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This summary covers representative developments from 2008 in diesel regulations, engine technology, and NOx, particulate matter (PM), and hydrocarbon (HC) control. Europe is finalizing the Euro VI heavy-duty (HD) regulations for 2013 with the intent of technologically harmonizing with the US. A new particle number standard will be adopted. California is considering tightening the light-duty fleet average to US Tier 2 Bin 2 levels, and CO2 mandates are emerging in Europe for LD, and in the US for all vehicles. LD engine technology is focused on downsizing to deliver lower CO2 emissions, enabled by advances in boost and EGR (exhaust gas recirculation). Emerging concepts are shown for attaining Bin 2 emission levels. HD engines will make deNOx systems optional for even the tightest NOx standards, but deNOx systems enable much lower fuel consumption levels and will likely be used. NOx control is centered on SCR (selective catalytic reduction) for diverse applications.

This summary covers the developments from 2007 in diesel regulations, engine technology, and NOx and PM control. Regulatory developments are now focused on Europe, where heavy-duty regulations have been proposed for 2013. The regulations are similar in technology needs to US2010. Also, the European Commission proposed the first CO2 emission limits of 130 g/km, which are nearly at parity to the Japanese fuel economy standards. Engines are making very impressive progress, with clean combustion strategies in active development mainly for US light-duty application. Heavy-duty research engines are more focused on traditional approaches, and will provide numerous engine/aftertreatment options for hitting the tight US 2010 regulations. NOx control is centered on SCR (selective catalytic reduction) for diverse applications. Focus is on cold operation and system optimization. LNT (lean NOx traps) durability is quantified, and performance enhanced with a sulfur trap.

Diesel particulate filters are expected to be used on most passenger car applications designed to meet coming European emission standards, EU5 and EU6. Similar expectations hold for systems designed to meet US Tier 2 Bin 5 standards. Among the various products oxide filter materials, such as cordierite and aluminum titanate, are gaining growing interest due to their unique properties. Besides the intrinsic robustness of the filter products a well designed operating strategy is required for the successful use of filters. The operating strategy is comprised of two elements: the soot estimation and the regeneration strategy. In this paper the second element is discussed in detail by means of theoretical considerations as well as dedicated engine bench experiments. The impact the key operating variables, soot load, exhaust mass flow, oxygen content and temperature, have on the conditions inside the filter are discussed.

Diesel particulate filters are becoming a standard for most light duty diesel applications designed for European EU5 and EU6 regulations. Oxide based filter materials are continuing to gain significant interest and have been in high volume serial application since 2005. Compared to carbide materials they show some unique properties. With respect to the design, the length of a filter is a key variable. Usually the prime design consideration is the desired filter volume. The diameter or frontal area is then usually defined by packaging constraints. Finally, the length is adapted. The paper provides experimental data on the impact this key design parameter has on the pressure drop and the thermal behavior under “worst case” regeneration conditions. A wide range of soot loads (from 4 g/dm3 to 9 g/dm3) as well as filter lengths from 6″ to 12″ is considered and evaluated under comparable experimental conditions.

This review paper summarizes major developments in vehicular emissions regulations and technologies (light-duty, heavy-duty, gasoline, diesel) in 2012. First, the paper covers the key regulatory developments in the field, including finalized criteria pollutant tightening in California; and in Europe, the development of real-world driving emissions (RDE) standards. The US finalized LD (light-duty) greenhouse gas (GHG) regulation for 2017-25. The paper then gives a brief, high-level overview of key developments in LD and HD engine technology, covering both gasoline and diesel. Marked improvements in engine efficiency are summarized for gasoline and diesel engines to meet both the emerging NOx and GHG regulations. HD engines are just starting to demonstrate 50% brake thermal efficiency. NOx control technologies are then summarized, including SCR (selective catalytic reduction) with ammonia, and hydrocarbon-based approaches.

The effect of web thickness on emission performance, pressure drop, and mechanical properties was investigated for a series of catalyzed ceramic monolith substrates having cell densities of 900, 600 and 400 cpsi. As expected, thinner webs provide better catalyst light off performance and lower pressure drop, but mechanical strength generally decreases as web thickness is reduced. Good correlations were found between emission performance and geometric parameters based on bare and coated parts. An improved method for estimating the effects of cell density and web thickness on bare substrate strength is described, and the effect of porosity on material strength is also examined. New mechanical strength correlations for ceramic honeycombs are presented. The availability of a range of ceramic product geometries provides options for gasoline exhaust emission design and optimization, especially where increased levels of performance are desired.

The small-displacement direct-injection (DI) diesel engine is a prime candidate for future transportation needs because of its high thermal efficiency combined with near term production feasibility. Ford Motor Company and FEV Engine Technology, Inc. are working together with the US Department of Energy to develop a small displacement DI diesel engine that meets the key challenges of emissions, NVH, and power density. The targets for the engine are to meet ULEV emission standards while maintaining a best fuel consumption of 200g/kW-hr. The NVH performance goal is transparency with state-of-the-art, four-cylinder gasoline vehicles. Advanced features are required to meet the ambitious targets for this engine. Small-bore combustion systems enable the downsizing of the engine required for high fuel economy with the NVH advantages a four- cylinder has over a three-cylinder engine.

This summary covers the developments from 2006 in diesel regulations, engine combustion, and NOx and PM remediation. Regulatory developments are now focused on Europe, where light-duty Euro 5 and 6 regulations have been proposed for 2009 and 2014, respectively. The regulations are lass stringent than those in the US, but options exist for adopting European vehicles for the US market. Europe is just beginning to look at heavy-duty regulations for 2012 and beyond. Engines are making very impressive progress, with clean combustion strategies in active development mainly for US light-duty application. Heavy-duty research engines are more focused on traditional approaches, and will provide numerous engine/aftertreatment options for hitting the tight US 2010 regulations. NOx control is focusing on SCR (selective catalytic reduction) for diverse applications. Focus is on cold operation, durability, secondary emissions, and system optimization.

In this paper we present a comparison of two different approaches to model three-way catalyst. First, a numerical sample case simulating light-off is used to compare the 1D and the 2D models. The advantages of each code are discussed with respect to required input data, detail level of the output, comparability, and computation time. Thus, the 2D model reveals significant radial temperature gradients inside the monolith during light-off. In a second step, the 2D model is compared with experimental data. One set of data consists of an air/fuel ratio varying sweep at isothermal conditions. Another set was gained by emission measurements during a real driving MVEG tests with varying substrate cell density & inlet conditions. From these experiments the applicability of the model to numerical parameter studies is discussed.

The HSDI Diesel engine contributes substantially to the decrease of fleet fuel consumption thus to the reduction of CO2 emissions. This results in the rising market acceptance which is supported by desirable driving performance as well as greatly improved NVH behavior. In addition to the above mentioned requirements on driving performance, fuel economy and NVH behavior, continuously increasing demands on emissions performance have to be met. From today's view the Diesel particulate trap presents a safe technology to achieve the required reduction of the particle emission of more than 95%. However, according to today's knowledge a further, substantial NOx engine-out emission reduction for the Diesel engine is counteracts with the other goal of reduced fuel consumption. To comply with current and future emission standards, Diesel engines will require DeNOx technologies.

Engine downsizing is one of the most promising alternatives for improving fuel economy, while maintaining good emission and NVH behavior. However, the development of a small displacement HSDI Diesel engine with 4-valve technology represents a significant challenge, especially with regard to the design of the top end. This paper summarizes the technical challenges that were overcome to incorporate product requirements for combustion behavior, NVH-performance, and production feasibility during the top end design of the new Ford 1.2 Liter HEV engine. This engine is a state-of-the-art HSDI Diesel engine which features a high pressure common rail fuel injection system, 4-valve cylinder head, cooled EGR, port deactivation, and variable nozzle turbocharger (VNT) technologies. Initial test results with the first prototypes of the 1.2 Liter DIATA engine verify that downsizing can successfully be performed.

In this paper, we report the modeling of the selective catalytic reduction (SCR) of NOx using ammonia on a commercial vanadia-titania based catalyst. The model combines a steady-state two-dimensional channel model with a transient two- or three-dimensional monolith model of the whole catalytic monolith converter. The reaction mechanism includes the standard and fast SCR reactions and also the high-temperature oxidation of ammonia to model the decrease in conversion observed at higher temperatures. We used in-house experimental data spanning a wide range of inlet compositions and temperatures to validate the model. The model was found to be in excellent quantitative agreement with the experimental data.

Based on the TurboDISI engine presented earlier [1], [2], a new Spray Guided Turbo (SGT) concept with enhanced engine performance was developed. The turbocharged engine was modified towards utilizing a spray-guided combustion system with a central piezo injector location. Higher specific power and torque levels were achieved by applying specific design and cooling solutions. The engine was developed utilizing a state-of-the-art newly developed charge motion design (CMD) process in combination with single cylinder investigations. The engine control unit has a modular basis and is realized using rapid prototyping hardware. Additional fuel consumption potentials can be achieved with high load EGR, use of alternative fuels and a hybrid powertrain. The CO2 targets of the EU (120 g/km by 2012 in the NEDC) can be obtained with a mid-size vehicle applying the technologies presented within this paper.

The objective of this effort was to develop an understanding of how different converter substrate cell structures impact tailpipe emissions and pressure drop from a total systems perspective. The cell structures studied were the following: The catalyst technologies utilized were a new technology palladium only catalyst in combination with a palladium/rhodium catalyst. A 4.0-liter, 1997 Jeep Cherokee with a modified calibration was chosen as the test platform for performing the FTP test. The experimental design focused on quantifying emissions performance as a function of converter volume for the different cell structures. The results from this study demonstrate that the 93 square cell/cm2 structure has superior performance versus the 62 square cell/cm2 structure and the 46 triangle cell/cm2 structure when the converter volumes were relatively small. However, as converter volume increases the emissions differences diminish.

Engine laboratory tests were conducted to assess the impact of B20 biodiesel on the performance of cordierite diesel particulate filters (DPFs). Test fuels included 20% soy based methyl ester blended into ultra low sulfur diesel fuel, and two ULSD on-road market fuels. B20 has a higher cetane number, boiling point and oxygen content than typical on-road diesel fuels. A comparative study was performed using a model year 2007 medium duty diesel truck engine. The aftertreatment system included a diesel oxidation catalyst (DOC) followed by a cordierite wall flow DPF. A laboratory-grade supplemental fuel doser was used in the exhaust stream for precise regeneration of the DPF. Tests revealed that the fuel dosing rate was higher and DOC fuel conversion efficiency was poorer for the B20 fuel during low exhaust temperature regenerations. The slip of B20 fuel past the DOC was shown to produce significantly higher exotherms in the DPF during regeneration.

The aggressive reduction of future diesel engine NOx emission limits forces the heavy- and light-duty diesel engine manufacturers to develop means to comply with stringent legislation. As a result, different exhaust emission control technologies applicable to NOx have been the subject of many investigations. One of these systems is the NOx adsorber catalyst, which has shown high NOx conversion rates during previous investigations with acceptable fuel consumption penalties. In addition, the NOx adsorber catalyst does not require a secondary on-board reductant. However, the NOx adsorber catalyst also represents the most sulfur sensitive emissions control device currently under investigation for advanced NOx control. To remove the sulfur introduced into the system through the diesel fuel and stored on the catalyst sites during operation, specific regeneration strategies and boundary conditions were investigated and developed.

This paper will review the field of diesel emission control with the intent of highlighting representative studies that illustrate the state-of-the-art. First, the author reviews general technology approaches for heavy and light duty applications. Given the emerging significance of ultrafines to health, and to emission control technologies, an overview of the significant developments in ultrafine particulate science is provided, followed by an assessment of filter technology. Regarding NOx control, SCR (selective catalytic reduction) and LNT (lean NOx traps) progress is described. Finally, system integration examples are provided. In general, progress is impressive and studies demonstrate that high-efficiency systems are within reach in all highway vehicle sectors. Engines are making impressive gains, and will increase the options for emission control.

Increasing fuel costs, the need to reduce dependence on foreign oil as well as the high efficiency and the desire for superior durability have caused the diesel engine to again become a prime target for light-duty vehicle applications in the United States. In support of this the U.S. Department of Energy (DOE) has engaged in a test project under the Advanced Petroleum Based Fuels-Diesel Emission Control (APBF-DEC) activity to develop a passenger car with the capability to demonstrate compliance with Tier 2 Bin 5 emission targets with a fresh emission control catalyst system. In order to achieve this goal, a prototype engine was installed in a passenger car and optimized to provide the lowest practical level of engine-out emissions.

The characterization of the thermal and vibration environment of the exhaust systems of three modern day diesel engines, with displacements ranging from 1.9 liter to 12.7 liter, was carried out to support the development of exhaust after treatment components. Tri-axial accelerometer and in pipe thermocouple measurements were recorded at several locations along the exhaust systems during vehicle acceleration and steady driving conditions up to 70 mph. The vehicles were loaded to various gross weight configurations to provide a wide range of engine load conditions. Narrow band and octave band vibration power spectral densities are presented and conclusions are drawn as to the spectral content of the exhaust vibration environment and its distribution along the exhaust system. Temperature time histories during vehicle acceleration runs are likewise presented to indicate expected peak exhaust temperatures.

A family of cordierite DPF filters were developed and studied for their efficacy for catalyzed soot filter applications. In addition to porosity and median pore size of DPF filters, breadth of pore size distribution, microstructure, and pore connectivity have a profound influence not only in filter performance (pressure drop, catalyst coatability, and filtration efficiency) but also on mechanical and physical properties. Through filter material composition development, optimum values for the %porosity, median pore diameter, and breadth of the pore size distribution for minimizing pressure drop have been identified, leading to the development of a new family of high-porosity cordierite diesel particulate filters that possess a unique combination of high filtration efficiency, high strength, and very low clean and soot-loaded pressure drop in both the catalyzed and non-catalyzed states. By controlling the microstructure, the impact of the catalyst on pressure drop has been minimized.