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Emission Control Technology Emission Control Technology Highlights for Gasoline & Diesel Highlights for Gasoline & Diesel

Engines Engines

December 2005

Manufacturers of Emission Controls Association

www.meca.orgwww.dieselretrofit.org

Gasoline Emission Control Technology: Extending Automotive Experience to All Gasoline Engines

Tier 2/LEV II automotive systems combine advanced TWCs with advanced engine controls to achieve near-zero exhaust emissions

Advanced catalysts can provide HC and NOx reductions for other gasoline engines:

– Aftermarket automotive converters

– Motorcycles

– Off-road applications: handheld equipment, non-handheld equipment, fork lifts, generators, marine engines, recreational equipment

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Reference: SAE 2000-01-0887

PZEVs Include State-of-the-Art Engine Controls, Integrated with Advanced Exhaust & Evaporative Emission Controls

Honda Accord PZEV SystemAir Intake HC Adsorber

High Cell Density, Thin Wall Substrate Utilization Increasing Worldwide to Meet Tighter Emission Standards

0

20

40

60

80

100

North America & WesternEurope

Japan

2003 2007Substrate Market Penetration, %

Reference: MECA 2003

3

Engine

Zoned CC

1.3 L0.8 L

0.8 L 1.3 L

UB

900/2.5 400/6.5

Advanced TWCs & Substrates Focused on High Performance and Precious Metal Utilization

4.6 Liter Light Duty Truck Application:Pd concentrated in upstream zone for fast HC light off.Low loaded catalysts located downstream for NOx control.

Reference: SAE 2004-01-1271

4.6L V8

Total Catalyst Vol.:4.2 L

0

0.01

0.02

0.03

0.04

0.05

0.06

0.07

0.08

standard set 1 set 2

NM

HC

(g/m

i)

Bag 3Bag 2Bag 1

0.075 0.042 0.043

cc=96.9%ub=30.0% cc=96.9%

ub=23.9%

NMHC NOx

0

0.01

0.02

0.03

0.04

0.05

standard set 1 set 2

NO

x (g

/mi)

Bag 3Bag 2Bag 1

0.050.024

0.027

cc=94.4%ub=81.0%

cc=95.4%ub=79.6%

Advanced TWC Systems Achieved 50K mi. LEV II TargetsWith < 2 g of Precious Metals per Vehicle (< 15 g/ft3 on ave.)

1 : 4 : 10.141.24 + 0.422

1 : 4 : 20.271.24 + 0.421

PGM RatioUB PGM (g)CC PGM (g)Set

Reference: SAE 2004-01-1271

Catalysts Aged to 50K mi. Equivalent

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MECA PZEV Test Program Underway:Advanced Emission Technology Demonstration

Goal - PZEV/SULEV tailpipe emissions on two large light-duty trucks:

Integration of advanced TWC systems with modified engine calibrations– Baseline FTP testing of two test vehicles completed

– Advanced emission system design and build-up completed

– Initial cold-start calibration efforts initiated on first vehicle

– Completion targeted for first quarter 2006

2004 Ford F150, 5.4L Triton V8 2004 GMC Yukon Denali, 6.0L Vortec V8

Baseline FTP Emissions (4K mi, stock) and Program Emission Targets

0.30

0.25

0.20

0.15

0.10

0.05

0.06 0.04 0.02 0.00 1.0 2.0NMOG (g/mile) CO (g/mile)

NOx (g/mile)LEV-I ULEV (100k)

LEV-I ULEV (50k)

LEV II – ULEV (120k)

SULEV (120k)PZEV (150k)

F150F150DenaliDenali

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OBD-Compliant Aftermarket Converters Utilize Advanced TWC Materials for Improved Performance & Durability

1.91

1.67

4.16

0.16

0.16

0.090.17

0.21

0.20

0.000.501.001.502.002.503.003.504.004.50

NMHC CO/10 NOx

First Gen. CA AM CA OBD AM CA OBD AM - aged

FTP, g/mi

Test vehicle: 1997 Chevy Astro Van, 4.3 L

OBD Aftermarket Converters Superior PerformanceCan Also Provide Emission Benefits on Pre-OBD Vehicles

Next Generation Heavy-Duty CNG EnginesWill Use EGR + TWCs for Low NOx Emissions

0

0.049 0.0420.02

0.14

0.2

0.155

0.1

0.00

0.05

0.10

0.15

0.20

NMHC NOx CO/100 PM X 10

Stoich. CNG Engine with TWC EPA 2010 HD Diesel Stds.

FTP Transient Emissions, g/bhp-hr

Reference: DOE NGVTF September 2005 Project Report

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TWC Equipped Mufflers Successfully Demonstrated in ARB/MECA Small Engine Test Program

B&S #2

Kawasaki

Honda #2

Original Muffler

Muffler with Cat

Muffler with Cat

Original Muffler

Original Muffler Muffler with Cat

Catalyst Efficiency after Aging Remains High;TWCs Working in EPA Study with Similar Results

0

20

40

60

80

100

B&S#1 B&S#2 Tec. Hon.#1 Hon.#2 Kawa.

% E

ffic

ien

cy

0 hr 125 hr 250 hr 500 hr50% Target

Level

>80 cc - <225cc >225cc

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TWCs Significantly Reduce HC, CO, & NOx Emissions on Marine Engines - Good Durability after 480 hours of Operation

0.0

1.0

2.0

3.0

4.0

5.0

6.0

5.7 L 5.7 L 5.7 L 4.3 L

0 hour 480 hour

2007 ARB Standard

HC+NOx, g/kW-hr

*

•High HC+NOx emissions stem from engine compression loss

5.7 L Marine Engine with TWCs Installed

Diesel Emission Control Technology Is Making Significant Progress

General technology approaches to hitting the regulations

– Widespread filter usage in Japan, and SCR in Europe in 2005

– Filters provide PM control for U.S. HDE 2007

Filter technology

– Reliable regeneration

– Improved properties; ash storage/management

– Retrofit experience and options expanding

NOx solutions

– SCR is commercial

– NOx adsorbers under active development

Integrated solutions

– SCR/DPF are on vehicles

– LNT/DPF in commercial sales

– Retrofit options available for combined PM/NOx reductions

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DOCs and DPFs Form the Technology Base for Reducing PM Emissions from New and In-Use Diesel Engines

Diesel Particulate FiltersDiesel Oxidation Catalysts

Flow through monolithwith catalytic coating

COAldehydes

HCPAHSO2NOx

CO2H2OSO2 /SO3NOx

• Applicable to nearly all diesel engines;significant retrofit & OE experience base

• PM control through SOF oxidation –significant reduction of toxic HCs

• Standard on all on-road heavy-duty engines for 2007

• Significant experience base with LDDin Europe (> 1 million vehicles)

DOCs & DPFs can becombined with CrankcaseFilters for additional PMcontrol

DPF Substrate Design Optimization Includes Minimizing System Backpressure

RC200/19

02468

1012141618

200/19 200/19 275/14

Pres

sure

Dro

p (k

Pa)

at 4

g/L

soo

t

Coated

BareOptimizedCell/Web

OptimizedPorosity

Porosity (%)Pore connectivity

47++

47++

42+

Example: Cordierite DPF Substrate Designs

Reference: 2004 SAE Commercial Vehicle Congress; Highway Diesel Panel

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New DPF High Temperature Material Available

Reference: SAE 2005-01-0583

• Good catalyzedbackpressure characteristics

• Primary phase: aluminum titanate

• High volumetric heat capacity

• Monolithic fabrication

Engine Control Strategies Are Being Developed to Avoid Run-Away Filter Regenerations

Reference: SAE 2004-01-2657

p p g

Tem

pera

ture

s [d

egC

]

100

150

200

250

300

350

400

450

500

550 TS_0_5 TS_11_5 TS_22_5 TS_35_5 TS_52_5 TS_58_5 TS_66_5

Tem

pera

ture

gra

dien

ts [d

egC

/cm

]

-200

-150

-100

-50

0

50

tim e [second]0 200 400 600 800 1000 1200

TG _11_5TG _22_5 TG _35_5TG _52_5 TG _58_5TG _66_5

Time [seconds]

p p g

Tem

pera

ture

s [d

egC

]

100

150

200

250

300

350

400

450

500

550 TS_0_5 TS_11_5 TS_22_5 TS_35_5 TS_52_5 TS_58_5 TS_66_5

Tem

pera

ture

gra

dien

ts [d

egC

/cm

]

-200

-150

-100

-50

0

50

tim e [second]0 200 400 600 800 1000 1200

TG _11_5TG _22_5 TG _35_5TG _52_5 TG _58_5TG _66_5

Time [seconds]

Peak temp. @ filter exit500°C vs.

900oC w/o strategy

Peak temp. gradient:- 160°C/cm vs.

- 600oC/cm w/o strategy

Development of a strategy to avoid uncontrolled filter regeneration during engine deceleration to an idle condition

Implementation of additional regeneration control measures:

– Control of the amount of post injection

– Temperature compensation to fine tune the filter inlet temperature

– Adjustment of the mass flow

– Torque compensation

Soot loading = 14 g/liter

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Zone-Coated DPFs Can Be Used to Optimize Precious Metal Content and Limit NO2 Emissions

CDPF with normal coating CDPF with zone coating, 65% less PGM

NO2 emissions cut by more than 50% with zone coating

Diesel Particulate Filters (DPF) for Retrofits

200,000+ retrofits worldwide

Many regions are mandatingtheir use

Variety of technologies for a variety of applications

Not universally applicable, but expanded applicationsand technologies developing

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“Flow-Thru” or “Partial” Filter Technologies Emerging for Diesel Retrofits

• Potential for 50-75% PM reduction

• Can be catalyzed, usedwith a DOC, or a fuel-borne catalyst

• Has applicability on olderengines, light-duty vehicles

• Filtering achieved with sinteredmetal sheets or wire meshes

• Resistant to plugging

Metal Substrate with SinteredMetal Sheets

Active DPF Types Available for Low Temperature Exhaust Applications

Passive DPFs with Electric Assist– Uses on-board heaters intermittently in combination with

catalyst-based filters or fuel borne catalysts

Electrically-Heated Active DPFs– Regenerated on-board at stand-still or off-board / exchange

Fuel Burner / Thermal Regeneration

Air Management with Active Air Intake Throttling to Raise Exhaust Gas Temperature

Diesel Fuel Injection with a DOC or Catalyst-Based DPF– Can be combined with thermal management, adjustable filter

volume, and/or fuel borne catalysts

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Fuel Injection Active Filter Regeneration Systems for Retrofit Mimic Future HD OEM Active DPF Systems

DPF

Exhaust gas

Diesel vapor

DOC

Fuel Injection Unit

Diesel fuel provides regeneration heat source

Preferred regeneration characteristics– Faster, more uniform heat up of DPF

– Quick and efficient regenerations

– Uniform temperature distribution in DPF

Compatible with NOx Systems

Dedicated controller with diagnostic functions Heat

HDD DPF/LNT Demonstrates 90% NOx Efficiency after 2000 Hours of Aging

23 desulfations at 675 C and λ<0.9 for 30-60 minutes; 4.5% cycle average fuel penalty; 15 ppm sulfur fuel (Reference: DEER 2004)

15 liter 475 hp 2004 Cummins engine. SVR DPF = 3.5; SVR LNT = 2.9

FT P Composite NOx

0.00.51.01.52.02.5

0 250 500 750 1000 1250 1500 1750 2000

Age (hours)

NO

x (g

/bhp

-hr)

NOx Mean Desulfation

Engine-out Level

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LD/MD DPF/LNT Systems Demonstrate High NOxEfficiency After 2000-2200 Hours of Aging

Reference: DEER 2005

PC in-linesystem:LNT SVR = 2

MD pick-updual-legsystem:LNT SVR = 2

0.24

0.38

0.27 0.

30

0.430.

48

0.450.

47

0.00

0.10

0.20

0.30

0.40

0.50

200 h 2000 h 4000 h 6000 h

g/bh

p-hr

NO

x

33

5

2

4

3 3

5

0

2

4

6

200 h 2000 h 4000 h 6000 h

mg/

bhp-

hr P

M

System A System B

INTAKE MANIFOLD

MANIFOLD

ATA

A

FTER

CO

OLE

R

C12 DIESEL ENGINE

EXHAUST

AIR FILTER

FLOW BALANCING

VALVES

EXHAUST

EXHAUST FLOW

SENSORS

CB-DPF AR

CB-DPF AL

SCR AL

SCR AR

UREA INJECTION

UREA INJECTION

EXHAUST DAMPER

CLEANUP CATALYST

LPL EGR PICKUP

INTA

KE

TH

RO

TTLE

T (IMP)

N

TPS

PRESSURE CONTROL

UREA PUMP

UREA INJECTION CONTROLUREA

EGR COOLER

EGR VALVE

LPL EGR

INTAKE MANIFOLD

MANIFOLD

ATA

A

FTER

CO

OLE

R

C12 DIESEL ENGINE

EXHAUST

AIR FILTER

FLOW BALANCING

VALVES

EXHAUST

EXHAUST FLOW

SENSORS

CB-DPF AR

CB-DPF AL

SCR AL

SCR AR

UREA INJECTION

UREA INJECTION

EXHAUST DAMPER

CLEANUP CATALYST

LPL EGR PICKUP

INTA

KE

TH

RO

TTLE

T (IMP)

N

TPS

PRESSURE CONTROL

UREA PUMP

UREA INJECTION CONTROLUREA

EGR COOLER

EGR VALVE

LPL EGR

DPF/SCR Systems Maintain High Efficiencies after 6000 Hours of Aging

Transient FTP Emission Results

Reference: DEER 2005

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Reference: SAE Paper No. 2004-01-1289

DPF+SCR Systems Are On the Road

• 10 trucks operated for more than2 million cumulative miles (2 refuse,8 tractors; 3 emission tested)

• 45 liters of SCR cats./engine (200 cpsi)

Reference: SAE Paper No. 2005-01-1861

15 L Engine: 74-82% NOx Reduction thru 75,000 mi

12 L Engine: 81-91% NOx Reduction thru 2 years of operation

12V version (1st gen. sensor) is in serial production

since mid 2002

2nd gen. sensor introduced in mid 2005

12V version (2nd gen. sensor)

12V version (1st gen. sensor)24V version (2nd gen. sensor)

NOx sensors recently completed 6000 h durability evaluationon a heavy-duty diesel engine (SAE paper no. 2005-01-3793)Work underway on low NOx range/high accuracy sensor

NOx Sensors in Production – Active Development Focused on Diesel Applications

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Integrated Solutions for Combined PM/NOx Reductions Available for Retrofit

Emulsified Diesel Fuel + DOC or DPF– 15-40% NOx reduction

Low Pressure EGR + DPF – 40-60% NOx reduction

Lean NOx Cat. + DPF or DOC – 25-35% NOx reduction

SCR catalyst

Pre-catalyst

Slipcatalyst

NH3 injection

Exhaustgases

DOC + SCR – 70-80% NOx reduction

www.dieselretrofit.org

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Future Diesel Engines Will Include High Performance Emission Systems Integrated with Advanced Engine Combustion

Technologies

SAE Paper No. 2005-01-1091

• Dual loop EGR is used to stabilize low load lean combustion.

• Highly-premixed rich combustion is used for LNT regen.

• Tier 2, Bin 3 potential (0.035 g/mi NOx estimate for FTP)

Summary

Technology Forcing Standards are an Important Driver for Continued Emission Control Innovations and Investments

Tailpipe And Evaporative Emission Technologies Developed for Light-Duty Gasoline Vehicle Applications Provide Solutions for the Full Range of Spark-Ignited Engines

A Variety of Technologies are Available and Emerging for PM, NOx, and Toxic HC Emission Control for New Diesel Engines

Retrofit Experience Is Growing Worldwide with a Variety of Technology Options Available for Controlling PM and NOx Emissions from On- and Off-Road Diesel Engines

The Ultimate Solution to Reducing Emissions from Mobile Sources Requires a Systems Approach Utilizing Advanced Engine Designs, Advanced Integrated Emission Control Technology, and Low Sulfur Fuels