ACHIEVING ULTRA-LOW NO EMISSION LEVELS …...ACHIEVING ULTRA-LOW NO X EMISSION LEVELS WITH A 2017 ON-HIGHWAY TC DIESEL ENGINE 2017-01-0954 20170954, 2017-01-0956 20170956, 2017-01-0958

ACHIEVING ULTRA-LOW NOX EMISSION LEVELS WITH A 2017 ON-HIGHWAY TC DIESEL ENGINE

2017 01 0954 2017 01 0956 2017 01 09582017-01-0954, 2017-01-0956, 2017-01-0958

Christopher A. Sharp – Southwest Research InstituteCynthia C. Webb – Low Emission Technology SolutionsDr. Cary Henry, Gary Neely, Sankar Rengarajan, JayantSarlashkar Bryan Zavala – Southwest Research InstituteSarlashkar, Bryan Zavala Southwest Research InstituteSeungju Yoon, Michael Carter – California Air Resources Board

CompanyCompanyLogo Here

List of AcronymsASC = Ammonia Slip CatalystAT = AftertreatmentDAAAC = Diesel Aftertreatment Accelerated Aging CyclesDOC = Diesel Oxidation CatalystDPF = Diesel Particular FilterEHC = Electrically Heated CatalystEO = Engine outEO = Engine-outHD1 = Heated Dosing 1 (full flow)HD2 = Heated Dosing 2 (partial flow) LO-SCR = Light-off SCR (close coupled)O SC g t o SC (c ose coup ed)MB = Mini-burnerNH3 = Gaseous NH3 dosingPAG = Program Advisory GroupPNA = Passive NOx AdsorberSCR = Selective Catalyst ReductionSCRF = SCR on FilterTC = Turbo compound

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TC = Turbo-compoundULN = Ultra Low NOX

2

Program Objectives

• Development target is to demonstrate 90% reduction from current HD NOX90% reduction from current HD NOXstandards• 0.02 g/bhp-hrg p• Aged parts

• Solution must be technically feasible for yproduction

• Solution must be consistent with path ptoward meeting future GHG standards• CO2, CH4, N2O

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Test Cycle Selection

• Primary Cycles for Program• US HD FTP – primary focusp y• WHTC – secondary focus• RMC-SET – required for GHG

assessmentassessment• Primary Cycles are calibration focus• CARB Idle

• Additional Vocational Cycles• NYBC, ARB Creep, OCTA

Lo er load operation (dra age etc )• Lower load operation (drayage, etc.)• Demonstration only (no additional

calibration)

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Vocational (Low Load) Cycles

160

180

200

60

80

100

d Torque

, %

Final NYBCx4 Cycletorque speed

Note: Normalized torque < 0 indicates closed‐throttle motoring

160

180

200

60

80

100

d Torque

, %

Final Cruise + Creep x 10 Cycletorque speed

Note: Normalized torque < 0 indicates closed‐throttle motoring

60

80

100

120

140

‐40

‐20

0

20

40

ed Spe

ed, %

Normalize

d

60

80

100

120

140

‐40

‐20

0

20

40

ed Spe

ed, %

Normalize

d

• NYBC Cycle

0

20

40

‐100

‐80

‐60

0 400 800 1200 1600 2000 2400

Normaliz

Time, sec

0

20

40

‐100

‐80

‐60

0 400 800 1200 1600 2000 2400 2800 3200

Normaliz

Time, sec

Final OCTA CycleNote: Normalized torque < 0 y• Prep cycle + 30min idle + Test Cycle• 6% average power on duty cycle

• Cruise Creep Cycle• Engine Warm up + Test Cycle120

140

160

180

200

20

40

60

80

100

rmalize

d Torque

, %

torque speedq

indicates closed‐throttle motoring

• Engine Warm up + Test Cycle• “Cruise” mode is preconditioning• “Creep” mode is 3% average power

• OCTA Cycle20

40

60

80

100

120

‐80

‐60

‐40

‐20

0

20

Normalize

d Spee

d, %

No r

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• Prep cycle + Test Cycle (no dwell)• 15% average power

5

0‐1000 400 800 1200 1600 2000

N

Time, sec

Program Engine – 2014 Volvo MD13TC Euro VI• A diesel engine with cooled EGR,

DPF and SCR• 361kw @ 1477 rpm

FTP RMCAverage 0.14 0.084S 0 0 2 0 0093

Tailpipe NOx, g/hp‐hr

361kw @ 1477 rpm• 3050 Nm @ 1050 rpm

• Representative of OEM’s planned direction for future GHG standards Engine-out NOX ~ 3 g/hp-hr

SD 0.012 0.0093COV 8.5% 11%SD % Std 5.9% 4.6%

direction for future GHG standards on Tractor engines

• Incorporates waste heat recovery –mechanical turbo-compound (TC)

No tailpipe NH3Tailpipe N2O ~ 0.05 g/hp-hr

Engine out NOX 3 g/hp hr

mechanical turbo compound (TC)

547

458

555

460

200

300

400

500

600

CO2, g/hp‐hr

MD13TC Baseline 2017 GHG Standards

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0

100

Vocational (FTP) Tractor (SET)

Program Engine - Challenges

450

500

2011 MD13 VGT 2014 MD13TC

300

350

400

erat

ure,

°C

100

150

200

250

Exha

ust T

emp

0

50

100

0 200 400 600 800 1000 1200

Time,sec

• Turbocompound engine exhaust 50C lower in early cold cycle• Mechanical turbocompound system allowed no method to bypass• MD13TC Platform was likely closer to a worst-case situation for ultra-

Time, sec

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low NOX

7

Diesel Engine Calibration Approach –Cold-Start

• Modify existing engine calibration during cold-start warm-up

Increased TemperaturesDecreased EO NOX

• help AT light-off and reduce engine-out NOx until that time• EGR modifications, multiple injections, intake throttling, elevated idle speed

• Release controls to baseline calibration after AT light-offi t i f l d GHG

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• maintain fuel economy and GHG• Minimal modifications during warmed-up operation

8

Diesel Aftertreatment Technology Options

Advanced ApproachTraditional Approach

Examined 33 out of 500 possible configurations Examined 33 out of 500 possible configurations of component and heat addition optionsof component and heat addition options

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of component and heat addition options of component and heat addition options

Catalyst Aging Approaches

• Development Aged (hydrothermal only, oven aging permitted)• All parts for technology screening and development• All parts for technology screening and development• Projected from FUL of Active Regeneration on baseline engine

data• Advanced Systems – 100 hours at 650°CAdvanced Systems 100 hours at 650 C

• Represented about 75% FUL compared to Final Aging protocol

• Final Aged (on engine)g ( g )• For final demonstration – final down-selected parts only• Protocol developed based on final Active Regeneration

Frequency (which was 1.7%)• Based on SwRI DAAAC protocol• 1000-hour planned duration

• 100% of FUL hydrothermal exposureFUL = Full Useful Life

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• 25% of FUL chemical exposure

10

FUL = Full Useful LifeDAAAC = Diesel Aftertreatment Accelerated Aging Cycles

Aftertreatment Screening Approach – Hot Gas Transient Reactor (HGTR®)

• HGTR® allows simulation of transient exhaust for evaluation of full-size parts

• Rapid screening of different aftertreatment configurationsg

• Highly repeatable aftertreatment inlet conditions

• closed loop control on Temperature, Flow, NOX, water, O2

• Modification of inlet conditions to test potential engine scenarios

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Screening Test Results for Diesel Aftertreatment System Configurationsy g

Multiple potential pathwaysMultiple potential pathways to achieveto achieve NONOXX emissionsemissions


Multiple potential pathways Multiple potential pathways to achieve to achieve NONOXX emissions emissions below 0.02 g/bhpbelow 0.02 g/bhp--hrhr

Technology Screening Results – NOXPotential and GHG Impact

Advanced Approaches can reach lower NOAdvanced Approaches can reach lower NOXX at a givenat a given


Advanced Approaches can reach lower NOAdvanced Approaches can reach lower NOXX at a given at a given GHG impact (depending on impact on Regeneration)GHG impact (depending on impact on Regeneration)

Final Technology Rankings from Screening(Incorporates stakeholder feedback)

• Based on 2016 PAG forum and low NOX device survey• Engine cell objective was to evaluate in order until reaching a

viable solution to 0 02 g/hp-hr at minimum fuel penalty / cost /

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viable solution to 0.02 g/hp-hr at minimum fuel penalty / cost / complexity

14

On-Engine Evaluation of Final Technologiesg

1

Additional

1

• 0.025 to 0.030 g/hp-hr with 2kw EHC (HD1)• 0.022 to 0.025 g/hp-hr with 6kw EHC

• 0.022 to 0.025 g/hp-hr with 3” zeolite LO-SCR and 3.5kW HD1Exhaust from

2

4

SCR and 3.5kW HD1

NA

CR

SCSCRF

DEF

+V

Manifold

O-

CR

NH3

4• 0.022 to 0.025 g/hp-hr with 1kw HD2 and

3” zeolite LO-SCR • (note evaluation with gaseous NH3 at LO-

SCR in and DEF/HD1 at SCRF in

PN SC

ASSCRF

LO SC

3

SCR in and DEF/HD1 at SCRF in

• 0.012 g/hp-hr with 10kw mini-burner

Selected for the final demonstration


• Not evaluated due to insufficient heat potential for 0.02 or below

Final ARB Low NOX Configuration

All t l t t d 13” di t b t t• All catalysts are coated on 13” diameter substrates• SCRF is 13” X 12” on high porosity filter substrate• Remaining catalysts are 13” X 6” on “thin wall lowRemaining catalysts are 13 X 6 on thin wall, low

thermal mass substrates”• All sensors shown are production-type


Final ARB Low NOX Aftertreatment Configuration

PNA

Multi-bed SCRF-SCR

D /Mi

MB

PNADoser/Mixer

PNADownpipe (equivalent t t k fi ti )to truck configuration)

Final configuration components were insulated (shown here without)

• Modular components used in order to support the screening process

• Downpipe equivalent to underfloor mounting based on actual

( )

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• Downpipe equivalent to underfloor mounting based on actual vehicle configuration (no close coupling)

17

Low NOX AT Configuration DetailsFinal configuration components were

MixerSCR/ASC NH3 Sensor

Final configuration components were insulated (shown here without)

DEF Nozzle

MBSCRF

SCR

• Production air-assist DEF dosing system was retained (Albonair)• All aftertreatment sensors are production type

• latest generation NO sensors

SCRF

• latest generation NOX sensors• production thermocouple type temp sensors (CAN)• production NH3 sensor

• Thermal packaging of dosing/mixing section could be improved

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• Thermal packaging of dosing/mixing section could be improved to reduce heat input

18

Model-Based SCR Controller Approach

SCR

Controllerdes=f(T, SV, NOx,in)

NH3addition

+

NOx, NH3

SCR model

model‐

TIn

ṁ h

TIn

ṁ h

SCR Model CellThermal Model


TIn

ṁ h


TIn

ṁ hGoal: maintain a specified average NH3 coverage (θ)ṁexh

NOX

NO2/NOX

NH3

ṁexh

NOX

NO2/NOX

NH3

Model

Kinetic Model

Twall

Model

Kinetic Model

Twall

ṁexh

NOX

NO2/NOX

NH3

Model

Kinetic Model

Twall

ṁexh

NOX

NO2/NOX

NH3gas gasStoredgas

• Use Model to Monitor Surface Coverage

• Each SCR Catalyst Represented by Multiple Cells (n=7 for SCRF and SCR)

θ1 θ2 θ3consumed gas

• Use Model Coverage Observer as “Virtual” Feedback Sensor

• Maintain Coverage to Achieve Hi h C i

• Tracking NH3, NO, NO2, O2, and NH3-S1(storage)

• Allows Monitoring of Coverage Profile

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High Conversion • Control Can be Adjusted to Maintain Optimal Profile

Model-Based SCR Controller with Mid-Bed NH3Sensor Feedback

• Separate coverage observer models for SCR and SCRF• Primary calibration parameters are controller gains and coverage

targetsS lib ti d f FTP RMC SET CARB Idl ti l l

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• Same calibration used for FTP, RMC-SET, CARB Idle, vocational cycles• Slightly modified coverage targets for WHTC

Control Details• Separate model for SCRF and SCR catalysts

• Each coverage observer had a different catalyst calibration due to different formulation and behavior• Kinetic constants and NH3 storage capacity

• Model constant calibration• Initial calibrations on synthetic gas reactor (USGR®) using de-greened cores• Calibrations updated and modified based on Development Aged parts on engine and HGTR®

• State-machine controller implemented for control of overall strategy, engine, mini-burnerState machine controller implemented for control of overall strategy, engine, mini burner• States governed by coolant temperature and aftertreatment temperatures (SCRF and SCR)• Start States – Cold-Start, Warm-Start, Hot-Start• Running States – Normal (no Thermal management), Re-heat (thermal management after cool-

down)• Controller calibration – controller gains, NH3 storage targets, thermal management heat rates and

temperature thresholds• One controller calibration is used for FTP, RMC, all other cycles• Modified calibration for WHTC – small change to storage and thermal management targets

• Tuned for FTP, RMC, WHTC testsC ld t t id li ht ff t i i f l ti

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• Cold-start – rapid light-off at minimum fuel consumption• Hot-start – stable control at 0.01 g/hp-hr with minimum N2O

21

Cold-FTP NOX and Temperature – 0-450 seconds – Final System, Devel Aged Partsy g

• PNA function most important during first 90 seconds of cold-start

• Thermal management active until ~ 375 secs• mini-burner, engine

calibration, elevated idle

• SCRF light off at 125• SCRF light off at 125 secs• full SCR conversion

by 220 secsy

• Development Aged parts – Cold-FTP result = 0.06 g/hp-hr


Hot-FTP Thermal Management- Final System, Devel Aged Partsy g

350

PNA In SCRF In SCRF In‐with TM

350

PNA In SCRF Out SCRF Out‐with TM

150200250300

erature, degC

150200250300

erature, degC

050100

0 300 600 900 1200

Tempe

050100

0 300 600 900 1200

Tempe

With TM ~ 0.008 g/hp-hr

Time, sec Time, sec

• These idle segments from the engine result in a small drop in SCRF and SCR catalyst temperature (down to 175C with no intervention)

Thi lt i ll “ l ” th t th h th t l t d i• This results in a small “cool wave” that passes through the catalysts and requires some intervention

• We have made some engine calibration changes to help minimize but engine alone was not enough

• This makes a difference between hot starts < 0 01 g/hp hr and > 0 015 g/hp hr


• This makes a difference between hot-starts < 0.01 g/hp-hr and > 0.015 g/hp-hr• Small amount of thermal management from the mini-burner was used as a countermeasure

Final Aging Protocol

2009 Cummins ISX mule engine (DAAAC modified)575

600625

30 g/hr Soot RateExhaust Flow = 975 kg/hr

ion /

ode (DAAAC modified)

4-hour duration Regeneration is via

i h t i j ti 450475500525550

rature [°C]

Regene

ratio

nMod

e

xidatio

n /

umulation Mod

e

High

Temp Ope

rat

HC‐Rem

oval M

o

in-exhaust injection upstream of PNA Final duration was

847 hours325350375400425450

RF Inlet Tem

per

Activ

e

Passive Ox

Soot & Ash Accu H

847 hours 100% FUL thermal

exposure23% FUL h l

225250275300325

SCR

Low Temperature Soot & AshAccumulation Mode

• This is based on regeneration frequency of ~ 1.7% (near x2 from base engine)

23% FUL chemical exposure

2000 1000 2000 3000 4000 5000 6000 7000 8000 9000

Time [s]


• resulted in 194 hours of regeneration for FUL thermal equivalent• this is more than 300 Active Regeneration events

Final Aging - Issues• Early PNA face coking – resolved by adjusting cycle but resulted in large HC

buildup that had to be baked off• Regeneration process had to be adjusted to insure complete soot cleaning –

l l li d th iblsome early localized exotherms possible• PNA Canning failure at 710 hours – PNA mat failed

• Large buildup of HC and soot on PNA – had to be recovered• Ingestion of mat into SCRF (mal-distribution and local exotherms ?) – had

to be mechanically removed without disturbing deep ashPNA SCRF Inlet SCRF Channels

Ab lAbnormal Mat/Ash

Normal Ash Load


Final Tailpipe NOX Results

.71

00.180.20

0

0.14

84

0.11

5

0.11

0.120.140.16

X, g/hp

‐hr

0.04

7

0.0

.03

8 0

0.06

08 016

015

019

21 0.03

4

0.03

8

0.03

6

0 040.060.080.10

ailpipe NO X

Baseline

Degreened

Devel‐Aged0.

0.00

5

0.00

8

0.01

0

0.00 0. 0. 0.0

0.0

0.000.020.04Ta Devel‐Aged

Final‐Aged


Final NOX Performance – Regulatory Cycles

Engine FTP RMC-SET

WHTCCold Hot Composite Cold Hot Composite

Baseline (Degreened AT) 0.710 0.047 0.140 0.084 0.492 0.049 0.115

Low NOXEngine

Degreened 0.027 0.005 0.008 0.010

Devel Aged 0.0621 0.008 0.0161 0.015 0.0891 0.008 0.0191

Final Aged 0.114 0.021 0.034 0.038 0.149 0.018 0.036

D l A d 91% 83% 89% 82% 82% 84% 83%% Reduction from Baseline

Devel Aged 91% 83% 89% 82% 82% 84% 83%

Final Aged 84% 55% 76% 82% 70% 63% 69%1 Note: Development PNA was slightly compromised by raw fuel exposure due to a cold-start engine malfunctionthat occurred during development.

EngineFTP RMC-

SETWHTC

Cold Hot Composite Cold Hot Composite

BaselineEngine-Out,

g/hp-hr 2.8 3.0 3.0 2.6 3.1 3.5 3.4g p% Conv 75% 98.4% 95.2% 96.7% 84% 98.6% 96.7%

Low NOXEngine

Engine-Out, g/hp-hr 2.8 3.0 3.0 2.1 3.0 3.4 3.4

Devel Aged, % Conv 97.7% 99.7% 99.5% 99.3% 97.5% 99.8% 99.4%

Fi l A d %


Final Aged, % Conv 95.8% 99.3% 98.8% 98.2% 95.2% 99.4% 98.8%

Cold-FTP Final Aged vs Devel AgedPNA Performance

300

350

3.0

4.0

Devel Aged‐Final Controls Final Aged Inlet Temp

SCRF Light‐Off

Full SCR Conversion 0-200 secs, Full Cycle,

NOX reduction across system components

200

250

1.0

2.0

Temp, degC

d NOx, grams

% NOX conv % NOX convDevelAged

Final Aged

DevelAged

Final Aged

PNA 44% 27% 10% 5%

50

100

150

‐1.0

0.0 PNA Inlet

PNA Stored PNA 44% 27% -10% -5%

SCRF 64% 28% 90% 84%

SCR-SCR/ASC

10% 13% 80% 80%

0

50

‐2.00 100 200 300 400 500 600 700

Time, sec

SCR/ASC

• Cold-start performance change is primarily due to loss of NOX storage capacity on PNA

• more NOX reaches SCRF before it reaches light-off temperature, downstream SCR still too cold to help


p

Hot-FTP Final Aged vs Devel AgedSCRF Performance

350

400

Devel Aged‐Final Controls Final Aged

Final Controls = 90%, 0.30 g/hp‐hrFinal Aged = 87%, 0.40 g/hp‐hr

40 0

45.0

50.0

Devel Aged Final Controls Final Aged

Final Controls = 99.7%, 0.009 g/hp‐hrFi l A d 99 3% 0 020 /h h

200

250

300

F‐Out NOx, g/hr

20 0

25.0

30.0

35.0

40.0

pipe

NOx, g/hr

Final Aged = 99.3%, 0.020 g/hp‐hr

0

50

100

150

SCRF

0 0

5.0

10.0

15.0

20.0

Tailp

• Hot-start performance change appears to be due primarily to change in SCRF performance• lower NH3 storage capacity

00 200 400 600 800 1000 1200

Time, sec

0.00 200 400 600 800 1000 1200

Time, sec

lower NH3 storage capacity• higher tendency towards ammonia oxidation• more demand on downstream SCR catalyst

• Early cycle tailpipe performance still maintained but later there is more NH3 release to downstream catalyst

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downstream catalyst• small increase in late cycle NO generation due to larger amount of NH3 to be oxidized

29

Final GHG ResultsCycle Measured CO2 and N2O Emissions

Overall CO2 / Fuel Consumption Impact • WHTC very similar to FTP• Slight increase for Final Aged

(about 0 3%) due to backpressure(about 0.3%) due to backpressure and slightly higher MB fueling to reach temperature thresholds

• CO2 impact on FTP driven by low f b dtemperatures from turbocompound

• different GHG approach would require less thermal management


• Impact could be reduced via better packaging and integration

CARB Idle Test Result – Final Aged Parts

Low Idle (550 rpm) PTO Idle (1100 rpm)

Baseline Engine Ultra-Low NOX Engine• Low Idle – 98% reduction

TP NOX, g/hr

Avg Fuel Rate, kg/hr

TP NOX, g/hr

Avg Fuel Rate, kg/hr

Baseline 11.7 1.18 52.7 3.16

ULN

• PTO Idle – 72% reduction• Partially engine-out changes,

mostly improved AT performance• Thermal management needed for

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ULN Engine 0.2 1.00 14.6 3.21

31

Thermal management needed for PTO idle segment

Example Vocational Cycle – NYBCx4 –Final Aged Partsg

1000

2000

1000

1200

Spee

d

EO NOx TP NOx DOC In T DPF Out T Aftertreatment Out T Speed

1000

2000

800

900

1000

peed

, rpm

EO NOx TP NOx PNA In T SCRF In T SCR In T Speed

‐1000

0

600

800

Temp, degC

‐1000

0

400

500

600

700

Sp

, g/h ‐o

r‐Temp, degC

‐4000

‐3000

‐2000

0

200

400

NOx, g/hr ‐or‐T

‐4000

‐3000

‐2000

0

100

200

300NOx,

EO, TP, NOx Conversion, Fuel Rate,

Baseline Engine Ultra-Low NOX Engine

• Duty cycle is average 6% of

0 500 1000 1500 2000 2500 3000 3500 4000Time, sec

0 500 1000 1500 2000 2500 3000 3500 4000Time, sec

g/hp-hr g/hp-hr % kg/hr

Baseline 6.1 2.3 62 % 5.3

ULN Engine 3.9 0.38 90% 5.3

Duty cycle is average 6% of maximum engine power (nic idle segment)

• test cycle starts after the idlediti b f idl ith

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% Change -35% -84% n/a None

32

• precondition before idle with same cycle

Summary (1)

• Multiple technology approaches to reach ultra-low NOXlevels• appropriate choice depends on engine and GHG

approach• For this turbocompound engine, 0.02 g/hp-hr was very p g , g p y

challenging• Development aged parts < 0.02 g/hp-hr• Final aged parts > 0 02 g/hp-hrFinal aged parts > 0.02 g/hp-hr• system complexity and GHG impact higher due to very

low temperaturesQ ti till di d bilit• Questions still open regarding durability• Final aging issues make it difficult to assess system

degradation

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Summary (2)

• NOX performance gap between regulatory and vocational cycles is smaller with ULN engine than baseline engine• this is driven to some degree by calibration approach

• Significant potential for low NO levels on vocational• Significant potential for low NOX levels on vocational and field cycles• BUT more work needs to be done to examine potential p

NOX reduction and GHG impact

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Next Steps (1)

• This effort is part of a larger body of work regarding low NOX• The current demonstration is designated as Stage 1

• Additional Efforts are In Progress or Planned to address questions from Stage 1questions from Stage 1

• Stage 1b – Aging and Testing of another set of Stage 1 g g g g gparts (planned)• answer durability questions with an undisturbed aging

processprocess• provide more representative parts for Stage 2

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Next Steps (2)

• Stage 2 – Low Load NOX Control using Stage 1 engine (In Progress)

D l L L d d t l fil f hi l d t• Develop Low Load duty cycle profiles from vehicle data• Develop low load calibrations/approaches for the Stage 1

engineg• Examine different “load” metrics for low load cycles

o torque, fueling, CO2, mass-over-time

• Stage 3 – Low NOX Development and Demonstration on a non-turbocompound engine (Planned)• Engine platform more representative of mainstream

approach to GHG regulations• Combination of both regulatory and low load cycles

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• Combination of both regulatory and low-load cycles

Acknowledgements

• California Air Resources Board• Program Partners• Program Partners

• VolvoM f t f E i i C t l• Manufacturers of Emission Controls Association (MECA)

MECA member companies who have provided– MECA member companies who have provided emission control hardware

• Program Advisory Group members

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More Information

California ARB websitehttp://www arb ca gov/research/vehhttp://www.arb.ca.gov/research/veh-

emissions/low-nox/low-nox.htm

SwRI ContactCh i t h ShChristopher Sharp210-522-2661h i h @ [email protected]

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Documents

ACHIEVING ULTRA-LOW NO EMISSION LEVELS …...ACHIEVING ULTRA-LOW NO X EMISSION LEVELS WITH A 2017 ON-HIGHWAY TC DIESEL ENGINE 2017-01-0954 20170954, 2017-01-0956 20170956, 2017-01-0958