Tier 2 Intermediate Useful Life (50,000 Miles) and 4000 Mile Supplemental Federal Test Procedure (SFTP) Exhaust Emission Results for a NOx Adsorber and Diesel Particle Filter Equipped Light-Duty Diesel Vehicle

Tatur, Marek; Tyrer, Heather; Tomazic, Dean; Thornton, Matthew; McDonald, Joseph

doi:10.4271/2005-01-1755

Cited by 16 publications

(4 citation statements)

References 5 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Testing was also conducted after the accumulation of 1,000 hours of engine operation calculated to be the equivalent of approximately 50,000 miles. The results were reported in [7] 2005-01-1755. Recalibrated drivability maps resulted in more repeatable NO x emissions from cycle to cycle.…”

mentioning

confidence: 57%

Tier 2 Useful Life (120,000 miles) Exhaust Emission Results for a NOx Adsorber and Diesel Particle Filter Equipped Light-Duty Diesel Vehicle

Tatur¹,

Tomazic²,

Thornton³

et al. 2006

SAE Technical Paper Series

Self Cite

View full text Add to dashboard Cite

Due to its high efficiency and superior durability, the diesel engine is again becoming a prime candidate for future light-duty vehicle applications within the United States. While in Europe the overall diesel share exceeds 40%, the current diesel share in the United States is 1%. Despite the current situation and the very stringent Tier 2 emission standards, efforts are being made to introduce the diesel engine back into the U.S. market. In order to succeed, these vehicles have to comply with emissions standards over a 120,000 miles distance while maintaining their excellent fuel economy. The availability of technologies-such as high-pressure, common-rail fuel systems; low-sulfur diesel fuel; oxides of nitrogen (NO x ) adsorber catalysts or NACs; and diesel particle filters (DPFs)-allow the development of powertrain systems that have the potential to comply with the light-duty Tier 2 emission requirements. In support of this, the U.S. Department of Energy (DOE) teamed with industry to engage in several testing projects under the Advanced Petroleum Based FuelsDiesel Emission Controls (APBF-DEC) activity [1; 2; 5; 6; 7; 8]. Three of the APBF-DEC projects evaluated the sulfur tolerance and durability of NAC/DPF systems on various platforms, and one evaluated the performance and durability of a selective catalytic reduction (SCR) system in heavy-duty engines.A fifth project investigated the effects of oil properties on the performance and durability of a NAC.This project investigated the performance of the emission control system and system desulfurization effects on regulated and unregulated emissions in a light-duty diesel engine. Emissions measurements were conducted over the Federal Test Procedure (FTP), the US06 [an aggressive chassis dynamometer emissions test procedure, part of the Supplemental Federal Test Procedure (SFTP)], and the Highway Fuel Economy Test (HFET). Testing was conducted after the accumulation of 150 hours of engine operation calculated to be the equivalent of approximately 8,200 miles. For these evaluations, three out of six of the FTP test cycles were within the 50,000-mile Tier 2 bin 5 emission standards [0.05 g/mi NO x and 0.01 g/mi particulate matter (PM)]. Emissions over the SC03 (airconditioning test) portion of the SFTP were within limits of the 4,000-mile SFTP standards. Emissions of NO x +NMHC (non-methane hydrocarbons) exceeded the 4,000-mile SFTP standards over the US06 portion of the SFTP. Testing was also conducted after the accumulation of 1,000 hours of engine operation calculated to be the equivalent of approximately 50,000 miles. The results were reported in [7] 2005-01-1755. Recalibrated drivability maps resulted in more repeatable NO x emissions from cycle to cycle. The NO x level was below the Tier 2 emission limits for 50,000 and 120,000 miles. NMHC emissions were found at a level outside the limit for 120,000 miles.

show abstract

mentioning

confidence: 57%

Tier 2 Useful Life (120,000 miles) Exhaust Emission Results for a NOx Adsorber and Diesel Particle Filter Equipped Light-Duty Diesel Vehicle

Tatur¹,

Tomazic²,

Thornton³

et al. 2006

SAE Technical Paper Series

Self Cite

View full text Add to dashboard Cite

show abstract

“…Selective catalytic reduction (SCR) with urea and oxides of nitrogen (NO x ) adsorber catalyst (NAC) are the leading technologies for meeting the Tier 2 NO x emission standards for light-duty diesel vehicles. Extensive research conducted over the past decade has focused on the performance and durability of these technologies when used in vehicles operating on conventional fuels [1][2][3][4][5][6][7][8]. However, little research has been performed to gain an understanding of the impact of biofuels-or, more specifically, biodiesel-on ECS.…”

Section: Introductionmentioning

confidence: 99%

“…Based on the experience gained during the Advanced Petroleum-Based Fuels-Diesel Emission Controls (APBF-DEC) light-duty vehicle development efforts [1,2,4,7,8], the development team decided to begin activities with implementation and calibration of the NAC system.…”

Section: Introductionmentioning

confidence: 99%

Effects of Biodiesel Operation on Light-Duty Tier 2 Engine and Emission Control Systems

Tatur

Nanjundaswamy

Tomazic

et al. 2008

SAE Int. J. Fuels Lubr.

Self Cite

View full text Add to dashboard Cite

Interest in diesel-powered passenger cars is rising in the United States, along with the desire to reduce the nation's dependence on imported petroleum. As a result, operating diesel vehicles on fuels blended with biodiesel is also gaining attention. One of several factors to consider when operating a vehicle on biodiesel blends is understanding the performance and impact of the fuel on the emission control system. This paper documents the impact of biodiesel blends on engine-out emissions as well as overall system performance in terms of emission control system calibration and overall system efficiency. The testing platform is a light-duty, high-speed, directinjection diesel engine with a Euro 4 base calibration in a 1700-kg sedan vehicle. It employs a second-generation common-rail injection system with a peak pressure of 1600 bar, as well as cooled high-pressure exhaust gas recirculation. The study includes three different fuels: U.S. ultra-low-sulfur diesel (ULSD) base fuel, B5, and B20 prepared from soy-derived biodiesel. The study also includes two different emission control systems (ECS): oxides of nitrogen (NO x) adsorber catalyst (NAC) with a diesel particle filter (DPF), and selective catalytic reduction with a DPF. This paper focuses primarily on NAC calibration, regeneration, and desulfurization; DPF regeneration and preliminary emissions, focusing on NO x ; and fuel economy results. The NAC ECS aged to end-of-life conditions showed efficiencies in the mid-80% range, thus allowing operation within Tier 2 Bin 5 emission standards for both intermediate and useful life conditions. Results of the vehicle chassis tests showed some NO x benefits when operating on B20 fuel blends with the NAC ECS. This is a result of calibration work being performed using the 20% biodiesel fuel blend. The higher exhaust temperatures resulting from the use of ULSD resulted in lower ECS effectiveness with the NAC. The average tailpipe results when operating the vehicle on B20 were in the range of 0.03 g/mi, while the emissions with ULSD averaged below 0.05 g/mi with larger cycle-to-cycle variability. 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT UL 18. NUMBER OF PAGES 19a. NAME OF RESPONSIBLE PERSON a. REPORT

show abstract

“…Concurrently, increasing fuel prices have rejuvenated interest in biofuels, such as biodiesel, as a means to reduce or replace the demand for petroleum-derived fuels, Selective catalytic reduction (SCR) with urea and oxides of nitrogen (NOx) adsorber catalyst (NAC) are the leading technologies for meeting the Tier 2 NOx ernission standards for light-duty diesel vehicles. Extemsive research conducted over the past decadc has focused on the performance and durabitity ofthesc tcchnelogies when used in vehicles operating on eonventional fuels [1][2][3][4][5][6][7][8]. However, little research has been perfonned to gain an undcrstanding of the impact of biofuels-or, more specifically, biodiesel-on ECS, Biodiesel is a renewabte fuel derived from vegetable oil, animal fat, or wastc cooking oil; it consists of the methyl esters of fatty acids.…”

Section: Introductionmentioning

confidence: 99%

FL3-1: Exhaust Emissions from a Light-Duty CI Vehicle Operating on Biodiesel Fuel Blends(FL: Fuels and Lubricants,General Session Papers)

Thornton

Tatur

Nanjundaswamy

et al. 2008

COMODIA

View full text Add to dashboard Cite

Interest in diesel-powered passenger cars is rising in the United States, along with the desire to reduce the nation's dependence on imported petroleum. As a result] operating dicsel vehicles on fuels blended with biodiesel is also gaining attcntion. One of several factors to consider when operating a vchicle en biodiesel blends is understanding the performance and {mpact ofthe fuel on the emission contret system.This paper documents the impact ofbiodiesel blends on engine-out emissions as well as overall system perforrnance in terms of emission control systcm calibration and everall system efficiency.The testing platform is a light-duty, high-speed, direct-iTljcction dicsel engine with a Euro 4 base calibration in a 1700-kg sedan vehicle. It ernploys a second-generation cerrmion-rail iajection systein with a peak pressure of 1600 bar, as well as cooled highpressure exhaust gas recirculation,The study includes three different fuels: U.S. ultra-low-sulfur diesel (ULSD) base fuel and B20pTepared from soy-derived biodiesel. The study also includes two diffbrent emission controL systems (ECS)/ oxides ofnitrogen (NOx) adsorber catalyst (NAC) with a diesel particle filter (DPF), and selectivc catalytic reduction with a DPF.This paper fbcuses primarily on NAC calibration, regeneration, and desulfiuization; DPF regeneration and preliminary emissions, focusing en NOx; and fuel economy results. The NAC ECS agcd te end-ofilife conditions showed efficiencies in the mid-80% range, thus allowing operation within Tier 2 Bin 5 emission standards for both intermediate and usefu1 life conditions. Results ofthe vehicle chassis tests showed some NOx benefits when operating en B20 fuel blends with the NAC ECS. This is a result of calibration work being performed using the 20% biodicsel fuel blend. The 1iigher exhaust temperatures resulting from the use of ULSD resulted in lower ECS effectiveness with the NAC. The average tailpipe results when operating the vehicle on B20 were in the range ofO.03 g/mi, while the emissiens with ULSD averaged below O.05 g/mi with larger cycle-to-cyclc variability.with a diesel oxidation catalyst (DOC) and a diese] particle filter (DPF), while operating on

show abstract

Tier 2 Intermediate Useful Life (50,000 Miles) and 4000 Mile Supplemental Federal Test Procedure (SFTP) Exhaust Emission Results for a NOx Adsorber and Diesel Particle Filter Equipped Light-Duty Diesel Vehicle

Cited by 16 publications

References 5 publications

Tier 2 Useful Life (120,000 miles) Exhaust Emission Results for a NOx Adsorber and Diesel Particle Filter Equipped Light-Duty Diesel Vehicle

Tier 2 Useful Life (120,000 miles) Exhaust Emission Results for a NOx Adsorber and Diesel Particle Filter Equipped Light-Duty Diesel Vehicle

Effects of Biodiesel Operation on Light-Duty Tier 2 Engine and Emission Control Systems

FL3-1: Exhaust Emissions from a Light-Duty CI Vehicle Operating on Biodiesel Fuel Blends(FL: Fuels and Lubricants,General Session Papers)

Contact Info

Product

Resources

About