Emission Control of Two- and Three-Wheel Vehicles September 2014 ‘Manufacturers of Emission Controls Association, ‘wwsmeca.orgLIST OF TABLES AND FIGURES “Table 1, Summary of Major Motoreyele Emission Regulations Figure, Advanced Txo-Stroke Engine Figure 2. Carbon Canister fr Evaporative Cont. Figure 3. Motoreele Catalysts and Substate, Figure 4 Motoreele xhaust Photo igre 5, Diagram of Oxidation Catalyst. Figure 6 Catalyzed Noped Mule Figure 7. Catalyzed Noped Muller with Secondary Ai Injection Figure 8. Catalyzed Heat Tube and Three-Way Catalyst Figure 9, Advanced notoreyele exhaust syst including cose-coupledeaalyst.Envssion Control of Two- and Three-Wheel Vehicles motoreyles by engin displacement withthe cut point at 150 ce (see Table 1), Furthermore, the ‘ew regulations have aed a cold-start component othe test cyte. In early 2008, the Taiwan EPA anounced that wil begin a buy-back program to phase out two-stroke engines, Inthe US, the California and Federal motoreyele emission standards were harmonized in 2006. In 2008, Cal fornia further tightened the emission limits forthe largest Clas I bikes (6280 ce) and hese lint harmonized inthe Federal program in 2010 (see Table 1), Unlike ‘California, which das not impose limits on the smallest motoreyeles (SOc), the Federal program requires tht hese sooters mee the same emission limits asthe lager Clas and Tt Imotoreycles. Catal evhaust controls have been develope asa result of these epuatons and te generally recogniad tobe the most cost-effective way to moet singeat emission standards, “Thus, flly developed and proven emission contol systems ate readily available. Other counties are now ating sila egulatons and standards Similar exhaust conto catalyst technology that is used on automobiles and lighe-duty trucks can be used forfwo- an four-stoke motoreycles. These catalysts include simpler design ‘oxidation catalysts onthe smaller motoreyeles o contol CO ad HC, all the way upto thes ‘way catalysts with lee loop atl rato conto on the largest four-stroke engines. Motorcycle catalyst re most offen deposited on metalic substrates to simplify incorporation int the exhaust system. While the transfer ofthis technology poses challenges det the size of the motoreyeles andthe backpressure sensitivity oftheir engines, many experiences that are Feared from the autoandlightdty truck aplication have been applied to the development of effective catalyst techsoogy fr motorcycles. 1.9 INTRODUCTION \Workwide, motoreele usage is increasing a rapid pace, especialy in the urbanized ses of Asa, Approximately 200 million motorcycles ae estimated to be in sean this ‘number s growing sta rapid rate, especially in Asia, where the average annual ate of growth for the region i 19% wit annual growth rates at or above 5% in most Asian countries. The Inajoriy ofthese vehisles are powered by swo-stoke engines. Two-stoke engines have very high exhaust missiors. Ths paper examines the growth of motorcycles and the need to control their emissions, with in emphasis onthe emission contol technologies as well as standards that “The lrg popsaton of two-wheel vices accounts for a significant portion of global mobile source hy droerbon (HC) and carbon monoxide (CO). NOx emissions from swo-stoke gine vehicles are atively small compared to other mobile sources. Contonted with the need to address deteriorating ir quality, «growing number of countries woldwide have implemented, ‘care inthe proces ct implemeatin, programs to substanily reduce gaseous emissions from Spark-igniion (SI) swo-whee! vehicles. In making pollution contol decision, counties in the North Americ, Asit nd Europe reconsidering number of issues suchas the levels of the ‘mission standards to implement as wells the 1ypes of cont strategies that shouldbe required,Enission Control of Two- and Three-Wheel Vehicles ‘significant contributor tothe shi inthe global motoreyele market towards more four-stroke tngine, Te majority ofall vo-stroke motorcycles currently sold in counties suchas Inia, “Taiwan, and Thailand come equipped wil eatalytic converts, while new standards may spur an additional shift toward uence foursroke engines, Curent motoreete emission standards contin to focus primasily on CO and HC. NOx standards ae also common, bt motorycles are currently low NOx emiters. However, with the exception af a PM strdard for cormpressionigiton motorcycles in India and Europe, there ae ‘no motorcycle PM standards, despite the Fst that two-stroke PM emissions ean be very high, “The most important factor inthe relationship between certification and in-use emissions isthe lack of ul life dri requirements and in-use compliance requirements. Motorcycle ‘missions durability esting i typialy Timid to Between 6,000 an 15,000 km during ertfiaton although 30,000 km reuirements are boing applied in some cases othe largest {280 ce) motoreycles These durability requirements donot compare to the real-world travel dat that show annual erage accumulations fo in-use two-wheel motoreyees of 8,000 0 10,000 km. Inplemetation of a elistic sel ite darabiity requirement i essential to ‘ensuring that adopted emissions contr! systems are elective with a reasonable deterioration ate ‘when operated and maintained property Another imporant component thats needed for effective motoryele emision standards thats generally lacking is inese emission testing quirements, These inase requirements ae Aistnguished from paiodic emissions inspection requirements that might be established by local ‘regulation in ha they consist ofthe performance of fll ertificaion-iype emission test on 2 ‘Selected sample of well-maintained vehicles ens tha ecrtifcation emissions standards ean ‘emt in-use, This ia common practice inthe US. through which a substantial number of ‘misionsrelated defrs are ented, tht were not evident during the actual eetifction process. Since not all mtoreyeles are used and maintained as recommended by manufacturers, ‘emissions inspection md maintenance (IM) requirements ae also an important component of ins emissions cont (se Seton 6.0). Both India and Taivan curren have period ‘motorycle UM programs that require compliance with CO and HC emission standards daring an ile est. India also considering the adoption of centralized loaded mode testing. Other ‘ountic adiminitrndons anole tects and many leo administar in-use manfactrer-based fle test standards for 0 and HC, Califia has proposed a motorcycle UM program begining jn 2010 to deter exhaust system tampering on low mileage motorcycles, however the legislation ‘was not adopted. There is alo a general movement foward cold-strt missions testing. With the «xcepton ofthe US. alder motoreycle emissions standards were generally based on hot-start ‘missions measurement. Cold-start emissions impacts were likely to Be mince with non- eT ‘O° igure 5, Diagram of tvo-may oxidation catalyst shoving reactants and products inthe ‘exhaust. 444 Catalytic Controls for Two-Stroke Engines Two-stoke ergs pose significant challenges with incorporating catalyst. The simultaneous sonerson of HC, CO, and NOx requires very precise, nde stoihiomus, intake ‘harge conto tht ino possible for typical two-stroke motoreyele engines. The simple designs ‘ofthese engines along with the need fora rich inake charge for combustion stability makes precise aul rato control around the stoichiometric combustion point dfficl. Furthermore, the small engine sizes (100 ce) for small motoeysles presents significant space lian’ and rakes the incorporation of catalyst dificult. Small motoreyle engines tend to be more Sensitive to exhaust bickprssure and resultant power loss than largo foursteoke engines and therefore equi appestions engineering to design suitable subsite o present the eatalyst © the exhaust. Finally he fact thal most small motorcycles continue tous low-cost caburcted fling ystems makes it more dificult to convo intake al rats. Despite these drawbacks, eatlytie converters are posible on two-stroke motorcycle nines o mest he ension standards in some Asin contre, As two-suoke engines Inereatly emit low NOx emissions, the catalyst designs tend to Focus primarily on effective ‘xiation of HC and CO and the reduction of white smoke or PM. Normally, this ype of Catalyst, commonly referred i 38a two-way’ oF oxidation catalyst, would have only limited ‘ffectiveness duet he fuel ih intake charge composition typical of tvo-stroke engines. The ‘ypical two-stroke sesvenging losses provide one source of oxen, bu tis is usally ot ‘enough fo achieve 107% conversion af HC and CO. In advanced two-stoke engine designs, ‘oxygen availabilty simproved by adjusting the air-fuel ratio to provide a eativey lean lake charg. Additionally, a simple passive secondary ar injection sytem (SAD, such as 2 reed valve, can be indalled upstream ofthe catalyst to peovide excess arto the catalyst. To meet the more stringent Euro standards on the same moped as shown in Figure 6 equited thenist Control of Two- and Three-Wheel Vehicles 442 Catalytic Controls for Four-Stroke Engines Oxidation catalyst on four-stroke engines can provide substantially higher emission reductions of HC than on two-toke engines. The lower engin-out HC of four stoke engines nd higher exhaust teperatures results in lower exotherms and fase ight ofthe catalyst, thus extending catalyst ie, The ich fuel calibration of four-stroke engines may limit the vailbility of exygen or pos-combuston oxidation of HC and CO and therefore four-stroke engines must use a secondary ar injection system upstream of the eatalyt (such s the reed ‘valves discussed previously in Section 43.1) Sometimes unique oltions must be applied to mee tighter emission andar. In one particular Euro 3 compliant 150 ce seootr design, @ forte heat ube was ued upsteam of the main catalyst to facilitate cary catalyst ighoff 0 Feduce cold stat emissions (Figure 8). Oxidation catalysts in combination with secondary at ae ‘capable of achieving estimated redeton of 80% for HC and 90% for CO witha corresponding increase of 35% in CCs emissions due to the conversion of HC and CO emissions to CO, a d Figure 8 Catalyzed hea tube attached to mur intake faiitates exhaust Hght-off A thro-way catalyst system allows forthe simultaneous conversion of HC,CO, and NOx. Although some benefit in emission eduction canbe derived from TWCs on carbureted -motoreeles, an optim zed system would have precise, closed loop, aul contol around the Stoichiomewic aul cai together with fel injection sytem In this way, the NOx ‘conversion is highest when the aif raison the rch sie of stoichiometry while IC and (CO conversion is opinized inthe presence ofa toichiometri-to-ean srl miture, Modem three-vay catalyst systems utilize an oxygen storage component, suchas cera, inthe washeoa. ‘Because ceria readily changes its valence fom 3+ to 4+ depending on the surrounding oxen content i affectvaly ores onygun during ean eperting pride and rleacen stored oxygen during ich operating friods. Cera acs wo buffer the oxygen content, atthe catalyst surface, nea the stoichiomcte pont. osed-oop three-way catalyst systems include oxygen sensors installed on ether side of the catalyst which provide evhust oxygen content information to the sr fuel management ‘jst to adjust the intake mistren espose a oxygen sensor output, Such closed-loop contoed systems canbe expected to deliver redactions of 79% HC, 50% CO, and 5094 NOx ‘long witha cortesponing 20% increase in CO> relative to an uncontrolled four-stroke engine. Incomoraton of catasts may’ require further engine calibration, such as ignition ining retard, (0 facilitate catalyst werm-up and atu rato contol?Enission Control of Two- and Three-Whes Vehicles 50 OTHER CONSIDERATIONS FOR FURTHER EMISSION REDUCTIONS SA Fuel Quality Controls “The most common mean of catalyst deactivation de to pooning results fom impurities in th Fuel rlubrcating ol. Catalyst poisons ae classified as “pyscal” or “temic” Chemical poisons, sch a ea, caus los of catalyst performance by combining withthe precious met callie components and rendering them inactive. Physical making ‘gents dectvae cast performance by forming a barr between the catalytially active tetas and the exhaust gas. The sources of poisons en include the motor ol, el, or wea of {engine components. Fuel quality isequally as importants the quality of lubricant used in motoreyles. The ‘use of gasoline wih m lend, phosphorus or manganese, and very low sulfur levels is xtc to ‘maximizing the dural of catalytic converters. Additionally, proper gasoline qualities re ‘rita o minimizing engine-out emissions. Cataly-equpped vehicles shoul be fueled only ‘with an nleaded, low phosphors gasoline, with as low a slur content as pratcal since all of ‘hese compounds iakbiteatalytfentonaliy. As Tile sone o two tank full of leaded ‘ssoline fall hati reed to estoy the catalysts polation contol capabilities. Even residual lead in unleaded ens in at levels fw a few miligzams itr (or gallon wil very slowly sccumulat on the calyst and ease performance degradation. More than 185 counties have Stopped adding ead o gasoline, wit only six (Afghanistan, Aigeria, ag, North Kore, Myanmar and Yemen) sil using small amounts, These lx remaining counties with leaded ‘isoline are expected to remove lea rom thei gasoline pools by 2015 or 2016. In those areas ner leaded and unleaded els are availble, care must be taken o avoid mis-fucling, Phosphorus shouldbe imited to 0.01 grams per itr, with sulfur not to exceed S00 ppm, though sur its il Melly be 30 ppn or lower (he European Union has 10 ppm tsoline sulfur cap inplace and Califoriathe rst ofthe U.S, moves toward 10 ppm gasoline ful average sang in 2017). Lubricating os a potential soure of physial poisons as well. For four-stroke smotorycls, n-ise bricaling ol quality i es of an fssue duet the typically ow oil ‘consumption of hese engines. Fourstoke engine oil contain higher amounts of lube ol ash ~ Inclaling compounds of phosphorous, zine andcalium. As these engines age, depending onthe ‘peratingcontions and maintenance consumption tends to increas esling im psi harm to the catalyst: Two-stoke engines on the ober hand employ “oa loss” ubriatng oi strategy, lube oil imparies may sihiicaty impact catalysts. Operators in some developing ‘counties may ase mineral oi lended with fuel duet its availability and low cost. This can ‘esul in increased PM emissions from two-stoke motorcycles by several order of magnitude Two-trke matreyele ol have Been formulated with low-ash content o reduce smoke «missions. During ermal use a certain amount of be oi ash will accumulate on catalyst Surfaces, However, to much accumulation wll ease a docin in catalyst performance. Two- "Hroke engine catalyst technology designs have been developed with open porous surfaces hat, ‘maintain performance even wit some ash aceumalaion, 20Emission Control of Two- and Three-Wheel Vehicles Electric or ytd ele motoreycles have the potential o provide significant aie quality benefit wile exhibiting even greater challenges than automobiles in ems of weight and space constrains. few sis have demonstrated about 10% reductions a CO and HC+NOs, with a 18% reduction in fuel consumption ona hybrid motorcycle (see SAE 2006-82-0102)| ‘Todate, only ene country bas begun to adopt zro-emisson regulations for motreyees, Taiwan curently requires that wo percent of motoreycles under 80 ee must emit zea emissions The govemment proves incentives to offset the diference in cost eave toa gasoline rmotoreyel. Despite tes subsidies, only about 25,000 electric matreycles were purchased by 2001. This swell below the mandate level de to consumer disstisfction with operating range, recharge tine, notoreyele weight, nd os. 60 INSPECTION AND MAINTENANCE, ‘Vehicle inspections ae tol employed to ensure tht vehicles meet applicable exhaust ‘mission standards uner normal operating conditions. These inspections mast commonly use 425 concentration analysis est methods where gas simples are taken and analyzed witha direct reading instrument at ehicle idling conditions. Two diferent types of inspections are ‘ommonly performed: 1) pric ispestions in which the vehicles inspected tan approved ‘esting station at regular fixed time intervals (.e, annua), and 2) spo inspections performed on ‘random basis by pling vehicles off the road for on-site inspection (generally refered to a “roadside inspections’). However, it isnt clear ha those idle fest standards ae capable of detecting any bt the most serious emissions failures. In the absence of spect in-use emissions research aimed at designing an effctive IM ts, the use of erifcation le emissions requirements would representa reasonable compromise between design and implementation requirements, But as motorcycle engine conta some more sophisticated t wll not be possible to evaluat o-road emissions performance trough dle testing alone Period inspection and maintenance tests ar rte! component of «comprehensive rmotoreycle emissions eduction suategy. UM programs consis of measuring motoreycle ‘emissions and requiring consume repairs when those emisions exceed specified levels, These programs can requie significant investments i abo and equipment s well a tained personnel to conduct th emisions let, but th investments ean be recouped though inspestion fron. Before implamesting the UM prograry tis important that efletivereoarch be condted to establish reliable emssons testing procedures and pss criteria that are fur to both consumers and manufictress. Its nat ypzlly posible administra certfiaton- ype ‘emissions test nthe fd, so UM teste generally fend o be less precise an often rely om ‘missions test measurements that comprise only a faction of certification test measurement. 2Envssion Control of Two and Three-Wheel Vehicles 80 REFERENCES 1. “Air Emissions Issus Related to Two and Thyee-Wheeled Motor Vehicles”, Prepared for TOCT by Mesler Engaeerng Services, July 2007 2, “Research into New Emission Conrl Teetniques for Motoreyes to Achiove the Euo-3 Regulation” S Akamutsu, T Kono, H. Miyata and M. Urakl SAF 2004-32-0032 3, "Redueton of Nane-Pantile Emissions fom Gasoline 2stroke Engines Using CLM™ ‘Ceraie Eshaust Fitas”, N- Loren etal. Submited tothe SAE Smal Engine Technology ‘Conferenee, Milwaukee, WL, September 9-11, 2008. SAE 2008-32-0011 4. “Development of gas exchange and performance of motorbikes below the iauence of actual and future emission regulations", J. Pst C. Landerl and J. Quel, Der Arbeitsrazess Des ‘Verbrennungsmotors, Graz, Ausa, September 25,2009. 4