SAE 2014 Light Duty Emissions Control Symposium

Technical Session Schedule

Wednesday, December 10

CO and HC Control
(Session Code: LDD400)

Room Salon ABCD  9:00 a.m.

Moderators - Rahul Mital, General Motors Co.

Time Paper No. Title
9:00 a.m. ORAL ONLY
William Charmley, US Environmental Protection Agency
9:30 a.m. ORAL ONLY
Development of Durable Pd-based Catalyst System for Lean-CNG Application
Pd based catalysts has not been considered sufficient for converting methane to carbon dioxide for lean-CNG applications mainly in terms of durability, which finally impact the performance on long period. In the present investigation, we were addressed the substantial improvement of Pd-based catalyst with respect to its durability and initial activity. To obtain this, primarily the improvement was mainly achieved based on the new insight on the deactivation routes of Pd-based catalysts under normal operating condition of lean-CNG engines using various physicochemical tools. In addition, optimal engine control logic was carried in second stage of catalysts development by keeping the catalyst more durable. The system, comprised of improved Pd-based catalyst and engine control logic, has demonstrated the capability of complying EURO-6 regulations.
Eunseok Kim, Joonwoo Kim, Hyun Sik Han, Heesung Catalysts
9:55 a.m. ORAL ONLY
Addressing Low Temperature Oxidation Needs for Advanced Combustion
The automotive industry is facing a combination of challenges over the next decade. Fuel economy regulations are increasing for light-duty vehicles, and U.S. EPA Tier 3 emissions standards are requiring lower tailpipe emissions. Advanced combustion techniques are being pursued to enable improved fuel economy, and lower NOx and PM emissions can be obtained by the more homogeneous combustion from these techniques. However, CO and HC emissions are often higher from advanced combustion engines, and the higher efficiency of these engines results in lower exhaust temperatures. The combination of higher CO and HC emissions with lower exhaust temperatures challenges conventional oxidation catalysts. Thus, new catalyst technologies are being pursued to lower light-off temperatures to enable emissions compliance. Research on novel catalyst formulations for control of CO and HC emissions will be presented.
James E. Parks, Oak Ridge National Laboratory
10:20 a.m. ORAL ONLY
Diesel Oxidation Catalyst Design – Measuring and Using Reaction Gradients
Temperature and gas and surface concentration gradients exist in catalytic reactors, yet often the composition of the catalyst in the reactor is itself homogeneous. Taking advantage of the existing and evolving reaction gradients, by using tailored gradients in active site distributions, can be used to improve catalyst performance and durability. For example, previous research has shown that “front-loading” catalysts can reduce the light off temperature for CO oxidation. In this study, a combination of experimental and modeling results will be presented that indeed demonstrate that there are benefits to designing oxidation catalysts with a non-uniform distribution in active sites, and these benefits become more significant the more the catalyst is “challenged”. Such results could prove particularly important for future low-temperature combustion technologies, which appear to not only result in lower temperature exhaust, but the exhaust also contains higher levels of CO and hydrocarbons.
William S. Epling, Univ. of Houston
10:45 a.m. ORAL ONLY
TWC System Development for LEVIII
Upcoming tighter LEVIII emission regulations, especially SULEV-20 and SULEV-30 standards, are placing a greater burden on OEM’s to reduce PGM consumption since 84% of passenger cars must comply with LEVIII by 2022. Over the last few years, BASF has developed an innovated approach for multi-catalyst systems to allow OEMs to successfully meet their goals. The material discusses this approach. Beginning with an analysis of the vehicle’s ECU properties followed by an analysis of ECU-catalyst and front and rear catalysts synergies, as well as PGM loading and cell density effects. Once best performing catalyst technologies are identified, a PGM optimization is conducted to provide the most cost effective catalyst system to OEMs. Past programs have resulted in a 20-40% PGM reduction.
Dinh Dang, BASF Corp.
11:40 a.m. Panel
Panel Discussion