Vehicle Emissions Review –2011 (so far)Tim JohnsonOctober 4, 2011DOE DEER Conference, DetroitJohnsonTV@Corning.com2Summary•California LD criteria emission regs are tightening. Could signal anotherround in all sectors.•CO2regs are present in both LD and HD markets. Tightening is justbeginning. Paradigm shift.•Engines are meeting the challenge–Downsizing, lean burn, new designs, HD deNOx•deNOx is advancing–New sources of NH3, new catalysts, new LNT+SCR architectures,new ways to run an LNT•DPFs evolving–Low thermal mass, membrane effects, fundamentals on permeability•DOC Pd:Ptratios allow optimization•Gasoline emission control is amazing–Zone coating–Lower PGM with better performance–Need low-sulfur fuel–GPFs give ultra-clean exhaustRegulations4CARB-Proposing LEVIII Standards for 2014-2022SULEV Fleet Average NMOG+NOx.Proposed fleet average NMOG+NOx standards.•PM reduced 40% to 6 mg/mi, then phase-in to 3 mg/mi starting in 2017,andthen to 1 mg/mi phase-in starting 2025, subject to 2020 review. Optional PNstandard being considered for 2025.•Composite SFTP option using FTP, SC03 and US06 cycles. SULEV fleet limitvalues at full phase in .•Will be proposed as part of CO2regulation in a month or two.•EPA to follow CARB with a Tier 3 LD regulation.5Current Gasoline emissions limits require similar technologies.We could see another round of tightening around the world as LEVIII isimplemented.•Durability Requirements:–China 5160,000 km–Euro 6:160,000 km–Japan: 80,000km–Korea:192,000 km–US:192,000 km–LEVIII:240,000 km010203040506070China 5 Euro 6 Japan Korea,2015US LEVIII,prop

Emission Limits, mg/kmNo adjustments for test cycledifferences. Japan has a HC limit of 50mg/km (33% CH4adjustment here)

N M H C N O x6CARB shows some ZEV targets for 2014-17Production requirements for auto manufacturers•2012 to 2014:–12,500 ZEVs–58,000 Plug-in hybrid EVs (“TZEV”)•2015 to 2017:–50,000 ZEVs–83,000 Plug-in hybrid EVs•Advanced Clean Cars rulemaking will increase volumes 2018+ to launch sustainable marketCARB, July 2011 Workshop7Criteria toxic emissions issues in EuropeGasoline PN limits are beingdeveloped•European AutomobileManufacturersAssociation (ASEA) is recommending alimit of 60 X 1011#/km; corresponds to 3mg/km PM (vs. 4.5mg/km for diesel)•Commission recently announced twooptions for furtherevaluation: 20X1011/km or 200X1011/km, then to 6 X1011/km in 2017.In-use emissions are being evaluated•JRC is testing vehicles now•Two options being evaluated:random test cycle or the use ofPEMS (portable emissionsmeasurement systems)•Decision coming year end on whichapproach to developEuro 7 is expected bythe industry, butno formal movement yet from theCommissionNew test cycles being developed. WLTPFour cycles to mix-and-match: LS(0-60 kph, inclCS), MS (0-80),HS (80-110 max),XHS (130-140 max)May be part of Euro 6 (aggressive), but considering “Euro 6b”.Main impacts: LDD NOx,and PI and CI CO2Figure from FEV,ICE2011, Capri8Normalized CO2regulations are shown.Most regulated countries are trending to <100 g/km in 2020+. Increasing rate ofreductions relative to “unregulated period”signals paradigm shift.USCanadaKoreaChinaEuropeJapan1.3-1.5% per yrreductions3-6% per yrreductionsTheICCT.org, 9/20119Incremental costs go up as higher fuel efficiency is required.Grid CO2accounting and incentive factors can have a big influence on xEVeffectivecost for CO2compliance.FE data from SwRI Powertrain Consulting Service 8/10PHEV20(WTW CO2 basis)PHEV: $240/%going from 2016gasoline baseline2016 requinclwt red2020 requ2015-20: $70-$120/percent2011-15: $25/ percentEPA issignaling zerogrid CO2forxEVs, and avehiclemultiplicationfactor or 1.3-2.0X :Effective costof PHEV40 in2016-20 isabout $25-30/ % CO2from2016 base.~$230/percent10Urban HD NOx is emerging as a key issue.Can’t inject urea at T<180C. Regs do not cover.NTE does not cover <30%power, the regime of muchurban driving.11Other HD regulatory developments on criteriapollutants•The Euro VI comitology finished.–PN method quite tight if preconditioning is not used.•Japan is considering the next round of tightening for 2016–Need to complete its FC regulation in 2015–Looking at Euro VI harmonization•China scheduled to introduce Euro IV in January 2011.–Euro V being considered for 2015-16•India is implementing Euro IV –few engines sold due toregistration outside of controlled cities12HD engineCO2regulation callsfor 3%reductions in both 2014and 2017 for line haul (SET).3-5% reductions for vocational (FTP) in 2014; 2-4% in 2017.General: Proposed engine CO2standardsrelative to the 2010 industry average. HHD: 3%drop in 2014 then additional 3% in 2017. MHDand LHD: 5% drop 2014, then additional 4% in2017.N2O: 0.10 g/bhp-hr onFTP; 6% of carbonfootprint;CH4: 0.10 g/bhp-hr;Total Vehicle ReductionsLine Haul: 20%Vocational 6-9%Small trucks17%Engines and approaches14ICE trends show gasoline and diesel strategies merginghttp://www.greencarcongress.com/2011/08/skyactiv-20110804.html15Boosted GDI BMEP is moving towards 30 bar. LowRON fuel is potential challenge.Low speed torque isimproving. Affectsgearing. Std today with 1-stage boost is21-23 bar. VCR allows higher load (43bar), but 30-35 bar is opt.Low RON fuel requirement -moreenrichment at HL. Managing for low RONfuel is challengeAVL, CTI Conf 5/1116PN emissions from a GDI can come from manysources.Six different GDIs havesix different causesof PN.AVL, CTI Conf 5/1117Toyota shows lean+EGRgasoline engine concept for2020.Long stroke, low surface/volumeNext generation Priusengine concepts.Later Priusengine concepts.Toyota, SAE High Eff. ICE Symp, 4/1118New concept 2-stroke opposed-piston diesel engine is described.Enablers: New FIE, better cooling, and enhanced scavenging.-15% BSFC, -10% cost, -30% weight; 2X NOx and oilconsumption, but manageableFuel injection,compression ignitionexhaustairOPPOSED PISTON 2-STROKE PRINCIPLENear the bottom of the expansion stroke, exhaust exitsand air enters. Decreasedheat losses due to: Muchhigher vol:arearatio, and eliminates cylhead heat losses.No valve mechanisms. Lower BMEP (lower PCP) andhigher power density for downsizing.Start of expansion strokeEnd of expansion strokeBrake-specific fuel consumption and emissions valuesmeasured on a single cylinder (1.1 liter) researchengine, but modeled to produce these multi-cylindercomparison to a state-of-the art 6.7 liter V8 engine.The engine isexpected to beabout 10%cheaper than aconventionalMDD engine;40% fewerparts, 30%lighter.Achates, SAE 2011-01-2221.19Critical assessment of emerging LD ICE technologies isprovided.Boost is very important consideration. Emerging PCCI and RCCIinteresting, but have trade-offs.HEDGE and diesel are most-robust.20As the spread between urea and fuel increases,engine strategies will move to higher NOx levels.Economics will help drivechoices of HD enginetechnology. Diesel fuel: $3.89, DEF: $2.59On a mass basis, 2.5 to5 g/kW-hr NOx is theoptimum calibration. Note the significant slope ofthe BSFC vs. NOx curve athigher NOx levels. DEFconsumption 1.1% DEF per g/kW-hr NOxSwRI, Emissions 2011, 6/1121Other opportunities in HD engine optimization: 20-50% fuelconsumption reductions•Incremental improvements: more turbocharging, moreflexible FIE, VVT, downsizing, controls –5 to 10% fuelsavings•Waste heat recovery –6 to 9% fuel savings•Hybridization –15 to 30% savings•New combustion strategies –PPC, RCCI22Synergistic combustion of NG and gasoline.MPI natural gas, DI gasoline, 1.6 liter. 40% gasoline: BMEP +20%, BSFC -13%, emissions -50 to -65%. 36.5% BTEBSFC and emissions comparisons at 2000 rpm,full load for 40% gasoline –60% methane mix.Gasoline-equivalent BSFC for mixed fuelcombustion at full load using fuel mix shown at left.-14% w/ 40%gasolineIFP/PSA, SAE 2011-01-199523Diesel-NG combustion also shows some synergies. BTE isunaffected in preliminary work, NOx can drop 20%. RCCIshows promise for more synergy.E85 (and perhaps NG) has the highest ITE(58%) and lowest NOx of the dual fuelsreported for RCCI.Univ WI SAE 2011-01-0363 and 2011-01-0361BTE is constant with NG usageat 50% load. At 25% load,efficiency decreases with NGusage. Reduction of crevicevolume will likely bringCNG to diesel levels.AVL, SAE 2011-01-196224It takes about 15-20 years for automotive technology to gofrom first introduction to 80% market penetrationdeNOx26Solid Ammonia Facilitates Low Temperature Operability•Several systems being evaluated as alternatives to DEF•Both offer higher ammonia concentrations•Absence of hydrolysis enables lower temperature operabilityNH3density weight/ reductantvolume [kg NH3/L]Ford, CTI, 7/1127New Packaging Designs Reduce Cold-Start EmissionsReference: SAE 2011-01-1318

D O CSCRDPFDOCSCR/DPF3 inUreaInjector28Gaseous NH3injection allows in better mixing andreduced low-temperature NOx emissions.Injecting NH3 at 120 vs. 200C shortens light-offtime by 45% and cuts cold start NOx by 40%Honda, CTI, 7/1129New SCR catalyst combines attributes of both Cuand Fe-zeolites“FFA-1”combines advantages of Cu-and Fe-Zwith good LT and HT aged performance.LT light-off performance governed by NO-NO2 actenergyFord, CTI, 7/11Other multi-metal formulations are beinginvestigated.CuSc2 and CuFeLashowpromise, among others.Aging issues.ORNL, DEER Conf poster, 9/10SAE 2011-01-133030New information is shown for DPF+SCR system.NH3 storage slightly impacted by soot, big impact at LT. Regenerationneeds adjustment. Soot mass limit depends on substrate.Aged NH3 storage capacity at 200Cdrops 14% with soot(2.5 g/l). Noimpact at higher test temperatures.Run 1 with soot. Run 2 withoutsoot. Soot effects LT deNOxperformance, mostly due to NH3storage. 1 g/liter has impact atT<300C.SCR effects active regen,but can be covered by incrT~25C (A), or increasing time4 min (B) or 8 min (C).200kg/hr flowrateSystem volume reductions:44% for LD, 51% for HDGM, SAE 2011-01-114031Alternating slices of LNT+SCR enhance system performanceat reduced PGM.Better axial distribution of NO, NH3, and HC results in betterperformance.The LNT+SCR systems have thebetter net deNOx performancewith lower N2O emissions as the LNT, but with half the PGM.Ford, SAE 2011-01-030532Toyota introduces a new DeNOx system.LNT run with rapid, lean AFR pulsesto significantly extend HT range.Toyota, SAE 2011-01-208970% deNOx onhigh-speed drivecycle, vs. 20%for traditionalLNT operationPM34More HD DPF passive regeneration means lower thermalmass DPFs.-40%∆P, faster heat-up, better regeneration.∆P –40%,bare=coated2010 coated2007 coatedTWFcoatedorbareNew cordierite thinwallfilter (TWF) has 40% lowerback pressure, very littledepth filtration, and littlecoating back pressure impact.Low thermal mass ofTWF allows moreearlier urea injection inthe first 400s of theFTP. 50% of time atT>180C vs. 40% for2010 filter. -15% NOxon cold FTP.01020304050607080904.1 4.5 4.9 5.3 5.7Dosing Fuel [l/h]

Regeneration Efficiency [%]ACTWFImproved DPTregeneration dueto higher skintemperature andless heatabsorption.Active regeneration max. temperature similar to2010 product up to ~4g/liter soot.Corning, SAE 2011-01-081335Ash membrane related filtration efficiency depends on celldensity, pore character, and regeneration strategy.Continuous regen strategies buildup an ash membrane faster thanperiodic regen, hence betterefficiency.With low-porosity medium diameter pores,efficiency independent of cell density (top).With high-porosity and larger pores, 300-csihas higher efficiency, perhaps due to thinner,more evenly distributed ash.NGK, Emissions 2011, 6/1136Fundamentals on effect of exhaust flow rate and PN characterare described.Results will be useful in improving soot models.Similar curves: Most of the wall permeabilityimpacts are due to substrate. Normalized wallpermeability starts outsimilarly for high facevelocity, indepof PN in exhaust (redandblue),but later low PN has higher permeability due toless PN going into wall and thinner cake. Lowflow, high PN allows low cake density (higherend permeability), but thicker cake.High nuclmode penetrate into wall and bridgesearly –fast drop in permeability and low finalpermeability.Univ of WI, SAE 2011-01-0815DOC38Effect of Pd substitution on DOC performance is characterized.HC light-off improved, NO2decreases, durability increases.SevereagingMildagingSevereagingMildagingHC light-off and durabilityis favorably impactedby small to moderatesubstitution of Pd for Pt. NO oxidation isstrongly dependent on Ptcontent. 1.8 g/liter catalyst, C3H6:C3H8=260:90, 30,000/hrHigh concentrations ofHC increase light-offtemperatures. Heavy HC hasgreater impact. Minimalimpact on NO2, exceptat lower Pd content.CO promotes HC oxidation at300C. No impact on NOoxidation.GM, SAE 2011-01-1134.Gasoline40Benefits of filters being demonstrated on GDI enginesNGK, SAE 2011-01-0814•GDI engines exhibit high PM emissionsunder high speeds and loads•Wall-flow filters offer same benefits ofPM number and mass reductions as withdiesel enginesTWCEngineGPFEngineGPFwithTWCNEDC Results41TWC system architectures being optimized for LEV III.4-cylinder application with secondary air. Much reduced PGM.Umicore SAE 2011-01-0301Production UBC put withinCCC can in new design.SVR=1 for all CCC design.In CCC, NMHC+NOx was25% lower with a PZEV calibration.All catalyst designs were<20 mg/mi NMHC+NOx onthe FTP, and all were below 50 mg/mi on the US06,including the cheapest one (k).•New catalyst drops PGM by 25% at same emissions level,or emissions at same PGM.•FTP 20 mg/mi NMHC+NOx is more difficult than US06 50mg/mi for these catalyst designs.FTPLowest costSULEV30PGM couldcost +15% vs.ULEV70, butcould be 2Xin size.Umicore, CTI5/201142Gasoline catalysts show multiple zone coatings and PGMstabilization methods.Pd in front, Rhbehind, different OSC in front and back.Catalyst w/ -45%Rhhas -20%emissionsOSC is zonedto giveoptimumperformance infront and back.Rhis zonedin the back toprotect againphosphorousPd is zonedin the frontto give fastHC light-offOther: Rhis better-dispersed with Al2O3barrier toprevent ZrO2sintering; Nd2O3pins RhgrainsToyota, SAE 2011-01-02964330 ppm sulfur adversely affects TWC formulations. Hot drivingpartially recoups performance; 3 ppm sulfur lower NOxSulfur builds up on TWC, results in increased NOx emissions (left panel). Hot US06partially cleans catalyst (2ndpanel). 3 ppm sulfur doesnot have the issue (3rdpanel), and has lower emissions all around.Umicore, SAE 2011-01-030044Summary•California LD criteria emission regs are tightening. Could signal anotherround in all sectors.•CO2 regs are present in both LD andHD markets. Tightening is justbeginning. Paradigm shift.•Engines are meeting the challenge–Downsizing, lean burn, new designs, HD deNOx•deNOx is advancing–New sources of NH3, new catalysts, new LNT+SCR architectures,new ways to run an LNT•DPFs evolving–Low thermal mass, membrane effects, fundamentals on permeability•DOC Pd:Ptratios allow optimization•Gasoline emission control is amazing–Zone coating–Lower PGM with better performance–Need low-sulfur fuel–GPFs give ultra-clean exhaustJohnsonTV@Corning.com45CORNING INCORPORATED PROVIDES THIS DOCUMENT FORINFORMATIONAL PURPOSES ONLY, AND ANY RISK CONCERNINGTHIS INFORMATION IS WITH RECIPIENT. SPECIFICALLY,CORNING INCORPORATED MAKES NO REPRESENTATIONS,WARRANTIES, EXPRESS OR IMPLIED CONCERNING THEINFORMATION, INCLUDING WITHOUT LIMITATION WARRANTIESTHAT THE INFORMATION IS ACCURATE.