Wikicars - User contributions [en]

BlueTec

2008-04-23T10:07:06Z

Dusty vinyl: /* External links */

'''BlueTec''' is [[DaimlerChrysler]]'s name for its two nitrogen oxide (NOx) reducing systems, for use in their [[Diesel]] [[automobile]] engines. One is a urea catalyst called '''AdBlue''', the other is called '''DeNOx''' and uses an oxidising catalytic converter and particulate filter combined with other NOx reducing systems. Both systems were designed to slash emissions further than ever before. [[Mercedes-Benz]] introduced the systems in the [[Mercedes-Benz E-Class|E-Class]] (using the 'DeNOx' system) and [[Mercedes-Benz GL-Class|GL-Class]] (using 'AdBlue') at the 2006 [[North American International Auto Show]] as the E 320 and GL 320 Bluetec. This system makes these vehicles 45-state and 50-state legal respectively in the United States, and is expected to meet all emissions regulations through 2009. DaimlerChrysler has entered into agreement with [[Volkswagen]], [[Audi]] and [[BMW]] to share BlueTec technology with them. Together they try to push diesel technology to the masses in the United States.

The BlueTec was on the [[Ward's 10 Best Engines]] list for 2007.

A [[Jeep Grand Cherokee]] with the same Bluetec engine is also expected, and Mercedes announced tentative plans for a BLUETEC/electric hybrid W221 [[Mercedes-Benz S-Class|S-Class]].
The BlueTec system was created because the processes that give diesel engines efficient fuel economy also create extra emissions. High compression ratios and lean air-fuel mixtures make high combustion temperatures, which results in more nitrogen oxides and particulate matter (also known as smoke) being released into the atmosphere. While the particulate matter can be controlled with higher injection pressures and particulate filters, the big challenge is limiting NOx (Tier 2 regulations in the US are 0.05 gram per mile of NOx, which is ⅛ of the 0.40 limit in the European Union).

The Bluetec system will use two catalytic converters specifically targeting NOx. The first converter traps the NOx, and later releases it to the second converter which then converts it to nitrogen (N2) and water (H2O). This will make a diesel car legal in 45 states. But to make it pass the more stringent regulations of California, Maine, Massachusetts, New York and Vermont, ''AdBlue'' (NH4) will have to be introduced into the system, making the conversion more complete.

'''NH_4 + H_2O + NO_x \rightarrow \; N_2 + 3H_2O</math>'''

----

The whole exhaust system would work like so:

# A Diesel Oxidation Catalyst reduces carbon monoxide (CO) and hydrocarbons (HC) released from the exhaust.
# A DeNOx catalytic converter begins a preliminary removal of oxides of nitrogen.
# A particulate filter will trap and store smoke particles, burning them off when the filter gets full.
# A ''Selective Catalytic Reduction'' (SCR) catalytic converter will take the remaining nitrogen oxides and covert them to nitrogen and water. ''AdBlue'' will be injected into it to help the conversion.

[[Category:DaimlerChrysler]]
[[Category:Engine technology]]

== External links ==
* [http://www.bluetec.com BLUETEC.COM: The official BLUETEC News Blog by Mercedes-Benz]
* [http://www.worldcarfans.com/classics.cfm/classicID/5061213.001/page/8/country/gcf/lang/eng/mercedes/the-evolution-from-diesel-to-bluetec-in-depth The Evolution from Diesel to BLUETEC in Depth]
* [http://www.mercedes-benz.com/ Mercedes-Benz Global Home]
* [http://www4.mercedes-benz.com/specials/scr/en/index_nocom_en.htm Official BlueTec website]
* [http://www.greencarcongress.com/2006/01/daimlerchrysler.html greencarcongress.com on BlueTec]
* [http://www.adbluenews.co.uk Information on vehicles which have adopted the Blue-Tec Engine]
* Information on [http://www.adblueonline.co.uk AdBlue] and its use inside the Mercedes BlueTec System

Selective Catalytic Reduction

2008-04-23T10:03:06Z

Dusty vinyl: /* External links */

'''Selective catalytic reduction''' ('''SCR''') is a means of converting [[nitrogen oxide|nitrogen oxides]], also referred to as [[NOx|{{chem|NO|x}}]] with the aid of a [[catalyst]] into [[nitrogen|diatomic nitrogen]], {{chem|N|2}}, and [[water]], {{chem|H|2|O}}. A gaseous [[reductant]], typically [[anhydrous ammonia]], [[aqueous ammonia]] or [[urea]], is added to a stream of [[flue gas|flue]] or [[exhaust gas]] and is absorbed onto a [[catalyst]]. [[Carbon dioxide]], {{chem|CO|2}} is a reaction product when urea is used as the reductant.

Selective catalytic reduction of {{chem|NO|x}} using ammonia as the reducing agent was patented in the [[United States]] by the [[Engelhard|Englehard Corporation]] in 1957. Development of SCR technology continued in [[Japan]] and the US in the early 1960’s with research focusing on less expensive and more durable catalyst agents. The first large scale SCR was installed by the [[IHI Corporation]] in 1978. <ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref>

Commercial selective catalytic reduction systems are typically found on large [[Fossil fuel power plant|utility boilers]], [[boiler|industrial boilers]], and [[Incineration|municipal should waste boilers]] and have been shown to reduce {{chem|NO|x}} from 70-95%.<ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref> More recent applications include large [[Diesel engine|diesel engines]], such as those found on large ships, [[diesel locomotives|diesel locomotives]], [[gas turbine|combustion turbines]], and even [[automobiles]].

==The Reaction==
The {{chem|NO|X}} reduction reaction takes place as the gases passes through the catalyst chamber. Before entering the catalyst chamber the ammonia, or other reductant, is injected and mixed with the gases. The chemical equation for a [[stoichiometric]] reaction using either anhydrous or aqueous ammonia for a selective catalytic reduction process is as follows:

:<math>4NO + 4NH_3 + O_2 \rightarrow \; 4N_2 + 6H_2O</math>

:<math>2NO_2 + 4NH_3 + O_2 \rightarrow \; 3N_2 + 6H_2O</math>

:<math>NO + NO_2 + 2NH_3 \rightarrow \; 2N_2 + 3H_2O</math>

With several secondary reactions

:<math>2SO_2 + O_2 \rightarrow \; 2SO_3</math>

:<math>2NH_3 + SO_3 + H_2O \rightarrow \; (NH_4)_2SO_4</math>

:<math>NH_3 + SO_3 + H_2O \rightarrow \; NH_4HSO_4</math>

The reaction for urea instead of either anhydrous or aqueous ammonia is as follows:
:<math>4NO + 2(NH_2)_2CO + O_2 \rightarrow \; 4N2 + 4H_2O + 2CO_2</math>

The ideal reaction has an optimal temperature range between 675 and 840°F, but can operate from 450 to 840°F with longer [[Residence time|residence times]] needed. The minimum temperature is effected by the various fuels, gas constituents and catalyst geometry. Other possible reductants include [[cyanuric acid]] and [[ammonium sulfate]] <ref>”Environmental Effects of Nitrogen Oxides”. [[Electric Power Research Institute]], 1989</ref>

==Catalysts==
SCR catalysts are manufactured from various [[ceramic]] materials used as a carrier, such as [[titanium oxide]], and active catalytic components are usually either oxides of base metals (such as [[vanadium]] and [[tungsten]]), [[zeolite|zeolites]], and various [[precious metals]]. All catalyst components have their own unique advantages and disadvantages.

[[Base metal]] catalysts, such as the vanadium and tungsten, lack high thermal durability, but are less expensive and operate very well at the temperature ranges most commonly seen in industrial and utility boiler applications. Thermal durability is particularly important for automotive SCR applications that incorporate the use of a [[diesel particulate filter]] with forced regeneration. They also have a high catalyzing potential to oxidize [[SO2|{{chem|SO|2}}]] into [[SO3|{{chem|SO|3}}]], which can be extremely damaging to its acidic properties. <ref name=EERE-Lambert>[http://www1.eere.energy.gov/vehiclesandfuels/pdfs/deer_2006/session5/2006_deer_lambert.pdf DOE presentation]</ref>

Zeolite catalysts have the potential to operate at significantly higher temperatures than base metal catalysts, with the ability to withstand long term operational temperatures of 1200°F, and [[transient]] conditions of up to 1560°F. Zeolite also have a lower potential for potentially damaging [[SO2|{{chem|SO|2}}]] oxidation. <ref name=EERE-Lambert>[http://www1.eere.energy.gov/vehiclesandfuels/pdfs/deer_2006/session5/2006_deer_lambert.pdf DOE presentation]</ref>

Recently developed iron and copper exchanged zeolite urea SCRs have been developed with approximately equal performance to that of vanadium urea-SCRs if the fraction of the {{chem|NO|2}} is 20% to 50% of the total NO_X.<ref>[http://www.sae.org/technical/papers/2001-01-0514 SAE Technical Paper 2001-01-0514]</ref>

The two most common designs of SCR catalyst geometry used today are [[honeycomb]] and plate. The honeycomb form usually is an [[extrusion|extruded]] ceramic applied [[homogeneous|homogeneously]] throughout the ceramic carrier or coated on the substrate. Like the various types of catalysts, their configuration also has advantages and disadvantages. Plate type catalysts have lower [[pressure drop|pressure drops]] and are less susceptible to plugging and fouling than the honeycomb types, however plate type configurations are significantly larger and more expensive. Honeycomb configurations are significantly smaller than plate types, but have higher pressure drops and plug much more easily.<ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref>

==Reductants==
Several reductant are currently used SCR applications including [[anhydrous ammonia]], [[aqueous ammonia]] or [[urea]]. All three reductant are widely available in large quantities.

Pure anhydrous ammonia while extremely toxic and difficult to safely store, need no further conversion to operate within an SCR. Since it requires no further conversion to be useful, it is typically favored by large industrial SCR operators. Aqueous ammonia must be [[hydrolysis|hydrolized]] in order to be used but it is significantly safer to store and transport than anhydrous ammonia. Urea is the safest to store, but requires conversion to ammonia through thermal decomposition in order to be used as an effective reductant. <ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref>

==Technical problems with automotive SCR units==
In order to ensure that the SCR unit remains free from contaminants, correct materials of construction must be used for both storage and dispensing. Manufacturers of the SCR unit have specified that, without using compatible materials of construction, ions can be passed from the dispensing materials into the porous head on the SCR unit. This can render the SCR unit ineffective and reduce its life expectancy by more than 60%.

The biggest issue with SCR is the necessity to tune the SCR system to the engine operating cycle. This requires running the engine through a simulation of the operating cycle of the machine it will be fitted to. The simulation can be run on a [[dynamometer]], or on an actual piece of equipment during its normal work day ([[data logging]]). Even at best, data logging tends to be inaccurate, as no two operators will use the equipment in the same way. Even when used for the same general purposes (i.e., a truck delivering goods to stores in a city), small differences in the route such as hills, one-way streets, amount unloaded, etc., can make the engine loads different enough that effectiveness of the system will suffer.

Another common problem with all SCR systems is the release of unreacted ammonia referred to as ammonia slip. Slip can occur when catalyst temperatures are not in the optimal range for the reaction or when too much ammonia is injected into the process.

==Power plants==
In [[Fossil fuel power plant|power station]]s, the same basic technology is employed for removal of NOx from the flue gas of [[boiler]]s used in [[power generation]] and industry. The SCR unit is generally located between the [[furnace]] [[economizer]] and the air heater and the ammonia is injected into the catalyst chamber through an ammonia injection grid. As in other SCR applications, the temperature of operation is critical. Ammonia slip is also an issue with SCR technology used in power plants.

Other issues which must be considered in using SCR for NOx control in power plants are the formation of [[ammonium sulfate]] and [[ammonium bisulfate]] due to the sulfur content of the fuel as well as the undesirable catalyst-caused formation of [[Sulfur trioxide|SO3]] from the [[Sulfur dioxide|SO2]] and [[Oxygen|O2]] in the flue gas.

A further operational difficulty in [[coal]]-fired boilers is the blinding of the catalyst by [[fly ash]] from the fuel [[combustion]]. This requires the usage of [[Furnace#Sootblower|sootblower]]s, [[sonic horn]]s and careful design of the ductwork and catalyst materials to avoid plugging by the fly ash.

==See also==

* [[Automobile emissions control]]
* [[Acid Rain]]
* [[Environmental Engineering]]

==References==
{{reflist}}

== External links ==
*[http://www.aecc.eu/en/Technology/Catalysts.html Association for Emissions Control by Catalyst]
*[http://www.traxcorp.com/scr.html Selective Catalytic Reduction]
*[http://www.iea-coal.org.uk/templates/ieaccc/content.asp?PageId=80 Selective catalytic reduction for NOx control]
*[http://www.dieselnet.com The definitive web site for Diesel Emissions information]
*[http://www.handling-adblue.co.uk/ Free technical references and guidlines for the correct handling of AdBlue and how to prolong the life expectancy of any SCR.]
*MSDS Sheet for [http://www.adblueonline.co.uk/ AdBlue] (as used in a vehicles SCR)
*Independent report on differences between ERG & SCR ([http://www.adblueonline.co.uk/pages.php?pageid=2#EGRvs AdBlue]) Technology. 

[[Category:Pollution control technologies]]
[[Category:Chemical engineering]]
[[Category:Air pollution control systems]]
[[Category:NOx control]]

[[cs:Selektivní katalytická redukce]]
[[de:Selektive katalytische Reduktion]]
[[it:Riduzione Selettiva Catalitica]]
[[nl:Selectieve Katalytische Reductie]]

Selective Catalytic Reduction

2008-04-23T10:00:49Z

Dusty vinyl: creation

'''Selective catalytic reduction''' ('''SCR''') is a means of converting [[nitrogen oxide|nitrogen oxides]], also referred to as [[NOx|{{chem|NO|x}}]] with the aid of a [[catalyst]] into [[nitrogen|diatomic nitrogen]], {{chem|N|2}}, and [[water]], {{chem|H|2|O}}. A gaseous [[reductant]], typically [[anhydrous ammonia]], [[aqueous ammonia]] or [[urea]], is added to a stream of [[flue gas|flue]] or [[exhaust gas]] and is absorbed onto a [[catalyst]]. [[Carbon dioxide]], {{chem|CO|2}} is a reaction product when urea is used as the reductant.

Selective catalytic reduction of {{chem|NO|x}} using ammonia as the reducing agent was patented in the [[United States]] by the [[Engelhard|Englehard Corporation]] in 1957. Development of SCR technology continued in [[Japan]] and the US in the early 1960’s with research focusing on less expensive and more durable catalyst agents. The first large scale SCR was installed by the [[IHI Corporation]] in 1978. <ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref>

Commercial selective catalytic reduction systems are typically found on large [[Fossil fuel power plant|utility boilers]], [[boiler|industrial boilers]], and [[Incineration|municipal should waste boilers]] and have been shown to reduce {{chem|NO|x}} from 70-95%.<ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref> More recent applications include large [[Diesel engine|diesel engines]], such as those found on large ships, [[diesel locomotives|diesel locomotives]], [[gas turbine|combustion turbines]], and even [[automobiles]].

==The Reaction==
The {{chem|NO|X}} reduction reaction takes place as the gases passes through the catalyst chamber. Before entering the catalyst chamber the ammonia, or other reductant, is injected and mixed with the gases. The chemical equation for a [[stoichiometric]] reaction using either anhydrous or aqueous ammonia for a selective catalytic reduction process is as follows:

:<math>4NO + 4NH_3 + O_2 \rightarrow \; 4N_2 + 6H_2O</math>

:<math>2NO_2 + 4NH_3 + O_2 \rightarrow \; 3N_2 + 6H_2O</math>

:<math>NO + NO_2 + 2NH_3 \rightarrow \; 2N_2 + 3H_2O</math>

With several secondary reactions

:<math>2SO_2 + O_2 \rightarrow \; 2SO_3</math>

:<math>2NH_3 + SO_3 + H_2O \rightarrow \; (NH_4)_2SO_4</math>

:<math>NH_3 + SO_3 + H_2O \rightarrow \; NH_4HSO_4</math>

The reaction for urea instead of either anhydrous or aqueous ammonia is as follows:
:<math>4NO + 2(NH_2)_2CO + O_2 \rightarrow \; 4N2 + 4H_2O + 2CO_2</math>

The ideal reaction has an optimal temperature range between 675 and 840°F, but can operate from 450 to 840°F with longer [[Residence time|residence times]] needed. The minimum temperature is effected by the various fuels, gas constituents and catalyst geometry. Other possible reductants include [[cyanuric acid]] and [[ammonium sulfate]] <ref>”Environmental Effects of Nitrogen Oxides”. [[Electric Power Research Institute]], 1989</ref>

==Catalysts==
SCR catalysts are manufactured from various [[ceramic]] materials used as a carrier, such as [[titanium oxide]], and active catalytic components are usually either oxides of base metals (such as [[vanadium]] and [[tungsten]]), [[zeolite|zeolites]], and various [[precious metals]]. All catalyst components have their own unique advantages and disadvantages.

[[Base metal]] catalysts, such as the vanadium and tungsten, lack high thermal durability, but are less expensive and operate very well at the temperature ranges most commonly seen in industrial and utility boiler applications. Thermal durability is particularly important for automotive SCR applications that incorporate the use of a [[diesel particulate filter]] with forced regeneration. They also have a high catalyzing potential to oxidize [[SO2|{{chem|SO|2}}]] into [[SO3|{{chem|SO|3}}]], which can be extremely damaging to its acidic properties. <ref name=EERE-Lambert>[http://www1.eere.energy.gov/vehiclesandfuels/pdfs/deer_2006/session5/2006_deer_lambert.pdf DOE presentation]</ref>

Zeolite catalysts have the potential to operate at significantly higher temperatures than base metal catalysts, with the ability to withstand long term operational temperatures of 1200°F, and [[transient]] conditions of up to 1560°F. Zeolite also have a lower potential for potentially damaging [[SO2|{{chem|SO|2}}]] oxidation. <ref name=EERE-Lambert>[http://www1.eere.energy.gov/vehiclesandfuels/pdfs/deer_2006/session5/2006_deer_lambert.pdf DOE presentation]</ref>

Recently developed iron and copper exchanged zeolite urea SCRs have been developed with approximately equal performance to that of vanadium urea-SCRs if the fraction of the {{chem|NO|2}} is 20% to 50% of the total NO_X.<ref>[http://www.sae.org/technical/papers/2001-01-0514 SAE Technical Paper 2001-01-0514]</ref>

The two most common designs of SCR catalyst geometry used today are [[honeycomb]] and plate. The honeycomb form usually is an [[extrusion|extruded]] ceramic applied [[homogeneous|homogeneously]] throughout the ceramic carrier or coated on the substrate. Like the various types of catalysts, their configuration also has advantages and disadvantages. Plate type catalysts have lower [[pressure drop|pressure drops]] and are less susceptible to plugging and fouling than the honeycomb types, however plate type configurations are significantly larger and more expensive. Honeycomb configurations are significantly smaller than plate types, but have higher pressure drops and plug much more easily.<ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref>

==Reductants==
Several reductant are currently used SCR applications including [[anhydrous ammonia]], [[aqueous ammonia]] or [[urea]]. All three reductant are widely available in large quantities.

Pure anhydrous ammonia while extremely toxic and difficult to safely store, need no further conversion to operate within an SCR. Since it requires no further conversion to be useful, it is typically favored by large industrial SCR operators. Aqueous ammonia must be [[hydrolysis|hydrolized]] in order to be used but it is significantly safer to store and transport than anhydrous ammonia. Urea is the safest to store, but requires conversion to ammonia through thermal decomposition in order to be used as an effective reductant. <ref>Steam: Its Generation and Uses. [[Babcock and Wilcox]].</ref>

==Technical problems with automotive SCR units==
In order to ensure that the SCR unit remains free from contaminants, correct materials of construction must be used for both storage and dispensing. Manufacturers of the SCR unit have specified that, without using compatible materials of construction, ions can be passed from the dispensing materials into the porous head on the SCR unit. This can render the SCR unit ineffective and reduce its life expectancy by more than 60%.

The biggest issue with SCR is the necessity to tune the SCR system to the engine operating cycle. This requires running the engine through a simulation of the operating cycle of the machine it will be fitted to. The simulation can be run on a [[dynamometer]], or on an actual piece of equipment during its normal work day ([[data logging]]). Even at best, data logging tends to be inaccurate, as no two operators will use the equipment in the same way. Even when used for the same general purposes (i.e., a truck delivering goods to stores in a city), small differences in the route such as hills, one-way streets, amount unloaded, etc., can make the engine loads different enough that effectiveness of the system will suffer.

Another common problem with all SCR systems is the release of unreacted ammonia referred to as ammonia slip. Slip can occur when catalyst temperatures are not in the optimal range for the reaction or when too much ammonia is injected into the process.

==Power plants==
In [[Fossil fuel power plant|power station]]s, the same basic technology is employed for removal of NOx from the flue gas of [[boiler]]s used in [[power generation]] and industry. The SCR unit is generally located between the [[furnace]] [[economizer]] and the air heater and the ammonia is injected into the catalyst chamber through an ammonia injection grid. As in other SCR applications, the temperature of operation is critical. Ammonia slip is also an issue with SCR technology used in power plants.

Other issues which must be considered in using SCR for NOx control in power plants are the formation of [[ammonium sulfate]] and [[ammonium bisulfate]] due to the sulfur content of the fuel as well as the undesirable catalyst-caused formation of [[Sulfur trioxide|SO3]] from the [[Sulfur dioxide|SO2]] and [[Oxygen|O2]] in the flue gas.

A further operational difficulty in [[coal]]-fired boilers is the blinding of the catalyst by [[fly ash]] from the fuel [[combustion]]. This requires the usage of [[Furnace#Sootblower|sootblower]]s, [[sonic horn]]s and careful design of the ductwork and catalyst materials to avoid plugging by the fly ash.

==See also==

* [[Automobile emissions control]]
* [[Acid Rain]]
* [[Environmental Engineering]]

==References==
{{reflist}}

== External links ==
*[http://www.aecc.eu/en/Technology/Catalysts.html Association for Emissions Control by Catalyst]
*[http://www.traxcorp.com/scr.html Selective Catalytic Reduction]
*[http://www.iea-coal.org.uk/templates/ieaccc/content.asp?PageId=80 Selective catalytic reduction for NOx control]
*[http://www.dieselnet.com The definitive web site for Diesel Emissions information]
*[http://www.handling-adblue.co.uk/ Free technical references and guidlines for the correct handling of AdBlue and how to prolong the life expectancy of any SCR.]
*MSDS Sheet for [http://www.adblueonline.co.uk/ AdBlue] (as used in a vehicles SCR)
*Independent report on differences between ERG & SCR ([http://www.adblueonline.co.uk/pages.php?pageid=2#EGRvs AdBlue]) Technology.

[[Category:Pollution control technologies]]
[[Category:Chemical engineering]]
[[Category:Air pollution control systems]]
[[Category:NOx control]]

[[cs:Selektivní katalytická redukce]]
[[de:Selektive katalytische Reduktion]]
[[it:Riduzione Selettiva Catalitica]]
[[nl:Selectieve Katalytische Reductie]]

AdBlue

2008-04-23T09:58:24Z

Dusty vinyl: /* External links */

'''AdBlue''' is a solution of [[urea]] in demineralised water (32,5%) used as an operating fluid in [[diesel]]-powered freight trucks to improve emissions. It is a common misconception that AdBlue is a fuel additive. AdBlue has a separate tank to the fuel and is sprayed into the exhaust gases. Therefore, it is never mixed or added to the fuel.

AdBlue is taken along in a separate tank on the freight trucks. It is dosed in the hot exhaust gases in a specific [[catalytic converter]]. The [[NOx|oxides of nitrogen]] formed at combustion are converted into elementary [[nitrogen]] and water. This method is called [[Selective Catalytic Reduction]] (SCR).

The usage of AdBlue lies at 3 to 5% of the diesel usage. Because of this it becomes possible for diesel-powered freight trucks to satisfy the [[Euro IV]] [[emission standard]] introduced in [[2005]], as well as the future [[Euro V]] emission standard. Because there are already many of these so called "EURO V - trucks" or "SCR - trucks" on the road, filling stations that supply AdBlue are being built, expanding an infrastructure that makes use of urea in emission control feasible.

In order to ensure that the SCR ([[Selective Catalytic Reduction]]) remains free from contaminant, correct materials of construction must be used for both storage and dispensing. Manufacturers of the SCR have specified that without using compatible materials of construction ions can be passed from the dispensing materials and into the porous head on the SCR. This can render the SCR ineffective and reduce it’s life expectancy from +500000 km to less than 200000 km. Equipment which may prove suitable for Urea solution is often not compatible with AdBlue and this common assumption has led to a number of systems failing prematurely.

To ensure that the AdBlue is not affected by incorrect material specification operators should refer to the [[DIN]]70070 standard for production of AdBlue and [[CEFIC]] quality control document AUS32.

Leading industry players have sponsored a website called FindAdblue.com, which includes a search engine that can be used to find filling stations that offer AdBlue, and which has maps showing their location.

== External links ==
*[http://www.findadblue.com/ AdBlue FAQ at FindAdBlue.com, an AdBlue search engine for Europe]
Producers of AdBlue:
*[http://www.kemira-growhow.com/Adblue Greenox AdBlue - the AdBlue Solution from Kemira GrowHow]
*[http://www.dureal.com/ Dureal: your preferred Adblue supplier]
*[http://www.blue-cat.biz/ BlueCat - The UK's AdBlue Solution]
*[http://www.air1.info/ Dedicated Air1® AdBlue site]
*[http://www2.basf.de/de/produkte/chemikalien/anorganika/adblue/?id=2Q-kN6xnTbw22m- AdBlue-Info at German BASF site]
Suppliers of AdBlue:
*[http://www.kemira-growhow.com/Adblue Greenox AdBlue - the AdBlue Solution from Kemira GrowHow]
*[http://www.air1.info/ Air1® AdBlue Equipment]
*[http://www.adblueonline.co.uk/ AdBlue] available to order online, national coverage.
*[http://www.bellflowsytsems.co.uk/ Bell Flow Systems CEFIC compliant AdBlue Equipment]
*[http://www.bott-adblue.com/ Bott AdBlue]
Suppliers of AdBlue Dispensing Equipment:
*[http://www.kemira-growhow.com/Adblue Greenox AdBlue - the AdBlue Solution from Kemira GrowHow]
*[http://www.bellfowsystems.co.uk/ Bell Flow Systems CEFIC compliant AdBlue Equipment]
*[http://www.adblueonline.co.uk/ AdBlue] storage and transfer equipment sales and servicing, Air1 Specialists

Euro IV comes into force in October 2006
Euro V comes into force in October 2008

[[Category:Automotive technologies]]

[[de:AdBlue]]
[[nl:AdBlue]]

{{auto-stub}}

AdBlue

2008-04-23T09:57:17Z

Dusty vinyl: /* External links */

'''AdBlue''' is a solution of [[urea]] in demineralised water (32,5%) used as an operating fluid in [[diesel]]-powered freight trucks to improve emissions. It is a common misconception that AdBlue is a fuel additive. AdBlue has a separate tank to the fuel and is sprayed into the exhaust gases. Therefore, it is never mixed or added to the fuel.

AdBlue is taken along in a separate tank on the freight trucks. It is dosed in the hot exhaust gases in a specific [[catalytic converter]]. The [[NOx|oxides of nitrogen]] formed at combustion are converted into elementary [[nitrogen]] and water. This method is called [[Selective Catalytic Reduction]] (SCR).

The usage of AdBlue lies at 3 to 5% of the diesel usage. Because of this it becomes possible for diesel-powered freight trucks to satisfy the [[Euro IV]] [[emission standard]] introduced in [[2005]], as well as the future [[Euro V]] emission standard. Because there are already many of these so called "EURO V - trucks" or "SCR - trucks" on the road, filling stations that supply AdBlue are being built, expanding an infrastructure that makes use of urea in emission control feasible.

In order to ensure that the SCR ([[Selective Catalytic Reduction]]) remains free from contaminant, correct materials of construction must be used for both storage and dispensing. Manufacturers of the SCR have specified that without using compatible materials of construction ions can be passed from the dispensing materials and into the porous head on the SCR. This can render the SCR ineffective and reduce it’s life expectancy from +500000 km to less than 200000 km. Equipment which may prove suitable for Urea solution is often not compatible with AdBlue and this common assumption has led to a number of systems failing prematurely.

To ensure that the AdBlue is not affected by incorrect material specification operators should refer to the [[DIN]]70070 standard for production of AdBlue and [[CEFIC]] quality control document AUS32.

Leading industry players have sponsored a website called FindAdblue.com, which includes a search engine that can be used to find filling stations that offer AdBlue, and which has maps showing their location.

== External links ==
*[http://www.findadblue.com/ AdBlue FAQ at FindAdBlue.com, an AdBlue search engine for Europe]
Producers of AdBlue:
*[http://www.kemira-growhow.com/Adblue Greenox AdBlue - the AdBlue Solution from Kemira GrowHow]
*[http://www.dureal.com/ Dureal: your preferred Adblue supplier]
*[http://www.blue-cat.biz/ BlueCat - The UK's AdBlue Solution]
*[http://www.air1.info/ Dedicated Air1® AdBlue site]
*[http://www2.basf.de/de/produkte/chemikalien/anorganika/adblue/?id=2Q-kN6xnTbw22m- AdBlue-Info at German BASF site]
Suppliers of AdBlue:
*[http://www.kemira-growhow.com/Adblue Greenox AdBlue - the AdBlue Solution from Kemira GrowHow]
*[http://www.air1.info/ Air1® AdBlue Equipment]
*[http://www.bellflowsytsems.co.uk/ Bell Flow Systems CEFIC compliant AdBlue Equipment]
*[http://www.bott-adblue.com/ Bott AdBlue]
Suppliers of AdBlue Dispensing Equipment:
*[http://www.kemira-growhow.com/Adblue Greenox AdBlue - the AdBlue Solution from Kemira GrowHow]
*[http://www.bellfowsystems.co.uk/ Bell Flow Systems CEFIC compliant AdBlue Equipment]
*[http://www.adblueonline.co.uk/ AdBlue] storage and transfer equipment sales and servicing, Air1 Specialists

Euro IV comes into force in October 2006
Euro V comes into force in October 2008

[[Category:Automotive technologies]]

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