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SAE TECHNICAL
PAPER SERIES 2008-01-2487

HC-SCR Catalyst Performance in Reducing NOx

Emissions from a Diesel Engine Running
Transient Test Cycles
Michael B. Viola
General Motors R&D Center

Powertrains, Fuels & Lubricants Meeting

Rosemont, Illinois
October 6-9, 2008

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-0790 Web: www.sae.org
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2008-01-2487

HC-SCR Catalyst Performance in Reducing NOx Emissions

from a Diesel Engine Running Transient Test Cycles

Michael B. Viola
General Motors R&D Center

Copyright © 2008 GM Global Technology Operations, Inc. Published by SAE International with permission.

ABSTRACT
Federal Tier 2 Emissions Bins
The two most common NOx reducing technologies, in an Beyond MY 2008
oxygen abundant exhaust stream, are urea selective
Full Useful-Life FTP Stds. Light-Duty Intermediate FTPStds.
catalytic reduction urea-SCR and lean NOx trap (LNT) in g/mi @ 120K miles in g/mi @ 50K miles
catalysts. Each technology has advantages and BIN NOx NMOG CO HCHO PM NOx NMOGCO HCHO
disadvantages. Another selective catalytic reduction 0.20 0.125 4.2 0.018 0.02 Opportunity for
8 0.14 0.100 3.4 0.015
Hi-NOx Technology
7 0.15 0.090 4.2 0.018 0.02 0.11 0.075 3.4 0.015
(SCR) catalyst that uses hydrocarbons (HC-SCR), 6 0.10 0.090 4.2 0.018 0.01 0.08 0.075 3.4 0.015
specifically diesel fuel, as the reductant to reduce NOx 5 0.07 0.090 4.2 0.018 0.01 0.05 0.075 3.4 0.015 Tier 2 Fleet Average
( Same as LEV2 )
4 0.04 0.070 2.1 0.011 0.01 also qualifies for ULEV2
emissions was investigated. This catalyst is a result of a 3 0.03 0.055 2.1 0.011 0.01
for Cars & Trucks
up to 8500 GVWR
high throughput discovery project and conducted in 2 0.02 0.010 2.1 0.004 0.01 & MDPV > 8500
1 0.00 0.000 0.0 0.000 0.00
cooperation with BASF, Accelrys and funded by the
Department of Energy (DOE.) Several full size 5.0L
monolith catalysts were made and evaluated using a V6
turbo charged diesel engine connected to a dynamometer
running light-duty transient test cycles. The NOx efficiency
on the HWYFET and US06 tests were measured to be Figure 1. Federal Tier 2 Emissions Standards.
92% and 76% respectively. The FTP was 60% on a
weighted basis. An alternative technology to reduce engine-out NOx
emissions is to use hydrocarbons along with a selective
catalytic reduction catalyst (HC-SCR) to reduce NOx
INTRODUCTION emissions. Schmieg, Lee and Oh found that using a
simulated diesel fuel made up of 67% n-dodecane and
There is greater interest in diesel engines today due to 33% m-xylene, both on a volume basis, as the reductant
their advantage in fuel efficiency and lower carbon dioxide over a HC-SCR catalyst reduced NOx emissions by as
(CO2) emissions compared to gasoline vehicles. Also, much as 75% in laboratory reactor work (2). Also, GM
rising fuel costs are an additional incentive to investigate working with BASF and Accelrys on a high throughput
diesel engines especially in the North American market. discovery project funded by the department of energy
However, diesel powered vehicles will need to meet the (DOE) discovered a HC-SCR catalyst which showed
same stringent TIER II BIN 5 emissions standards, shown promise for reducing NOx emissions using simulated
in Figure 1, that gasoline vehicles are required to meet (1). diesel fuel as the reductant (3). Two catalyst samples
Typically urea-SCR and LNT catalysts have been used to were scaled up to 5.0L in size for transient testing in a test
reduce NOx emissions. Each system has advantages and cell.
disadvantages depending on the application. In order for a
urea-SCR system to be used an infrastructure is required, A 4.9L V6 turbo diesel engine connected to a test cell
currently not in place. Also, the eutectic point for a 32.5 dynamometer was used for testing. The highway fuel
wt% liquid urea solution is 11°F, so freezing is a problem economy test cycle (HWYFET), US06 cycle and federal
which would need to be solved. A drawback of the LNT test procedure 75 (FTP) were programmed to run in the
system is the high PGM utilization required resulting in a test cell. A HC-SCR catalyst system was installed and
cost penalty which can be quite high due to the volatile ultra low sulfur diesel fuel ULSD was used as the
PGM market. Additionally, due to the required LNT reductant and was injected into the exhaust upstream of
regenerations, providing a fuel rich air-to-fuel ratio (A/F) to the HC-SCR catalyst with a fuel injector. Emissions were
convert the NOx to N2 and water, there is also a fuel sampled at various locations throughout the aftertreatment
economy penalty. system and the NOx reduction efficiency was determined
on each test cycle.
 Downloaded from SAE International by Univ of Nottingham - Kings Meadow Campus, Friday, August 10, 2018
EXPERIMENTAL
The engine used for testing was a 4.9L V6 turbo diesel
engine essentially the same as the 6.6L V8 Duramax
engine with two less cylinders. The engine was connected
to a dynamometer in a test cell controlled by an ADAPT
system. ADAPT is also used to measure and record all the
temperature and pressure signals as well as emissions.
There were four Horiba emissions benches used for
emissions sampling throughout the aftertreatment system.
There was not a FTIR instrument available for this testing,
therefore no N2O, NH3 or any HC species are reported in
this paper. The 4.9L diesel engine was also installed in
several pickup trucks located at the Milford Proving
Grounds (MPG) running vehicle tests on chassis roll
dynamometers. The pickup trucks were tested at a test
weight of 5,250 lbs and testing was conducted on several
light-duty test cycles. The test cycles consisted of the
highway fuel economy test (HWYFET) the US06 test cycle
and cold start federal test procedure 75 (FTP.) While
testing on these cycles ETAS data was collected which
includes engine RPM, fueling, injection timing, vehicle
speed and numerous other parameters. To enable the test
cell engine to run the same as the engines in the vehicles
on the test cycles, the engine RPM and fueling from the
vehicles was used to control the engine in the test cell.
This ensured that the mass of emissions would be similar
since the operation of the engine would be approximately
the same.
General Motors Research and Development Center
(GMR&D) working with BASF and Accelrys on a high
throughput discovery project funded by the department of
energy (DOE) discovered an SCR catalyst which showed
promise for reducing NOx emissions using simulated
diesel fuel as the reductant. The catalysts were scaled up
to 7.5 inch in diameter and 7.00 inch long resulting in
5.07L in catalyst volume. A catalyst containing 2 wt%
Ag/Al2O3 with a washcoat loading of 2.7 g/in3 was selected
for testing. A 400 cells per square inch (CPSI) cordierite
monolith substrate which was hydro thermally aged (HTA)
in air and 10% water at 650ºC for 16 hours was used. The
temperature of 650ºC correlates to DPF regeneration
temperatures on a vehicle. The time of 16 hrs is based on
some internal catalyst aging work conducted at GMR&D
Center. There were four bricks in the system. Two bricks
canned together in each can with space between the
bricks for emissions sampling. Sampling between and
after catalyst bricks correlates to different space velocities.
The aftertreatment system also consisted of a diesel
oxidation catalyst upstream of the SCR catalyst and the
system is shown in Figure 2.
HC-INJ
TEX 2
NOx 2
TEX 1
Turbo NOx 1 MIXER HC-SCR
HC-SCR
ENGINE DOC
37 in
EMISSIONS EMISSIONS EMISSIONS EMISSIONS
Figure 2. Aftertreatment Architecture.
A modified gasoline direct injection GDI injector was used
to inject ultra low sulfur diesel fuel ULSD into the exhaust
upstream of the HC-SCR catalyst to reduce engine-out
NOx emissions. The injector was controlled by a feed-
forward algorithm developed in ASCET, a rapid prototype
software. A NOx sensor was in the exhaust to measure
engine-out NOx and oxygen concentration. Diesel fuel
was injected as a function of engine-out NOx
concentration, exhaust temperature, space velocity,
hydrocarbon to NOx ratio (HC1/NOx) and oxygen
concentration. A mixer was used downstream of the
injector to mix the HC with the exhaust gas. The HC1:NOx
varied anywhere from 8 to 17 depending on temperatures,
space velocity and oxygen concentration in the exhaust.
RESULTS AND DISCUSSION
HIGHWAY FUEL ECONOMY TEST CYCLE RESULTS -
Testing on the HWYFET with two catalyst bricks 10.14L of
catalyst resulted in 40% NOx efficiency, 68% with 15.21L
and 92% after 20.28L as shown in Figure 3. The tailpipe
NOx emissions with 20.28L of HC-SCR catalyst resulted in
24 mg/mile. The HWYFET emissions standard for Tier 2
BIN 5 on a LDT3 weight class vehicle certified to 120,000
miles is 70 mg/mile. This indicates that with 20L of catalyst
hydro thermally aged, Tier 2 BIN 5 NOx emissions on the
HWYFET can be achieved. With 15L of catalyst 97
mg/mile was measured and does not meet the standard.
The instantaneous NOx efficiency shown in brown at the
top of the graph is after 20.28L and remains quite high
throughout the cycle and only dropped under heavy
accelerations. The fuel economy penalty on the cycle was
determined to be 2.4%. Also, note the second y-axis
shows negative numbers on all graphs indicating vehicle
speed in MPH. The MPH trace was offset in order to plot
MPH on the same graph as emissions without any of the
curves interfering with each other. This enables the reader
to assess emissions or temperatures anywhere on the test
cycle.
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6 120 100
110 95
100 90
5 90 10.14L
85
80 80 15.21L
70

vehicle speed (MPH), NOx eff. (%)

4 75 20.28L
CUM EO NOx 60
CUM NOX 10L 50 70
CUM NOX 15L EO NOx 65
40
Cumulative NOx g

3
CUM NOX 20L 30 60

NOx eff. (%)

mph
Total System NOX Eff 20 55
40%
2 10 50
10L HC-SCR
0
68% 45
15L HC-SCR -10
1 40
-20
20L HC-SCR 92% -30 35
-40 30
0
-50 25
-60 20
-1 -70 15
-80
10
-90
5
-2 -100
800 900 1000 1100 1200 1300 1400 1500 1600 0
Time Sec 0 5,000 10,000 15,000 20,000 25,000
Space Velocity 1/hr

Figure 3. HWYFET NOx Emissions.

Figure 5. HWYFET Impact of Space Velocity on NOx
The temperatures in the HC-SCR system range from Efficiency.
280°C to 340°C with an average of 310°C as shown in
Figure 4. Comparing the first front brick temperature to the
third, the brick temperatures are within 20°C. There was 2000 100
1800 EO HC ppm 90
insulation over the piping between the two cans to keep HC ppm 10L 80
1600 HC ppm 15L 70
the temperature loss to a minimum. The impact of space 1400
HC ppm 20L
60
mph
velocity on NOx efficiency is shown in Figure 5. It is clear Total System NOx eff 50

vehicle speed (MPH), NOx eff. (%)

1200
40
that as the space velocity is decreased, by adding more 1000 30
800 20
catalyst volume, the NOx performance increases greatly.
HC ppm C1

600 10
The data indicates that as long as the space velocity is 400
0
-10
kept below 10,000 1/hr the NOx performance remains 200 -20
-30
high. Additional catalyst volume may allow more time for 0
-40
-200
reactions to occur in turn increasing NOx efficiency. The -50
-400 -60
NOx efficiency more than doubles from 10L to 20L of -600 -70
-80
catalyst. The temperature is slightly lower for the rear -800 -90
bricks compared to the front and may be the reason. -1000 -100
800 900 1000 1100 1200 1300 1400 1500 1600
However, S. Schmieg (3) shows that space velocity plays Time Sec

a large role in NOx efficiency. Even with 20L of HC-SCR

catalyst there is still hydrocarbon slip as shown in Figure 6 Figure 6. HWYFET Hydrocarbon Emissions.
which would require a diesel oxidation catalyst
downstream of the SCR catalyst for HC clean-up.

350 350 Oxygen also plays a role in HC-SCR performance. Shown

325
300 below in Figure 7 is NOx efficiency as a function of oxygen
300

275 250
concentration. It is clear that the lower the space velocity
vehicle speed (MPH), NOx eff. (%)

250 the lower the oxygen concentration dependency. The

200
225
SCR1 SCR2 oxygen concentration at which the NOx efficiency begins
Exhaust T C

200
Exh. Flow
150 to drop off is reduced as more catalyst is added, or as
175 B1 B2 B1 B2

150 100 space velocity, is reduced. With 10L of catalyst the NOx
125
50
efficiency is only 50% on average with approximately 8.5%
100 T_SCR1_GAS_IN T_SCR1_BK1_FRONT T_SCR1_BK2_REAR T_SCR2_BK1_FRONT
oxygen compared to 6.8% oxygen with 15L of catalyst and
75 0
T_SCR2_BK2_REAR T_SCR2_GAS_OUT mph Total System NOX Eff
the NOx efficiency never drops below 55% even at 4.4%
50

25
-50
oxygen with 20L of catalyst.
0 -100
800 900 1000 1100 1200 1300 1400 1500 1600
Time Sec

Figure 4. HWYFET Exhaust Temperatures.

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100
95 10.14L NMOG standard of 0.4 g/mile for Tier 2 BIN 5 with a LDT3
90 15.21L
85 20.28L
vehicle. Since 0.149 g/mile of NOx is only 37.25% of the
80
75
0.4 NOx +NMOG standard this should be enough
70
65
compliance for adding in NMOG emissions and still meet
60 the standard.
NOx eff. (%)

55
50
45
40
35
10 100
30
9 90
25
8 80
20
7 70
15
10 6 60
5 50

vehicle speed (MPH), NOx eff. (%)

5 EO NOx
0 4 40
10L HC-SCR 29%
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 3 30
15L HC-SCR 56%

Cumulative NOx g
O2% 2 20
20L HC-SCR 76%
1 10
0 0
-1 -10
Figure 7. HWYFET Impact of Oxygen Concentration. -2 -20
-3 -30
-4 -40
CUM EO NOx
-5 -50
CUM NOx 10L
-6 -60
CUM NOx 15L
US06 TEST CYCLE RESULTS - Testing was also -7
CUM NOx 20L
-70
-8 -80
conducted on the US06 test cycle with the same -9
mph
-90
Total System NOx eff
aftertreatment architecture. The US06 cycle resulted in -10
700 800 900 1000 1100 1200 1300 1400
-100

29% NOx efficiency with two catalyst bricks 10.14L, 56% Time Sec

and 76% with 15.21L and 20.28L respectively as shown in

Figure 8. US06 NOx Emissions.
Figure 8. A fuel economy penalty of 2.6% was measured
on the cycle. The instantaneous NOx efficiency curve in
brown shows some very drastic changes in efficiency Exhaust gas temperatures on the US06 cycle range from
primarily during very heavy accelerations indicating that 325°C to 425°C and on average are about 375°C as
space velocity could be an issue. There was not any HC shown in Figure 9. As was just discussed, with higher
speciation equipment available for this testing. However, exhaust temperatures the catalyst should be more active
as was shown by Schmieg (3) higher space velocity and resulting in higher NOx efficiency. However, due to high
low oxygen concentrations both reduce NOx efficiency. space velocities as shown in figure 10 and low oxygen
Additionally K. Eranen (4), F. Meunier (5) and K. Shimizu concentrations shown in figure 11, higher temperatures
(6) saw the same space velocity effect. It is interesting to are not enough to maintain very high NOx efficiencies.
note that on the HWYFET with 10L of catalyst there was Hydrocarbon slip is also an issue on the US06 cycle even
40% NOx efficiency and 92% with 20L a 12% increase. On with higher exhaust temperatures as shown in figure 12.
the US06 it went from 58% to 76% an 18% increase. The
catalyst temperatures are greater on the US06 cycle which
may oxidize the HC injected into the exhaust more T_SCR1_GAS_IN T_SCR1_BK1_FRONT T_SCR1_BK2_REAR T_SCR2_BK1_FRONT

producing more favorable partially oxidized HC which may 450

T_SCR2_BK2_REAR T_SCR2_GAS_OUT mph Total System NOx eff
400

produce higher NOx efficiency. Also, F. Meunier (5) found 425

350
400
that there are several reactions which occur over the 375
300
350
catalyst. It could be that at lower temperatures more

vehicle speed (MPH), NOx eff. (%)

325
250
catalyst is needed for the reactions to occur for peak NOx 300
275
efficiency and with lower space velocity the reactions go to SCR1 SCR2
200
Exhaust T C

250
completion as on the HWYFET. However, at high 225
Exh. Flow
B1 B2 B1 B2
150
200
temperatures like on the US06, reactions would be 175 100
expected to go to completion. The space velocity is so 150
50
125
much higher on the US06 cycle that the reactions may not 100
0
reach completion and results in lower overall cycle 75
50
efficiency. 25
-50

0 -100
700 800 900 1000 1100 1200 1300 1400

With 20.28L of HC-SCR catalyst NOx emissions resulted Time Sec

in 0.149 g/mile NOx emissions. However, the US06 cycle

has a NOx plus non-methane organic hydrocarbon gas Figure 9. US06 Exhaust Temperatures.
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100
95 10.14L COLD START FTP TEST CYCLE RESULTS - The
90 15.21L
85
20.28L
catalysts were moved closer to the engine for faster light-
80
75 off on a cold start and both cans were put together to
70
65
60
better simulate 20L of catalyst in one can and minimum
NOx eff. (%)

55
50
temperature loss as shown in Figure 13. Since the
45
40 temperatures on a FTP are too low throughout the test for
35
30 the HC-SCR catalyst to operate, a heat strategy was
25
20 developed to heat the catalysts to a temperature greater
15
10
5
than 300°C. Temperatures on the HWYFET were on
0
average 310°C and provided 92% NOx reduction on the
0

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00
00

cycle. If temperatures on the FTP were approximately the

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0

,0
5,

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85
Space Velocity 1/hr
same and with several idles on the FTP, where space
velocity is low and oxygen concentration is high, NOx
Figure 10. US06 Impact of Space Velocity on NOx
performance on the FTP cycle is expected to be very
Efficiency.
good.

100 TEX 2
95 10.14L HC-INJ NOx 2
TEX 1
90
15.21L Turbo NOx 1 MIXER
85
80 20.28L HC-SCR HC-SCR
75
70
ENGINE DOC
65
60
20 in
NOx eff. (%)

55
50
45
40
35
30
EMISSIONS EMISSIONS EMISSIONS EMISSIONS
25
20
15
Figure 13. Cold FTP Aftertreatment Architecture.
10
5
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
O2%
The heat strategy used was post injection from the engine
which would develop an exothermic reaction over the
DOC to produce heat in the exhaust stream to heat the
Figure 11. US06 Impact of Oxygen Concentration on
HC-SCR catalyst to the desired temperature. Once the
NOx Efficiency.
exhaust gas temperature just upstream of the DOC
reached 190°C, post injection was started which occurred
5000 100 at 170 seconds into the test at the start of cycle two in the
90
4000 80
first bag of the FTP as shown in Figure 14. However, HC
70 injection for NOx reduction does not start until the exhaust
3000 60
50 gas temperature upstream of the HC-SCR catalyst
vehicle speed (MPH), NOx eff. (%)

2000 40
30
reaches 280°C which does not occur until 224 seconds
1000 20 into the test. Catalyst light-off of 50% for the HC-SCR
HC ppm C1

10
0 0 system of 20L occurred at 309 seconds into test which is
-10 near the end of cycle two. The FTP exhaust temperatures
-1000 -20
-30 and instantaneous NOx efficiency is shown in Figure 15.
-2000 -40
EO HC ppm -50
The catalyst temperatures with the heat strategy are
HC ppm 10L
-3000 HC ppm 15L -60 controlled to 290°C to 350°C from cycles two through 18.
HC ppm 20L -70
-4000 mph
Total System NOx eff
-80 The heat strategy is also used in bag 3 of the FTP, starting
-90
-5000 -100
at 1,975 seconds and turned off at 2,395 seconds.
700 800 900 1000 1100 1200 1300 1400 Temperatures in bag 3 reach almost 400°C due to the hot
Time Sec
restart after the soak. This was a first attempt at a heat
strategy and would require further development and
Figure 12. US06 Hydrocarbon Emissions. optimization.
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30 100
T_DOC_IN T_SCR1_GAS_IN T_SCR1_BK1_FRONT
28 90
T_SCR1_BK2_REAR T_SCR2_BK1_FRONT T_SCR2_BK2_REAR
T_SCR2_GAS_OUT mph Total System NOx eff 26 80
500 100 24 70
SCR1 SCR2 90 22 60
450 Flow
20 50

vehicle speed (MPH), NOx eff. (%)

DOC B1 B2
80
B1 B2
70 18 40
400
Catalyst Lightoff 60 16 30

Cumulative NOx g
350 50 14 20

vehicle speed (MPH), NOx eff. (%)

Wt Fuel Economy Penalty 60%
Start HC Injection 40 12 10
is 3.1% for HC Injection wt Eff
300 for Nox Reduction 30 10 0
20 8 -10
250
Exhaust T C

Start Heat Strgy. 10 6 -20

200 0 4 -30
CUM EO NOx
-10 2 -40
150 20L HC-SCR
-20 0 -50
mph
-30 -2 Total System NOx eff -60
100
-40 -4 -70
50 -50 -6 -80
-60 -8 -90
0 -10 -100
-70
-80 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
-50
-90 Time Sec
-100 -100
0 25 50 75 100 125 150 175 200 225 250 275 300 325 350 375 400 425 450 475 500
Time Sec Figure 16. Cold FTP NOx Emissions.

Figure 14. Cold FTP Bag 1 Heat Strategy. Total System NOx eff
mph
SV
100 16000
90
T_DOC_IN T_SCR1_GAS_IN T_SCR1_BK1_FRONT 80 14000
T_SCR1_BK2_REAR T_SCR2_BK1_FRONT T_SCR2_BK2_REAR
70
T_SCR2_GAS_OUT mph Total System NOx eff
500 100 60
12000
50

vehicle speed (MPH), NOx eff. (%)

90
450 80 40
30 10000
400 70

space velocity 1/hr

60 20
350 50 10 8000
vehicle speed (MPH), NOx eff. (%)

40 0
300 30 -10 6000
250 20 -20
Exhaust T C

10 -30
200 0 4000
-40
-10
150 -50
-20 2000
-60
100 -30
-70
SCR1 SCR2 -40
Flow -80 0
50 -50
DOC B1 B2 B1 B2 -90
-60
0 -70 -100 -2000
-80 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
-50
-90 Time Sec
-100 -100
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
Time Sec
Figure 17. Cold FTP Impact of Space Velocity on NOx
Efficiency.
Figure 15. Cold FTP Heat Strategy.
Total System NOx eff
mph
INLET SCR O2 %
100 22
The NOx efficiency on the cold start FTP on a weighted 90
20
80
basis was determined to be 60% and resulted in a fuel 70
18
60
economy penalty, for HC injection for NOx reduction only, 50
16
vehicle speed (MPH), NOx eff. (%)

of 3.1% as shown in Figure 16. Since the heat strategy 40

30 14
was not completely developed or optimized, the exact fuel 20
10 12 % Oxygen
economy penalty is not reported. However, once 0
10
optimized it is expected that the fuel penalty would be -10
-20
between two and five percent. The NOx efficiency -30 8

-40
throughout the cycle is relatively high especially on idles -50
6

-60
where it is 98% or better. In Figure 17 the impact of space -70
4

velocity is shown on an instantaneous basis. It appears -80 2

-90
that space velocities greater than 9,000 1/hr affect NOx -100 0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
efficiency, however, at the same time oxygen Time Sec

concentrations as shown in Figure 18 are below 6% and is

also affecting NOx efficiency. Figures 17 and 18 enable
Figure 18. Cold FTP Impact of Oxygen on NOx
one to better understand both the oxygen and space
Efficiency.
velocity effects.
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The NOx efficiency is shown as a function of both space In the future, improvements need to be made in catalyst
velocity and oxygen concentration in Figures 19 and 20 formulation to reduce operating temperatures below 300°C
respectively. In both cases the data starts at the point of and to reduce catalyst volume. In addition, reduce
catalyst light-off, it does not include the first 308 seconds hydrocarbon slip past the HC-SCR catalyst to reduce or
of the FTP.
eliminate the need for a DOC downstream of the HC-SCR
catalyst.
100
95 20L HC-SCR
90
85
80 ACKNOWLEDGMENTS
75
70
65
60 The author would like to thank Steven J. Schmieg in the
NOx eff. (%)

55
50
Chemical and Environmental Science Laboratory for many
45
40
useful conversations while conducting tests. The author
35
30
thanks Edward E. Klusendorf in the Chemical and
25
20
Environmental Science Laboratory for developing the FTP,
15 HWYFET and US06 transient test cycles in the test cell.
10
5 The author would also like to thank Chris C. Crellin and
0
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 Dennis J. Upton in the Chemical and Environmental
Space Velocity 1/hr Data starts at Catalyst lightoff
Science Laboratory for conducting the tests and
maintaining the test cell. The author also thanks David B.
Figure 19. Cold FTP Space Velocity vs. NOx Efficiency. Brown and Michael Paratore, both from GM Powertrain,
for providing the diesel oxidation catalysts along with other
hardware needed for testing. The author also thanks
100 Michael Paratore for his help with the catalyst heating
95
90 strategy.
85
80
75
70
REFERENCES
65
60
NOx eff. (%)

55 1. M. B. Viola, D. B. Brown. “Emission Performance

50
45 Improvement On A Light Duty Diesel Engine With An
40
35 LNT Based Aftertreatment System via Use Of A POX
30
25
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20 Congress. YOKOHAMA, JAPAN, 2006.
15
10 2. S. J. Schmieg, J.-H. Lee, S. H. Oh. “Selective Catalytic
5
0 Reduction Of NOx Over Ag/Alumina Catalyst Using
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
O2% Data starts at catalyst lightoff Fuel-Component Hydrocarbons”, 19th North American
Meeting of the Catalysis Society, May 23-27, 2005.
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Efficiency.
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CONCLUSION Exhaust Using Hydrocarbon Selective Catalytic
Reduction”. SAE Technical paper 2008-01-2486.
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NOx efficiency and 76% on the US06 cycle. Using a 2008.
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Cider, “Influence of Hydrocarbons on the Selective
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the hydro thermally aged catalysts used for testing, Tier 2 5. F.C. Meunier, J.P. Breen, V. Zuzaniuk, M. Olsson,
BIN 5 NOx emissions can be achieved on the HWFET and J.R.H. Ross, “Mechanistic Aspects of the Selective
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to be made to the system to meet all of the regulated Alumina Catalysts”. Journal of Catalysis 187, 493-505
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CONTACT

Michael B. Viola, Staff Researcher

General Motors R&D Center
Chemical & Environmental Science Laboratory
30500 Mound Road Mail Code 480-106-252
Warren, MI 48090-9055
Phone: (586) 986-2868
FAX: (586) 986-0176
e-mail: michael.b.viola@gm.com