Vehicle Emissions Review – 2011 (so fa

Tim JohnsonOctober 4, 2011DOE DEER Conference, DetroitJohnsonTV@Corning.com
Summary• California LD criteria emission regs are tightening. C

round in all sectors.

• CO2 regs are present in both LD and HD markets. T

beginning. 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+S

new ways to run an LNT

• DPFs evolving

– Low thermal mass, membrane effects, fundamen

• DOC Pd:Pt ratios allow optimization• Gasoline emission control is amazing

– Zone coating– Lower PGM with better performance– Need low-sulfur fuel– GPFs give ultra-clean exhaust
Regulations
CARB-Proposing LEVIII Standards for SULEV Fleet Average NMOG+NOx. 

Proposed fleet average NMOG+NOx standards.

•PM reduced 40% to 6 mg/mi, then phase-in to 3 mg/mi starthen to 1 mg/mi phase-in starting 2025, subject to 2020 revistandard being considered for 2025. •Composite SFTP option using FTP, SC03 and US06 cycles

values at full phase in .•Will be proposed as part of CO

2 regulation in a month or tw

•EPA to follow CARB with a Tier 3 LD regulation.
Current Gasoline emissions limits require simWe could see another round of tightening around the wimplemented.

• Durab

– C– E– Ja– K– U

– L

0

10203040506070

China 5 Euro 6 Japan Korea,

2015

US LEVIII,

prop

Emission Limits, mg/km

No adjustments for test cycle differences. Japan has a HC limit of 50 mg/km (33% CH4 adjustment here)

NMHC

NOx
CARB shows some ZEV targets for 20Production 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 l

CARB, July 2011 Workshop
Criteria toxic emissions issues in Europ

Gasoline P

develop

• European 

Associatiolimit of 60 

mg/km PM 

• Commissi

options foX1011/km 

1011/km in 

In-use emiss

• JRC is te• Two optio

random tePEMS (pmeasurem

• Decision 

approach 

Euro 7 is exp

no formaCommiss

New test cycles being developed. WLTPFour cycles to mix-and-match: LS (0-60 kph, incl CS), 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 CO2

Figure from FEV, ICE2011, Capri
Normalized CO2 regulations are shown. Most regulated countries are trending to <100 g/km in 2020+reductions relative to “unregulated period” signals paradigm 

US

Canada

Korea

China

Europe

Japan

1.3-1.5% per yr 

reductions

TheICCT.org, 9/2011
Incremental costs go up as higher fuel efficienGrid CO

2 accounting and incentive factors can have a big inf

cost for CO

2 compliance.

FE data from SwRI Powertrain Consulting Service 8/10

PHEV20 

(WTW CO2 basis)

PHEV: $240/% going from 2016 gasoline baseline

2016 requincl wt red

2020 requ 2015-20: $70-

$120/percent

2011-15: $25 / percent

~$230/percent
Urban HD NOx is emerging as a key isCan’t inject urea at T<180C. Regs do not cover.

NTE dopower, urban d
Other HD regulatory developments on pollutants• The Euro VI comitology finished.

– PN method quite tight if preconditioning 

• Japan is considering the next round of tight

– Need to complete its FC regulation in 20

– Looking at Euro VI harmonization

• China scheduled to introduce Euro IV in Ja

– Euro V being considered for 2015-16

• India is implementing Euro IV – few engines 

registration outside of controlled cities
HD engine CO2 regulation calls for 3% reduct

and 2017 for line haul (SET). 

3-5% reductions for vocational (FTP) in 2014; 2-4% in 

General: Proposed engine CO2 standards 

relative to the 2010 industry average. HHD: 3% drop in 2014 then additional 3% in 2017. MHD and LHD: 5% drop 2014, then additional 4% in 2017.

N2O: 0.10 g/bhp-hr on 

FTP; 6% of carbon footprint; CH4: 0.10 g/bhp-hr; 

Total Line HVocatSmall 
Engines and approaches
ICE trends show gasoline and diesel strategie

http://www.greencarcongress.com/2011/08/skyactiv-2
Boosted GDI BMEP is moving towards RON fuel is potential challenge.

Low speed torque is improving. Affects gearing. Std today with 1-stage boost is 21-23 bar. VCR allows higher load (43 bar), but 30-35 bar is opt.

Low RON fuel r

enrichment at Hfuel is challenge

AVL, CTI Conf 5/11
PN emissions from a GDI can come frosources. 

Six different GDIs have six different causes of PN.

AVL, CTI Conf 5/11
Toyota shows lean+EGR gasoline eng

2020. Long stroke, low surface/volume

Next generation Prius engine concepts. Later Prius 

Toyota, SAE High Eff. ICE Symp, 4/11
New concept 2-stroke opposed-piston diesel engine is Enablers: New FIE, better cooling, and enhanced scav

-15% BSFC, -10% cost, -30% weight; 2X NOx and oil consumption

Fuel injection, 

compression ignition

exhaust air

OPPOSED PISTON 2-STROKE PRINCIPLE

Near the bottom of the expansion stroke, exhaust exits and air enters. Decreased heat losses due to: Much higher vol:area ratio, and eliminates cyl head heat losses. 

No valve mechanisms. Lower BMEP (lower PCP) and higher power density for downsizing.

Start of expansion strokeEnd of expansion stroke Brake-specific fuel co

measured on a single engine, but modeled tcomparison to a state

The engine is expected to be about 10% cheaper than a conventional MDD engine; 40% fewer parts, 30% lighter.

Achates, SAE 2011-01-2221.
Critical assessment of emerging LD ICE techprovided. Boost is very important consideration. Emerging 

interesting, but have trade-offs. HEDGE and diesel are most
As the spread between urea and fuel inengine strategies will move to higher N

Economics will help 

On a mass basis, 2.5 to technology. Diesel f

 5 g/kW-hr NOx is the optimum calibration. Note the significant slope of 

the BSFC vs. NOx curve at higher NOx levels. DEF consumption 1.1% DEF per g/kW-hr NOx

SwRI, Emissions 2011, 6/11
Other opportunities in HD engine optimizationconsumption reductions• Incremental improvements: more turbochar

flexible FIE, VVT, downsizing, controls – 5 t

savings

• Waste heat recovery – 6 to 9% fuel savings

• Hybridization – 15 to 30% savings

• New combustion strategies – PPC, RCCI
Synergistic combustion of NG and gasoMPI natural gas, DI gasoline, 1.6 liter. 40% gasoline: B

13%, emissions -50 to -65%. 36.5% BTE

BSFC and emissions comparisons at 2000 rpm, full load for 40% gasoline – 60% methane mix.

Gasoline-equivalecombustion at full 

IFP/PSA, SAE 2011-01-1995
Diesel-NG combustion also shows some syneunaffected in preliminary work, NOx can drop shows promise for more synergy.

E85 (and perhaps NG) has the highest ITE (58%) and lowest NOx of the dual fuels reported for RCCI.

Univ WI SAE 2011-01-0363 and 2011-01-0361 

BTE is constant with NG usaefficiency decreases with NG volume will likely bring CNG 

AVL, SAE 20
It takes about 15-20 years for automotive techfrom first introduction to 80% market penetrat
deNOx
Solid Ammonia Facilitates Low Temperat

• Several systems being evaluated as alternatives 

• Both offer higher ammonia concentrations• Absence of hydrolysis enables lower temperatur

NH3 density weight/ reductant volume [kg NH3/L

F
New Packaging Designs Reduce Cold-Sta

Reference: SAE 2011-01-1318

DOC

SCR

DPF

3 in 
Gaseous NH3 injection allows in better 

reduced low-temperature NOx emissio

Injecting NH3 at 120 vs. 2time by 45% and cuts cold 

Honda, CTI, 7/11
New SCR catalyst combines attributes and Fe-zeolites

“FFA-1” combines advantages of Cu- and Fe-Z 

with good LT and HT aged performance. LT light-off performance governed by NO-NO2 act energy

Ford, CTI, 7/11 Other multi-metal formu

CuSc2 and CuFeLa shoAging issues.

ORNL, SAE 20
New information is shown for DPF+SCNH3 storage slightly impacted by soot, big impact at LTneeds adjustment. Soot mass limit depends on substra

Aged NH3 storage capacity at 200C drops 14% with soot (2.5 g/l). No impact at higher test temperatures. 

Run 1 with soot. Run 2 without soot. Soot effects LT deNOx performance, mostly due to NH3 storage. 1 g/liter has impact at T<300C.

System volume reductions:44% for LD, 51% for HD

GM, SAE 2011-01-1140
Alternating slices of LNT+SCR enhance systeat reduced PGM. Better axial distribution of NO, NH3, a

performance.

The LNT+SCR systems have the betwith lower N2O emissions as the LN

Ford, SAE 2011-01-0305
Toyota introduces a new DeNOx systeLNT run with rapid, lean AFR pulses to significantly ex

Toyota, SAE 2011-01-20

70% deNOx on high-speed drive cycle, vs. 20% for traditional LNT operation
PM
More HD DPF passive regeneration means lomass DPFs. -40% 

∆P, faster heat-up, better regeneratio

∆P –40%, bare=coated

2010 coated2007 coatedTWF coated or bare

New cordierite thinwall filter (TWF) has 40% lower 

back pressure, very little depth filtration, and little coating back pressure impact.

Low thermal mass of 

TWF allows more 

earlier urea injection in 

the first 400s of the 

FTP. 50% of time at 

T>180C vs. 40% for 

2010 filter. -15% NOx 

on cold FTP.

Improve

regenerat

to high

temperat

le

abs

Active regeneration max. temperature similar to 2010 product up to ~4 g/liter soot.

Corning, SAE 2011-01-08
Ash membrane related filtration efficiency depdensity, pore character, and regeneration stra

Continuous up an ash mperiodic rege

With low-porosity medium diameter pores, efficiency.efficiency independent of cell density (top). With high-porosity and larger pores, 300-csi has higher efficiency, perhaps due to thinner, more evenly distributed ash.

NGK, E
Fundamentals on effect of exhaust flow rate aare described. Results will be useful in improving so

Similar curves: Most of the wall permeability impacts are due to substrate. Normalized wall permeability starts out similarly for high face velocity, indep of PN in exhaust (red and blue), 

but later low PN has higher permeability due to less PN going into wall and thinner cake. Low flow, high PN allows low cake density (higher end permeability), but thicker cake.

High nucl mode penearly – fast drop in permeability. 

Univ of WI, SAE 
DOC
Effect of Pd substitution on DOC performance HC light-off improved, NO

2 decreases, durability increases. 

Severe aging

Mild aging

Severe aging

Mild aging

HC light-off and durability is favorably impacted by small to moderate 

substitution of Pd for Pt. NO oxidation is strongly dependent on Pt 

content. 1.8 g/liter catalyst, C3H6:C3H8=260:90, 30,000/hr

High concentrations temperatures. Heavy impact on NO2, exce

CO promotes HC oxidation at 300C. No impact on NO oxidation.

GM, SAE 2011-01-1134.
Gasoline
Benefits of filters being demonstrated on G

NGK, SAE 2011-01-0814

• GDI engines exhibi

under high speeds a• Wall-flow filters offe

PM number and masdiesel engines 

Engine TWC GPF

Engine

GPF

with

TWC
TWC system architectures being optimized fo4-cylinder application with secondary air. Much reduce

Umicore 

Production UBC put within CCC can in new design. SVR=1 for all CCC design. In CCC, NMHC+NOx was 25% lower with a PZEV calibration.

All catalyst designs wthe FTP, and all were including the cheapes

• 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 50 mg/mi for these catalyst designs.

FTP 

SULEV30 PGM could cost +15% vs. ULEV70, but could be 2X in size. Umicore, CTI 5/2011
Gasoline catalysts show multiple zone coatingstabilization methods. Pd in front, Rh behind, different OSC in front and back.

Catalyst w/ -45% 

Rh has -20% 

emissions 

OSC is zoned to give optimum performance in front and back.

Rh is zoned in the back to protect again phosphorous

Pd is zoned in the front to give fast HC light-off

Other: Rh is better-disp

prevent ZrO

2 Toyota, SAE 2011-01-0296 sintering; 
30 ppm sulfur adversely affects TWC formulapartially recoups performance; 3 ppm sulfur lo

Sulfur builds up on TWC, results in increased NOx emissions partially cleans catalyst (2nd panel). 3 ppm sulfur does not havpanel), and has lower emissions all around.

Umicore, SAE 2011-01-0300
Summary• California LD criteria emission regs are tightening. C

round in all sectors.

• CO2 regs are present in both LD and HD markets. T

beginning. 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+S

new ways to run an LNT

• DPFs evolving

– Low thermal mass, membrane effects, fundamen

• DOC Pd:Pt ratios allow optimization

• Gasoline emission control is amazing

– Zone coating– Lower PGM with better performance

– Need low-sulfur fuel– GPFs give ultra-clean exhaust Johns
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