The SULEV Future Awaits

UW ERC 2013 Symposium

June 5-6, 2013

Dr. Joe Kubsh

Manufacturers of Emission Controls Association

www.meca.org

www.dieselretrofit.org

On Wisconsin!

SULEV Future

• Technology Forcing Emissions Regulations

• First Gen. Super Ultra Low Emission Vehicles and Partial Zero Emission Vehicles

• Today’s SULEVs/PZEVs

• Tomorrow’s Challenges

CA LEV II 120K Mile Tailpipe Standards

(0-8500 lb. GVW; up to 10,000 lb. for MDPV)

0.0

90

0.0

90

0.0

55

0.0

10

0.4

2

0.4

2

0.2

1

0.1

0

0.0

7

0.1

0

0.0

7

0.0

2

0.0

1

0.0

1

0.0

1

0.0

1

0.00

0.10

0.20

0.30

0.40

0.50

LEV LEV/LDT2 ULEV SULEV

NMOG CO/10 NOx PM

FTP Emissions, g/mi

LEV/LDT2 only can be applied to 4%of the LDT2 fleet

PZEV: 150K mile

durability + “zero” evap.

LEV III/Tier 3 2025

fleet average

PZEV Vehicles Provide OEMs with

Flexibilities for Meeting California’s ZEV Requirements

% of LDV

sales in CA

Model Year

10% 11%

12%

14%

(Includes extended

range hybrids)

(CNG, hybrids,

fuel cells)

(150K mi SULEV,

Zero evap.)

5 PZEVs =

1 ZEV

SULEV Vehicle Performance Shows

Very Few Catalyst Breakthrough Events

0

10

20

30

40

50

60

70

80

90

100

0 200 400 600 800 1000 1200 1400 1600 1800 2000

TP_CONVEFF_HC

SPEED

TP_CONVEFF_NOX

0

10

20

30

40

50

60

70

80

90

100

0 200 400 600 800 1000 1200 1400 1600 1800 2000

TP_CONVEFF_HC

SPD

TP_CONVEFF_NOX

ULEV2

SULEV

Cold-start Warm-start

Precise A/F control

Cold-Start Challenges Solved with

Close-Coupled Converters

Close-coupled Converters

for Fast Heat-up

Underfloor Converter

for High NOx Efficiency

VS.

Electrically

Heated

Converter

Higher Geometric Area Coupled with Lower Weight

Provides Emission Performance Benefits

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

400/6.5 400/4.3 600/3.5 900/2.4 1200/2.0

Relative Geometric Surface Area (GSA) or Bulk Density

Cell density in cpsi, wall thickness in

mils

Bulk

Density

GSA

Ref: SAE 2000-01-0887

Nissan Sentra-CA SULEV system

Toyota Prius SULEV Advanced Catalyst System

0.9 liter, 900 cpsi ceramic

CC TWC 1.1 liter, 600 cpsi ceramic

UF TWC

0.7 liter, metal matrix

UF HC Adsorber Butterfly Valve & Actuator

Ref: SAE 2000-01-2930

Ref: SAE 2000-01-0887

Honda Accord SULEV system

Gasoline Three-way Catalysts Utilize Advanced

Design Strategies to Maximize Cost Effectiveness

Zoned oxygen storage

materials to give

optimum performance

Rh is zoned in the back to

protect against catalyst poisons

Pd is zoned in the front

to give fast HC light-off

Axial

Zoning

SUBSTRATE

WALL

Rh Catalyst Layer

Pd Catalyst Layer

Multiple Coating Layers

New PZEV Catalysts Drop PGM & Improve

Performance with Advanced Catalyst Materials

2006MY 2008MY

Relative PGM quantity of a car 100% 50%

Relative Backpressure 100% 55%

Catalyst Configuration

Underfloor

2 bricks

Close Coupled +

Underfloor

Source: SAE 2008-01-0812

Gasoline DI Powertrains Gaining Attention

for Fuel Efficiency Gains – Audi 2.0T PZEV

ULEV2 PZEV

600 cpsi 900 cpsi

2.3 liter 2.5 liter

60 g/ft3 150 g/ft3

ULEV2 PZEV

40 g/ft3 100 g/ft3

Secondary

Air Injection

ULEV2 TWC

Upgrade

Secondary

Air

Lean

Stratified

Start

Premair

Credit

Fast TWC

Heat-up

Source: 2007 Aachen Colloquium

Variety of PZEV Strategies in the

U.S. Market Vehicle A B C D E

Engine Displacement 2.0 2.4 2.0 2.4 2.4

PFI or DI DI PFI PFI DI PFI

NA or Turbo Turbo NA NA NA NA

AIR or non-AIR AIR AIR non-AIR non-AIR AIR

Average Ignition

Setting (obtc) -20 0 -7 -12 -5

Engine Speed (rpm) 1150 1200 1500-1700 1200-1500 900-1200

Lambda 1.05 (AIR) >>1 (AIR) .95-1 .95-1 >>1 (AIR)

Max Cat Temp (oC) 670 1000 500 700 950

Vehicle Positives Negatives

A PZEV turbo, low startup engine speed, more accurate fuel control High system cost/complexity

B Extremely fast catalyst light-off, low startup engine speed, less calibration time Cost of AIR, excess fuel used in start-up

C Lowest system cost High engine speed in first idle

D Split injections enable fast lightoff w/o AIR Additional calibration effort

E Extremely fast catalyst light-off, low startup engine speed, less calibration time Cost of AIR, excess fuel used in start-up

Ref. : SAE 2012-01-1245

• Catalyst coatings applied to

radiators/condensors to

destroy ground level ozone

• Takes advantage of large

air flows & breakthrough

catalyst technology

• No negative impact on

radiator performance

• Over 500,000 catalyst

coated radiators produced

for Volvo since late 1999

Direct Ozone Reduction Catalysts Provide Additional

Opportunities for Near-zero Emission Compliance

1/10 SULEV Achieved on Gasoline Vehicle with

Advanced Engine and Emission Controls

Exhaust manifold by-

pass quick catalyst

lights-off 5 sec sooner

Source: SAE 2009-01-1076

LEV III/Tier 3 Resets the Emissions Performance

Bar for Light-duty Vehicles – Drives Innovation

0.0000.0100.0200.0300.0400.0500.0600.0700.0800.0900.1000.1100.120

'15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25

FTP NMOG+NOx

LEV III Emissions, g/mi

Light-duty Vehicle Model Year

PCs

0.030 NMOG+NOx (SULEV or Tier 2, Bin 2)

LDT2s

3 mg/mi PM

phase-in

2017-

2021

1 mg/mi LEV III

PM phase-in

2025-2028

>2 Million PZEVs Already on the Streets:

Advanced Catalysts

High Cell Density Substrates

“Zero” Evap. Emission Systems

Note: California has a gasoline sulfur cap of 20 ppm

PM

review

Tier 3

Start?

Euro 6

GDI PN limit (6 X 1011/km)

0

5

10

15

20

25

30

0 10 20 30

nMHC FTP Total (wtd. mg/mi)

NO

x FT

P T

ota

l (w

td. m

g/m

i)

Vehicle A (4k)

Vehicle B

Vehicle C

Vehicle D (4k)

Vehicle D

Vehicle E

Combined NMOG+NOx Standard

Provides Additional Flexibility

• PZEV Vehicle

Evaluations

– 4/5 vehicles struggle

with the 10 mg NMOG

standard

– Vehicle A(4K) is most

comfortable

• SULEV20

– 3 of the 5 vehicles get

relief from the 10 mg

NMOG standard

• SULEV30

– No problem with

current 4 cylinder

PZEV vehicles

– Opportunities to thrift

catalysts

2012-01-1245 Ref. : SAE 2012-01-1245

U.S. vs. Europe Light-Duty Emission Standards

80

60

60

43

12

250

180

80

43

12

250

50

45 6

2

21

0

50

100

150

200

250

300

Euro 4 Euro 5 Euro 6 U.S. Tier 2,

Bin 5

ARB

SULEV

Gasoline NOx Diesel NOx Diesel PM X 10

2005 2009 2014

2007/2009 2015-2025

mg/km

Euro 5+ (2011) and 6 include 6 X 1011/km particle number limit for diesels;

Euro 6 includes same PN limit for gasoline direct injection engines (with 3 year delay);

Euro 6 PM mass limit uses revised PMP mass protocol

Gasoline Sulfur Degrades Catalyst Performance,

Example Chevy Malibu PZEV Application

UF never above

600 C with FTP;

NOx “creep”

UF at 700-750 C

during US06;

NO NOx “creep”

NO NOx “creep”

with 3 ppm S

2.4 liter,

4 cyl.:

CC+UF

TWCs Ref.: SAE

2011-01-0300

Engine

CC

1.56 L 0.67 L

0.67 L 1.56 L

UF

900 cpsi

ceramic;

150 g/ft3,

Pt/Pd/Rh=1/16/2

600 cpsi

ceramic;

60 g/ft3

Pd/Rh=4/1

GMC Denali Advanced Catalyst System Design

Approaches SULEV Emission Performance

6.0L V8

Total TWC Catalyst Volume: 4.46 L (0.74 SVR)

[Ref.: SAE 2007-01-1261]

GMC Denali with Advanced TWC System

Showed Sulfur Sensitivity on Aged TWCs

FTP Emissions, mg/mi:

Low Mileage,

17 ppm CARB Phase III Fully Aged -220h fuel cut, 860-980 C

17 ppm CARB Phase III

NMHC+NOx: ca. 20 mg/mi

NMHC+NOx:

45 mg/mi

NMHC+NOx:

74 mg/mi

NMHC+NOx:

55 mg/mi

Downsized, boosted DI Gasoline Engine

Reaches SULEV with Advanced TWCs

6.0L PI V8 3.6L DI V6

+

twin-turbos

1. Lower fuel consumption – 15% lower on FTP, 10% lower

on combined city/highway cycle

2. Equivalent acceleration

3. Optimized cold-start strategy reduces fuel enrichment and

accelerates CC converter heat-up

4. SULEV emissions with full useful life advanced TWCs

in a CC+UF system

Cadillac CTS V-Series Test Vehicle

Source: Ricardo 2009 Quarter Review

Hydrocarbon Traps Becoming Viable

• Advances in zeolite thermal stability and system calibration

advances offer HC traps as control option for NMOG.

• Use of E85 fuels pose start-up challenges due to excess fuel

Sample Probe

ThermocoupleFG

1 2 5

TP

DC

MB2MB1

A

B

3 4

18.6 cm

12.4 cm

114 cm

HEGO

HEGO

8 cm

38 cm

TWCs

HC Trap Catalysts

13 cm

0

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30

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50

60

70

80

90

100

NMHC NMOG Ethanol Ethanal

Emission components

mg

/mile

th

rou

gh

Bag

1

TWC Base Gen 2a

Base = 300 + 135 g/ft3

Gen 2a = 100 + 100 g/ft3

GPF Effective at Reducing Particle

Emissions/Black Carbon

even at Cold Ambient Temperatures

108

109

1010

1011

1012

1013

1014

Solid particle number emission rates (particles mi-1

)

22

-7

-18

Am

bie

nt

tem

pera

ture

(°C

)

stock GDI HOT COLD

GDI post-GPF HOT COLD

COLDPFI HOT

PFI HOT

GDI post-GPF HOT

stock GDI HOT

COLD

COLD

COLD

stock GDI HOT COLD

PFI HOT COLD

GDI post-GPF HOT * COLD *

FTP Particle Emissions

in Bag 1 (Cold-start) and Bag 3 (Hot-start)

(solid particles > 23 nm)

SAE 2013-01-0527

26

GPF Vehicle Durability Run Completed

2.0 L Audi TFSI

CC TWC (stock) + UF TWC GPF

Stock Catalyst CC: TWC 1.24L 80g/ft³

CAPoC9, 8-12

Test Converter Layout

CC TWC + UF converter

CC: TWC 1.24L 64g/ft³

UF: GPF 1.68L 10g/ft³

EU6 PN limit

> 2X

Fuel Efficiency Standards Creating Opportunities

for Lean GDI

• Catalyst manufacturers are working with OEMs to optimize

NOx storage catalysts for cost and performance.

• Future U.S. gasoline sulfur levels are an important consideration

in maximizing the benefits of lean gasoline combustion.

SAE 2013-01-1299

The SULEV Future Awaits

• LEV III/Tier 3 resets light-duty emission performance to a PZEV average by 2025

• LEV III/Tier 3 emissions performance builds on extensive SULEV/PZEV experience

• High TWC converter efficiency defined by high cell density substrates, advanced materials, & sophisticated catalyst design strategies

• Ultra-low sulfur gasoline an important enabler to Tier 3 compliance pathways

• Future challenges include reduced exhaust temperatures associated with higher engine efficiencies & particle emissions from direct injection gasoline engines

Back-up Slides

SULEV Systems Include State-of-the-Art

Engine Designs and Emission Control Systems

• Advanced Engine

Technologies include:

– Improved fuel injectors

– Variable valve technology

– Lean start strategy with

spark retard for fast

catalyst heat-up

– Electrically controlled

EGR valve

– Advanced control

algorithms for precise A/F

control

• Advanced Emission Control Technologies include:

– Advanced thermally stable, oxygen storage materials

– In many cases, layered TWC coating architectures

– In some cases, HC adsorber functions

– High cell density substrates

– Fast response oxygen sensors

– In some cases, secondary air systems

– Thermal management hardware: air-gap pipes & low heat capacity manifolds

Emission Control Industry Has Long Standing

Relationships with ARB, EPA,

Vehicle and Engine Manufacturers

OEM

Sourcing Decisions

Made by the OEM

SUBSTRATES CATALYSTS

EXHAUST

SYSTEMS

(includes

sensors,

canning)

OEM

Manufacturing Flow

EVAP

SYSTEMS

(e.g., carbon

canisters)

Emission Control Industry

supports more than

65,000 jobs in the U.S.

Key North American Regulatory Drivers:

California LEV 2

• California LEV 2: fleet ave. NMOG requirements

– Fuel neutral (diesel and gasoline with equivalent standards)

– Light-duty trucks meet same standards as passenger cars

– Low sulfur gasoline (15 ppm S ave., 20 ppm S cap started

in 2012); 15 ppm S cap on diesel

– 4K SFTP standards

– California program adopted by New York,

Massachusetts, Vermont, Maine, Rhode Island,

Connecticut, Pennsylvania, New Jersey, Washington,

Oregon, Maryland, District of Columbia, New Mexico,

Delaware (Arizona has opted out of California

standards; PA, DE, & WA do not include CA ZEV

requirements)

GMC Denali & Ford F-150 Fully Aged,

Advanced Emission Systems FTP Performance –

Near Tier 2, Bin 3 Limits

10

20

26

3234 34

55

30

0

10

20

30

40

50

60

NMOG/NMHC NOx

120K SULEV; Tier 2, Bin 2

Denali - adv. TWCs,fully aged

F-150 - adv. TWCs,fully aged

120K Tier 2, Bin 3

FTP Emissions, mg/mi

Denali Results Include Modified Calibration Strategy;

F-150 Results Using Stock Engine Calibration

Open structure creates

cavities (mixing chambers)

in substrate

Perforated foils allow

communication between

channels and reduced

thermal mass

Cold-start Emission Reductions Facilitated

by Advanced Substrate Design

2nd Generation GPFs Focusing on Optimization

0

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120

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160

1 2 3

Ma

teri

al s

tre

ng

th

Fil

tra

tio

n e

ffic

ien

cy

Lo

w

H

igh

1st generation

GPF material

2nd generation

GPF material

Porosity: 48%

MPS: 12µm

Porosity: 42%

MPS: 14µm

Porosity: 33%

MPS: 18µm

GPF size: 118.4 x 127L

Cell structure: 5mil/220cpsi

Lo

w

H

igh

15%

0%

20%

40%

60%

80%

100%

Pore volume (cc/L)

⊿P

incr

ea

sin

g r

atio High catalyst

loading

Low catalyst

loading

Low High

12mil/300cpsi

10mil/300cpsi

10mil/200cpsi100

80

60

40

20

0

Pore volume (cc/L)

ΔP

incre

asin

g r

atio (

%)

Layout Coating Pressure drop

Add-on

GPF

Type

Bare

Low catalyst

Amount

Low

Because no catalyst

Replace

GPF

Type

Catalyzed

type

High catalyst

Amount

Acceptable

Optimized by

catalyst

formulation

TWCEngine GPF

Closed Coupled

TWCEngine

Closed Coupled

GPF

Under Floor (UF)

Closed Coupled

EngineGPFwithTWC

TWCEngineGPFwithTWC

SAE 2013-01-0836