There has been a recent upsurge in interest from the media concerning the quality of the environment within aircraft cabins and cockpits especially in the commercial world. This has included (although by no means been limited to) the air quality, with particular reference to the alleged effects of contamination from the aircraft turbine lubricant. Possible exposure to 'organophosphates' (OPs) from the oil has raised special concerns from cabin crew. Such is the concern that government organisations around the world, including Australia, USA and UK, have set up committees to investigate the cabin air quality issue. Concern was also voiced in the aviation lubricants world at the way in which OP additives in turbine lubricants were being blamed in some reports for the symptoms being experienced by air crew and passengers. SAE Committee E-34 therefore decided that it should gather as much available information on the subject as possible. This would then enable E-34 to participate in

E-34 Propulsion Lubricants Committee

Investigation on Degradation Process of PdRuIr/CZ “Pseudo-Rh” Catalysts Used for Motorcycles

2024-32-001604/18/2025

Platinum (Pt), palladium (Pd), and rhodium (Rh) are used as active substances in exhaust gas purification catalysts for automobiles. Among these, Rh is an essential element because it efficiently promotes a NOx reduction reaction. On the other hand, the price of Rh has been rising in recent years. From the perspective of the supply risk of rare resources, there is an urgent need to develop technologies to replace or reduce the amount of Rh used in catalysts. We focused on the pseudo-rhodium alloy developed by the ACCEL program of the Japan Science and Technology Agency (JST), and then investigated the application of the pseudo-rhodium alloy on the catalysts of our motorcycles and also the degradation process. A nanosized PdRuIr alloy supported on a ceria-zirconia solid solution (PdRuIr/CZ) was prepared and assembled into a motorcycle for emissions measurement. The PdRuIr/CZ catalyst with an alloy loading of 4.0 g/L had initial properties comparable to the Rh supported on a CZ (Rh/CZ

Motegi, Takuya, Tatara, Shunya, Takamoto, Shunpei, Doi, Kosuke

RDE Methodology Development for Motorcycle Emissions Assessment

2024-32-007304/18/2025

The transfer of conditions and regulations for RDE testing from passenger cars to motorcycles is a non-trivial undertaking. Motorcycles exhibit significant differences in construction and usage compared to cars, necessitating a distinct set of requirements for equipment and methodology. Currently available PEMS are hindered by their relatively large size and weight due to the embedded measurement technology and external power supply. The weight of, at least 50kg, poses a substantial additional load, leading to a deviation and, on average, higher load collective of the engine during RDE measurement rides. Beyond these structural parameters, the actual propulsion system and subsequent exhaust system introduce another challenge when employing PEMS on motorcycles. An unfavorable combination of the ratio of engine displacement to the volume of the exhaust system and long or unequal ignition intervals leads to pulsations, which has a considerable impact on the differential pressure-based

Schurl, Sebastian, Keller, Stefan, Lankau, Mathias, Hafenmayer, Christian, Schmidt, Stephan, Kirchberger, Roland

Influences of Lubricant Viscosity and Metallic Content on Diesel Soot Oxidation Reactivity

2024-01-508408/23/2024

This study examined the effects of lubricant viscosity and metallic content on the oxidation reactivity of diesel particles. In the first part, the factors affecting thermogravimetric analysis (TGA) experiments was discussed and confirmed. The influences of initial soot mass, heating rate, and airflow rate on soot oxidation rate and experimental reproducibility were investigated to develop an optimized TGA method. On the basis of these experiments, an initial soot mass of 2.0 mg, airflow rate of 4.8 L/h, and heating rate of 2.5°C/h were used for all subsequent TGA tests. It could be found that the TGA experiments had high repeatability, and the differences were less than 0.1%. In the second part, a four-cylinder diesel engine was lubricated with seven kinds of lubricant with different viscosity and metallic content by the use of viscosity index improver (VII), antioxidant and corrosion inhibitor (ACI), and ashless dispersant (AD). Particle samples were subjected to TGA to test their

Meng, Hao, Yang, He, Zhang, Weili, Xing, Jianqiang, Xu, Yan, Wang, Yajun

Three way Catalyst with faster light-off substrates – A promising approach to reduce tailpipe emissions

2024-26-014201/16/2024

The ever-tightening regulation norms across the world emphasize the magnitude of the air pollution problem. The decision to leapfrog from BS4 to BS6 - with further reduction in emission limits - showed India's commitment to clean up its atmosphere. The overall cycle emissions were reduced significantly to meet BS6 targets. However, the introduction of RDE norms in BS6.2 demanded further reduction in emissions under real time operating conditions - start-stop, hard acceleration, and idling, cold start - which was possible only through strategies that demanded a cost effective yet robust solutions. The first few seconds of the engine operation after start contribute to major amount to the cycle gaseous emissions. This is because the thermal inertia of the catalytic converter restricts the rate at which temperature of the catalyst increases and achieves the desired "light-off" temperature. The challenge becomes more prominent in the turbocharged engines which puts additional heat 'loss

Kale, Vishal Maruti, M, Ravisankar, Hosur, Viswanatha, Sridhar, S, Bhimavarapu, Aditya, Lende, Nilesh Ashok, Rose, Dominik, Tao, Tinghong

Analytical Comparison of Real Drive Emission from Passenger Vehicle at different altitude operating conditions

2024-26-015101/16/2024

As a major checkpoint in Automotive Emission Regulation worldwide, the Real Drive Emission(RDE) has been introduced to regulate the amount of pollutants in real on-road driving conditions, where altitude also find its importance along with driving pattern. Vehicular Exhaust Pollutants such as CO, NOx, CO2, PM & PN are the main targeted items being concentrated at this stage. Among them NOx, CO & CO2 are pollutants which will vary in connection to the atmospheric ambient conditions where the vehicles are being operated. For an instance, in our targeted case of testing at higher altitudes CO & NOx levels are found to be higher than those when tested at normal RDE regulatory altitude limits. As the altitude increases, the amount of oxygen present in the atmosphere decreases, which can cause the combustion process in an ICE to operate at a lesser efficient stoichiometric composition than when done at sea level. This will in-turn produce more pollutant levels as a byproduct of such altered

Pallerla, Sunil, RAJAN, GAUTHAM, Balagangatharan, Balamuralitharan, MUTHRAK, RAJA PRAMOD KUMAR

DeNOx Strategy Adaptation and Optimization in Single Cylinder LCV Application for BS6 Phase-II Norms

2024-26-016001/16/2024

Powertrain complexity rapidly increasing to meet fast moving regulation requirements. The BS6 Phase-1 regulation norms were implemented in India from April 1, 2020 and replaced the previous BS4 norms. Phase-2 of the BS6 regulation norms were came into effect on April 1, 2023. To meet this stringent regulation requirement, need effective performance of after treatment systems like DOC, DPF and SCR demands critical hardware selection and implementation. A robust DeNOx emissions strategy is developed in naturally aspirated single cylinder LCV application to meet cycle emissions, real drive emissions and OBD requirements. Naturally aspirated single cylinder engine has its own challenges to meet BS6 norms like higher engine out NOx, dynamic temperature profiles etc. It is always a challenge to adapt EATS in LCV application as these are low-cost vehicles. EATS components and sensors impacts the overall cost of the vehicle. This paper briefs about robust DeNOx emissions strategy in naturally

Hareesh, Sangaraju, V, Suryanarayanan, Sharma, Prashant, Redii, Ashok, Raut, Sandip, Golla, Srinivasa Rao

The effect of different Air Path based ATS thermal management strategy on a Non- EGR Medium Duty Diesel Engine’s performance and emissions.

2024-26-003801/16/2024

The effect of different Air Path based ATS thermal management strategy on a Non- EGR Medium Duty Diesel Engine’s performance and emissions. Ajeet Kumar Sharma AVL Technical Center Pvt. Ltd. Abstract: In view of BS6.2 emission norms implementation for medium duty diesel engine, the tail pipe emissions are not only confirmed in test bed conditions but also in real driving condition including different combinations of ambient temperature and pressure. In modern non-EGR engine the Engine out emissions especially NOx emission is higher compared to EGR engine, therefore the tail pipe emissions are solely depending on conversion efficiency of After Treatment System (ATS). Hence meeting the stringent tail pipe emission, quick heating of ATS required. It became more challenging with a WHTC Cycle, where beginning of the cycle is not only having low load engine operations, but also cold ATS system followed by cold soaking. Further addition of DOC (Diesel oxidation Catalyst), DPF (Diesel

Sharma, Ajeet Kumar, Kreuzig, Gerhard, Gupta, Ayush, Goyal, Dinesh, Garg, Varun

ePNC Diffusion-Charging Based Particle Number Counting Technology as Alternative to Condensation Particle Counting Based Methods.

2024-26-034201/16/2024

Particle Number (PN) measurement testing has for long been conducted by using Condensation Particle Counter (CPC) based technology. While accurate at low concentrations, CPC has nevertheless several drawbacks for in-field use, such as the use of a working fluid, the need for dilution, and the sensitivity to contamination. Diffusion Charging (DC) based particle counting technologies have often been disregarded as a valid alternative to CPC based methods due to their intrinsic particle size dependent counting efficiency. However, Dekati’s novel ePNC PN technology has brought DC technology to the next level. Due to its patented technology, the Dekati ePNC’s particle counting efficiency is near size independent, turning DC as a competing technology for CPC, especially for demanding field applications, such as Portable Emission Measurements Systems (PEMS) for Real Driving Emission (RDE), and brake and tire wear measurements. These applications require the ability to continuously measure

Laakkonen, Elmeri, Nikka, Markus, Lambaerts, Peter, Arffman, Anssi, Karjalainen, Panu, Seifert, Philipp, Schwanzer, Peter

Virtual sensor modelling for ammonia slip estimation to improve SCR performance in Real Drive Emissions

2024-26-016201/16/2024

Urea-NH3 dosed Selective Catalytic Reduction is powerful reaction system to ensure NOx reduction in the exhaust gases by minimizing ammonia slip. When the dosed ammonia exceeds the actual request than the required, NH3 to NOx ratio is potentially high, the unused ammonia is limited to 10ppm corresponding to experimental result of every World Harmonic Transient Cycle. The dosage estimation depends on the NOx sensors which has this drawback of high cross-sensitivity to ammonia that can affect the measurement of NOx and compromise the SCR-ASC closed loop strategies. This paper aims to resolve the complexity in prediction of ammonia slip to resolve the cross-sensitivity of tailpipe NOx sensor in the SCR system by a closed loop estimation of NOx and ammonia slip to ensure high NOx conversion efficiency. The focus is to develop a simplified model-based solution for estimating ammonia slip, because of the limitations in the real drive conditions in SCR system. This model approach is designed

K, Sabareeswaran, M, Jayashree, YS, Ananthkumar

Comparative Study of Real Driving Emissions with different Gasoline & Diesel fuel blends using Portable Emission Measurement Equipment on IndianOil specific RDE Compliant Route

2024-26-035601/16/2024

India has recently shifted from BSVI 1.0 emissions norms to BSVI 2.0 RDE (Real Drive Emission) norms ready with implementation of conformity factors for the measurement of on-road emissions. The discrepancies between emission values measured in the laboratory (under controlled ambient conditions) and actual emission values on the road (under real driving conditions) will be reduced with the implementation of BSVI 2.0. Fuel impacts the vehicular tail pipe emission in a greater way and various regulated emission pollutants are reduced significantly. Government initiated fuel formulations like oxygenated fuels (E10 & E20) and OMCs (IOCL) initiated differentiated diesel fuels plays significant role in achieving the targets for real driving emissions. Current study was performed on BSVI gasoline port fuel injection vehicle, gasoline direct injection vehicle and diesel vehicle on RDE compliant route (Faridabad specific - route formulated by Indian Oil R&D Centre) with different set of test

Kant, Chander, Kumar, Prashant, Saroj, Shyamsher, Arora, Ajay, Chakradhar, Dr Maya, Sithananthan, M, Harinarain, Ajay, Maheshwari, Mukul, Kalita, Mrinmoy

GPF : An effective technology to minimize 2Wh particulate emission

2024-26-014001/16/2024

India is the world's largest two-wheeler (2Wh) market. With the proportion of its middle class rapidly rising, 2Wh sales and the resulting emissions, are expected to grow exponentially. The decision to leap-frog from BSIV to BSVI emission norms shows India's commitment to clean up its atmosphere. As of now, the regulation mandates Gaseous Pollutant (CO, HC, NOx) emission limits for all 2Whs. However, only 2Whs powered by Direct Injection (DI) engines have a particulate limit (PM & PN). Also, most of the 2Whs manufactured in India are powered by gasoline engines using the Port Fuel Injection (PFI) technology, and hence by definition particulate emission limits do not apply. Particulates when inhaled - especially of the ultrafine sizes capable of entering the blood stream - pose a serious health risk. Therefore, it became imperative to investigate the particulate emission levels of the 2Whs. We conducted a study selecting a motorcycle each from two different vehicle categories - Class 1

Bhimavarapu, Aditya, Singh, Sunil Kumar, Kataria, Rohit, Rose, Dominik, Boger, Thorsten

Study of changes in Exhaust after treatment system components in M & N category vehicles from RDE Monitoring stage to RDE Compliance stage

2024-26-015001/16/2024

Bharat Stage VI emission norms were implemented in India in two stages: Stage I from 1st April 2020 and Stage II from 1st April 2023. For M & N category vehicles, RDE test along with other applicable certification tests is mandatory for obtaining a BSVI compliance certificate during stages I and II. The RDE test is conducted on the roads in real driving conditions, unlike the Type-I test using a pre-defined cycle on the chassis dynamometer, during which the ambient temperature and other environmental conditions are controlled in a narrow range. During BSVI Stage I for the RDE test, there was no limit for any pollutant. So, it is considered an RDE monitoring stage, and from BS VI Stage II, limits are enforced on a few pollutants (NOX and PN) as notified in notification GSR 226(E) dated March 27, 2023. So, it is considered the RDE compliance stage. During the RDE monitoring phase, emissions from M & N category vehicles are comparatively higher because of several reasons like cost

SINGH, Abhay Pratap, Bathina, Revanth Kumar, Thakare, Kiran Prabhakar

After-treatment Improvement in Mahindra BS6.1 to BS6.2

2024-26-014801/16/2024

Effective 1st April 2023, India's automotive emissions regulation has moved from BS6.1 to BS6.2 standard the after-treatment systems need to demonstrate robust performance not just on the cycle, but also to demonstrate emissions for on-road driving (RDEs) conditions. A stringent OBD strategy to monitor the real-time emission levels along with compliance On Road Driving Emissions (RDEs) are focus areas for BS6.2 emission legislation. The max speed on MIDC is 90km/h in BS6.1, DOC+SCRF® was meeting legislation at the lab and now with iRDE cycle max speed of the vehicles under M1 category will have the max permitted legal limit shall surpass 100 km/h for not greater than 3% of the time duration in the Phase-3 driving cycle for which max speed is up to 120 km/h. The monitoring window intended for BS6.2 with higher operating temperatures and higher space velocity plays a major role and adds a challenge to tackling the emission on the road. In this article, Mahindra and Johnson Matthey will

Vediappan, Sudhagar, Mandla, Manoj, Ragunathan, Santhosh Kumar, Kumar, Uday, O'Connell, Tim, Harris, Matthew, Green, Alexander, Sharma, Prashant, V, Suryanarayanan, MALATHKAR, Prakash Rao, Sharma, Vinay

After Treatment Sensors Positioning for BS6.2 Diesel Engine

2024-26-003901/16/2024

BS6 emission standards were implemented in India in 2020 followed by BS6.2 which added more controls on emission limits. For BS6.2 OBD (On Board Diagnostics) and RDE (Real Driving Emission) were added on to the existing BS6 emissions. For the current 1.5L, 3 cylinder diesel engine an pSCR (Passive Selective Catalytic Reduction) brick was added for control of NOx for meeting RDE. For meeting OBD requirements PM (Particulate Matter) and NOx sensors were added in the cold end pipe along with calibration changes to meet the BS6.2 norms. In this paper we will discuss on the design aspects of sensors and pSCR only. The sensor and pSCR positioning plays vital role in meeting the legislative requirements and to ensure the ease of assembly and durability of the parts. In this paper we discuss on the various options explored for positioning, the constraints of sensor application and the importance of positioning on the emission compliance. Post the sensor positioning, parts were made and

vinaya murthy, Vijayendra, Rengaraj, Chandrasekaran, Dharan R, Bharani, Sasikumar, M

Comparative Analysis of Electromagnetic Radiated Emission for electric powertrain and conventional Spark Ignition (SI) powertrain

2024-26-013301/16/2024

Due to the transformation of the automotive industry from conventional vehicles to electric vehicles, new challenges have arrived concerning Electromagnetic Compatibility. Though the Radiated Emission limits are the same for both types of powertrains of vehicles, but due to the phenomena of conversion from high voltage to low voltage, rapid charging/discharging, and different components involved in electric powertrain, Radiated Emission from electric vehicles give a strikingly different trend which is challenging to combat. When comparing with the conventional Spark Ignition vehicle, many other electronic components of electric vehicle stay ON in the “Vehicle Ignition ON” state. Because of this, we observe a significant shift in the amplitude, and frequency throughout the frequency band of Radiated Emission measurement. This paper presents comparative analysis of the changing trends of Radiated Emission from Spark Ignition Engine to the electric powertrain in the “Vehicle Ignition ON

Pawar, Sneha Ravindra, Desai, Manoj Madhukar

SDPF Application DOE For BS6 RDE/OBD2 using MATLAB/SGB/ETB/CDT

2024-26-016101/16/2024

To meet future emission levels, the industry is trying to reduce tailpipe emissions by both, engine measures and the development of novel catalytic emission control concepts. The present study will focus on the close coupled SCR on Filter commonly known as SDPF which is a main pathway to reduce NOx along with Particulate mass and number for light duty passenger cars and sport utility vehicles for BS 6 RDE/OBD 2 and future legislation like BS-7. SDPF is a challenging technology as it is critical component in exhaust after treatment system involving in NOx and PM/PN reductions hence careful optimization of this technology is necessary in terms of Space velocity requirements, Temperature profile wrt to NOx conversion, Raw NOx concentration, Particulate mass and Ash holding capacities, NH3 storage requirements, back pressure and so on. With BS6 RDE having extremely challenging CF for NOx equals to 1,43, the SDPF design & optimization is high on importance and to demonstrate the success of

Singh, Shephali, Patil, Sandip, Maynal, Rajesh A., Maske, Vidyasagar, Seyler, Michael, Subramanian, Senthilnathan, Deshpande, P V, Luquman, Shahid

Research on the Influence of Different Working Conditions on the Driving Range, Energy Consumption and Emissions of Heavy-Duty Hybrid Buses

2023-01-703510/30/2023

Research on the energy consumption and emission of heavy-duty hybrid electric buses was carried out based on the chassis dynamometer. The effects of different working conditions on the driving range, electric power, energy consumption and emissions were analyzed. The testing process included three phases, the pure electric driving range phase, energy adjustment phase and electrical energy balance phase. The testing cycle includes CHTC-B (China Heavy-duty commercial vehicle Test Cycle for Bus) and CCBC (Chinese typical City Bus Cycle). The energy consumption and emissions were measured simultaneously during the test. The results show that the driving range of CHTC-B method is less than that of constant velocity method and the power consumption of CHTC-B method is higher than that of constant velocity method. The energy consumption of CHTC-B is 20% higher than that of CCBC. Comparing the emissions after the engine is warmed up, it can be concluded that the CCBC pollutant has a higher

Gao, Dongzhi, Feng, Zhonghui, Zhao, Jianfu, Xu, Dandan, Li, Tengteng

Experimental and Numerical Investigation of Combustion and Noise, Vibrations, and Harshness Emissions in a Drone Jet Engine Fueled with Synthetic Paraffinic Kerosene

01-17-01-0006

08/14/2023

Emissions and effects of climate change have prompted study into fuels that reduce global dependence on traditional fuels. This study seeks to investigate engine performance, thermochemical properties, emissions, and perform NVH analysis of Jet-A and S8 using a single-stage turbojet engine at three engine speeds. Experimental Jet-A results were used to validate a CFX simulation of the engine. Engine performance was quantified using thermocouples, pressure sensors, tachometers, flow meters, and load cells fitted to the engine. Emissions results were collected using an MKS Multigas Emissions Analyzer that examined CO, CO₂, H₂O, NOx, and THC. NVH analysis was conducted using a multifield, free-field microphone, and triaxial accelerometer. This study found that Jet-A operates at higher temperatures and pressures than S8, and S8 requires higher fuel flow rates than Jet-A, leading to poorer efficiency and thrust. S8 produced stronger vibrations over 5 kHz compared to Jet-A. S8 showed a