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Selective Catalytic Reduction (SCR) catalysts have been designed to reduce NOx with the assistance of an ammonia-based reductant. Diesel Particulate Filters (DPF) have been designed to trap and eventually oxidize particulate matter (PM). Combining the SCR function within the wall of a high porosity particulate filter substrate has the potential to reduce the overall complexity of the aftertreatment system while maintaining the required NOx and PM performance. The concept, termed Selective Catalytic Reduction Filter (SCRF) was studied using a synthetic gas bench to determine the NOx conversion robustness from soot, coke, and hydrocarbon deposition. Soot deposition, coke derived from propylene exposure, and coke derived from diesel fuel exposure negatively affected the NOx conversion. The type of soot and/or coke responsible for the inhibited NOx conversion did not contribute to the SCRF backpressure.

A 2005 prototype diesel aftertreatment system consisting of diesel oxidation catalysts (DOC), Cu/zeolite Selective Catalytic Reduction (SCR) catalyst, and Catalyzed Diesel Particulate Filter (CDPF) was aged to an equivalent of 120k mi on an engine dynamometer using an aging cycle that incorporated both city and highway driving modes. The program demonstrated durable reduction in particulate matter (PM) and nitrogen oxides (NOx) emissions to federal Tier 2 levels on a 6000 lbs light-duty truck application. Very low sulfur diesel fuel (∼15 ppm) enabled lower PM emissions, reduced the fuel penalty associated with the emission control system, and improved long-term system durability. A total of 643 filter regenerations occurred during the aging that raised the entire catalyst system to high temperatures on a regular basis. After testing the aged system on a 6000 lbs light-duty diesel truck, a post mortem analysis was completed on core samples taken from the DOC, SCR catalyst, and filter.

In this study an attempt to understand and demonstrate the effects of various washcoat technologies under active and passive regeneration conditions was performed. Six different formulations, on 1.0" D. x 3.0" L. SiC wall flow filters at the laboratory level were used at various test conditions, including variable NO₂/NO ratios and O₂ concentrations. Samples were regenerated using active and passive conditions to evaluate regeneration rates and the potential impact of regeneration at the vehicle level. Results were applied to vehicle operating conditions to determine passive functionality and potential benefits. Active regenerations at 2% O₂ and 5% O₂ showed no significant difference in time to complete regeneration and soot burn rates. Active regenerations performed at 1% O₂ and 5% O₂ concentration showed that the regeneration temperature was shifted by approximately 50°C.

The purpose of this work was to examine gasoline particle filters (GPFs) at high mileages. Soot levels for gasoline direct injection (GDI) engines are much lower than diesel engines; however, noncombustible material (ash) can cause increased backpressure, reduced power, and lower fuel economy. In this study, a post mortem was completed of two GPFs, one at 130,000 mi and the other at 150,000 mi, from two production 3.5L turbocharged GDI vehicles. The GPFs were ceramic wall-flow filters containing three-way catalytic washcoat and located downstream of conventional three-way catalysts. The oil consumption was measured to be approaching 23,000 mpqt for one vehicle and 30,000 mpqt for the other. The ash contained Ca, P, Zn, S, Fe, and catalytic washcoat. Approximately 50 wt% of the collected ash was non-lubricant derived. The filter capture efficiency of lubricant-derived ash was about 50% and the non-lubricant metal (mostly Fe) deposition rate was 0.9 to 1.2 g per 10,000 mi.

Diesel vehicle applications are being tasked with increasingly stringent particulate emissions regulations. These regulations will require the use of Diesel Particulate Filters (DPFs). Prior to on-vehicle studies, DPF qualification studies are performed in laboratory bench reactors. In order to provide representative performance data, these studies require the testing of samples loaded with carbonaceous soot particles. A new soot generator, utilizing a pressure controlled propane flame, has been designed and built for this purpose. Soot production rates are on the order of approximately 8 mg/min at a concentration of 180 mg/m3. This allows 8 inch long cores to be loaded in 1 hour to soot concentrations encountered in typical vehicle operation. The soot generator allows for the selection of two distinct size distributions similar to typical diesel exhaust: a 57 nm peak and a 76 nm peak.

Experiments were conducted to determine the effect of accelerated aging on LNT-SCR system performance. The systems were aged and evaluated on an engine dynamometer using a DW12 2.2L I4 Diesel. The aging consisted of three modes, including sulfur exposure, desulfation (deSOx), and DPF regeneration conditions. Two systems were aged using different desulfation protocols and then evaluated over steady-state cycling conditions. The sulfur release characteristics were measured. Overall system gross NOx conversion was robust to the aging protocol; however, there were significant differences in the individual component performance depending on the nature of the aging conditions. LNT NOx conversion was significantly lower for the case where maximum temperatures reached only 730°C, as opposed to the more severe aging where temperatures reached 800°C.

An investigation into the post-LNT NH3 generation and NOx slip over an LNT was completed for the purposes of determining the proper calibration for NOx reduction over a downstream SCR. Experiments were conducted in an engine dynamometer on the DW12 2.2L diesel engine that was calibrated for rich operation. The catalyst system was evaluated at 325°C for three different engine speed/load points. Engine speeds of 1750, 2000, and 2500 rpm were chosen, resulting in a LNT space velocities of 35,000 - 68,000 hr-1. Increased lean times were tested, which resulted in NOx loadings on the LNT that ranged from 0.10 - 0.50 grams NOx/L catalyst. In addition, varied degrees of richness were tested, corresponding to lambda sensor readings of 0.90, 0.92, and 0.94. LNT performance was evaluated based on it's ability to provide a stoichiometric ratio of reactants to the SCR for NOx conversion. Gross and net NOx conversion was evaluated for a LNT-SCR system.

High gas prices combined with demand for improved fuel economy have prompted increased interest in diesel engine applications for both light-duty and heavy-duty vehicles. The development of aftertreatment systems for these vehicles requires significant investments of capital and time. A reliable and robust qualification testing procedure will allow for more rapid development with lower associated costs. Qualification testing for DPFs has its basis in methods similar to DOCs but also incorporates a PM loading method and regeneration testing of loaded samples. This paper examines the effects of accelerated loading using a PM generator and compares PM generator loaded DPFs to engine dynamometer loaded samples. DPFs were evaluated based on pressure drop and regeneration performance for samples loaded slowly and for samples loaded under accelerated conditions. A regeneration reactor was designed and built to help evaluate the DPFs loaded using the PM generator and an engine dynamometer.

A laboratory flow reactor study was utilized to determine the durability impact of alkali metal (Na and K) exposure on three Pt/Pd-based diesel oxidation catalysts (DOC), two vanadium-based selective catalytic reduction (SCR) catalysts, and two Cu/zeolite-based SCR catalysts. All catalyst samples were contaminated by direct deposition of Na or K by an incipient wetness technique. The activity impact on the contaminated DOCs was accomplished by evaluating for changes in CO and HC light-off. The activity impact on the contaminated SCR catalysts was accomplished by evaluating for changes in the Standard SCR Reaction, the Fast SCR Reaction, the Ammonia Oxidation Reaction, and the Ammonia Storage Capacity. Contamination levels of 3.0 wt% Na was found to have a higher negative impact on Pt-based and zeolite containing DOCs for T-50 CO and HC light-off.

An advanced diesel aftertreatment system utilizing Selective Catalytic Reduction (SCR) with urea for lean nitrogen oxides (NOx) control was tested on a 2.7L V6 Land Rover vehicle to demonstrate the capability of achieving Tier 2 Bin 5 and lower emission standards for light-duty trucks. SCR washcoat was applied to a diesel particulate filter (DPF) to perform NOx and particulate reduction simultaneously. Advanced SCR systems employed both traditional SCR catalysts and SCR-coated filters (SCRF) to improve the NOx reduction efficiency. The engine-out NOx level was adjusted by modifying the EGR (Exhaust Gas Recirculation) calibration. Cold start NOx performance was improved by SCR warm-up strategy and urea over injection. This study showed the advanced SCR system could tolerate higher NH₃ storage in the SCR catalyst, resulting in overall higher NOx conversion on the FTP-75 test cycle.

Lean NOx traps are being extensively examined (Ref. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11 and 12) because they can be efficiently used to reduce the NOx emissions from port fuel injected and direct fuel injected spark ignited gasoline engines. A lean NOx trap (LNT) stores NOx during lean A/F engine operation. However, its storage capacity is limited and the LNT must be regenerated periodically by subjecting the LNT to momentary rich A/F operation for several seconds. The regeneration process releases the NOx that is chemically bonded to the washcoat and subsequently reduces it to N2 and O2. Fuel that contains a non-zero amount of sulfur will contaminate an LNT by significantly reducing its NOx storage capacity. Therefore, except for the case of a zero level of sulfur in the fuel, the LNT must be desulfated on a periodic basis. The desulfation process requires that the temperature of the LNT be raised to a temperature of about 650°C for several minutes.

This paper describes the pressure loss characteristics of a variety of substrates (with and without washcoat) that have different cell densities, lengths, and diameters. Both experimental and analytical approaches were used to determine pressure loss characteristics. Engine dynamometer testing was conducted as an experimental approach to measure pressure losses at several different speed and load points. A simple, but comprehensive, analytical model was also developed to estimate pressure loss and equivalent power loss in an exhaust system. The model provides for losses due to the substrate resistance and the inlet/outlet headers. The experimental approach demonstrated that the model was an effective tool to provide assistance during the screening of exhaust system design alternatives.

U.S. federal vehicle emission standards effective in 2007 require tight control of NOx and hydrocarbon emissions. For light-duty vehicles, the current standard of Tier 2 Bin 5 is about 0.07 g/mi NOx and 0.09 g/mi NMOG (non-methane organic gases) at 120,000 mi. However, the proposed future standard is 0.03 g/mi for NMOG + NOx (~SULEV30) at 150,000 mi. There is a significant improvement needed in catalyst system efficiencies for diesel vehicles to achieve the future standard, mainly during cold start. In this study, a less than 6000 lbs diesel truck equipped with an advanced urea Selective Catalytic Reduction (SCR) system was used to pursue lower tailpipe emissions with an emphasis on vehicle calibration and catalyst package. The calibration was tuned by optimizing exhaust gas recirculation (EGR) fuel injection and cold start strategy to generate desirable engine-out emissions balanced with reasonable temperatures.

Alkali and alkaline earth metal impurities found in diesel fuels are potential poisons for diesel exhaust catalysts. Using an accelerated aging procedure, a set of production exhaust systems from a 2011 Ford F250 equipped with a 6.7L diesel engine have been aged to an equivalent of 150,000 miles of thermal aging and metal exposure. These exhaust systems included a diesel oxidation catalyst (DOC), selective catalytic reduction (SCR) catalyst, and diesel particulate filter (DPF). Four separate exhaust systems were aged, each with a different fuel: ULSD containing no measureable metals, B20 containing sodium, B20 containing potassium and B20 containing calcium. Metals levels were selected to simulate the maximum allowable levels in B100 according to the ASTM D6751 standard. Analysis of the aged catalysts included Federal Test Procedure emissions testing with the systems installed on a Ford F250 pickup, bench flow reactor testing of catalyst cores, and electron probe microanalysis (EPMA).

A novel method of desulfating lean NOx traps has been developed. Rapid, large amplitude modulation of the air to fuel ratio creates an exotherm of approximately 300°C in the LNT. AFR modulation results in oxidant and reductant breakthough in a three-way catalyst mounted upstream of the LNT. During lean modulation, oxygen is stored in the LNT. During rich modulation, the reductant reacts catalytically with the stored oxygen in the LNT, generating a substantial exotherm. Rich and lean AFR events are selected commensurate with the number of cylinders in the engine, resulting in each cylinder having exactly the same AFR history. This permits a deterministic programming of spark advance and precise coordination of spark advance with the transient fueling effect. The spark advance is retarded for the rich events and increases stepwise for groups of lean events. This strategy results in minimal disturbances in the engine imep.

Diesel aftertreatment systems configured with a diesel oxidation catalyst (DOC) upstream of an urea selective catalytic reduction (SCR) catalyst run the risk of precious metal contamination. During active diesel particulate filter (DPF) regeneration events, the DOC bed temperature can reach up to 850°C. Under these conditions, precious metal (especially Pt) can be volatized and then deposited on a downstream SCR catalyst. In this paper, the impact of ultra-low contamination of platinum group metals (PGM) on the SCR catalyst was studied. A method based on precious metal volatilization of a Pt-rich DOC at 850°C and under lean gas conditions was employed to contaminate downstream FeSCR and CuSCR formulations. The contamination resulted in poor NOx conversion (via NOx remake) and excessive N2O formation. The precious metal volatilization method was employed to screen various Pt/Pd based DOCs to avoid contamination of the downstream FeSCR.