1

Emission Control Technology Emission Control Technology Highlights for Gasoline and Diesel Highlights for Gasoline and Diesel

Engines Engines

Rasto Brezny

Manufacturers of Emission Controls Association

June 2007

www.meca.org

www.dieselretrofit.org

MECA BackgroundMECA Background

Founded in 1976 to be The Technical Spokesperson for Our Industry53 Member companies with over 30 years of experience in developing and manufacturing emission control technology.– Catalytic Converters (All Fuels)– Substrates and Diesel Particulate Filters– Sensors: Oxygen, NOx, Urea and Temperature– Thermal Management Strategies– Engine/Fuel System Management Technologies– Crankcase Emission Control Technology– Evaporative Emission Controls– Enhanced Combustion Technologies– UREA Suppliers– Fuel Cell Technology Components

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Emission Control Systems forEmission Control Systems forSparkSpark--Ignited Vehicles & EnginesIgnited Vehicles & Engines

The Potential for Achieving Ultra Low Emissions The Potential for Achieving Ultra Low Emissions from Large Lightfrom Large Light--Duty Gasoline VehiclesDuty Gasoline Vehicles

• 38 different 2007 model PZEVs currently available4, 5, and 6 cylinder engines

• Heavier weight class LDTs currently limited to LEV II LEV or Tier 2, Bin 4 compliant models

NearNear--Zero Emission Systems IncludeZero Emission Systems IncludeAdvanced Engine Designs and Emission ControlsAdvanced Engine Designs and Emission Controls

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

– Secondary air systems

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

Quick light-off UHEGO linear sensor

HEGO binary lambda sensor

Gas mixing (but less heat)

L-Ocatalyst Me600PE/0.04

2nd brick Ce 600/3

3rd brick Ce 400/4

iVVT

cam sensor (fast synch)

Perforated metal substrate with Integrated lambda sensor

SAE Paper No. 2007-01-1260

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Advanced Emission Technology DemonstrationAdvanced Emission Technology DemonstrationMECA Test Program: (SAE Paper 2007MECA Test Program: (SAE Paper 2007--0101--1261) 1261)

Goal – Ultra-low HC and NOx exhaust emissions on 2 large light-duty trucks:

Integration of advanced TWC systems with modified engine calibrations

FTP/SFTP Evaluations on “de-greened” and engine aged advanced emission systems

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

Engine

CC

1.56 L0.67 L

0.67 L 1.56 L

UF

900 cpsi ceramic;

150 g/ft3, Pt/Pd/Rh=1/16/2

600 cpsiceramic;60 g/ft3

Pd/Rh=4/1

GMC Denali Advanced Catalyst System DesignGMC Denali Advanced Catalyst System Design

6.0L V8

Total TWC Catalyst Volume: 4.46 L (0.74 SVR)

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

4K stock F1504K stock F1504K stock Denali4K stock Denali

Denali & FDenali & F--150 with 4K advanced150 with 4K advancedcatalyst system: 9catalyst system: 9--13 mg/mi NMOG; 13 mg/mi NMOG;

1010--12 mg/mi NOx12 mg/mi NOx

GMC Denali & Ford FGMC Denali & Ford F--150 Fully Aged Advanced Emission 150 Fully Aged Advanced Emission Systems FTP Performance Systems FTP Performance -- Below 50K ULEV2 LimitsBelow 50K ULEV2 Limits

1020

4050

263234 34

55

70

01020304050607080

NMOG/NMHC NOx

SULEV

ULEV2 - 50K

Denali - adv. TWCs,fully agedF-150 - adv. TWCs,fully agedULEV2- 120K

FTP Emissions, mg/mi

Denali Results Include Modified Calibration Strategy;F-150 Results Using Stock Engine Calibration

220 hrs. of accelerated fuel-cut aging

5

0.14

0.200.25

0.27

0.120.08

0.000.050.100.150.200.250.30

US06 SC03 (A/C)

ARB 4K PC/LDT1 ARB 4K LDT2 Denali - adv. TWCs, fully aged

NMHC + NOx, g/mi

GMC Denali Fully Aged Advanced Emission System GMC Denali Fully Aged Advanced Emission System SFTP Performance SFTP Performance -- Below Current ARB 4K LimitsBelow Current ARB 4K Limits

SAE Paper No. 2007SAE Paper No. 2007--0101--12611261Summary and ConclusionsSummary and Conclusions

Advanced emission control technologies can be combined with advanced engine controls to achieve ultra-low HC and NOx exhaust emissions on heavy, light-duty gasoline vehicles

Tight air/fuel control is an important enabler to maintaining ultra-low exhaust emissions on gasoline vehicles

Emission performance would benefit from further improvements to thermal management and engine controls available to OEMs.

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Light-Duty Vehicle Emission Technology DevelopmentsBeneficial to Full Range of Spark-Ignited Engine Applications

High Performance Aftermarket Converters

– CARB OBD-Compliant Aftermarket Converters

Medium & Heavy-Duty Engines

Motorcycles/Mopeds

– Closed-Loop TWC Systems for California/U.S. Motorcycles

Recreational Vehicles & Engines

– ATVs, Off-road Motorcycles, Marine engines

> 25 hp Off-Road Applications

– Advanced Closed-Loop TWCs to Achieve 2010 ARB Proposed Standards on Fork Lifts, GSE, Generator Sets

– Closed Loop TWC Retrofit Systems

Handheld Equipment & Non-Handheld Equipment

– Blowers, String Cutters, Chain Saws, Lawn Mowers, Riding Mowers

Alternative Fuels

– E-85, CNG, Propane

Emission Technology Highlights for Diesel Engines

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PM,

g/kW

-hr;

ESC

test

NOx, g/kW-hr; ESC test

0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

0 1 2 3 4 5 6

Euro V2008 SCR

US2010 DPF+NOx

US2007 DPF

Euro III 2000 nothing

US2004 (2002) DOC

Euro IV 2005 SCR

Japan 2005 DPF

Heavy-duty Diesel Regulations are Progressively Tightening This Decade in all Major World Markets

Japan 2009 DPF+NOx

Each Vehicle Segment has Different Challenges

Light duty vehicles

– Filters demonstrated on over 4 million European vehicles

– Very tight NOx regulations in US requires unique solutions

– Developing engine technologies can have a huge impact

Heavy duty vehicles

– Generally very fuel economy sensitive

– Very tight NOx emissions regulations, especially NTE

Emission control technologies

– Added cost, but some can improve fuel economy

– Sophisticated control and engine integration

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Diesel Emission Control Technology Is Making Significant Progress

Filter technology– US/Canada 2007 launch successfully underway– Reliable regeneration, ash storage/management– Retrofit experience and options expanding

NOx solutions– SCR is commercial in Europe– NOx adsorber commercial on Mercedes E320, Med-duty Dodge

Ram pick-up.Integrated solutions– SCR/DPF are on vehicles– LNT/DPF is commercial with applications expanding– LNT/SCR gaining experience as passive solution– Retrofit options available for combined PM/NOx reductions

Developments Continue to Improve PM FiltersDevelopments Continue to Improve PM Filters

Porosity (%)Pore connectivity

02468

1012141618

200/19200/19

275/14

Pres

sure

Dro

p (k

Pa)

at 4

g/L

soo

t

Coated

BareOptimizedCell/Web

OptimizedPorosity

47++

47++

42+

•New materials, SiC, Al2TiO5, Mullite

•Good catalyzed backpressure characteristics

•Zone coating cuts NO2 emissions up to 50%

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FirstFirst--cost economics favor SCR for engines larger cost economics favor SCR for engines larger than about 2 liters. than about 2 liters.

Fixed urea system cost ~ $180

SCR increm. variable cost of $10-15 per liter displ.

LNT PGM incremental cost of $80-90 per liter displacement

Cos

t

Displacement

~2 literAssumptions:

•Substrate, can, and wash coating costs are the same for LNT and SCR

•SVR=0.8 assumed for LNT and SCR; NH3 slip catalyst SVR=0.25, PGM 30 g/cu.ft.; PGM LNT = 80 g/ft3;

•PGM at $40/g

SCR cheaper

LNT cheaper

Incremental Costs, LNT vs. SCR

~5 liter

50-70% PGM savings w/ mixed mode; LNT

Aggressive mixed mode and urea system (potential future systems) have breakeven at 5 liters displacement.

NOx Adsorber Catalyst Development Continues to Show Progress at Low Temperatures

Reference: SAE Paper No. 2006-01-1369

Note: first baseline LNT andadvanced LNT are Ba-based;Second baseline LNT is K-based

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NOx Adsorber Performance Window Stable after Multiple Sulfation and Desulfation Cycles

Low Temperature system has excellent activity window at low SV

NOx efficiency maintained through end-of-life simulation

Cycle NOx Performance of Low Temp LNT

0

10

20

30

40

50

60

70

80

90

100

150 200 250 300 350 400 450 500

Inlet Temperature (°C)

NO

x C

onv

(%)

after 20 DeSOxafter 55 DeSOx

60s L/ 3s R(0.27 g NO2/L flux/min)

35K VHSV

Reference: AVECC 2004

Zeolite SCR Catalysts Provide Performance Zeolite SCR Catalysts Provide Performance Advantages vs. Vanadia SCR CatalystsAdvantages vs. Vanadia SCR Catalysts

Zeolite SCR catalysts have broader temperature range Zeolite SCR catalysts are more tolerant of excess

NO2 than Vanadia systems.

Zeolite SCR catalysts have better HT durability than Vanadia catalysts. Aged 50 hours at 700C.

Source: SAE Gothenburg, 9/05

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Experience Growing in OnExperience Growing in On--Road SCR ApplicationsRoad SCR Applications

Urea Injection Systems Moving from Urea Injection Systems Moving from Air Assist to Airless DesignsAir Assist to Airless Designs

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Complete HD SCR System Complete HD SCR System Descriptions AvailableDescriptions Available

Reference: SAE Paper No. 2005-01-1860

Urea Quality Sensor

Advanced System Designs Emerging that Combine LNTs and SCR Catalysts

Reference: DEER 2006

“Conventional” HDD DPF/SCR Design Advanced HDD LNT+ SCR Design(no urea addition)

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Advanced System Designs Emerging that Combine Advanced System Designs Emerging that Combine LNTs and SCR Catalysts: Mercedes E320 CDILNTs and SCR Catalysts: Mercedes E320 CDI

Reference: Mercedes Benz press release

Honda’s Advanced Clean Diesel Strategy Layers LNT and SCR Catalyst Functions on a Single Substrate

Reference: http://automobiles.honda.com

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2nd gen. NOx sensor introduced in mid 2005

NOx sensors recently completed 6000 h durability evaluationon heavy-duty diesel engine as a part of DOE’s APBF-DEC programWork underway on low NOx range/high accuracy sensor

Diesel Emission Control Technology Drives New Sensor Developments for NOx, NH3, urea

DPFs with Passive and Active Soot Regeneration DPFs with Passive and Active Soot Regeneration Strategies Available for RetrofitsStrategies Available for Retrofits

Passive systems rely on exhaust temperature and catalyst for regeneration

Active systems suited for on-and off-road applications with low exhaust temperatures including locomotives & marine engines

Uncatalyzed wall-flow filter with electrical or fuel burner regeneration

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Euro 4 Application with Flow-Thru FilterDemonstrates 60-70% PM Reduction

0

0.01

0.02

0.03

0.04

0.05

0.06

0.07

0.08

ETC ESC

Engine-out Tailpipe

PM Emissions, g/kW-hr

Euro 4/5 Limit

Euro 4/5 Limit

Source: MAN

Integrated Solutions for Combined PM/NOx Reductions Integrated Solutions for Combined PM/NOx Reductions Available for RetrofitAvailable for Retrofit

Low Pressure EGR + DPF 40-50% NOx reduction

HC-SCR + DPF25-40% NOx reduction

Catalyst-based Filter + Urea-SCR Catalyst70+% NOx reduction

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Experience with Diesel RetrofitsExperience with Diesel RetrofitsSpans a Variety of OnSpans a Variety of On--Road Vehicle ApplicationsRoad Vehicle Applications

Retrofit Experience is Expanding to Retrofit Experience is Expanding to OffOff--Road Vehicle ApplicationsRoad Vehicle Applications

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OffOff--Road Retrofit Installations of NOx Catalysts + Filter Road Retrofit Installations of NOx Catalysts + Filter SystemsSystems

SCR

Cat

alys

ts

DPF Filter

UreaUrea--SCR System Retrofit Applied to NYC FerrySCR System Retrofit Applied to NYC Ferry

90+% NOx efficiency under normal cruise conditions

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Challenges for OffChallenges for Off--Road RetrofitsRoad Retrofits

More diverse engine/equipment application space than on-road

– Skewed toward older equipment

– Proper engineering judgment applied to heat shielding and mounting locations

– Maintaining driver visibility

– Can require extensive use of high grade vibration isolators especially in track drive equipment

Lack of preventative equipment maintenance

– Especially air filters, injectors and turbochargers

– Basic inspection and maintenance of installations

User interference with the installation process

– Taking short cuts to get machines done now

Conclusions

All Major Regulations Moving to Tight PM and NOx Emission Standards for Diesel Engines

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

Continued Development of Advanced Diesel Engine Combustion Strategies will have a Significant Impact on the Overall Emission System Designs Required to Meet Future Regulatory Standards

A Variety of Technologies Are Available and Emerging for PM, NOx, and Toxic HC Emission Control for Both Light-Duty and Heavy-Duty Diesel Vehicles

On-Road Diesel Technologies Will Migrate into Nonroad Diesel Applications including Locomotive and Marine diesels.

Retrofit NOx Technologies Expected to Expand in the Near Term toInclude HC- and urea-SCR options for on-road and off-road applications

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www.dieselretrofit.org –

your retrofit resource on the web

• Technology descriptions• Contacts for retrofit suppliers• Case study reports

BackBack--up Slidesup Slides

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Baseline Vehicle Configurations & Test DetailsBaseline Vehicle Configurations & Test Details

Ford F-150, 5.4 L V8

– 3 valves/cyl., CC+UF catalysts, spark retard start strategy, cast manifolds

GMC Denali, 6.0 L V8

– 2 valves/cyl., UF catalysts only, cast manifolds

Exhaust emissions characterized in most cases using triplicate FTP testing

California Phase III RFG with 17 ppm S used throughout the test program (mileage break-in, emissions testing, engine aging of emissions systems)

Denali calibration was modified for improved cold-start and hot-start performance.

Systems aged using accelerated fuel cut aging for 220 hrs.

Advanced Emission Systems Aged for 220 hours Advanced Emission Systems Aged for 220 hours Using an Accelerated Engine Aging ProtocolUsing an Accelerated Engine Aging Protocol

800

820

840

860

880

900

920

940

960

980

1000

0 10 20 30 40 50 60

Time, sec.

Tem

pera

ture

, deg

. C

Cat Bed Temperature

AFR=Stoichiometric (40 sec.) AFR=Rich (6 sec.)AFR=Rich w/ Air

Inj. (10 sec.)

AFR=Stoich w/ Air Inj. (4 sec.)

0

50000

100000

150000

200000

250000

300000

Tim

e, S

ec

800 820 840 860 880 900 920 940 960 980 1000Catalyst Bed Temperature, deg. C

Left Bed HistogramRight Bed Histogram

Denali System Aging History

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Tight AirTight Air--Fuel Control Important for Achieving and Fuel Control Important for Achieving and Maintaining Low Exhaust EmissionsMaintaining Low Exhaust Emissions

F150 Baseline Calibration vs. Denali Final Calibration

10

11

12

13

14

15

16

17

18

19

20

0 100 200 300 400 500

Time, seconds

Engi

ne-o

ut A

ir/Fu

el R

atio

FB DG EODF DG EODenali engine-out AFR

varies from approx. 14.5 to 13.8 during first 100 sec. compared to 15.8 to 12 for the F150.

After temperature stabilization,Denali AFR is very stable, but F150 still varies significantly

Denali Catalyst System FTP Conversion Efficiencies Denali Catalyst System FTP Conversion Efficiencies Remain High After 220 h of Aging Remain High After 220 h of Aging

Average THC Catalyst Efficiency

88

90

92

94

96

98

100

Bag1 Bag 2 Bag 3

Effic

ienc

y, ,%

Before AgingAfter Aging

Average NOx Catalyst Efficiency

88

90

92

94

96

98

100

Bag1 Bag 2 Bag 3

Effic

ienc

y, %

Before AgingAfter Aging

Average CO Catalyst Efficiency

88

90

92

94

96

98

100

102

Bag1 Bag 2 Bag 3

Effic

ienc

y, %

Before AgingAfter Aging

THC FTP EFFICIENCIES CO FTP EFFICIENCIES

NOx FTP EFFICIENCIES