Browse Topic: Emissions certification

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Design of Experiments for Effects and Interactions during Brake Emissions Testing Using High-Fidelity Computational Fluid Dynamics2019-01-21399/15/2019
The investigation and measurement of particle emissions from foundation brakes require the use of a special adaptation of inertia dynamometer test systems. To have proper measurements for particle mass and particle number, the sampling system needs to minimize transport losses and reduce residence times inside the brake enclosure. Existing models and spreadsheets estimate key transport losses (diffusion, turbophoretic, contractions, gravitational, bends, and sampling isokinetics). A significant limitation of such models is that they cannot assess the turbulent flow and associated particle dynamics inside the brake enclosure; which are anticipated to be important. This paper presents a Design of Experiments (DOE) approach using Computational Fluid Dynamics (CFD) to predict the flow within a dynamometer enclosure under relevant operating conditions. The systematic approach allows the quantification of turbulence intensity, mean velocity profiles, and residence times. The factors of the DOE include: a) airflow level, b) brake size, c) rotor style, d) caliper position, e) brake rotation, f) brake rotational speed, and g) fixture style. Numerical simulations are performed using NGA, a high-order, multi-physics large-eddy simulation code. Particles are tracked individually in a Lagrangian manner. The CFD code is coupled with a conservative immersed boundary method to handle complex geometries. The second part of the study investigates the flow behaviour and the associated isokinetics near the sampling plane in the different nozzles that feed the air samples to the various instruments. In order to better understand the transport and fate of solid particles, the model uses a log-normal particle size distribution between 0.55 μm and 20 μm.
Agudelo, Carlos, Vedula, Ravi Teja, Capecelatro, Jesse, Wang, Qingquan
Moving the goalposts of emission compliance18AUTP11_0311/1/2018
This industry has worked hard to reduce or at least control several critical risks. The effort has been key for all constituents, impacting strategic direction, the allocation of valuable human and financial capital, and enterprise profitability. Risk reduction takes many forms. It ranges from aligning fluctuating commodities to an economic/commodity index, and aligning with labor constituents on long-term contracts. It even includes reducing currency risk through co-locating sourcing of a component or system to the same region in which it's sold. Such risk elements, among many, are quantifiable and thus can be controlled and minimized.
Robinet, Michael
Engine Accelerated Aging Method Developed to Study the Effect of Lubricant Formulations on Catalyzed Gasoline Particulate Filter Durability2018-01-18049/10/2018
Catalyzed gasoline particulate filter (cGPF) is the prime technology to meet future stringent regulations for particulates from gasoline direct injection (GDI) engines. One of the technical concerns is the ultimate durability of cGPF in regards to engine lubricant formulations. This study investigated two tailored lubricant formulations on catalyzed GPFs which were aged on engine followed by emission testing on vehicle. An engine accelerated aging protocol was developed for cGPFs to simulate thermal aging, ash and soot loading that is at least equivalent to 200,000 km durability requirement. Evaluations include tailpipe emission levels, backpressure, catalytic performance, and post-mortem analysis. Both formulations have demonstrated a high level of cGPF performance retention; performance being assessed in terms of emission level at the end of durability demonstration testing. These formulations provide flexibility in selecting robust lubricant to meet various system requirements.
Shao, Huifang, Carpentier, Guillaume, Yin, Danhua, Wang, Yinhui, Remias, Joesph, Roos, Joseph, Xia, Wenzheng, Zheng, Yi, Yuan, Xinbo, Yang, Dongxia, He, Xiaokun, Yin, Zenghui
Emission Reduction during Cold Start by Combustion Controlled Increase of In-Cylinder Temperatures2018-01-17409/10/2018
A significant share of the emissions of a vehicle with internal combustion engine originates from the cold start. In addition to the more stringent limits for particulate emissions due the introduction of the Euro 6c standard for gasoline engines with direct injection (GDI), exhaust gas emission testing is currently performed applying the real driving emission test procedure (RDE) required by the Euro 6d TEMP standard. The RDE test procedure is not clearly defined, potentially allowing high loads immediately after the engine start. Under such circumstances the combustion chamber features low surface temperatures impairing emission performance and in particular provoking the excessive generation of hydrocarbon and particulate emissions. It is therefore important not only to examine the heating of the catalytic converter during the cold start, but also the preconditioning of the combustion chamber itself. This paper describes the influence of different catalytic converter heating strategies on the emissions during heating operation, as well as during the subsequent load demand. Furthermore, the influence of the engine temperature at engine start is investigated. In addition to a stoichiometric and a lean heating operation strategy another combustion process strategy is presented. The novel strategy provides heating of the combustion chamber, without decreasing the catalyst converter heating significantly. The studies were carried out on a 2.0 liter gasoline engine with direct injection (SIDI) on an engine test bench. Both gaseous emissions and particulate emissions were monitored. Furthermore, the origins of particulate emissions were examined in more detail by means of high-speed camera recordings of the soot radiation inside the combustion chamber. To assess the flame propagation, high-speed camera footage was combined with the signals from a fiber optical sparkplug (FOSP).
Titus, Fabian, Berlet, Peter, Sobek, Florian, Wessling, Justus
Characterization of Gaseous Emissions from Blended Plug-In Hybrid Electric Vehicles during High-Power Cold-Starts2018-01-04284/3/2018
There is a distinct difference between plug-in hybrid electric vehicles in the market today. One key distinction that can be made is to classify a plug-in hybrid electric vehicle (PHEV) according to its operational behavior in charge depleting (CD) mode. Some PHEVs are capable of using the electric-only propulsion system to achieve all-electric operation for all driving conditions in CD mode, including full power performance. In contrast, some PHEVs, henceforth termed “blended PHEVs”, cannot satisfy the power requirements of all driving conditions with the electric-only propulsion system and occasionally utilize blended CD operation whereby it is necessary to blend the use of the internal combustion (IC) engine with the use of the electric motor(s) to help power the vehicle. This characteristic can result in a unique phenomenon where it is possible for a blended PHEV to drive for miles in electric-only mode at the start of a trip before encountering a rapid acceleration that generates a need for blended CD operation. Under such circumstances, blended PHEVs can have a high-power cold-start where the initial IC engine start occurs under high vehicle torque demand, even when the battery state of charge (SOC) is high. Conventional IC engine vehicles do not experience high-power cold-starts since the initial IC engine start typically occurs under a very low initial torque requirement when the vehicle is stopped, in park or in neutral, and some driving is usually required before a high-power driving maneuver is encountered. Testing of various blended PHEVs found that high-power cold-starts have different emission characteristics compared to conventional vehicle cold-starts. California Air Resources Board (CARB) staff conducted vehicle tests to investigate the effects of high-power cold-starts on the gaseous exhaust emissions of blended PHEVs. Conditions that triggered high-power cold-starts were characterized from on-road driving and the resulting vehicle speed traces were then used to conduct chassis dynamometer exhaust emission tests. A new methodology was developed to compare the cold-start emissions from the high-power cold-start acceleration cycles to emissions from regulated emission certification test cycles. The results from these tests indicated that high-power cold-starts may be yielding significantly higher exhaust emissions than those observed during the regulated emission test cycles that are conducted for vehicle exhaust emission certification. This paper provides a summary of the high-power cold-start test cycle development, the methodology that was utilized to compare test cycle emissions, and the high-power cold-start gaseous emissions results.
Pham, Allen, Jeftic, Marko
Diesel Engine Cylinder Deactivation for Improved System Performance over Transient Real-World Drive Cycles2018-01-08804/3/2018
Effective control of exhaust emissions from modern diesel engines requires the use of aftertreatment systems. Elevated aftertreatment component temperatures are required for engine-out emissions reductions to acceptable tailpipe limits. Maintaining elevated aftertreatment components temperatures is particularly problematic during prolonged low speed, low load operation of the engine (i.e. idle, creep, stop and go traffic), on account of low engine-outlet temperatures during these operating conditions. Conventional techniques to achieve elevated aftertreatment component temperatures include delayed fuel injections and over-squeezing the turbocharger, both of which result in a significant fuel consumption penalty. Cylinder deactivation (CDA) has been studied as a candidate strategy to maintain favorable aftertreatment temperatures, in a fuel efficient manner, via reduced airflow through the engine. This work focuses on prediction and demonstration of fuel economy benefits of CDA when implemented at idle and low load portions of the emission certification cycles, such as the heavy duty federal test procedure (HD-FTP), and other real-world drive cycles, including the Orange County bus and port drayage creep cycles. A 3.4% benefit in fuel economy has been demonstrated over the HD-FTP, while maintaining tailpipe-out NOx emissions. Greater improvements in fuel economy have been predicted over the real world cycles, with a 5.6% reduction predicted over the Orange County bus cycle and 35% reduction predicted over the port drayage creep cycle.
Joshi, Mrunal, Gosala, Dheeraj, Allen, Cody, Srinivasan, Sirish, Ramesh, Aswin, VanVoorhis, Matthew, Taylor, Alexander, Vos, Kalen, Shaver, Gregory, McCarthy Jr, James, Farrell, Lisa, Koeberlein, Edward D.
Benefits of Pd Doped Zeolites for Cold Start HC/NOx Emission Reductions for Gasoline and E85 Fueled Vehicles2018-01-09484/3/2018
In the development of HC traps (HCT) for reducing vehicle cold start hydrocarbon (HC)/nitrogen oxide (NOx) emissions, zeolite-based adsorbent materials were studied as key components for the capture and release of the main gasoline-type HC/NOx species in the vehicle exhaust gas. Typical zeolite materials capture and release certain HC and NOx species at low temperatures (<200°C), which is lower than the light-off temperature of a typical three-way catalyst (TWC) (≥250°C). Therefore, a zeolite alone is not effective in enhancing cold start HC/NOx emission control. We have found that a small amount of Pd (<0.5 wt%) dispersed in the zeolite (i.e., BEA) can significantly increase the conversion efficiency of certain HC/NOx species by increasing their release temperature. Pd was also found to modify the adsorption process from pure physisorption to chemisorption and may have played a role in the transformation of the adsorbed HCs to higher molecular weight species. Both these processes led to desorption at higher temperatures and more efficient conversion. Laboratory studies on BEA zeolite, with and without Pd, are described. These studies show the benefits of Pd-zeolite on the capture and release of HC/NOx species such as ethanol, ethylene, propylene, and toluene. It was also observed that the benefit of Pd in the zeolite was not stable under high-temperature rich conditions. This indicates a possible limitation for the application of Pd-beta in stoichiometric engine exhaust. A base metal was also added to the Pd-zeolite that stabilized emissions trapping after high-temperature rich aging conditions. Parallel vehicle emission test results also confirmed the benefits of the base metal-stabilized Pd-BEA zeolite in reducing cold start HC emissions.
Xu, Lifeng, Lupescu, Jason, Ura, Justin, Harwell, Amy, Paxton, William A., Nunan, John, Alltizer, Chad
Passive Hydrocarbon Trap to Enable SULEV-30 Tailpipe Emissions from a Flex-Fuel Vehicle on E85 Fuel2018-01-09444/3/2018
Future LEV-III tailpipe (TP) emission regulations pose an enormous challenge forcing the fleet average of light-duty vehicles produced in the 2025 model year to perform at the super ultralow emission vehicle (SULEV-30) certification levels (versus less than 20% produced today). To achieve SULEV-30, regulated TP emissions of non-methane organic gas (NMOG) hydrocarbons (HCs) and oxygenates plus oxides of nitrogen (NOx) must be below a combined 30 mg/mi (18.6 mg/km) standard as measured on the federal emissions certification cycle (FTP-75). However, when flex-fuel vehicles use E85 fuel instead of gasoline, NMOG emissions at cold start are nearly doubled, before the catalytic converter is active. Passive HC traps (HCTs) are a potential solution to reduce TP NMOG emissions. The conventional HCT design was modified by changing the zeolite chemistry so as to improve HC retention coupled with more efficient combustion during the desorption phase. Increased trapping efficiently was achieved by (a) modifying the acidic properties of the zeolite, (b) inclusion of Pd in order to more efficiently trap alkenes and NOx, and (c) the introduction of a new redox function that promoted HC combustion prior to the full desorption phase of the trap. A 2.0 L direct-injection Ford Focus with E85 fuel, utilizing the newly designed HCT developed by Ford and Umicore and having a significantly reduced platinum group metal (PGM) loading of only 0.53 g/L, was able to lower NMOG emissions by about 60% compared to the baseline underbody three-way catalyst (TWC). This in turn achieved combined NMOG + NOx emissions at an average of 19 mg/mi (11.8 mg/km), just below the SULEV-20 limit. The new trap formulation not only improved HC storage and conversion efficiency but substantially decreased the PGM content in line with current LEV-II partial zero-emission vehicle (PZEV) underbody loadings and will ensure continued sales of future flex-fuel vehicles.
Lupescu, Jason, Xu, Lifeng, Nunan, John, Alltizer, Chad
Tier 2 Test Fuel Impact to Tier 3 Aftertreatment Systems and Calibration Countermeasures2018-01-09414/3/2018
During the course of emissions and fuel economy (FE) testing, vehicles that are calibrated to meet Tier 3 emissions requirements currently must demonstrate compliance on Tier 3 E10 fuel while maintaining emissions capability with Tier 2 E0 fuel used for FE label determination. Tier 3 emissions regulations prescribe lower sulfur E10 gasoline blends for the U.S. market. Tier 3 emissions test fuels specified by EPA are required to contain 9.54 volume % ethanol and 8-11 ppm sulfur content. EPA Tier 2 E0 test fuel has no ethanol and has nominal 30 ppm sulfur content. Under Tier 3 rules, Tier 2 E0 test fuel is still used to determine FE. Tier 3 calibrations can have difficulty meeting low Tier 3 emissions targets while testing with Tier 2 E0 fuel. Research has revealed that the primary cause of the high emissions is deactivation of the aftertreatment system due to sulfur accumulation on the catalysts. The emissions drive cycles used in the test sequence play a significant role in catalyst deactivation. It is possible to desulfur the catalyst by employing an aggressive drive cycle to sustain catalyst temperatures above 650°C (1202°F). Drive cycles that produce the higher sustained catalyst temperatures are not found in the miles per gallon (MPG) method FE test sequence. Therefore, the aftertreatment system and calibration must be robust to sulfur accumulation during less aggressive drive cycles. A number of control tuning strategies were tested, and their robustness to sulfur accumulation on the catalysts was determined.
White, Eugene D., Anderson, Bruce, Ranspach, Paul
Influence of Vehicle Operators and Fuel Grades on Particulate Emissions of an SI Engine in Dynamic Cycles2018-01-03504/3/2018
With the implementation of the “Worldwide harmonized Light duty Test Procedure” (WLTP) and the highly dynamic “Real Driving Emissions” (RDE) tests in Europe, different engineering methodologies from virtual calibration approaches to Engine-in-the-loop (EiL) methods have to be considered to define and calibrate efficient exhaust gas aftertreatment technologies without the availability of prototype vehicles in early project phases. Since different types of testing facilities can be used, the effects of test benches as well as real and virtual vehicle operators have to be determined. Moreover, in order to effectively reduce harmful emissions, the reproducibility of test cycles is essential for an accurate and efficient application of exhaust gas aftertreatment systems and the calibration of internal combustion engines. In this paper, the influence of different human drivers on the particle count of a passenger car with a small turbocharged three-inline-cylinder gasoline engine with intake-manifold fuel injection is presented. Furthermore, the effects of one human driver in comparison to a virtual driver regarding the reproducibility of the test results are shown. In this setup several particulate measurement systems with different measurement principles are taken into account to validate the results. In the second part of the paper, including the same engine and measurement systems, the effects and influences of seasonal RON 95 gasoline fuel qualities (winter and summer) on the size distribution (5,6-560 nm) and the particulate count are discussed. With the introduction of the Euro 6d emission standards, there is no longer a legal specification in place for the fuel to be used for RDE emission testing. Hence, it must be considered that due to seasonal climate changes, specifically designed fuels are sold at regular gas stations. Although summer and winter fuels are supposed to guarantee the same physical properties, they differ in composition which can lead to considerable differences in particulate emissions. To avoid a mixing of the different climate-dependent fuel types during the test program, the fuel tank has been extensively flushed before refilling it with the next test fuel. As prescribed all fuels were bought at public gas stations and have been analyzed by a third-party laboratory to guarantee the immaculateness of each fuel type.
Guse, Daniel, Roehrich, Henning, Lenz, Martin, Pischinger, Stefan
Experimental Investigation of Cold Start Emission using Dynamic Catalytic Converter with Pre-Catalyst and Hot Air Injector on a Multi Cylinder Spark Ignition Engine2017-01-236710/8/2017
Control of harmful emissions during cold start of the engine has become a challenging task over the years due to the ever increasing stringent emission norms. Positioning the catalytic converter closer to the exhaust manifold is an efficient way of achieving rapid light-off temperature. On the other hand, the resulting higher thermal loading under high-load engine operation may substantially cause thermal degradation and accelerate catalyst ageing. The objective of the present work is to reduce the light-off time of the catalyst and at the same time reduce the thermal degradation and ageing of the catalyst to the minimum possible extent by adopting an approach with Dynamic Catalytic Converter System (DCCS). The emission tests were conducted at the cold start of a 4 cylinder spark ignition engine with DCCS at different positions of the catalyst at no load conditions. Also emission tests were conducted with pre-catalysts of 20% volume and 40% volume of the main catalytic converter and with air pre-heater at the exhaust manifold prior to main catalytic converter. It was established that considerable reduction in the time to light off was achieved by using DCCS and light-off time was further reduced by using pre-catalysts and air pre-heater as compared to the conventional catalysts. It was observed that DCCS with air pre-heater delivering air at 80°C and at 20lpm air flow rate brings down the time to light off to 10 seconds.
Mahadevan, Ganesan, Subramanian, Sendilvelan
The Impact of Injector Deposits on Spray and Particulate Emission of Advanced Gasoline Direct Injection Vehicle2016-01-228410/17/2016
Gasoline Direct Injection (GDI) engines have developed rapidly in recent years driven by fuel efficiency and consumption requirements, but face challenges such as injector deposits and particulate emissions compared to Port Fuel Injection (PFI) engines. While the mechanisms of GDI injector deposits formation and that of particulate emissions have been respectively revealed well, the impact of GDI injector deposits and their relation to particulate emissions have not yet been understood very well through systematic approach to investigate vehicle emissions together with injector spray analysis. In this paper, an experimental study was conducted on a GDI vehicle produced by a Chinese Original Equipment Manufacturer (OEM) and an optical spray test bench to determine the impact of injector deposits on spray and particulate emissions. The vehicle, with the mileage over 13,000 km, was subject to emissions tests such as gaseous emissions, particulate mass (PM), and fuel economy on a chassis dynamometer under the new European driving cycle (NEDC), then re-tested after having its injectors replaced. Deposit morphology and spray characteristic experiments including spray angle, penetration, droplet diameter and velocity distribution as well as near-field spray imaging were also conducted for the coked injectors both before and after cleaning. The results demonstrated GDI injectors were prone to form deposits which resulted in smaller spray angles, longer penetration, smaller droplet diameter, and higher velocity as well as severe leakage found at the end of injection. These results can well explain why injector deposits resulted in much higher particulate emissions (increased 376%) as well as higher fuel consumption (3%) after just 13,000km of mileage accumulation.
Wen, Yuan, Wang, Yinhui, Fu, Chenling, Deng, Wei, Zhan, Zhangsong, Tang, Yuhang, Li, Xuefei, Ding, Haichun, Shuai, Shijin
Effect of Diesel Properties on Emissions and Fuel Consumption from Euro 4, 5 and 6 European Passenger Cars2016-01-224610/17/2016
Certain diesel fuel specification properties are considered to be environmental parameters according to the European Fuels Quality Directive (FQD, 2009/EC/30) and previous regulations. These limits included in the EN 590 specification were derived from the European Programme on Emissions, Fuels and Engine Technologies (EPEFE) which was carried out in the 1990’s on diesel vehicles meeting Euro 2 emissions standards. These limits could potentially constrain FAME blending levels higher than 7% v/v. In addition, no significant work has been conducted since to investigate whether relaxing these limits would give rise to performance or emissions debits or fuel consumption benefits in more modern vehicles. The objective of this test programme was to evaluate the impact of specific diesel properties on emissions and fuel consumption in Euro 4, Euro 5 and Euro 6 light-duty diesel vehicle technologies. The tests were conducted in two driving cycles, the New European Driving Cycle (NEDC) and the Worldwide harmonised Light duty Test Cycle (WLTC), which is considered closer to real driving and is going to be the new type approval test in the near future. Apart from FAME content, properties studied were Poly-Aromatic Hydrocarbon (PAH) content, density, and cetane number. Results of emissions testing will be presented and discussed including effects of the above fuel properties on particulates, NOx emissions, fuel consumption, energy consumption and CO2 emissions.
Williams, Rod, Hamje, Heather, Rickeard, David J, Bartsch, Thomas, Fittavolini, Corrado, Van de Heijning, Paul, Lehto, Kalle, Gunter, Garry, Ariztegui Cortijo, Javier, Zemroch, Peter J, Samaras, Zissis, Dimaratos, Athanasios
A Simple Test Method to Monitor Emission Control Operating State Space (Emission Control Failure & Defeat Device Recognition)2016-01-232410/17/2016
Modern light-duty vehicles require well-controlled engine-out feed-gas and very high catalyst efficiencies to meet the US Environmental Protection Agency (EPA) Tier 2 & 3 standards. When a vehicle with either a gasoline or diesel engine is operating within its controlled state-space the exhaust emissions present at the tailpipe are extremely low. When it is not operating within its controlled state-space the combustion process and therefore its exhaust emissions characteristics will be different. This may occur when an emission control device fails or if a defeat device is employed. Moreover, different control technologies each have unique characteristics or signatures that could assist in identifying either emission control device failure or an existing defeat device. A simple exhaust extension apparatus equipped with a thermocouple for measuring exhaust temperature and a NOx / O2 sensor to measure tailpipe NOx and O2 concentrations can characterize this signature information for pattern recognition analysis. This device can be used both in a laboratory environment with conventional batch sampling systems or for on-road testing as a compact emission measurement system. If this information was acquired during conventional laboratory emissions tests it would provide valuable dynamic system information. This information could characterize events such as cold start open loop operation, engine transient fuel compensation, and high-speed load enrichment and emission control device status with minimal cost.
Tang, Xiaoguo, McBryde, Dan
Vehicle Level Brake Drag Target Setting for EPA Fuel Economy Certification2016-01-19259/18/2016
The strong focus on reducing brake drag, driven by a historic ramp-up in global fuel economy and carbon emissions standards, has led to renewed research on brake caliper drag behaviors and how to measure them. However, with the increased knowledge of the range of drag behaviors that a caliper can exhibit comes a particularly vexing problem - how should this complex range of behaviors be represented in the overall road load of the vehicle? What conditions are encountered during coastdown and fuel economy testing, and how should brake drag be measured and represented in these conditions? With the Environmental Protection Agency (amongst other regulating agencies around the world) conducting audit testing, and the requirement that published road load values be repeatable within a specified range during these audits, the importance of answering these questions accurately is elevated. This paper studies these questions, and even offers methodology for addressing them. It includes a review of how variation in brake drag can affect fuel economy and carbon emissions certification, a review of the many transient and driver-dependent behaviors and operating conditions that can affect drag at a vehicle level (and means of measuring them) and then offers a methodology (based on probabilistic modeling) for predicting the range of drag that can be encountered in fuel economy testing. In the course of developing the methodology, a significant database of vehicle level brake drag measurements is analyzed, and a case study vehicle is used to show correlation in a “walk” from component level to vehicle level caliper drag behavior.
Antanaitis, David B.
Design Optimization of An Integrated SCR System for EU V Heavy Duty Diesel Engines2016-01-09454/5/2016
Selective Catalytic Reduction (SCR) based on urea water solution (UWS) has become a promising technology to reduce Nitrogen Oxides (NOx) emissions for mobile applications. However, urea may undergo incomplete evaporations, resulting in formation of solid deposits on the inner surfaces including walls and mixers, limiting the transformation of urea to ammonia and chemical reaction between NOx and ammonia. Numerous design parameters of SCR system affect the formation of urea deposits [1] ; they are: exhaust condition, injector type, injector mounting angle, geometrical configurations of mixer, injection rate and etc. Research has been available in urea deposits, mixers, urea injection rates and others [2,4,5,6]. In this paper, focus is placed on improving mixing structure design from baseline design of EU IV to EU V. On-road tests indicate that deposits are highly likely to occur near locations where spray and exhaust gas interact most. Analysis of test data shows that mixing structure influences the UWS distribution uniformity and the residence time, thus often becomes the main factor in causing deposit formation on the wall surface. To minimize urea deposit risks and improve the NH3 distribution uniformity, efforts have been taken to optimize the inlet and mixing configurations, the upstream baffle between the mixing chamber and catalyst chamber, and the injector seat of SCR system. Both Computational Fluid Dynamics (CFD) and tests are employed to identify areas of concern and to validate the improvement ideas. Distributions of Urea Water Solution (UWS), urea decomposition and droplet impingement on pipe wall are investigated. After new designs are proposed, engine bench emission tests, urea deposit tests, and on-road tests are used to validate the modified systems. It is found that the optimized design is able to improve ammonia distribution uniformity, eliminate urea deposits, improve NOx conversion efficiency, and satisfy the requirements of EU V emission regulations.
Zheng, Guanyu, Zhang, Suying, Wang, Fengshuang, Liu, Zhengrui, Tao, Jianzhong
Comparison of RCCI Operation with and without EGR over the Full Operating Map of a Heavy-Duty Diesel Engine2016-01-07944/5/2016
Dual-fuel combustion using port-injection of low reactivity fuel combined with direct injection of a higher reactivity fuel, otherwise known as Reactivity Controlled Compression Ignition (RCCI), has been shown as a method to achieve high efficiency combustion with moderate peak pressure rise rates, low engine-out soot and NOx emissions. A key requirement for extending to high-load operation is reduce the reactivity of the premixed charge prior to the diesel injection. One way to accomplish this is to use a very low reactivity fuel such as natural gas. In this work, experimental testing was conducted on a 13L multi-cylinder heavy-duty diesel engine modified to operate using RCCI combustion with port injection of natural gas and direct injection of diesel fuel. Natural gas/diesel RCCI engine operation is compared over the EPA Heavy-Duty 13 mode supplemental emissions test with and without EGR. Emissions and efficiency metrics were examined over the entire engine map for both operating modes. It was found that the use of EGR lowered combustion noise to less than 97 dBa and lowered the cycle averaged NOx emissions by 48%, with only a slight increase in soot and 0.5 point decrease in brake thermal efficiency. Thus, operation with EGR offered the lowest total fluid consumption when considering the use of a selective catalytic reduction system for NOx aftertreatment.
Hanson, Reed, Ickes, Andrew, Wallner, Thomas
Komatsu America adds to intelligent machine lineup15MEIP12_2912/1/2015
The long track, low ground pressure D65PXi-18 introduced recently by Komatsu America Corp. was designed specifically for functionality in soft or wet conditions, offering improved stability for finish grading applications. It is powered by a 217-hp (162-kW) SAA6D114E-6 Tier 4 Final emissions certified engine. Highlights of the crawler dozer include next-generation intelligent machine control. “The machine senses blade load, minimizes track slip, and ensures operators get the most from every push,” said Jason Anetsberger, Komatsu product manager. “We believe the difference in dozing efficiency between conventional machine operation and intelligent machine control technology is exceptional.”
Broge, Jean L.
Spotlight on Design Insight: Fuel Efficiency: Fuel Economy TestingSOD-003/1S5/7/2015
“Spotlight on Design: Insight” features an in-depth look at the latest technology breakthroughs impacting mobility. Viewers are virtually taken to labs and research centers to learn how design engineers are enhancing product performance/reliability, reducing cost, improving quality, safety or environmental impact, and achieving regulatory compliance. As global concerns about the negative consequences of greenhouse gases on the environment increase, regulatory agencies around the world are taking serious steps to address the issue of tailpipe emissions In the episode “Fuel Efficiency: Fuel Economy Testing” (12:05), engineers at the EPA’s National Vehicle and Fuel Emissions Laboratory demonstrate how different vehicles are tested for emissions, and AVL’s technical team shows how accurate tailpipe emissions can be measured and reported. This episode highlights multiple areas of interest, including: • Exclusive interview with EPA officials on fuel economy regulations • A look at EPA’s emission test facilities at the National Vehicle and Fuel Emissions Lab • Demonstration of EPA’s testing of hybrid and electric vehicles • Hands-on look at exhaust measurement device for measuring and reporting accurate emission data Also Available in DVD Format You May Also Be Interested In: Fuel Efficiency: Racing Toward CAFE 2025 Full Episode To subscribe to a full-season of Spotlight on Design, please contact SAE Corporate Sales: CustomerSales@sae.org or 1-888-875-3976.
Development of a Miller Cycle Powersports Engine2014-32-009011/11/2014
Operation of snowmobiles in national parks is restricted to vehicles meeting the Best Available Technology standard for exhaust and noise emissions as established by the National Parks Service. An engine exceeding these standards while operating on a blend of gasoline and bio-isobutanol has been developed based on a production four-stroke snowmobile engine. Miller cycle operation was achieved via late intake valve closing and turbocharging. The production Rotax ACE 600cc 2 cylinder engine was modeled using Ricardo WAVE. After this model was validated with physical testing, different valve lift profiles were evaluated for brake specific fuel consumption and brake power. The results from this analysis were used to determine a camshaft profile for Miller cycle operation. This was done to reduce part load pumping losses and increase engine efficiency while maintaining production power density. A catalytic converter was added to reduce exhaust gas emissions, as measured by the EPA 40 CFR Part 1051 5-mode emissions test cycle. Laboratory testing was conducted on the engine using a water brake dynamometer and in-cylinder pressure transducers. The result is an engine that exceeds BAT standards for pollutant and noise emissions and delivers improved fuel efficiency, while maintaining production performance and driveability.
Blair, Jeffrey, Bower, Glenn
High Power Discharge Combustion Effects on Fuel Consumption, Emissions, and Catalyst Heating2014-01-262610/13/2014
A key element to achieving vehicle emission certification for most light-duty vehicles using spark-ignition engine technology is prompt catalyst warming. Emission mitigation largely does not occur while the catalyst is below its “light-off temperature”, which takes a certain time to achieve when the engine starts from a cold condition. If the catalyst takes too long to light-off, the vehicle could fail its emission certification; it is necessary to minimize the catalyst warm up period to mitigate emissions as quickly as possible. One technique used to minimize catalyst warm up is to calibrate the engine in such a way that it delivers high temperature exhaust. At idle or low speed/low-load conditions, this can be done by retarding spark timing with a corresponding increase in fuel flow rate and / or leaning the mixture. Both approaches, however, encounter limits as combustion stability degrades and / or nitrogen oxide emissions rise excessively. Such limits are inevitable but also seem to be influenced by the type of ignition technology. One ignition technology that may improve the limits of advanced ignition timing and leaned mixture for low-load catalyst warming is pulsed energy ignition technology. In other studies, this technology is shown to improve engine fuel consumption and combustion stability at low load and idle conditions. Further, with controlled combustion bomb studies, the technology shows shorter ignition and flame development periods, thus suggesting the possibility to ignite “more difficult” combustion mixtures (such as low-turbulent kinetic energy or lean mixtures). Such data supported the pursuit of the current study, which has the objectives to determine the potential improvement in combustion stability, exhaust heat flow, and emissions during low-load catalyst warming operation of a spark-ignition engine. This article highlights the study and provides data showing combustion stability, emissions, and exhaust heat flux behavior as ignition timing and fuel mixture strength vary for two different plugs: a conventional spark plug and a pulsed energy plug. The study reveals the pulsed energy ignition technology can increase exhaust heat flux by 6% for similar combustion stability criterion (less than 15% IMEP-COV for catalyst heating strategy) with marginal penalty in fuel consumption and unburned hydrocarbon emissions when compared to conventional spark plug technology.
Jacobs, Timothy J., Camilli, Louis, Neubauer, Matthias
The Influence of Some Synthetic Fuels on the Performance and Emissions in a Wankel Engine2014-01-261110/13/2014
Nowadays, there is a permanent need to develop alternative fuel production and combustion technologies. The general objective indicated in Directive 2009/28/EC for biofuels in Poland is application in transport 10% of renewable energy by 2020 and 20% by 2030. In Poland, it can be achieved by adding bio-components to liquid fuels. Flexible fuel vehicles are not as popular in Europe as in Brazil, so further ethanol processing is justified. The researched synthetic gasoline was obtained from bioethanol at the Ekobenz Company Ltd. in Poland. In 2008, Sasol launched its 100% synthetic jet fuel produced by CTL (Coal to Liquids). A variety of engine concepts was tested and evaluated in terms of the key criteria for use as a range extender developed by AVL Company. The Wankel engine has been selected for the vehicle prototype as the most compact and of excellent NVH behaviour. The use of this engine in light helicopters is also considered. The paper describes the combustion results of a synthetic fuel produced from bioethanol in the ETG (Ethanol to Gasoline) process. This type of fuel is totally alternative as it has no petroleum additives. The influence of some second-generation biofuels on emissions, fuel consumption and the characteristics of the Wankel engine was described. The combustion results were compared with those of gasoline. The emission test results were also presented for different mixtures of synfuels and gasoline. The tested object was a low intake, 4-stroke XR50 Wankel engine.
Siadkowska, Ksenia, Wendeker, Miroslaw, Majczak, Adam, Baranski, Grzegorz, Szlachetka, Marcin
Experimental Investigation of the Energy Efficiency of an Electric Vehicle in Different Driving Conditions2014-01-18174/1/2014
Energy efficiency of electric vehicles (EVs) and the representativeness of different driving cycles are important aspects to address EVs performance in real-world driving conditions. This paper presents the results of an explorative tests campaign carried out at the Joint Research Centre of the European Commission to investigate the impact of different driving cycles on the energy consumption of an electric vehicle available on the market. The vehicle is a battery electric city-car which has been tested over the New European Driving Cycle (NEDC), the current version of the World-wide harmonized Light vehicles Test Cycle (WLTC) and the World-wide Motorcycle emission Test Cycle (WMTC). The tests are performed at different ambient temperatures (namely +23 °C and −7 °C) with and without the use of the Heating Ventilation and Air-Conditioning (HVAC) system (in cooling and heating mode, respectively). The NEDC test was chosen being the driving cycle prescribed by the legislative type-approval procedure, while the WMTC and WLTC were chosen to investigate the energy demand of substantially different driving cycles, characterized by higher accelerations and a longer high speed phase duration. To further investigate the impact of the HVAC system on the energy consumption also some preliminary tests on the Mobile Air Conditioning (MAC) test procedure are presented. The results of these tests are compared with the fuel consumption and gaseous emissions results of one hybrid vehicle and three conventional fuel passenger cars (all Euro 5a certified vehicles, tested on the NEDC cycle). The results constitute the basis for future technical analysis and considerations to determine the representativeness of legislative test-procedures.
De Gennaro, Michele, Paffumi, Elena, Martini, Giorgio, Manfredi, Urbano, Scholz, Harald, Lacher, Hannes, Kuehnelt, Helmut, Simic, Dragan
Zone Length Optimization to Improve PGM Utility2014-01-15084/1/2014
“Zoning” a catalytic converter involves placing higher concentrations of platinum group metals (PGM) in the inlet portion of the substrate. This is done to optimize the cost-to-performance tradeoff by increasing the reaction rate at lower temperatures while minimizing PGM usage. A potentially useful application of catalyst zoning is to improve performance using a constant PGM mass. A study was performed to assess what the optimum ratio of front to rear palladium zone length is to achieve the highest performance in vehicle emission testing. Varying the zone ratio from 1:1 to 1:9 shows a clear hydrocarbon performance optimum at a 1:5.66 (15%/85%) split. This performance optimum shows as both a minimum in FTP75 non-methane organic gas (NMOG) emissions as well as a minimum in hydrocarbon, carbon monoxide, and nitrogen oxide light-off temperature. Overall, an improvement of 18%, or 11 mg/mi of combined NMOG+NOx emissions was obtained without using additional PGM. This study shows how the competing forces of active PGM site concentration and available surface area interact in modern three way catalyst design.
Johnson, Stephen, Croswell, Peter, Smith, Michael
A DFSS Approach to Determine Automatic Transmission Gearing Content for Powertrain-Vehicle System Integration2014-01-17744/1/2014
This investigation utilizes a DFSS analysis approach to determine automatic transmission gear content required to minimize fuel consumption for various powertrain - vehicle systems. L18 and L27 inner arrays with automatic transmission design and shift pattern constraint parameters were varied to determine their relative influence on fuel consumption. An outer noise array consisting of two vehicles with various engines, final drive ratios and legislated emissions test cycles was used to make a robust transmission selection based on minimizing fuel consumption. The full details of the DFSS analysis method and assumptions are presented along with a detailed examination of the results. With respect to transmission design parameters, parasitic spinloss and gear mesh efficiency were found to be most important followed by the number of gears. The DFSS analysis further revealed that unique transmission design formulations are potentially required for widely varying engines. The shift pattern constraint of minimum operating speed in gear that establishes the downshift line was found to be most significant while all other shift parameters proved to be negligible. An average 0.4 to 0.8% decrease in fuel consumption could be realized by optimizing the transmission for a given engine - vehicle combination with the underlying assumptions of the energy analysis. For a given transmission - vehicle, changing the engine resulted in an average 2 to 5% reduction in fuel consumption depending on the specifics of the engine technology.
Robinette, Darrell
Comprehensive Gasoline Exhaust Gas Aftertreatment, an Effective Measure to Minimize the Contribution of Modern Direct Injection Engines to Fine Dust and Soot Emissions?2014-01-15134/1/2014
With the growing awareness about the presence of fine/ultra fine particulates in the ambient air and their negative impact on climate and health, some regions of the world have started to look closer at the contribution of road traffic. Since Gasoline engines, in particular when injecting fuel directly into the combustion chamber, proved to emit relevant numbers of particulates, even hardly visible, the growing share of Gasoline DI engines and their small size of particulate emissions is a concern. To address the same, the EU has already set limits for the particulate number with EU6 from 2015 onwards. The US considers setting challenging limits by particulate mass. Since mass of ultra fine particulates is very low and difficult to measure, experts investigate if a measurement by number might better address the particular concern. The implementation of a coated Particulate Filter enables meeting not only basic demands during traditional emission test cycles. Also the particulate emissions during highly transient and high load driving conditions are reduced effectively. During development of coated Gasoline Particulate Filters (GPF), high priority was given to a minimum of pressure drop, to limit the negative impact on maximum power output. With currently proposed solutions, we measured no negative impact on fuel consumption during customer relevant driving conditions. Test results show, that the future particulate emission limits can reliably be met, not only after severe dyno ageing, but over long distance road durability tests as well.
Kern, Bernhard, Spiess, Stephanie, Richter, Joerg Michael
Impact of Octane Number on Fuel Efficiency of Modern Vehicles2013-01-261410/14/2013
Fuel quality, including antiknock rating, plays a critical role in enabling optimal operation of advanced gasoline engines. As new designs introduced into the market implement technologies to improve fuel efficiency, the overall octane level of the gasoline pool may need to be increased to ensure optimal performance. Turbocharging, higher compression ratios and downsized displacement all lead to higher combustion pressures and temperatures that make engines more susceptible to knocking. All modern gasoline engines are equipped with knock sensors that detect abnormal combustion resulting from autoignition caused by insufficient octane quality. The ability of an engine to account for the use of lower octane fuel by retarding spark timing and enriching air-fuel ratio to reduce knock is limited, and engine efficiency is directly and adversely impacted when the use of lower octane gasoline is accommodated, resulting in higher fuel consumption. In this paper, the impact of gasoline octane quality on the fuel efficiency of advanced vehicles in China is investigated. Five in-use vehicles equipped with various fuel efficient engine technologies were subject to fuel economy and emissions testing on multiple commercial fuels spanning the relevant range of octane quality for this market. Results demonstrated that the use of high octane gasoline consistently enabled advanced gasoline engines to achieve maximum energy savings in the form of approximately 1% better fuel economy per octane number increase.
Shuai, Shi-Jin, Wang, Yinhui, Li, Xinyan, Fu, Haichao, Xiao, Jianhua
The Study on Catalyst Light-Off Time and Emission Reduction of Turbo Gasoline Direct Injection EU5 Exhaust System2013-01-260810/14/2013
The future powertrain development is characterized by better fuel economy. To meet this, using turbo system in the engine is becoming more frequent in the vehicle development. But using turbo in the engine is only good for power and fuel economy, and not good for emission. That is because the turbo equipped engine loses lots of heat energy at the cold start due to the turbo mass. And thus for turbo engine, it is required to apply the technologies to shorten the catalyst light-off time to reduce the exhaust emissions. Especially when the turbo equipped vehicle is tested on NEDC cycle which is tested on urban low speed cycle at the start of the cycle, its emission is too much to meet the Euro5 regulation. This paper investigates the successful ways to reduce the catalyst light-off time and exhaust emissions to meet the EU5 emission regulation in turbo gasoline direct injection(Turbo GDI) engine. So we do the comprehensive emission tests like increasing the precious metal and cell density, shortening the distance to the catalyst and applying additional device like secondary air. With these diverse tests, we come closer to meeting the EU5 emission.
Jang, ChunSoon, Kim, Sangbeom, Park, Cheolho
The Effect of Molecular Structure on Soot Emission of a Heavy-Duty Compression-Ignition Engine2013-01-269310/14/2013
Numerous previous studies have reported that the reduction of emissions by adapting oxygenated bio-fuels chiefly depend on the overall oxygen percentage of the blended oxygenates. However, the effect of molecular structures of the fuels has sometimes only been attributed to differences in auto-ignition quality (i.e. cetane number). In this paper, fuels with two kinds of molecular structures, namely linear and cyclic, have been studied. It reports on emissions tests on a modified in-line 6-cylinder DAF HD Diesel engine with several selected oxygenates mixed with diesel. Fuels in question here are from the non-oxygenates group: n-hexane and cyclohexane, and the oxygenate group: 1-hexanol and cyclohexanol. In order to isolate the effect of molecular structure, the blend compositions are chosen such that the overall oxygen fraction of all blends is the same. In the conclusions, some suggestions for adoption of appropriate bio-fuels as alternatives of diesel for lower emissions have been proposed by being observed differences in soot emission propensities.
Zhou, Lei, Boot, M.D., de Goey, Philip
On-Engine Investigation of SCR on Filters (SCRoF) for HDD Passive Applications2013-01-10664/8/2013
A 4-way Heavy-Duty Diesel (HDD) emissions control aftertreatment system typically consists of diesel oxidation catalyst (DOC), catalyzed soot filter (CSF), urea-based selective catalytic NOx reduction (SCR) and NH₃ slip control catalyst (AMOX). Incorporating the SCR functionality into the soot filter (SCRoF) has great potential to reduce system costs and package volume/weight. In this paper, we discuss some of the recent Cu-Zeolite-based SCR on filter (SCRoF) developments targeting Passive filter regeneration applications. The on-engine investigation of complete DOC+SCRoF+AMOX system focused on three major areas: 1) SCR performance of NOx conversion efficiency and NH₃ slip under both steady state and transient testing conditions; 2) SCRoF system response to sulfur exposure and subsequent sulfur removal for activity recovery; and 3) Characteristics of filter soot load, pressure drop, and passive soot oxidation in SCRoF. Overall, the SCRoF system showed comparable NOx conversion efficiency and sulfur response as the conventional DOC+CSF+SCR+AMOX system. A 92+% cycle cumulative NOx conversion efficiency was demonstrated in a transient emission testing cycle while the peak tailpipe NH₃ slip was well controlled below 5 ppm. With the tested system, soot load does not adversely affect NOx reduction. After sulfur exposure, system performance was fully recovered by desulfation at 500°C - often the threshold temperature for passive systems. It is also important to point out that passive soot oxidation (i.e., C+NO₂) in a SCRoF will be considerably lower than in a catalyzed soot filter (CSF). Passive regeneration capability is inhibited due to SCR reactions competing for NO₂. In this work, intrinsic mechanisms and possible approaches to further enhance passive soot oxidation are reviewed and discussed.
Tang, Weiyong, Youngren, Dave, SantaMaria, Michael, Kumar, Sanath
PHEV Cold Start Emissions Management2013-01-03584/8/2013
Plug-in hybrid electric vehicles (PHEV) operate predominantly as electric vehicles (EV) with intermittent assist from the engine. As a consequence, the engine can be subjected to multiple cold start events. These cold start events have a significant impact on tailpipe emissions due to degraded catalyst performance and starting the engine under less than ideal conditions. On current conventional vehicles, the first cold start of the engine dictates whether or not the vehicle will pass federal emissions tests. PHEV operation compounds this problem due to infrequent, multiple engine cold starts. ORNL, in collaboration with the University of Tennessee, developed an Engine-In-the-Loop (EIL) test platform to investigate cold start emissions on a 2.0l Gasoline Turbocharged Direct Injection (GTDI) Ecotec engine coupled to a virtual series hybrid electric vehicle. The end-goal of this project is to demonstrate the benefits of coordinating engine and powertrain supervisory control strategies to minimize cold start emissions. First, this paper provides a summary of the results obtained by optimizing engine cold start strategies on their own within the context of a PHEV application where the engine can be motored up to speed and supplemented with the electric machine. These specific operating modes open up new engine calibration opportunities. This study investigated the effect of different cranking injection, post-start load, idle speed and spark timing strategies. The paper then reports on the second phase of the project which focuses on the coordination of engine control strategies and hybrid energy management strategies. Stand-alone optimization of each component's algorithms does not guarantee that the resulting hybrid powertrain will operate efficiently. Therefore cold start strategies have to be controlled and optimized as a system to minimize tailpipe emissions. Comparison results of different coordination algorithms are presented to demonstrate the benefit of system coordination and optimization.
Chambon, Paul, Deter, Dean, Irick, David, Smith, David
Design Optimization of an Emissions Sample Probe Using a 3D Computational Fluid Dynamics Tool2013-01-15714/8/2013
Emissions sample probes are widely used in engine and vehicle emissions development testing. Tailpipe bag summary data is used for certification, but the time-resolved (or modal) emissions data at various points along the exhaust system is extremely important in the emission control technology development process. Exhaust gas samples need to be collected at various locations along the exhaust aftertreatment system. Typically, a tube with a small diameter is inserted inside the exhaust pipe to avoid any significant effect on flow distribution. The emissions test equipment draws a gas sample from the exhaust stream at a constant volumetric flow rate (typically around 10 SLPM). The sample probe tube delivers exhaust gas from the exhaust pipe to emissions test equipment through multiple holes on the surface of tube. There can be multiple rows of holes at different axial planes along the length of the sample probe as well as multiple holes on a given axial plane of the sample probe. In a traditional sample probe design, there are multiple planes of holes along the length and several holes evenly distributed on a given plane with a constant hole size. It was observed that the exhaust gas sample composition detected utilizing a traditional sample probe design may not accurately represent the gas composition in the exhaust system especially for samples taken from a larger diameter exhaust pipe. In this study, a systematic numerical investigation was conducted to characterize the mass flow distribution for different emissions sample probe designs used in 3.5\mi and 8\mi exhaust pipe applications. First, the numerical investigation focused on the effects of the number of holes in each axial plane (or row along the circumference on the tube surface) and on the number of rows of holes (along the tube length). Next, the effect of location and orientation of the sample holes, as well as exhaust mass flow rate effects were studied. Then, the effect of sample hole size on sample mass flow rate distribution along the length of the emissions sample tube was investigated. In the end, the sample hole sizes were optimized for both 3.5\mi and 8\mi diameter exhaust pipe applications. Numerical results showed significant improvement in the mass flow rate distribution as the number of holes on a given axial plane in an emissions sample probe tube was reduced from 3 holes to 1. An improvement in the mass flow rate distribution was also found when the number of rows along a column was reduced. Additionally, for a longer sample probe tube in a large diameter exhaust pipe (8\mi), sample probe tube diameter also plays an important role in achieving uniform mass flow rate distribution.
Zhang, Xiaogang, Tennison, Paul, Yi, Jianwen, William, Ruona
Determining Soot Distribution in the Vehicle Exhaust Downstream of a Faulty Diesel Particulate Filter2013-01-15624/8/2013
New emissions certification requirements for medium duty vehicles (MDV) meeting chassis dynamometer regulations in the 8,500 lb to 14,000 lb weight classes as well as heavy duty (HD) engine dynamometer certified applications in both the under 14,000 lb and over 14,000 lb weight classes employing large diameter exhaust pipes (up to 4″) have created new exhaust stream sampling concerns. Current On-Board-Diagnostic (OBD) dyno certified particulate matter (PM) requirements were/are 7x the standard for 2010-2012 applications with a planned phase in down to 3x the standard by 2017. Chassis certified applications undergo a similar reduction down to 1.75x the standard for 2017 model year (MY) applications. Failure detection of a Diesel Particulate Filter (DPF) at these low detection limits facilitates the need for a particulate matter sensor. With the active sensing elements of the particulate matter (PM) sensors extending less than ½″ into a 4″ ID exhaust pipe, the question arises of where to locate the PM sensor to ensure it sees a properly mixed exhaust stream. Packaging and warranty requirements dictate the sensors be located near the outlet of the DPF cone, but generic fluid dynamics requirements dictate ten tube diameters after the outlet of the DPF cone. Experiments were conducted at the Ford Motor Company's Vehicle Emissions Research Laboratory on a medium duty vehicle (chassis certified application) with a diesel engine and an aftertreatment system containing a diesel oxidation catalyst (DOC), selective catalytic reduction (SCR) catalyst, and a diesel particulate filter (DPF) utilizing both artificial and induced actual DPF faults. Several downstream DPF axial locations were selected at distances between 5 times and 18 times the diameter of the exhaust pipe from the DPF outlet. Real time PM measurements were performed at multiple sample points of each axial location (soot plane) to map out the PM distribution in the exhaust pipe. As part of this series of experiments a few DPF failures initiated during drop-to-idle (DTI) DPF regeneration were monitored with PM instrumentation. Additionally, Computational Fluid Dynamics (CFD) analyses were performed to predict mixing efficiency of the PM at each of the axial locations of the exhaust system. Both experimental and computational data will be presented.
Tennison, Paul, Szente, Joseph, Loos, Michael, Korniski, Thomas, Zhang, Xiaogang
Fuel Effect on Particle Emissions of a Direct Injection Engine2013-01-15594/8/2013
PN emissions were measured using a 2012 1.6L gasoline direct injection (GDI) engine vehicle. The measurements were performed over NEDC using domestic fuel from South Korea and Euro 5 certification fuel, also FTP-75 cycle using domestic fuel and Indolene (official emission test fuel in the US). Domestic fuel is the most volatile and has the least aromatics, Euro 5 certification fuel is the least volatile and has the most aromatics. Lower volatile gasoline generates more particle emissions due to diffusion combustion of fuel attached on the piston and fuel residues which are burned in its liquid form. Gasoline with more aromatic contents generates more particle emissions, too. Because aromatics have higher boiling point, lower vapor pressure and ring structures. Fuel specification difference resulted in PN emission difference. In NEDC tests, result using Euro 5 certification fuel was 77.0% higher than the result using domestic fuel. In FTP-75 cycle tests, Indolene resulted in 20.8% higher than domestic fuel. Mode tests using LPG were performed via the same vehicle. PN results using LPG over NEDC and FTP-75 cycle were 3 orders lower than the results from gasoline tests. This is due to high volatility of LPG. From the test results, it is confirmed that PN emissions from the DI engine are significantly affected by fuel characteristics. Even if PN regulation is satisfied with one fuel, there is no guarantee that is satisfied with other fuels. But for the LPG direct injection engines, PN regulation could not be a problem.
Kim, Yongha, Kim, Youngjae, Kang, Jiwon, Jun, SangYoul, Rew, SeungHyun, Lee, Donghyeon, Park, Simsoo
In-Use Performance Testing of Butanol-Extended Fuel in Recreational Marine Engines and Vessels2012-32-001110/23/2012
Isobutanol-extended fuel was tested in two recreational marine vessels placed in Annapolis, MD and operated for fifty hours on the Chesapeake Bay and surrounding tributaries. Field emissions testing was conducted using a unique portable marine bag sampling system (MPSS) which collected a weighted five mode composite emissions sample consisting of total hydrocarbons (THC), oxides of nitrogen (NOx) and carbon monoxide (CO) while operating recreational boats on both a non-oxygenated baseline indolene certification fuel and a 16.1% isobutanol-extended gasoline. Engine and boat runability was also observed throughout the six month operational period. In addition, back-to-back sampling yielded excellent repeatability from the portable bag sampling equipment. Based on the results of this preliminary study, isobutanol-extended fuels look to be very promising for marine engine applications. An introduction to biofuels policy in the U.S. and characteristics and highlights of butanol-extended fuels will be explored.
Wasil, Jeff R., McKnight, John, Kolb, Richard, Munz, Dave, Adey, John, Goodwin, Brian
Hydrocarbon Permeation in Gasoline Vehicle Fuel Systems Using Isobutanol Blends2012-01-15829/10/2012
In the past decade, a significant market has emerged for automotive fuels produced from renewable sources. Blends containing low concentrations of ethanol have been the readily-available choice for providing renewable content in gasoline fuels. The simple addition of ethanol to gasoline significantly increases the mixture's vapor pressure, which can promote higher vehicle evaporative emissions. Gasoline specifications and blending practices have been updated to help offset the increase to vapor pressure and evaporative emissions. However, recent studies have shown that even at reduced vapor pressure, ethanol can increase gasoline evaporative emissions by enhancing the permeation of hydrocarbons through the elastomeric materials found in vehicle fuel systems. Technology is currently in development that will allow for the production of isobutanol from renewable sources. In addition to high energy density, high octane, and good material compatibility, isobutanol has low vapor pressure impact when blended with gasoline and hence, low potential to drive evaporative emissions. However, until recently the impact of isobutanol to permeation emissions had not been determined. A test program was initiated in 2007 to explore the permeation effects of using isobutanol in gasoline in place of ethanol. The study compared seven isobutanol and ethanol blends at varying concentrations while matching fuel properties such as vapor pressure, aromatics, distillation and oxygen content. Testing was conducted using fuel systems removed from seven vehicles representing three technology groups across model years 1981 through 2006. The program duplicated the Coordinated Research Council (CRC) E-65-3 study protocols which quantified the permeation impacts of MTBE (Methyl Tertiary Butyl Ether) and ethanol. The fuel systems were removed from the vehicles and mounted on custom aluminum frames in positions closely approximating the vehicle layout. The fuel system rigs were then exposed to each fuel until the permeation emissions were stable over a three week average. Permeation emissions were measured in an emissions test SHED (Sealed Housing for Evaporative Determination) at 105°F (40.6°C). After stabilization has been determined, the rigs were placed in a variable temperature SHED (VT-SHED) and tested on the California two-day diurnal (65°F - 105°F, 18.3°C - 40.6°C) to determine the permeation impact of each fuel. The results confirm that isobutanol can be used in gasoline with reduced impact on fuel permeation emissions.
Kimura, Ken, Wolf, Leslie, Baustian, James, Haskew, Harold
Investigations on a Catalyst Heating Strategy by Variable Valve Train for SI Engines2012-01-11424/16/2012
The objective of this investigation was to evaluate the effects of a variable intake and exhaust valve timing in terms of opening, closing, opening duration, lift curve and number of active valves per pair on a four cylinder direct-injecting SI engine for the catalyst heating idling phase at the beginning of an NEDC emission test procedure. The first step evaluated the engine behavior at a reference point of operation. Its parameters in valve timing were adjusted to match the valve timing of the base production engine. The second step investigated the effects of an earlier exhaust valve opening while the exhaust valve closing time was kept and the exhaust valve opening duration was extended. The third step was to answer the question for the optimum number of exhaust valves in order to minimize the wall heat losses inside the cylinder head. The optimum 3V exhaust valve timing has been defined as the basis for exhaust valve timing for steps four and five. The fourth step contained the variation of intake valve opening and closing. The group of selected optimum valve timing / ignition timing combinations mainly consists of late intake valve opening and decreased intake valve opening durations. The fifth and final step was to evaluate the optimum number of intake valves in order to find out whether it makes sense to add another source of charge motion. It can be stated that a combination of both a late intake valve opening and intake valve deactivation must be excluded for this evaluated catalyst heating point of operation. From this point of view, two alternative VVT strategies with comparable potential can be seen: either late intake valve opening with decreased intake valve opening duration, or intake valve deactivation with standard intake valve opening duration and a slight valve overlap. Both of these intake valve strategies have at least one thing in common: a valve train with the digital ability to change the cams is necessary for their realization. Their general potential can be numbered in a 3-13 % increase of exhaust gas and catalyst temperature, a 5-30 % decrease of gaseous emissions output, and a 80-95% decrease of FSN. It also has the potential of a 5-25 % decrease in related standard deviation of imep.
Gottschalk, Wolfram, Kirstein, Gunnar, Magnor, Olaf, Schultalbers, Matthias, Wetten, Robert
Emissions Certification Vehicle Cycles Based on Heavy Duty Engine Test Cycles2012-01-08784/16/2012
This paper describes the development vehicle cycles based on heavy duty engine test cycles for emissions certification. In the commercial vehicle and industrial equipment markets, emissions are evaluated using engine test cycles. For the on-highway market in the United States, these cycles include the transient heavy duty engine FTP test, and the steady state heavy duty engine SET test. Evaluation of engine only emissions is a practical approach given the diversity of applications, small volumes, and lack of vertical integration in the commercial vehicle market. However certain vehicle and powertrain characteristics can contribute significantly to fuel consumption and emissions. A number of approaches have been proposed to evaluate vehicle performance, and all of these vehicle evaluation methodologies require the selection of a vehicle cycle. If the engine test cycles and vehicle test cycles are not aligned, a technology evaluation will give different results depending on whether an engine test or vehicle test is used. With future regulations potentially allowing engine or vehicle test options, the alignment of the vehicle and engine test cycles is especially important. In this work, a vehicle FTP cycle and a vehicle SET cycle were created based on the transient engine FTP and engine SET tests. The vehicle cycles are the same duration and have similar power requirements to the engine cycles. Simulation and test results are presented showing similar performance over the engine and vehicle cycles. Alignment of vehicle test cycles with the engine FTP and engine SET cycles will maintain consistency of vehicle and engine emissions evaluations, and will provide a link between future vehicle evaluations and existing experience with engine emissions testing.
Andreae, Morgan, Salemme, Gary, Kumar, Mahesh, Sun, Zhen
Measurement of Automobile Exhaust N 2 O in Continuous Dilute and in Sample Storage Bag by a Mid-IR Laser Spectroscopic Motor Exhaust Gas Analyzer2012-01-08754/16/2012
Nitrous oxide (N₂O) emission reduction has gained large prominence recently due to its contribution to the climate change as a greenhouse gas. The United States Environment Protection Agency (US-EPA) together with the United States Department of Transport (DOT) has already regulated the N₂O emissions from light-duty vehicles (LDV) to 0.010 g/mile. For LDV, N₂O measurement should be done from sample storage bags over the light-duty FTP drive cycles. N₂O emission standard of 0.10 g/bhp-hr for heavy-duty engines (HDE) is also finalized. The final N₂O standard becomes effective in 2014 model year for diesel engines. Usually raw or diluted exhaust is measured for HDE emission testing. Therefore, an analyzer capable of measuring N₂O from bag and from diluted sample continuously is required to support both LDV and HDE regulations. Nondispersive infrared (NDIR) analyzer, Fourier transform infrared (FTIR) analyzer, Laser infrared analyzer, Photoacoustic analyzer (PAS), and Gas chromatograph (GC) analyzer have been recommended for N₂O measurement. In the previous study, the authors had developed an instrument based on mid-infrared laser spectroscopy for measuring ultra-low level N₂O in automobile exhaust gas sampled in a sample storage bag. In this study, comparative measurement of automobile exhaust N₂O in continuous dilute and in sample storage bag has been attempted. A modern vehicle meeting 2008 Japanese emission standards has been evaluated. Tests are conducted on a chassis dynamometer cell under different test cycles. In addition, verification of the interference of co-existing gases commonly observed in automobile exhaust gas has also been performed. In this study, it is found that the laser-based exhaust gas analyzer has sufficient detection capability for bag measurement and fast response for continuous dilute measurement. There is no interference caused by CO, CO₂, and H₂O usually observed in the automobile exhaust gas in significantly amount and have absorption in the same wavelength region as of N₂O used in this analyzer. The test vehicle emits very low N₂O and most of them are emitted within first 100 seconds of the FTP driving cycle when tested under cold start condition.
Rahman, Montajir, Hara, Kenji, Nakatani, Shigeru
Laboratory Investigation on Emission Characteristics of a Diesel Car Fuelled with Biodiesel Blends2012-01-10634/16/2012
Based on pure diesel, pure biodiesel, and two biodiesel blends at volumetric mixture ratio of 10% and 20%, NEDC emission tests were carried out on a Euro 3-compliant diesel car. Results showed that pure biodiesel and biodiesel blends had decreasing effects on CO and HC emissions under warm-up situations, but deteriorations of CO and HC emissions were observed under cold start-up and low vehicle speed operating conditions, and this caused increasing results of CO and HC emission factors in NEDC tests when substituting pure diesel with both of pure biodiesel and biodiesel blend of 20%. Pure biodiesel aroused an increase in NOX emissions compared with pure diesel, but the two low mixture ratio biodiesel blends were observed in different increasing effects and even decreasing effects on NOX emissions. Only pure biodiesel had limited increasing effects on CO₂ emissions. In the purpose of reducing vehicle emissions by fuelling alternative fuels, 10% is recommended volumetric mixture ratio of biodiesel blend for the test diesel car.
Yao, Di, Lou, Diming, Hu, Zhiyuan, Tan, Piqiang, Shen, Hangquan
On-board Exhaust Emission Measurement on Heavy Duty Vehicles at Different Driving Conditions.2011-01-22099/13/2011
The present wording on implementing regulation on type-approval of motor vehicles and engines with respect to emissions from heavy-duty vehicles in Europe (e.g., Euro VI requirements) describes the procedure to determine gaseous emissions from on-road measurements using Portable Emissions Measurement Systems (PEMS). The gaseous emissions to be measured according to the PEMS protocol includes carbon monoxide (CO), total hydrocarbons (THC) and nitrogen oxides (NOx) for diesel engines and with the addition of methane (CH₄) for gas engines. Measurement methods of particles are at this stage under development. Emission data from on-road testing can be used for calculation of In-service Conformity (IsC) pass/fail criteria but also for establishing local emission factors for specific routes. The procedure for the measurement is described in detail in the regulation. During on-board measurement, emission sampling, measurement of the exhaust parameters and recording of the engine parameters as well as ambient data shall continue throughout the normal in-use operation of the vehicle, i.e., driving conditions should correspond to actual real-life conditions. Certification testing of HD engines is carried out in a very controlled laboratory environment by testing an engine as a standalone unit. Results from real-life emission testing might thus be very different from testing according to the certification procedure. This paper will present the impact on emissions from four heavy-duty vehicles with regard to factors such as ambient temperature, engine coolant temperature as well as vehicle load. It will also highlight the variation in emission results with regard to various driving conditions using different calculation methods.
Almén, Jacob, Erlandsson, Lennart
Medical Device Packaging Validation Testing 101TBMG-110409/1/2011
Package validation testing has always been an important aspect of many medical device development processes. Today, it isn’t just new packaging that manufacturers need to worry about — economic and environmental conditions are also driving manufacturers to revalidate their packaging.
SAE Off-Highway Engineering 2010-04-2210OFHD04224/22/2010
Cleaner living A different approach to powertrain emissions testing is needed as the off-highway industry prepares to meet the challenges of forthcoming Tier 4 standards, both Interim and Final.
Automotive Engineering International 2007-04-01AUTOAPR074/1/2007
Spec Formula One The series is moving forward with new rules to reduce cost and make racing more directly relevant to road-car development. Adding foresight Radar and cameras will work together to help drivers avoid accidents. Lexus LS 460:AEI's Best Engineered Vehicle for 2007 The fourth generation of Lexus' global flagship sets new standards in engineering, technical innovation, refinement, and workmanship. Hot off the grid New interest in plug-in hybrids has sparked intense R&D in battery chemistries and systems integration. Digital developments Ever-improving computer-based tools are helping engineers complete more complex designs in shorter time frames with downsized staffs. Illuminating technology Sensor-linked lighting systems, automatic high-beam control, LED headlights, and brand-identifying cabin lighting are enhancing safety, convenience, and the feel-good factor. Handling the surge The pressure facing automakers and suppliers to meet ever-more-stringent emissions regulations has fueled a boom in business for emissions testing providers. Cost remains the boss Engineers on their way to the SAE World Congress cannot escape cost-reduction pressures. But vehicle efficiency, biofuels, and "green" materials are also capturing their attention. AEI Tech 2007 Awards The editors of Automotive Engineering International highlight some of the more innovative new products and technologies on display at the SAE 2007 World Congress, based on the latest information provided by exhibiting companies. Funding the hydrogen future The Department of Energy's FreedomCAR and Fuel Partnership programs hope to aid the domestic industry as it develops next-generation hydrogen and fuel-cell vehicles. Of crystals and crashes The microcrystalline structure and performance behavior of multiphase automotive steels are enabling stronger and safer vehicles.
Introducing Ted Robertson, SAE President for 2005AUTOFEB05_062/1/2005
ASC's product and technology chief made his name at General Motors, but is now putting his mind to work for SAE. In a senior executive analysis, Ted Robertson learned that his mind is very balanced between right-brain logic and left-brain creativity. That balance has served him well in his ongoing and distinguished automotive career at General Motors and ASC, and it figures to be an invaluable asset as he takes over as SAE's top thinker. It is somewhat ironic, then, that the 55-year-old native of Canada finds himself SAE President not because he put his mind to securing the position-“I never lobbied for it,” he said- but because his colleagues see in him abundances of Boy Scout attributes such as integrity and discipline that make for a great leader.
Ponticel, Patrick
Introducing Ted Robertson, SAE President for 2005OFHFEB05_062/1/2005
ASC's product and technology chief made his name at General Motors, but is now putting his mind to work for SAE. In a senior executive analysis, Ted Robertson learned that his mind is very balanced between right-brain logic and left-brain creativity. That balance has served him well in his ongoing and distinguished automotive career at General Motors and ASC, and it figures to be an invaluable asset as he takes over as SAE's top thinker. It is somewhat ironic, then, that the 55-year-old native of Canada finds himself SAE President not because he put his mind to securing the position-“I never lobbied for it,” he said- but because his colleagues see in him abundances of Boy Scout attributes such as integrity and discipline that make for a great leader.
Ponticel, Patrick
Introducing Ted Robertson, SAE President for 2005AEROJAN05_061/1/2005
ASC's product and technology chief made his name at General Motors, but is now putting his mind to work for SAE. In a senior executive analysis, Ted Robertson learned that his mind is very balanced between right-brain logic and left-brain creativity. That balance has served him well in his ongoing and distinguished automotive career at General Motors and ASC, and it figures to be an invaluable asset as he takes over as SAE's top thinker. It is somewhat ironic, then, that the 55-year-old Canada native finds himself SAE President not because he put his mind to securing the position-“I never lobbied for it,” he said-but because his colleagues see in him abundances of Boy Scout attributes such as integrity and discipline that make for a great leader.
Ponticel, Patrick
Investigation of Cetane Response of U. S. Diesel Fuels9502492/1/1995
A study of cetane response of post-1993 U.S. No. 2 diesel fuels was performed following the October 1, 1993 introduction of the federally mandated 0.05% sulfur, on-highway diesel fuel. Seven fuels obtained from East Coast, Gulf Coast and Midwest refineries, an emissions certification fuel and a low aromatic California fuel were evaluated. Ethylhexyl nitrate was used as cetane improver in concentrations of up to 1 vol.%. Test results demonstrated relatively low cetane response of non-California fuels and an exceptionally high response of the low aromatic California fuel. The only predictive cetane response equation available in technical literature failed to accurately characterize the performance of fuels used in this study. An inter-industry program is proposed to (a) develop a detailed understanding of diesel fuel composition/property effects on cetane response and (b) define an improved cetane response equation applicable to the full range of diesel fuels.
Sobotowski, Rafal A.
A Computer-Based Automotive Information System: Ford Motor Company's Technical Information Utility8851539/1/1988
Ford Motor Company's Corporate Technical Information System (CTIS), an inhouse computerized online utility for product and technical data, conducted a User Survey in 1987. The system is well accepted. The hardware is performing well and the data judged authoritative and helpful. Small issues revealed by the survey were resolved quickly. Two significant problems, however, (1) the need for improved customer services and, (2) a demand for significantly expanded system content, were identified. The paper highlights actions taken by CTIS to improve its customer services through online and telephone “Help”, a simplified User's Guide, and a more sophisticated search software, among other things. It also indicates the new files and file content that are being added as well as a whole new class of files called Company manuals. A University of Michigan MBA class is studying the potential for the marketing of CTIS to the vendors of components and services to the Ford Motor Company.
Linder, Fredrick C., Andrews, Howard W., Culver, Robert N., Rice, Al, Tumavitch, Elaine G., Grow, Neville L.
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