate is controlled on the high-pressure and low-pressure sides by
means of electrically operated valves and can also be increased in the low-load range
by an exhaust flap installed in the cold end.

Fig. 7: Operating ranges of the high-pressure and low-pressure EGR

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Fig. 8: EGR rate (combined value from high-pressure and low-pressure EGR) in the performance
map

The combination of both paths allows the EGR region to be extended to nearly the en-
tire performance map, see Fig. 7 and 8, as long as function and durability over life-
time are not affected (component protection). In this way the NOX raw emissions
through to the region close to full load (FL) are reduced substantially and can be ad-
justed very precisely even in dynamic operation thanks to the short paths and a model-
based control strategy.
The low NOX raw emissions of the OM654 thus make a substantial contribution to
achieving low NOX tailpipe emissions across a broad operating range.

3.2 Engine-Mounted Exhaust Gas Aftertreatment for Effective

Emissions Reduction
On the OM654 all components relevant to emissions reduction are located directly on
the engine. This minimizes heat loss and optimally facilitates rapid response of the
catalytic converters. In order to accommodate the requisite substrate volumes in the
available installation length, a very compact arrangement with fairly large substrate
cross-sections was used and, in turn, the pressure loss reduced by over 40% compared
with the previous engine OM651.

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Fig. 9: Compact, engine-mounted exhaust gas aftertreatment

A SCR-coated particulate filter is used for the first time on the OM654. This arrange-
ment facilitates AdBlue metering straight after DOC and requires very compact Ad-
Blue treatment in the available installation space.
To ensure deposit-free AdBlue conversion and even distribution of the formed NH3
across the fairly large substrate cross-sections, an all-new treatment concept was de-
veloped and successfully tested. Key components include a plate evaporator, which is
arranged parallel to the flow due to pressure loss constraints, along with a downstream
overlaying dual swirl, which provides thorough mixing and acts evenly on the sDPF
cross-section. As part of extensive optimization steps, the NH3 uniform distribution
was increased to over 98% across a wide operating range.

Fig. 10: AdBlue treatment

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The homogeneous provisioning of high quantities of reduction agent in combination

with the SCR catalytic converter arranged downstream of the sDPF facilitates high
NOX conversion rates across a wide operating range and, in turn, provides a standard-
ized system for all model series in the Mercedes-Benz longitudinal architecture, i.e.
from the lightweight vehicles (C-Class) to the large SUVs (e.g. GLS-Class).

4 Exhaust Gas Aftertreatment: System Design

4.1 Diesel Oxidation Catalyst (DOC)
The DOC in the OM654 constitutes the only oxidizing component in the exhaust sys-
tem. Since the particulate filter of the OM654 is also used for the SCR function and,
as such, has no oxidizing coating, the DOC must ensure the virtually complete HC
and CO conversion as well as a sufficient quantity of NO2 for an efficient SCR reac-
tion at low exhaust temperatures.
The aim was to prevent as far as possible excess NO2 (e.g. at low volume flows when
new), and insufficient NO2 (drawback for SCR conversion). To this end, a volume de-
sign with just under 1.95 l was chosen so that the volume flow influences are mini-
mized and the full conversion capability is available across a wide massflow range.
Through extensive screenings of different volumes and cross-sections as well as coat-
ings and precious metal content, a design with high conversion performance (HC and
CO) and stable NO2 formation over the lifecycle was implemented, see Figure 11.

Fig. 11: DOC conversion and NO2 formation

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In addition to the aforementioned chemical conversions, the DOC coating also pro-
vides NOX storage properties. In this respect, unlike with the classic NOX adsorber
converter, the NOX is adsorbed in the catalytic converter structure and released at
higher exhaust temperatures (from approx. 250°C). The stored NOX is therefore not
converted via rich combustion, but via an SCR reaction in the sDPF or SCR catalytic
converter after desorption. In this way, the cold-start emissions are already effectively
reduced before the start of the AdBlue metering. In the NEDC the total contribution of
this effect is approximately 5%, in relation to the total raw emissions in the cycle.

4.2 SCR-Coated Particulate Filter (sDPF)

The relatively low ageing factor illustrated in Figure 11 with the example of the DOC
is a basic requirement for good emissions across the vehicle's entire mileage. In addi-
tion to the catalytic converter design, ageing is determined substantially by the tem-
perature and frequency of the DPF regeneration. With in-house measurements on the
“AMS test circuit” a DPF regeneration interval of over 1000 km was established with
the new E-Class and OM654; this means an increase of over 30% compared with oth-
er measured vehicles.
This example illustrates the consistent implementation of an integrated development
of engine and exhaust gas aftertreatment in order to create an integrated system. Im-
portant decisions were made right from the concept phase regarding how to achieve
high DPF regeneration intervals. In addition to increasing the particulate filter volume
to 3.7 l, the new stepped recess combustion system significantly reduced particulate
raw emissions.
With a focus on further improving urban emissions, Mercedes-Benz has been working
for several years with substrate and coating manufacturers on optimizing and qualify-
ing SCR-coated particulate filters. The following aspects needed particular attention:


Particulate reduction at least on a par with previous cDPFs
(challenge: in addition to the substrate, the deposition is influenced in particular by
the coating)


Maximum soot loading similar to existing cDPFs
(challenge: the greater porosity of the substrate gives rise to a change in heat trans-
fer and thermal mass)


High SCR effectiveness
(challenge: trade-off between washcoat mass and pressure loss)

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Figure 12 shows the benefits of the sDPF concept under cold-start conditions and low
engine load, taking the NEDC cycle by way of example. Through the AdBlue injec-
tion downstream of the DOC (on conventional systems it takes places downstream of
the DPF) the required exhaust temperature of 150°C (sDPF average temperature) al-
ready exists after the first 2 to 3 km.

Fig. 12: NOX conversion of sDPF and SCR in the NEDC

The NOX reduction takes place straight after the start of the drive cycle and reaches a
combined figure of 60%. In the ECE component of the NEDC, the NOX is only re-
duced at the sDPF. The particulate filter can be operated with fairly high NH3 levels
and, in turn, good NOX conversion, since desorbing NH3 from the downstream SCR
catalytic converter can be captured and converted fully with a sudden increase in tem-
perature and throughput (e.g. transition to EUDC). This option allows for fairly high
NOX conversion rates right from the sDPF and prevents NH3 slip.

4.3 SCR Catalytic Converter (SCR)

The importance of the downstream SCR catalytic converter becomes even clearer tak-
ing the WLTC as an example. The sDPF accounts for the bulk of the NOX reduction
in the low-load phases; the SCR conversion increasingly switches to the downstream
SCR catalytic converter during acceleration and with high exhaust mass flows. With a
volume of 2,8 l the SCR catalytic converter is sufficiently large to reduce significantly
the NOX emissions across a broad operating spectrum. In the WLTC the OM654
achieves a NOX conversion rate of 86%.

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Fig. 13: NOX conversion of sDPF and SCR in the WLTC

5 Exhaust Gas Aftertreatment: Sensor System and

Functions
5.1 Tolerance Analysis and Sensor Concept
In addition to the system design, the control of the SCR system and the function algo-
rithms and models in particular are decisive for achieving high NOX reduction rates. In
this respect, tolerances and ageing influences must also be taken into account as well as
the large spectrum of possible usage scenarios and constraints. Achieving NOX conver-
sion rates of well above 80% means that the SCR system must be operated permanently
and in all operating conditions at the performance limit and false diagnoses must also be
avoided on the OBD side, as well as AdBlue deposits or NH3 slip.
At the start of system development, the key component and model tolerances were
analyzed. Initially, the individual influences of the key parameters on emissions be-
havior and system stability were examined. The following parameters were identified
as key influencing variables:


Input value NOX raw emissions (model value vs. NOX sensor)


Accuracy of exhaust mass flow


Accuracy of AdBlue metering


AdBlue treatment and uniform distribution


Accuracy of temperature values at various points of the catalytic converters

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In the second step, the tolerance bands and statistical frequencies of the key individual
influences on measurements were determined. Finally the various influences were
combined using the “Monte Carlo method” in accordance with their statistical fre-
quency and assessment of the overall influence on system behavior.

Fig. 14: Sensor concept of the exhaust gas aftertreatment unit

The following decisions in the concept phase resulted from these tests:


Precise measurement of the NOX raw emissions using NOX sensor upstream of DOC


Implementation of lower tolerance limits for AdBlue metering system


Model-based conversion control with cyclically triggered model comparison


Monitoring of the NOX conversion by two NOX sensors


Adaption of the AdBlue metering quantity on the basis of the aforementioned NOX
conversion measurement


Temperature sensor upstream of DOC and upstream of sDPF


Modeling the surface temperatures inside the sDPF and SCR

5.2 Model-Based Metering Quantity Control and OBD

To achieve high NOX conversion rates, the adsorption of ammonia in the catalytic
converter is crucially important. Since the adsorption capacity of the SCR coating is a
function of exhaust temperature and volume flow, the stored quantity (“NH3 level”)
must be controlled as precisely as possible and the AdBlue metering varied according-
ly. During acceleration where the adsorption capacity falls due to the increase in tem-
perature and throughput, NH3 emissions (NH3 slip) must be avoided without reducing

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the NOX conversion. These driving maneuvers are highly relevant to emissions behav-
ior since very high NOX raw emissions can be produced in these phases.
A model-based NH3 level control system was developed for the OM654 which calcu-
lates the NOX conversion and the adsorbed NH3 quantity on the basis of physical, chem-
ical models. The calculations are performed locally resolved over the length of the cata-
lytic converter (1D model). In order to calculate the complicated SCR reaction kinetics
in the control unit, the calculation algorithms were modified and simplified accordingly.
The key input variables for the model calculation are:


NO emissions


NO2 emissions


NH3 concentration


O2 concentration


Exhaust gas mass flow rate


Exhaust gas temperature
In this way, both the NH3 level and its local distribution are calculated. On the basis
of this data, the AdBlue metering quantity and timing for NH3 level build-up and re-
duction are determined exactly and hence “running empty” or “overflowing” of the
catalytic converter prevented.
Intelligently linking sensor and model values allows the system to be operated stably
at high conversion rates, while also monitoring its function. The same functions that
control the system also form the basis for the OBD concept. Thus the OM654 already
fulfills the stringent EU6-2 OBD limits at the start of series production.

Fig. 15: Model-based NH3 level control with overlaid adaption and OBD

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6 Emissions Results
Through the multiway EGR in conjunction with the engine-mounted exhaust gas af-
tertreatment and the systematic further development of AdBlue treatment and control
algorithms, NOX reduction efficiency was increased substantially compared with the
first- and second-generation BlueTEC systems.
The initial prototype vehicles were already subjected to extensive PEMS measure-
ments and each development step systematically assessed on a test circuit with a hy-
brid usage spectrum. Known as the “Stuttgart PEMS circuit” the circuit used includes
a 48% city, 21% intercity and 21% highway component. The vehicles are started cold
in Untertürkheim and initially drive through Stuttgart city center in low-load operation
and stop-and-go traffic for approximately 20 to 25 minutes. Starting with a low ex-
haust temperature level, a climb follows within the urban area (“Weinsteige”) at fairly
high load and followed straightaway by renewed cooling of the exhaust system by a
downhill section back into the city. On the rural section, the vehicle is driven on a
hilly section at an average speed of approximately 77 km/h and then accelerated very
quickly on the highway up to the maximum speed of approximately 140 km/h. Before
the transition back into urban mode, there is a lengthy downhill section where the ex-
haust system cools down once again. The route ends after driving once more through
Stuttgart city center back to Untertürkheim.
Overall the route covers 84 km. Depending on the traffic density and driving style, the
average speed is approximately 45 to 50 km/h. The combined uphill climb is approx-
imately 1050 m.

Fig. 16: “Stuttgart PEMS circuit” for assessing off-cycle emissions

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Figure 17 illustrates the speed profile and the exhaust temperature curve during meas-
urement on a “Stuttgart PEMS circuit” with a moderate driving style, along with NOX
raw emissions and NOX tailpipe emissions. An overall good result of 89% NOX con-
version was achieved. If you only examine the city component, 84% NOX conversion
was achieved for this section.

Fig. 17: Emissions on “Stuttgart PEMS circuit”, E220 with OM654

Fig. 18: Emissions for urban traffic, flat topography, stop-and-go, E220 with OM654

In addition to the “Stuttgart PEMS circuit”, various route scenarios were completed
with different driving styles and traffic density. Figure 18 illustrates by way of exam-

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ple an urban journey with almost flat topography in stop-and-go traffic. The average
speed was less than 8 km/h. Despite the low engine load and numerous stationary
phases, the AdBlue metering was achieved throughout the entire route and the NOX
total conversion rate was approximately 74%.

Fig. 19: Emissions from various scenarios with different driving styles,
E220 with OM654

Figure 19 illustrates the emissions behavior of the OM654 in various route scenarios
and with different driving styles along with the two measurements explained in Figure
18 and 19 by way of example. This produces an emissions range since the emissions
are determined by the criterion “v x apos” as well as the topography, the vehicle weight
and the environmental conditions (outside temperature, air humidity…) in particular.

7 Summary and Outlook

A host of measurements under different test conditions, scenarios and driving styles
confirm the low emissions of the OM654 and the advantages of the all-new overall
concept. In addition to the hardware configuration and the integration of engine and
exhaust gas aftertreatment, the model-based instrumentation and control algorithms
with overlaid metering quantity adaption as well as the integrated OBD functions
form the basis for robust emissions reduction in a host of usage profiles.
The first member of the new engine generation at Mercedes-Benz will be launched
with the OM654 in the new E-Class. The standardized concept lays the foundations
for the rapid rollout of the new engines in a host of vehicle variants.

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