Contribution of ATS on CO2 Reduction for CAFÉ …. Sumiya Satoshi (JM...Contribution of ATS on CO 2...

The data included herein were collected in a Johnson Matthey laboratory which has not been certified by the relevant authorities/agencies to perform emissions

testing. These are indicative data and do not represent a guarantee that the tested catalyst or emissions system will pass the relevant emissions legislation.

Contribution of ATS on CO2 Reduction for

CAFÉ Phase 2

Satoshi Sumiya, Abhishek Kumar

Johnson Matthey India

ECMA’s 12th International Conference, 14th – 15th Nov., 2019

Confidential

Contents

◼ CAFÉ Phase 2 overview

◼ Countermeasures on ATS

• Stop/Start strategy

✓ Gasoline

✓ Diesel

• Effect of substrate specifications

• Effect of system layout

• Catalytic performance improvement

◼ Summary


Confidential3

Cafe Phase 2 Over View

⚫ BS VI introduction with RDE (2023~) need to be managed simultaneously!

Source : K Senthur Pandian, ECMA International Conference 25th Oct., 2018

Both Diesel and Gasoline need CO2 reduction strategy to meet the café 2 target in 2022


13%

Confidential4

Fuel Economy Improvement

⚫ Electric Vehicle: After treatment system (ATS) is not required however will take time for

successful industrialization

⚫ Hybridization: Successful in other part of world however technology add significant cost increase

for buyers

⚫ Engine / Vehicle improvement: Engine efficiency has increased over the past several decade

and simultaneous below mention idea contribute to fuel economy improvement significantly

✓ ATS applicability to Start-Stop system

✓ Catalyst performance improvement can contribute significantly

Formulation improvement

Substrate specifications (Cell density, porosity……)

System configuration


Calibration (Urea dosing for SCR, Lean-Rich strategy for NSC)

4

- ATS related Countermeasures


Confidential5

Fuel Economy Improvement

⚫ Electric Vehicle: After treatment system (ATS) is not required however require time for

successful industrialization

⚫ Hybridization: Successful in other part of world however technology add significant cost increase

for buyers

⚫ Engine / Vehicle improvement: Engine efficiency has increased over the past several decade

and simultaneous below mention idea contribute to fuel economy improvement significantly

✓ ATS applicability to Start-Stop system

✓ Catalyst performance improvement can contribute significantly


Substrate specifications (Cell density, porosity……)

System configuration


Calibration (Urea dosing for SCR, Lean-Rich strategy for NSC)

5

- ATS related Countermeasures


Confidential6

Mini Cooper S (1.6 DI Turbo 175 BHP) Start Stop

4K KM OEM Catalyst System, MVEG-B Drive Cycle, Cumulative Tailpipe CO2 Mass

0

200

400

600

800

1000

1200

1400

1600

1800

0 200 400 600 800 1000 1200

Time / s

Cu

mu

lati

ve

Ta

ilp

ipe

CO

2 /

g

0

20

40

60

80

100

120

140

160

180

Sp

ee

d /

kp

h

Start Stop Enabled Start Stop Disabled Scheduled Speed

Vehicle : 1.6 L (DI Turbo)

Start Stop System - Gasoline

• 12 stops 15 seconds each = 180 sec

• Around 3% CO2 reduction• Maximum difference was 7.9% in repeated test

- CO2 Advantage


Start stop enabledStart stop disabled

Confidential7


4K KM OEM Catalyst System, MVEG-B Drive Cycle, 1" In-brick First Catalyst

0

100

200

300

400

500

600

700

0 100 200 300 400 500 600 700 800

Time / s

1"

In-b

rick

Fir

st

Cata

lyst

/ ºC

0

20

40

60

80

100

120

140

Sp

ee

d /

kp

h


⚫ No Negative impact on temperature profile was observed with Start stop system

Start Stop System - Gasoline- Brick temperature profile over NEDC

1” IN first brick temperature profile

Start stop enabled

Start stop disabled


Confidential8


4K KM OEM Catalyst System, MVEG-B Drive Cycle

0.00

0.01

0.02

0.03

0.04

0.05

0.06

Enabled Disabled

Start Stop Status

Ba

g E

mis

sio

ns

/ g

/km

THC CO/10 NOx NMHC

Start Stop System - Gasoline- Bag emissions

⚫ CO / NOx were equivalent⚫ Small increase in THC was observed with start stop system


Confidential9


4K KM OEM Catalyst System, MVEG-B Drive Cycle, Pre-catalyst THC Mass

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0.07

0.08

0.09

0.10

100 150 200 250 300 350 400

Time / s

Pre

-ca

taly

st

TH

C /

g

0

10

20

30

40

50

60

70

80

90

100

Sp

ee

d /

kp

h


⚫ HC spikes were observed at “start” points

Start Stop System - Gasoline- HC emission analysis at post pre-catalyst

Start stop enabled

Start stop disabled


Confidential10

0

50

100

150

200

250

0

50

100

150

200

250

300

350

400

450

500

0 200 400 600 800 1000 1200

DOC Inlet

0

50

100

150

200

250

050

100150200250300350400450

0 200 400 600 800 1000 1200

Speed (

kph

)

Tem

pera

ture

(°C

)

Time (s)

CSF Outlet

- Stop/Start Disabled

- Stop/Start Enabled

Start Stop System – LDD (Light Duty Diesel)- Vehicle : Engine size 2 L, CR


• Temperature profile was comparable with/without start stop system

172 172173

168166

168

150

155

160

165

170

175

180

Stop/Start Disabled Stop/Start Enabled

CO

2 E

mis

sio

ns

(g

/km

)

~ 5g/km benefit ~3 % CO2 reduction

StopStart disabled StopStart enabled

Tem

pera

ture

(C)

Vehic

le s

peed (

km

/h)

Confidential11

0.0

0.6

1.2

1.8

2.4

3.0

3.6

-0.3

-0.2

-0.1

0.0

0.1

0.2

0.3

HC CO NOx

En

gin

e O

ut

Em

iss

ion

s (

g/k

m)

Ta

ilp

ipe

Em

iss

ion

s (

g/k

m)

Stop/Start Disabled Stop/Start Enabled

Start Stop System – LDD (Light Duty Diesel)- Engine out and tailpipe emissions

⚫ Engine out CO / HC were reduced with start stop system⚫ CO / HC tailpipe emissions were also reduced with start stop system


Confidential12

• Around 3 % of CO2 reduction was observed with Start Stop system

• Stop/Start system showed an emission benefit for HC & CO emissions

Start Stop System – LDD (Light Duty Diesel)

- Summary


Confidential13

13

0

10

20

30

40

1 2 3 4

NO

x /

mg

/km

Wall thickness / mil

0

10

20

30

40

1 2 3

NO

x /

mg

/km

Cell density / cpsi600 750 900

4.3/SQ 3.5/SQ 2.5/SQ 3.5/HEX

NEDC NEDC

⚫ Reduced wall thickness delivered advantage ⚫ Higher cpsi improves NOx emission

Effect of Substrate Specifications [Gasoline]


Confidential14

Backp

ressu

re d

ro

p /

kP

a

Cell density / cpsi

⚫ Thicker wall and Higher cell density showed higher backpressure.

Effect of Substrate Specifications [Gasoline]


Confidential15

Effect of Substrate Specifications [Diesel]

⚫ High cell density showed performance advantage, but delivered higher backpressure

SCR volume / L

No

rm

ali

zed

NO

xco

nversio

n /

%

Backp

ressu

re /

mb

ar

Full load, SCR inlet temperature ~ 570 C


Confidential16

Effect of System Layout [LDD]

*Iso “SCR” volume

⚫ Pre-SCR (flow-through) gives higher conversion than SCRF only⚫ Advantage on transient cycle can be expected

4.0 L SCRF

1.0 L SCR 3.0 L SCRF


Confidential

Formulation Improvement - SCR

17ECMA’s 12th International Conference, 14th – 15th Nov., 2019

- Previous SCR - BS VI SCR

⚫ BS VI SCR improved thermal stability from previous technology.⚫ This allow to apply to SCRF application

Confidential18ECMA’s 12th International Conference, 14th – 15th Nov., 2019

Formulation Improvement - NSC

⚫ New NSC achieved significant performance gain across the temperature window

Confidential19

Summary

Start Stop System• Both Gasoline and Diesel application demonstrated around 3 % of CO2 reduction

• Start stop with 1.6 L Gasoline ; ✓ Increase in HC emission was observed (potential risk?)

• Start stop with 2.0 L LDD ;✓ CO/HC tailpipe emission was improved with the system

Substrate Specifications• Higher cell density and thinner wall thickness showed advantage in emission (Though BP

was negative)System Layout • Pre-flowthrough SCR improved NOx conversion across the temperature windowCatalytic performance improvement• Advanced formulations are used for BS VI

To achieve CAFÉ Phase 2, combination with multiple countermeasures will be needed


Contribution of ATS on CO2 Reduction for CAFÉ …. Sumiya Satoshi (JM...Contribution of ATS on CO 2...

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