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The emission regulations for mobile applications will become stricter in Euro 4 - 6 levels and require the use of active aftertreatment methods (deNOx and DPF) in addition to passively operating diesel oxidation catalysts (DOC). Vanadium-SCR (V-Selective Catalytic Reduction) catalysts based on stabilized TiO₂-WO₃ raw materials and tailored preparation methods were first evaluated by the laboratory experiments. Conventional V-SCR catalysts were durable up to about 600°C but the developed catalyst stand hydrothermal ageing up to 700°C without losses of activity. Simultaneously, the performance at 250 - 450°C was about the same as with the traditional V-SCR catalyst and the SCR selectivity at 450 - 600°C was high with a low NH₃ oxidation tendency. Coated V₂O₅/TiO₂-WO₃ catalysts (ceramic and metallic substrates) were evaluated with a 4.9 L engine by engine bench experiments.

Particle emissions have been generally associated to diesel engines. However, spark-ignition direct injection (SI-DI) engines have been observed to produce notable amounts of particulate matter as well. The upcoming Euro 6 legislation for passenger cars (effective in 2014, stricter limit in 2017) will further limit the particulate emissions from SI engines by introducing a particle number emission (PN) limit, and it is not probable that the SI-DI engines are able to meet this limit without resorting to additional aftertreatment systems. In this study, the solid particle emissions of a SI-DI passenger car with and without an installed Particle Oxidation Catalyst (POC®) were studied over the New European Driving Cycle (NEDC) on a chassis dynamometer and over real transient acceleration situations on road. It was observed that a considerable portion of particle number emissions occurred during the transient acceleration phases of the cycle.

The emission regulations for mobile applications become stricter in Euro-IV to Euro-VI levels. Carbon monoxide and hydrocarbon can be removed by efficient Diesel Oxidation Catalysts (DOC) but Particulate Matter (PM) and NOx are more demanding requiring the use of active methods (urea-SCR and DPF) which will be world-wide implemented in the 2010's. Durable, coated V-SCR catalysts are based on stabilized raw materials and tailored preparation methods. Coated V2O5/TiO2-WO3 catalysts (ceramic 300/400 cpsi and metallic 500/600 cpsi) were evaluated by laboratory and engine bench experiments. Traditional V-SCR catalysts are durable up to about 600°C and have a high efficiency at 300°C-500°C. SCR activities were tailored to be higher also at 200°C-300°C or 500°C-600°C. The use of thermal stabilizers or the vanadium loading variation enabled the changes in operation window and stability.