North American Engines Manufacturers’ Strategies Summary Off-cycle emission testing was introduced at the Euro VI level. OBD requirements were introduced at the Euro V level and increased in stringency for Euro VI. Also, a PN limit of 8.0×10 11 particle/kWh was introduced. In 2013, Euro VI emission limits of 0.4 g/kWh NOx and 0.01 g/kWh PM came into effect. In Europe, Euro V standards for heavy-duty diesel engines came into effect starting near the end of 2008 that reduced NOx emissions to 2.0 g/kWh from the Euro IV level of 3.5 g/kWh. The alternative to urea SCR, further increases in EGR was attempted by Navistar but ultimately proved to be unsuccessful.
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For the full implementation of the 0.2 g/bhp-hr NOx limit starting in 2010, most manufacturers opted for urea SCR. One manufacturer, Cummins, chose to implement NOx adsorber catalysts in engines destined for Dodge Ram pick-up to meet an optional heavy-duty vehicle chassis certification limit that was legally equivalent to the 0.2 g/bhp-hr engine limit. To meet the interim NOx requirements during the phase-in period most manufacturers chose to increase the levels of EGR from their 2004 engines to bring NOx down to 1.1-1.2 g/bhp-hr. To meet the 0.01 g/bhp-hr PM limit, all engine manufacturers adopted diesel particulate filters ( DPF). Additional regulatory requirements for on-board diagnostics ( OBD) also started to be phased-in starting in 2007. As a result, most manufacturers designed almost all of their 2007-2009 engines to meet a NOx family emissions limit of around 1.1-1.2 g/bhp-hr. The averaging, banking and trading options in the regulation allowed manufacturers to produce engines with NOx emissions between these two limits. For the period 2007-2009, 50% of a manufacturer’s engines had to comply with the new NOx limit of 0.2 g/bhp-hr while the remaining 50% of engines could continue to comply with the 2004 NOx+HC limit of 2.5 g/bhp-hr. A new PM limit of 0.01 g/bhp-hr (0.013 g/kWh) required an order of magnitude reduction in PM emissions for 2007 MY engines while a NOx limit of 0.2 g/bhp-hr (0.27 g/kWh) was phased-in between 20. Starting in 2007, emission limits for NOx and PM dropped considerably. During this period, NOx emission requirements decreased from 5.0 to about 2.4 g/bhp-hr while PM emission limits remained static at 0.10 g/bhp-hr. Chassis Certification of Heavy Pickup Trucks and Vansīetween 1994 and the end of 2006, emission standards for on-road heavy-duty diesel engines regulated by the US EPA focused on reducing NOx emissions.In Europe, Euro VI emission standards required the addition of particulate filters to Euro V engines with SCR technology. In medium-duty vehicles, there has been a trend to chassis certify complete Class 2b and Class 3 trucks. However, there were differences in the technology paths-some manufacturers initially attempted to meet the 0.2 g/bhp-hr NOx limit using high EGR rates, without NOx aftertreatment. Abstract: Emission aftertreatment-diesel particulate filters and SCR catalysts-was widely introduced on heavy-duty diesel engines to meet US 2007 emission standards.
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