Industry Problem
The majority of heavy-duty truck fleet vehicles, buses, construction and farm machinery, rail, and marine equipment are equipped with diesel engines. Although the diesel engine is an energy-efficient device, its exhaust emissions present serious health problems. In the United States alone, smog and particulate matter account for 15,000 premature deaths and 400,000 asthma attacks annually. Worldwide, regulations are being enacted to reduce both particulate matter and nitrogen oxides. In 1999, the U.S. Environmental Protection Agency mandated levels for particulate matter emissions at 0.01 g/bhp-hr for model year 2007 for on-road diesel vehicles, see Figure 1. This prescriptive level for particulate matter emissions represents a 98.3% reduction in the allowable value in 1990.
The diesel industry is facing the task of identifying the best technology to address the emission reduction issue. A two pronged approach has been taken: either a comprehensive emission control system or an after-treatment process. The former implies a highly integrated process involving the combustion and fuel injection process, the fuel and oil composition, and the overall control strategy for the combined operation of the engine that inhibits the formation of unacceptable emission products. The latter is a "stand-alone" device that treats exhaust products after their creation. To date, the diesel industry has used comprehensive emission control as the method of choice. However, existing or near-term comprehensive exhaust systems fall short of the strenuous 2007 requirements and will still require exhaust after-treatments.
In short, the diesel industry is challenged to provide methods, processes, and devices that will satisfy emission performance standards while maintaining the viability of the diesel engine. If the diesel engine is going to remain the power device of choice, it must maintain the existing reliability and durability standards while satisfying life cycle profitability needs for users. This demands a combination of new technology and engine performance not previously achieved.
Regenerative Plasma Filter - AGT's Solution
Present technology uses a particulate trap or filter to capture soot emissions. Soot is generated by diesel engines in high volumes, rapidly filling and clogging the filter. Consequently, the filtration system must be capable of regenerating itself. Since soot is as combustible as carbon, most regenerative methods attempt to oxidize the soot into carbon dioxide. These techniques include either heating the combustion gases to 550° C or the use of catalysts on filter surfaces or in fuel mixtures allowing for oxidation at normal operating temperatures. These approaches have shortfalls including excessive energy consumption for heating exhaust gases to elevated temperature, filter plugging due to ash and soot build-up, and deterioration of exhaust and filter components.
AGT proposes to overcome these inadequacies in filter regeneration methods by developing a cost effective and efficient metallic filter in combination with atmospheric plasma. It will capture and oxidize sufficient concentrations of diesel soot such that the engine back pressure remains within operating limits for good fuel economy. In particular, AGT will use its patented One Atmosphere Uniform Glow Discharge Plasma (OAUGDP®) technology to form the Regenerative Plasma Filter (RPF) System.
The system is shown in operation as illustrated in Figure 2. Soot filled exhaust enters on the left and is passed through the gap between the electrodes used to form the plasma. The exhaust stream is cleaned of soot by the porous inner electrode and is exported on the right. The plasma is periodically energized and oxidizes the soot collected on the porous electrode to form carbon dioxide and water vapor.
Market Opportunity
The overall U.S. market for particulate emission control as prescribed to meet the standards of the new EPA requirements for on-road vehicles is estimated at $790 M annually, see Figure 3. Growth of this market is expected to grow at a rate of 2 to 3 percent annually. The largest market segment is trucks and is primarily influenced by the requirements of the 2007 U.S. regulations. The limitations of available technical solutions permit market entry opportunity for new emission reduction technology. New technology also has potential use in non U.S. markets.
Secondary markets will also develop for "off-road" diesel engines including heavy equipment, marine, rail, and stationary power applications. These uses will not be significantly affected by regulations until 2010 and, therefore, will be slower growth markets. The potential market size could represent 50% of the on-road market.
Competition
The ability for AGT to sell the RPF technology is strongly influenced by what other products end-users might buy within a five-year window from market introduction. These products are typically introduced through the emission control industry infrastructure that represents the auto industry. Examples of major competitors include Engelhard Corporation, Matthey Catalytic Systems, and Litex.
The major competitors for emission control technologies use different filters and regeneration methods for emission controls. Engine manufacturers are partnering with emission control companies for product development of engines that will meet impending air quality standards. However, according to Alan Shaffer, Director of the Diesel Technology Forum, "It is still very early and no firm relations have been made between engine manufacturers and emission control devices." Engine manufacturers are looking for new technologies to meet pending EPA air quality standards. As previously stated, the RPF system has several advantages over competitive alternatives.
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