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Heavy Duty Vehicle (HDV) Diesel emission regulations are set to be tightened in the future. The introduction of PN PEMS testing for Euro VI-e, and the expected tightening of PM/NOx targets set to be introduced by CARB in the US beyond 2024 are expected to create challenging tailpipe PN conditions for OEMs. Additionally, warranty and the useful life period will be extended from current levels. Improved fuel efficiency (reduction of CO2) also remains an important performance criteria. Furthermore, future non-road diesel emission regulations may follow tighten HDV diesel emission regulations contents, and non-road cycles evaluation needs to be considered as well for future. In response to the above tightened regulation, for Diesel Particulate Filter (DPF) technologies will require higher PN filtration performance, lower pressure drop, higher ash capacity and better pressure drop hysteresis for improved soot detectability.

Diesel engines are widely used to reduce CO2 emission due to its higher thermal efficiency over gasoline engines. Considering long term CO2 targets, as well as tighter gas emission, especially NOx, diesel engines must become cleaner and more efficient. However, there is a tradeoff between CO2 and NOx and, naturally, engine developers choose lower CO2 because NOx can be reduced by a catalytic converter, such as a SCR catalyst. Lower CO2 engine calibration, unfortunately, leads to lower exhaust gas temperatures, which delays the activation of the catalytic converter. In order to overcome both problems, higher engine out NOx emission and lower exhaust gas temperatures, close-coupled a diesel particulate filter (DPF) system with integration of SCR catalyst technology is preferred. For SCR catalyst activity, it is known that the catalyst loading amount has an influence on NOx performance, so a high SCR catalyst loading will be required.

Since the implementation of Euro 6 in September 2014, diesel engines are facing another drastic reduction of NOx emission limits from 180 to only 80 mg/km during NEDC and real driving emissions (RDE) are going to be monitored until limit values are enforced from September 2017. Considering also long term CO2 targets of 95 g/km beyond 2020, diesel engines must become cleaner and more efficient. However, there is a tradeoff between NOx and CO2 and, naturally, engine developers choose lower CO2 because NOx can be reduced by additional devices such as EGR or a catalytic converter. Lower CO2 engine calibration, unfortunately, leads to lower exhaust gas temperatures, which delays the activation of the catalytic converter. In order to overcome both problems, higher NOx engine out emission and lower exhaust gas temperatures, new aftertreatment systems will incorporate close-coupled DeNOx systems.

The presentation describes technology developments and the integration of these technologies into new emission control systems. As in other years, the reader will find a wide range of topics from various parts of the world. This is reflective of the worldwide scope and effort to reduce diesel exhaust emissions. Topics include the integration of various diesel particulate matter (PM) and Nitrogen Oxide (NOx) technologies as well as sensors and other emissions related developments. Presenter Atsuo Kondo, NGK Insulators, Ltd.

The reduction of greenhouse gas is becoming increasingly important for humankind, and vehicles with low CO₂ emissions have a part to play in any reduction initiatives. Diesel engines emit 30% less CO₂ than gasoline engines, so diesel engines will make an important contribution to the overall decrease. Unfortunately diesel exhaust gas contains particulate matter (PM) which may cause health problems, and such PM emissions are regulated by law. In order to reduce PM, especially soot, diesel particulate filters (DPFs) are widely fitted to diesel vehicles. A DPF can remove more than 99% by weight of soot from exhaust gas under normal operating conditions, and they are one of the most important methods to achieve any regulation targets. But if the system malfunctions, the PM emissions may exceed the regulation limit. To detect such PM leakage, on-board diagnostics (OBD) are required.

As emissions regulations are becoming more stringent, various efforts to improve emission performance have been carried out in different areas including the honeycomb structure of catalytic converters. This report describes the development of a simulation tool to predict emission performance and simulation results for different cell structures. The simulation model was developed based on global kinetic chemical reaction model [1]. Having tuned the reaction parameters through a light-off test and estimated oxygen storage capacity through an oxygen storage test, we ultimately tuned the model in a vehicle test (with Bags 1 and 2, FTP 75). As a result, the simulated cumulative tailpipe emissions are within ±25 percent of the test results. Parameter analyses indicate that the amount of emissions decreased as the density of cells increased and that the amount of emissions also decreased the thinner the wall thicknesses were.

The future emission limits for gasoline fuelled passenger cars require more and more efficient exhaust gas aftertreatment devices - the catalytic converter being one essential part of the complex system design. The present paper summarizes the results of several basic research programs putting major emphasis on the application of highly sophisticated three-way catalyst technologies being taylored for the utilization on ultra thin-wall ceramic substrates. In the first part of the investigation the following effects were examined in detail: Different washcoat loadings at constant PGM-loadings Different volumes of catalysts for constant amounts of PGM and washcoat Similar washcoat technologies at different ratios of WC-loading to precious metal concentration in the washcoat.

NOx adsorber has already been used for the after-treatment system of series production vehicle installed with a lean burn or direct injection engine [1,2,3]. In order to improve NOx adsorbability at high temperatures, many researchers have recently been trying an addition of potassium (K) as well as other conventional NOx adsorbents. Potassium, however, reacts easily with the cordierite honeycomb substrate at high temperatures, and not only causes a loss in NOx adsorbability but also damages the substrate. Three new technologies have been proposed in consideration of the above circumstances. First, a new concept of K-capture is applied in washcoat design, mixed with zeolite, to improve thermal stability of K and to keep high NOx conversion efficiency, under high temperatures, of NOx adsorber catalyst. Second, another new technology, pre-coating silica over the boundary of a substrate and washcoat, is proposed to prevent the reaction between potassium and cordierite.

This paper describes improvements achieved with regard to the long term stability and the system integrability of a previously described thick film NOx sensor for gasoline lean burn and diesel applications. (1, 2, 3) Durability test up to 1000 hours consisting of a temperature cycle have been carried out by a stoichiometric operating gasoline engine test bench. The NOx sensor demonstrates the NOx output shift in terms of the NOx sensitivity less than 5 % on a model gas apparatus and ± 7 % measuring accuracy in practical operating condition on a diesel engine after 1000 hours that is equivalent to approximately 60K miles driving. The integration of the control electronics for the sensor in its connector is achieved for the sensitive measuring current in the μA-range or less on vehicle applications. The developed electronics functions closed-loop controls for a tip temperature and oxygen pumps as well as a diagnosis of sensor malfunctions.

This paper describes the design concept and evaluation test results of a multi-layered, thick film zirconia NOx sensor which can be used for lean-burn engine management. The oxygen concentration in the measuring gas is lowered to a predetermined level with an oxygen pumping cell, in the first stage. In the second stage, another pumping cell further lowers the oxygen concentration which results in simultaneous NOx decomposition. The second stage pumping current is proportional to the NOx concentration in the measuring gas.

Since the monolithic ceramic substrate was introduced for automotive catalytic converters, the reduction of the substrate wall thickness has been a continuing requirement to reduce pressure drop and improve catalytic performance. The thin wall substrate of 0.10 mm (4 mil) thick wall/400 cpsi cell density has been introduced to production by achieving mechanical strength equivalent to a conventional 0.15 mm (6 mil)/400 cpsi substrate. Although a round cross-section substrate can have a reduced catalyst volume compared to an oval cross-section substrate because of uniform gas flow distribution, the smaller cross-section of the round substrate increases pressure drop. The thin wall technology was applied to the round substrate to offset the pressure drop increase and to further improve catalytic performance.

This paper proposes a high temperature catalytic converter design using a ceramic substrate and intumescent matting. It also describes the improvement of converter performance using an advanced thin wall ceramic substrate. Due to future tightening of emission regulations and improvement of fuel economy, higher exhaust gas temperatures are suggested. Therefore, reduction of thermal reliability of an intumescent mat will be a concern because the catalytic converter will be exposed to high temperatures. For this reason, a new design converter has been developed using a dual cone structure for both the inlet and outlet cones. This minimizes heat conduction through the cone and decreases the temperature affecting the mat area. This design converter, without the use of a heat-shield, reduces the converter surface temperature to 441°C despite a catalyst bed temperature of 1050°C. The long term durability of the converter is demonstrated by the hot vibration test.

A new type of catalytic converter has been developed for the coming TLEV (Transitional Low Emission Vehicle) standards. It is a “Front Curve Catalytic Converter (FCCC)” using a curved cordierite ceramic honeycomb substrate. During this development, an optimum location and volume of the front curve catalytic converter were determined from the view points of thermal deterioration of the catalyst and hydrocarbon conversion performance. Based on CAE (Computer Aided Engineering) analysis, the best curvature radius of the substrate was selected to minimize a pressure drop of the front curve catalytic converter. The emission conversion and light-off performances of the front curve catalytic converter were compared with a conventional straight design. A series of durability tests; hot vibration, engine dynamometer and vehicle fleet tests were also conducted to confirm the reliability of the new front curve catalytic converter.

This paper describes the design and operation of multi-layered zirconia oxygen sensor for variable air-fuel ratio controlled engine. A compact and rigid sensor chip consisting of two electrochemical cells; pumping cell and sensing cell, and heater has been developed utilizing laminating and co-firing technology. Air-fuel ratio 10 to 25 can be covered by changing the polarity of pumping current. Effect of exhaust gas temperature on air-fuel ratio output signal is small enough to eliminate temperature compensation. No significant deterioration is observed after 50,000 equivalent miles of engine dynamometer testing.