Journal articles: 'Automotive Aftertreatment system'

1

Kang, Jun-Mo, Ilya Kolmanovsky, and J. W. Grizzle. "Dynamic Optimization of Lean Burn Engine Aftertreatment." Journal of Dynamic Systems, Measurement, and Control 123, no. 2 (June 13, 2000): 153–60. http://dx.doi.org/10.1115/1.1368114.

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The competition to deliver fuel efficient and environmentally friendly vehicles is driving the automotive industry to consider even more complex powertrain systems. Adequate performance of these new highly interactive systems can no longer be obtained through traditional approaches, which are intensive in hardware use and final control software calibration. This paper explores the use of Dynamic Programming to make model-based design decisions for a lean burn, direct injection spark ignition engine, in combination with a three way catalyst and an additional three-way catalyst, often referred to as a lean NOX trap. The primary contribution is the development of a very rapid method to evaluate the tradeoffs in fuel economy and emissions for this novel powertrain system, as a function of design parameters and controller structure, over a standard emission test cycle.

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Jung, Jong Hwa, and Geun Sik Lee. "The Inlet Shape Optimization of Aftertreatment System for Automotive Vehicle with Adjoint Optimization." Transaction of The Korean Society of Automotive Engineers 26, no. 1 (January 1, 2018): 60–66. http://dx.doi.org/10.7467/ksae.2018.26.1.060.

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Devarakonda, M., G. Parker, J. H. Johnson, and V. Strots. "Model-based control system design in a urea-SCR aftertreatment system based on NH3 sensor feedback." International Journal of Automotive Technology 10, no. 6 (December 2009): 653–62. http://dx.doi.org/10.1007/s12239-009-0077-2.

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Gosala, Dheeraj B., Aswin K. Ramesh, Cody M. Allen, Mrunal C. Joshi, Alexander H. Taylor, Matthew Van Voorhis, Gregory M. Shaver, et al. "Diesel engine aftertreatment warm-up through early exhaust valve opening and internal exhaust gas recirculation during idle operation." International Journal of Engine Research 19, no. 7 (September 20, 2017): 758–73. http://dx.doi.org/10.1177/1468087417730240.

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A large fraction of diesel engine tailpipe NOx emissions are emitted before the aftertreatment components reach effective operating temperatures. As a result, it is essential to develop technologies to accelerate initial aftertreatment system warm-up. This study investigates the use of early exhaust valve opening (EEVO) and its combination with negative valve overlap to achieve internal exhaust gas recirculation (iEGR), for aftertreatment thermal management, both at steady state loaded idle operation and over a heavy-duty federal test procedure (HD-FTP) drive cycle. The results demonstrate that implementing EEVO with iEGR during steady state loaded idle conditions enables engine outlet temperatures above 400 °C, and when implemented over the HD-FTP, is expected to result in a 7.9% reduction in tailpipe-out NOx.

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Schröder, Jörg, Franziska Hartmann, Robert Eschrich, Denis Worch, Jürgen Böhm, Roger Gläser, and Franziska Müller-Langer. "Accelerated performance and durability test of the exhaust aftertreatment system by contaminated biodiesel." International Journal of Engine Research 18, no. 10 (April 3, 2017): 1067–76. http://dx.doi.org/10.1177/1468087417700762.

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The consumption of fossil and especially alternative fuels from renewable sources is supposed to rise in the future. Biofuels as well as fossil fuels often contain alkali and alkaline earth metal impurities that are potential poisons for automotive exhaust catalysts. The impact of these contaminations on the long-time performance of the exhaust aftertreatment system is a major concern. However, engine test bench studies consume considerable amounts of fuel, manpower and time. The purpose of this research project was to examine whether accelerated engine tests can be achieved by a modified diesel aftertreatment system in a test bench and contamination of biodiesel with known amounts of elements potentially poisoning automotive catalysts. A variety of potentially harmful elements (sodium (Na), potassium (K), calcium (Ca), magnesium (Mg), sulfur (S) and phosphorous (P)) were added all at once to enhance the contamination level in biodiesel. A diesel oxidation catalyst and a catalyst for selective catalytic reduction reaction were placed in a stream of exhaust gas generated with a single cylinder engine. For reference purposes, a second test series was performed with a commercially available biodiesel. Catalysts were analyzed post-mortem using a bench flow reactor and X-ray fluorescence regarding their activity and deposition of the harmful elements. For both diesel oxidation catalyst and selective catalytic reduction catalysts, significant deactivation and decrease in conversion rates could be proven. For diesel oxidation catalyst, linear correlations between mass fractions of added elements and aging time were observed.

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Ueda, M. "A new optimizing technique of a diesel engine aftertreatment system using HC DeNox catalyst." JSAE Review 24, no. 1 (January 2003): 47–51. http://dx.doi.org/10.1016/s0389-4304(02)00249-7.

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Stiglic, P., J. Hardy, and B. Gabelman. "Control Considerations for an On-Line, Active Regeneration System for Diesel Particulate Traps." Journal of Engineering for Gas Turbines and Power 111, no. 3 (July 1, 1989): 404–9. http://dx.doi.org/10.1115/1.3240269.

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Garrett Automotive Group is developing an exhaust aftertreatment system aimed at particulate emissions reduction from commercial diesel engines. The system uses a ceramic wall flow filter to trap the particulates, and regeneration is effected by raising gas temperature by throttling the exhaust downstream of the turbocharger. Lab testing at steady conditions demonstrated good performance with both catalyzed and uncatalyzed traps. Road testing shows the regeneration must be accomplished under severe transient conditions created by the normal vehicle operating modes. Primary efforts are to accommodate those transients using advanced control and digital computational techniques. Some of those techniques are described and are shown to yield improved control performance.

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Upadhyay, Devesh, and Michiel Van Nieuwstadt. "Model Based Analysis and Control Design of a Urea-SCR deNOx Aftertreatment System." Journal of Dynamic Systems, Measurement, and Control 128, no. 3 (June 2, 2005): 737–41. http://dx.doi.org/10.1115/1.2234494.

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In this paper we tackle issues relevant to model based control design for a Urea based Selective Catalytic Reduction (SCR) process relevant to automotive applications. A three state, control oriented, lumped parameter model of the system is used to investigate essential controllability and observability properties of the Urea-SCR plant. Results from the controllability and observability analysis of both nonlinear and linearized models are shown to have realistic implications. Observer design for predicting gas phase ammonia slip is outlined and results presented. An altered definition of the catalyst efficiency is used in control design. It is shown that this altered definition lends itself readily to control synthesis in the Sliding Mode framework while satisfying the dual control objectives of maximizing NOx reduction and minimizing ammonia slip.

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Vos, Kalen R., Gregory M. Shaver, Mrunal C. Joshi, and James McCarthy. "Implementing variable valve actuation on a diesel engine at high-speed idle operation for improved aftertreatment warm-up." International Journal of Engine Research 21, no. 7 (October 16, 2019): 1134–46. http://dx.doi.org/10.1177/1468087419880639.

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Aftertreatment thermal management is critical for regulating emissions in modern diesel engines. Elevated engine-out temperatures and mass flows are effective at increasing the temperature of an aftertreatment system to enable efficient emission reduction. In this effort, experiments and analysis demonstrated that increasing the idle speed, while maintaining the same idle load, enables improved aftertreatment “warm-up” performance with engine-out NOx and particulate matter levels no higher than a state-of-the-art thermal calibration at conventional idle operation (800 rpm and 1.3 bar brake mean effective pressure). Elevated idle speeds of 1000 and 1200 rpm, compared to conventional idle at 800 rpm, realized 31%–51% increase in exhaust flow and 25 °C–40 °C increase in engine-out temperature, respectively. This study also demonstrated additional engine-out temperature benefits at all three idle speeds considered (800, 1000, and 1200 rpm, without compromising the exhaust flow rates or emissions, by modulating the exhaust valve opening timing. Early exhaust valve opening realizes up to ~51% increase in exhaust flow and 50 °C increase in engine-out temperature relative to conventional idle operation by forcing the engine to work harder via an early blowdown of the exhaust gas. This early blowdown of exhaust gas also reduces the time available for particulate matter oxidization, effectively limiting the ability to elevate engine-out temperatures for the early exhaust valve opening strategy. Alternatively, late exhaust valve opening realizes up to ~51% increase in exhaust flow and 91 °C increase in engine-out temperature relative to conventional idle operation by forcing the engine to work harder to pump in-cylinder gases across a smaller exhaust valve opening. In short, this study demonstrates how increased idle speeds, and exhaust valve opening modulation, individually or combined, can be used to significantly increase the “warm-up” rate of an aftertreatment system.

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Kumakura, H., M. Sasaki, D. Suzuki, and H. Ichikawa. "Development of a Low-Emission Combustor for a 100-kW Automotive Ceramic Gas Turbine (II)." Journal of Engineering for Gas Turbines and Power 118, no. 1 (January 1, 1996): 167–72. http://dx.doi.org/10.1115/1.2816534.

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Performance tests were conducted on a low-emission combustor, which has a pre-vaporization–premixing lean combustion system and is designed for a 100 kW automotive ceramic gas turbine. The results of steady-state combustion tests performed at an inlet temperature of 1000–1200 K and pressure of 0.1–0.34 MPa indicate that the combustor would meet Japan’s emission standards for gasoline engine passenger cars without using an aftertreatment system. Flashback was suppressed by controlling the mixture velocity and air ratios. Strength tests conducted on rings and bars cut from the actual ceramic parts indicate that the combustor has nearly the same level of strength as standard test specimens.

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BIELACZYC, Piotr, Joseph WOODBURN, and Ameya JOSHI. "World-wide trends in powertrain system development in light of emissions legislation, fuels, lubricants, and test methods." Combustion Engines 184, no. 1 (March 30, 2021): 57–71. http://dx.doi.org/10.19206/ce-134785.

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Both the light- and heavy-duty sectors of the automotive industry are currently under unprecedented pressure from a wide range of factors, particularly in terms of environmental performance and fuel consumption. Test procedures have undergone massive changes and continue to evolve, meaning that standards are becoming much harder to meet, especially in Europe but also in other continents. Such developments force changes in testing methodology, the development of powertrains themselves and their aftertreatment systems and strategies and calibrations. A range of strategies are available to overcome these difficulties, as explored during the VIII Congress on Combustion Engines organised by the Polish Scientific Society of Combustion Engines (PTNSS) and hosted at Krakow University of Technology, Poland in June 2019. This paper reports and summarises the topics of the VIII PTNSS Congress and attempts a synthesis on the current status of the field of LD ad HD IC engines, hybrid powertrains and electric vehicles, engine fuel and oil and what the coming years may hold for the automotive and fuel industries and other allied fields.

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BIELACZYC, Piotr, Andrzej SZCZOTKA, Piotr PAJDOWSKI, and Joseph WOODBURN. "Development of automotive emissions testing equipment and test methods in response to legislative, technical and commercial requirements." Combustion Engines 152, no. 1 (February 1, 2013): 28–41. http://dx.doi.org/10.19206/ce-117010.

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Legislation regarding the reduction of harmful exhaust emissions, greenhouse gases and fuel consumption is one of the strongest drivers of development in automobile design. Strict legislation requires changes to engine calibration and hardware, but also to test facilities and emissions analysis systems; indeed, emissions standards in the European Union (EU), USA and Japan determine not only maximum permissible emissions factors, but also emissions testing methods and laboratory design. This paper is a continuation of [1], and presents the most recent additions to BOSMAL’s emissions testing laboratory – a recently-installed analyzer bench for modal raw exhaust measurement at both pre- and post-catalytic converter sampling locations, as well as EGR ratio calculation, are described in the context of its sophisticated emissions measurement facilities and the increasingly complex testing demands of vehicle and aftertreatment system manufacturers.

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Massaguer, A., E. Massaguer, J. Ximinis, T. Pujol, M. Comamala, L. Montoro, J. R. González, P. Fernández-Yañez, and O. Armas. "Analysis of an automotive thermoelectric generator coupled to an electric exhaust heater to reduce NOx emissions in a Diesel-powered Euro VI Heavy Duty vehicle." Renewable Energy and Power Quality Journal 19 (September 2021): 407–12. http://dx.doi.org/10.24084/repqj19.305.

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This study presents a new approach to minimize the amount of NOx emitted by diesel engines of Heavy-Duty Vehicles during low engine regimes and low gases temperature conditions. We propose the addition of an electric Exhaust Gas Heater (EGH) to make the SCR system inject the urea solution at low engine regimes. The second part of this study focuses on the viability to use an Automotive Thermoelectric Generator (ATEG) to generate the energy required by the EGH and thus avoiding the need to consume electrical energy from the vehicle’s system. This EGHATEG system is designed to be energetically closed, so there is no extra consumption of fuel. Experimental results show that NOx emissions reduce up to 80% when an EGH is added to a standard diesel-powered Euro VI Heavy Duty truck configuration. Simulations show that an ATEG installed downstream of the aftertreatment system can produce the energy required by the EGH. This system can improve SCR efficiency up to 55% during low engine regimes.

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Lapuerta, Magín, Ángel Ramos, David Fernández-Rodríguez, and Inmaculada González-García. "High-pressure versus low-pressure exhaust gas recirculation in a Euro 6 diesel engine with lean-NOx trap: Effectiveness to reduce NOx emissions." International Journal of Engine Research 20, no. 1 (December 16, 2018): 155–63. http://dx.doi.org/10.1177/1468087418817447.

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Exhaust gas recirculation can be achieved by means of two different routes: the high-pressure route (high-pressure exhaust gas recirculation), where exhaust gas is conducted from upstream of the turbine to downstream of the compressor, and the low-pressure one (low-pressure exhaust gas recirculation), where exhaust gas is recirculated from downstream of the turbine and of the aftertreatment system to upstream of the compressor. In this study, the effectiveness of both exhaust gas recirculation systems on the improvement of the NOx-particulate matter emission trade-off has been compared on a Euro 6 turbocharged diesel engine equipped with a diesel oxidation catalyst, a lean-NOx trap, and a diesel particulate filter. Emissions were measured both upstream and downstream of the aftertreatment system, at different combinations of engine speed and torque (corresponding to different vehicle speeds), at transient and steady conditions, and at different coolant temperatures as switch points to change from high-pressure exhaust gas recirculation to low-pressure exhaust gas recirculation. It was shown that low-pressure exhaust gas recirculation was more efficient than high-pressure exhaust gas recirculation to reduce NOx emissions, mainly due to the higher recirculation potential and the lower temperature of the recirculated gas. However, such a differential benefit decreased as the coolant temperature decreased, which suggests the use of high-pressure exhaust gas recirculation during the engine warm-up. It was also shown that the lean-NOx trap storage efficiency decreased more rapidly at high engine load than at medium load and that such reduction in efficiency was much faster when high-pressure exhaust gas recirculation was used than when low-pressure exhaust gas recirculation was used.

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Johannessen, Tue, Henning Schmidt, Anne Mette Frey, and Claus Hviid Christensen. "Improved Automotive NO x Aftertreatment System: Metal Ammine Complexes as NH3 Source for SCR Using Fe-Containing Zeolite Catalysts." Catalysis Letters 128, no. 1-2 (January 9, 2009): 94–100. http://dx.doi.org/10.1007/s10562-008-9809-6.

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Pielecha, Jacek, and Maciej Gis. "The use of the mild hybrid system in vehicles with regard to exhaust emissions and their environmental impact." Archives of Transport 55, no. 3 (September 30, 2020): 41–50. http://dx.doi.org/10.5604/01.3001.0014.4229.

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Pollution of the environment is a global phenomenon. The lack of specific actions to reduce environmental pollution can lead to an increase in the average temperature of the Earth's air and to global consequences. One of the important sectors affecting environmental pollution is transport, including road transport. Currently, intensive legislative and construction works are underway to reduce the emission of harmful substances from road transport. Meeting the requirements imposed by the European Union makes it necessary not only to make structural changes to combustion units or exhaust aftertreatment systems, but also to use additional systems supporting the operation of the main engine. This group includes, among others, Mild Hybrid propulsion systems and classic hybrid systems. Their application is to affect not only the possibility of reducing the swept volume of a combustion unit, while maintaining its operational parameters, but also to reduce the emission of harmful substances of exhaust gases. The conducted research and its analysis indicate the legitimacy of using a newer vehicle equipped with a modern propulsion system, i.e. Mild Hybrid, in real conditions. In the case of toxic emissions of exhaust gases, a difference in emissions of individual components is noticeable, depending on the chosen driving mode. However, it is worth mentioning the difference in the emission of nitrogen oxides and the number of particulate matters. Their emission is reduced in relation to a vehicle using a classic powertrain. The use of a modern propulsion system also improves reliability. The tested Mild Hybrid vehicle does not use a conventional alternator and starter. This eliminates the elements that are prone to damage in prolonged operation. This is an unquestionable advantage when taking into account the operation of the vehicle.

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Ma, Yao, and Junmin Wang. "Integrated Power Management and Aftertreatment System Control for Hybrid Electric Vehicles With Road Grade Preview." IEEE Transactions on Vehicular Technology 66, no. 12 (December 2017): 10935–45. http://dx.doi.org/10.1109/tvt.2017.2763587.

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Joshi, Mrunal C., Dheeraj Gosala, Gregory M. Shaver, James McCarthy, and Lisa Farrell. "Exhaust valve profile modulation for improved diesel engine curb idle aftertreatment thermal management." International Journal of Engine Research 22, no. 10 (April 9, 2021): 3179–95. http://dx.doi.org/10.1177/1468087420969101.

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Rapid warm-up of a diesel engine aftertreatment system (ATS) is a challenge at low loads. Modulating exhaust manifold pressure (EMP) to increase engine pumping work, fuel consumption, and as a result, engine-outlet temperature, is a commonly used technique for ATS thermal management at low loads. This paper introduces exhaust valve profile modulation as a technique to increase engine-outlet temperature for ATS thermal management, without requiring modulation of exhaust manifold pressure. Experimental steady state results at 800 RPM/1.3 bar BMEP (curb idle) demonstrate that early exhaust valve opening with negative valve overlap (EEVO+NVO) can achieve engine-outlet temperature in excess of 255°C with 5.7% lower fuel consumption, 12% lower engine out NOx and 20% lower engine-out soot than the conventional thermal management strategy. Late exhaust valve opening with internal EGR via reinduction (LEVO+Reinduction) resulted in engine-outlet temperature in excess of 280°C, while meeting emission constraints at no fuel consumption penalty. This work also demonstrates that LEVO in conjunction with modulation of exhaust manifold pressure results in engine-outlet temperature in excess of 340°C while satisfying desired emission constraints. Aggressive use of LEVO can result in engine-outlet temperatures of 460°C, capable of active regeneration of DPF at curb idle, without the significant increase in engine-out soot emissions seen in previously studied strategies.

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Guan, Wei, Vinícius B. Pedrozo, Hua Zhao, Zhibo Ban, and Tiejian Lin. "Variable valve actuation–based combustion control strategies for efficiency improvement and emissions control in a heavy-duty diesel engine." International Journal of Engine Research 21, no. 4 (April 26, 2019): 578–91. http://dx.doi.org/10.1177/1468087419846031.

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High nitrogen oxide levels of the conventional diesel engine combustion often requires the introduction of exhaust gas recirculation at high engine loads. This can adversely affect the smoke emissions and fuel conversion efficiency associated with a reduction of the in-cylinder air-fuel ratio (lambda). In addition, low exhaust gas temperatures at low engine loads reduce the effectiveness of aftertreatment systems necessary to meet stringent emissions regulations. These are some of the main issues encountered by current heady-duty diesel engines. In this work, variable valve actuation–based advanced combustion control strategies have been researched as means of improving upon the engine exhaust temperature, emissions, and efficiency. Experimental analysis was carried out on a single-cylinder heady-duty diesel engine equipped with a high-pressure common-rail fuel injection system, a high-pressure loop cooled exhaust gas recirculation, and a variable valve actuation system. The variable valve actuation system enables a late intake valve closing and a second intake valve opening during the exhaust stroke. The results showed that Miller cycle was an effective technology for exhaust temperature management of low engine load operations, increasing the exhaust gas temperature by 40 °C and 75 °C when running engine at 2.2 and 6 bar net indicated mean effective pressure, respectively. However, Miller cycle adversely effected carbon monoxide and unburned hydrocarbon emissions at a light load of 2.2 bar indicated mean effective pressure. This could be overcome when combining Miller cycle with a second intake valve opening strategy due to the formation of a relatively hotter in-cylinder charge induced by the presence of internal exhaust gas recirculation. This strategy also led to a significant reduction in soot emissions by 82% when compared with the baseline engine operation. Alternatively, the use of external exhaust gas recirculation and post injection on a Miller cycle operation decreased high nitrogen oxide emissions by 67% at a part load of 6 bar indicated mean effective pressure. This contributed to a reduction of 2.2% in the total fluid consumption, which takes into account the urea consumption in aftertreatment system. At a high engine load of 17 bar indicated mean effective pressure, a highly boosted Miller cycle strategy with exhaust gas recirculation increased the fuel conversion efficiency by 1.5% while reducing the total fluid consumption by 5.4%. The overall results demonstrated that advanced variable valve actuation–based combustion control strategies can control the exhaust gas temperature and engine-out emissions at low engine loads as well as improve upon the fuel conversion efficiency and total fluid consumption at high engine loads, potentially reducing the engine operational costs.

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Guan, Wei, Vinícius B. Pedrozo, Hua Zhao, Zhibo Ban, and Tiejian Lin. "Miller cycle combined with exhaust gas recirculation and post–fuel injection for emissions and exhaust gas temperature control of a heavy-duty diesel engine." International Journal of Engine Research 21, no. 8 (February 20, 2019): 1381–97. http://dx.doi.org/10.1177/1468087419830019.

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Miller cycle has been shown as a promising engine strategy to reduce in-cylinder nitrogen oxide (NOx) formation during the combustion process and facilitate its removal in the aftertreatment systems by increasing the exhaust gas temperature. However, the level of NOx reduction and the increase in exhaust gas temperature achieved by Miller cycle alone is limited. Therefore, research was carried out to investigate the combined use of Miller cycle with other advanced combustion control strategies in order to minimise the NOx emissions and the total cost of ownership. In this article, the effects of Miller cycle, exhaust gas recirculation, and post-injection were studied and analysed on the performance and exhaust emissions of a single cylinder heavy-duty diesel engine. A cost–benefit analysis was carried out using the corrected total fluid efficiency, which includes the estimated urea solution consumption in the NOx aftertreatment system as well as the fuel consumption. The experiments were performed at a low load of 6 bar net indicated mean effective pressure. The results showed that the application of a Miller cycle–only strategy with a retarded intake valve closing at −95 crank angle degree after top dead centre decreased NOx emissions by 21% to 6.0 g/kW h and increased exhaust gas temperature by 30% to 633 K when compared to the baseline engine operation. This was attributed to a reduction in compressed gas temperature by the lower effective compression ratio and the in-cylinder mass trapped due to the retarded intake valve closing. These improvements, however, were accompanied by a fuel-efficiency penalty of 1%. A further reduction in the level of NOx from 6.0 to 3.0 g/kW h was achieved through the addition of exhaust gas recirculation, but soot emissions were more than doubled to 0.022 g/kW h. The introduction of a post-injection was found to counteract this effect, resulting in simultaneous low NOx and soot emissions of 2.5 and 0.012 g/kW h, respectively. When taking into account the urea consumption, the combined use of Miller cycle, exhaust gas recirculation, and post-injection combustion control strategies were found to have relatively higher corrected total fluid efficiency than the baseline case. Thus, the combined ‘Miller cycle + exhaust gas recirculation + post-injection’ strategy was the most effective means of achieving simultaneous low exhaust emissions, high exhaust gas temperature, and increased corrected total fluid efficiency.

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Wojnar, Sławomir, Tomáš Polóni, Peter Šimončič, Boris Rohal̓-Ilkiv, Marek Honek, and Jozef Csambál. "Real-time implementation of multiple model based predictive control strategy to air/fuel ratio of a gasoline engine." Archives of Control Sciences 23, no. 1 (March 1, 2013): 93–106. http://dx.doi.org/10.2478/v10170-011-0044-9.

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Abstract Growing safety, pollution and comfort requirements influence automotive industry ever more. The use of three-way catalysts in exhaust aftertreatment systems of combustion engines is essential in reducing engine emissions to levels demanded by environmental legislation. However, the key to the optimal catalytic conversion level is to keep the engine air/fuel ratio (AFR) at a desired level. Thus, for this purposes more and more sophisticated AFR control algorithms are intensively investigated and tested in the literature. The goal of this paper is to present for a case of a gasoline engine the model predictive AFR controller based on the multiple-model approach to the engine modeling. The idea is to identify the engine in particular working points and then to create a global engine's model using Sugeno fuzzy logic. Opposite to traditional control approaches which lose their quality beside steady state, it enables to work with satisfactory quality mainly in transient regimes. Presented results of the multiple-model predictive air/fuel ratio control are acquired from the first experimental real-time implementation on the VW Polo $1390 cm^3$ gasoline engine, at which the original electronic control unit (ECU) has been fully replaced by a dSpace prototyping system which execute the predictive controller. Required control performance has been proven and is presented in the paper.

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Wang, Buyu, Michael Pamminger, Ryan Vojtech, and Thomas Wallner. "Impact of injection strategies on combustion characteristics, efficiency and emissions of gasoline compression ignition operation in a heavy-duty multi-cylinder engine." International Journal of Engine Research 21, no. 8 (September 25, 2018): 1426–40. http://dx.doi.org/10.1177/1468087418801660.

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Gasoline compression ignition using a single gasoline-type fuel for direct/port injection has been shown as a method to achieve low-temperature combustion with low engine-out NOx and soot emissions and high indicated thermal efficiency. However, key technical barriers to achieving low-temperature combustion on multi-cylinder engines include the air handling system (limited amount of exhaust gas recirculation) as well as mechanical engine limitations (e.g. peak pressure rise rate). In light of these limitations, high-temperature combustion with reduced amounts of exhaust gas recirculation appears more practical. Furthermore, for high-temperature gasoline compression ignition, an effective aftertreatment system allows high thermal efficiency with low tailpipe-out emissions. In this work, experimental testing was conducted on a 12.4 L multi-cylinder heavy-duty diesel engine operating with high-temperature gasoline compression ignition combustion with port and direct injection. Engine testing was conducted at an engine speed of 1038 r/min and brake mean effective pressure of 1.4 MPa for three injection strategies, late pilot injection, early pilot injection, and port/direct fuel injection. The impact on engine performance and emissions with respect to varying the combustion phasing were quantified within this study. At the same combustion phasing, early pilot injection and port/direct fuel injection had an earlier start of combustion and higher maximum pressure rise rates than late pilot injection attributable to more premixed fuel from pilot or port injection; however, brake thermal efficiencies were higher with late pilot injection due to reduced heat transfer. Early pilot injection also exhibited the highest cylinder-to-cylinder variations due to differences in injector behavior as well as the spray/wall interactions affecting mixing and evaporation process. Overall, peak brake thermal efficiency of 46.1% and 46% for late pilot injection and port/direct fuel injection was achieved comparable to diesel baseline (45.9%), while early pilot injection showed the lowest brake thermal efficiency (45.3%).

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Franken, Tim, Fabian Mauss, Lars Seidel, Maike Sophie Gern, Malte Kauf, Andrea Matrisciano, and Andre Casal Kulzer. "Gasoline engine performance simulation of water injection and low-pressure exhaust gas recirculation using tabulated chemistry." International Journal of Engine Research 21, no. 10 (July 4, 2020): 1857–77. http://dx.doi.org/10.1177/1468087420933124.

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This work presents the assessment of direct water injection in spark-ignition engines using single cylinder experiments and tabulated chemistry-based simulations. In addition, direct water injection is compared with cooled low-pressure exhaust gas recirculation at full load operation. The analysis of the two knock suppressing and exhaust gas cooling methods is performed using the quasi-dimensional stochastic reactor model with a novel dual fuel tabulated chemistry model. To evaluate the characteristics of the autoignition in the end gas, the detonation diagram developed by Bradley and co-workers is applied. The single cylinder experiments with direct water injection outline the decreasing carbon monoxide emissions with increasing water content, while the nitrogen oxide emissions indicate only a minor decrease. The simulation results show that the engine can be operated at λ = 1 at full load using water–fuel ratios of up to 60% or cooled low-pressure exhaust gas recirculation rates of up to 30%. Both technologies enable the reduction of the knock probability and the decrease in the catalyst inlet temperature to protect the aftertreatment system components. The strongest exhaust temperature reduction is found with cooled low-pressure exhaust gas recirculation. With stoichiometric air–fuel ratio and water injection, the indicated efficiency is improved to 40% and the carbon monoxide emissions are reduced. The nitrogen oxide concentrations are increased compared to the fuel-rich base operating conditions and the nitrogen oxide emissions decrease with higher water content. With stoichiometric air–fuel ratio and exhaust gas recirculation, the indicated efficiency is improved to 43% and the carbon monoxide emissions are decreased. Increasing the exhaust gas recirculation rate to 30% drops the nitrogen oxide emissions below the concentrations of the fuel-rich base operating conditions.

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Motroniuk, Iurii, Radoslaw Królak, Ralf Stöber, and Gerhard Fischerauer. "Wireless communication-based state estimation of automotive aftertreatment systems." Measurement 106 (August 2017): 245–50. http://dx.doi.org/10.1016/j.measurement.2016.08.004.

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BIELACZYC, Piotr, and Joseph WOODBURN. "Analysis of current and future trends in automotive emissions, fuels, lubricants and test methods." Combustion Engines 147, no. 4 (November 1, 2011): 104–18. http://dx.doi.org/10.19206/ce-117084.

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BOSMAL hosted the 2nd International Exhaust Emissions Symposium, entitled Current and future trends in automotive emissions, fuels, lubricants and test methods, which featured a total of eighteen presentations from experts on automotive emissions and aftertreatment and the fuel and lubricant industries. The symposium’s technical programme consisted of two keynote lectures and four themed presentation sessions. The symposium also featured the opening of new engine test cells at BOSMAL. The entire event was an unqualified success, building on the achievements of thepreviousyear’s event. Some of the most important trends mentioned during the symposium included: changes to test procedures to reflect the challenge of quantifying ever decreasing emission levels, as well as measuring new compounds, the continued key role of catalytic aftertreatment systems in achieving low emission levels of gaseous pollutants and particulate matter, and the potential rolefor electrified powertrains and alternative fuels from various sources to meet our transportation energy needs over the coming decades.

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Bernal, S., G. Blanco, J. J. Calvino, J. M. Gatica, J. A. Pérez Omil, and J. M. Pintado. "Characterisation of Three-Way Automotive Aftertreatment Catalysts and Related Model Systems." Topics in Catalysis 28, no. 1-4 (April 2004): 31–45. http://dx.doi.org/10.1023/b:toca.0000024332.95053.0a.

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Soleimani, Morteza, Felician Campean, and Daniel Neagu. "Reliability Challenges for Automotive Aftertreatment Systems: a State-of-the-art Perspective." Procedia Manufacturing 16 (2018): 75–82. http://dx.doi.org/10.1016/j.promfg.2018.10.174.

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Sun, Jing, Yong Wha Kim, and Leyi Wang. "Aftertreatment control and adaptation for automotive lean burn engines with HEGO sensors." International Journal of Adaptive Control and Signal Processing 18, no. 2 (March 2004): 145–66. http://dx.doi.org/10.1002/acs.786.

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Ström, Henrik, Jonas Sjöblom, Ananda Subramani Kannan, Houman Ojagh, Oskar Sundborg, and Jan Koegler. "Near-wall dispersion, deposition and transformation of particles in automotive exhaust gas aftertreatment systems." International Journal of Heat and Fluid Flow 70 (April 2018): 171–80. http://dx.doi.org/10.1016/j.ijheatfluidflow.2018.02.013.

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Bromberg, L., D. R. Cohn, and A. Rabinovich. "Plasmatron fuel converter-catalyst systems for aftertreatment of diesel vehicle emissions." International Journal of Vehicle Design 25, no. 4 (2001): 275. http://dx.doi.org/10.1504/ijvd.2001.005202.

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Pontikakis, G. N., G. S. Konstantas, and A. M. Stamatelos. "Three-Way Catalytic Converter Modeling as a Modern Engineering Design Tool." Journal of Engineering for Gas Turbines and Power 126, no. 4 (October 1, 2004): 906–23. http://dx.doi.org/10.1115/1.1787506.

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The competition to deliver ultra low emitting vehicles at a reasonable cost is driving the automotive industry to invest significant manpower and test lab resources in the design optimization of increasingly complex exhaust aftertreatment systems. Optimization can no longer be based on traditional approaches, which are intensive in hardware use and lab testing. This paper discusses the extents and limitations of applicability of state-of-the-art mathematical models of catalytic converter performance. In-house software from the authors’ lab, already in use during the last decade in design optimization studies, updated with recent, important model improvements, is employed as a reference in this discussion. Emphasis is on the engineering methodology of the computational tools and their application, which covers quality assurance of input data, advanced parameter estimation procedures, and a suggested performance measure that drives the parameter estimation code to optimum results and also allows a less subjective assessment of model prediction accuracy. Extensive comparisons between measured and computed instantaneous emissions over full cycles are presented, aiming to give a good picture of the capabilities of state of the art engineering models of automotive catalytic converter systems.

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Nova, Isabella, Massimo Colombo, Enrico Tronconi, Volker Schmeisser, Brigitte Bandl-Konrad, and Lisa Zimmermann. "Experimental and Modelling Study of a Dual-Layer NH3 Slip Monolith Catalyst for Automotive SCR Aftertreatment Systems." Topics in Catalysis 56, no. 1-8 (February 26, 2013): 227–31. http://dx.doi.org/10.1007/s11244-013-9957-9.

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Hagen, Gunter, Christoph Spannbauer, Markus Feulner, Jaroslaw Kita, Andreas Müller, and Ralf Moos. "Conductometric Soot Sensors: Internally Caused Thermophoresis as an Important Undesired Side Effect." Sensors 18, no. 10 (October 19, 2018): 3531. http://dx.doi.org/10.3390/s18103531.

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Particulate matter sensors are of interest for application in the exhaust of any combustion processes, especially for automotive aftertreatment systems. Conductometric soot sensors have been serialized recently. They comprise planar interdigital electrodes (IDE) on an insulating substrate. Between the IDEs, a voltage is applied. Soot deposition is accelerated by the resulting electric field due to electrophoresis. With increasing soot deposition, the conductance between the IDE increases. The timely derivative of the conductance can serve as a sensor signal, being a function of the deposition rate. An increasing voltage between the IDE would be useful for detecting low particle exhausts. In the present study, the influence of the applied voltage and the sensor temperature on the soot deposition is investigated. It turned out that the maximum voltage is limited, since the soot film is heated by the resulting current. An internally caused thermophoresis that reduces the rate of soot deposition on the substrate follows. It reduces both the linearity of the response and the sensitivity. These findings may be helpful for the further development of conductometric soot sensors for automotive exhausts, probably also to determine real driving emissions of particulate matter.

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BIELACZYC, Piotr, and Joseph WOODBURN. "Global trends in emissions regulation and reduction (perspectives from the 1st International Exhaust Emissions Symposium)." Combustion Engines 142, no. 3 (July 1, 2010): 3–27. http://dx.doi.org/10.19206/ce-117132.

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BOSMAL recently hosted the First International Exhaust Emissions Symposium, which featured thirteen presentations on the topics of emissions regulation and the influences this legislation exerts on test procedures, emissions reduction efforts and drivetrain technologies. Emissions test methods and facilities will have to alter to reflect the reduced emissions limits to be introduced in the near future. Emissions reduction efforts include further development of catalyst systems and the development of fuels. Biofuels and biofuel blends are key in this area. Advanced lubricants will also play a key role. The potential for synergy between these actors is evident. In addition to aftertreatment systems, drivetrain technologies such as hybrid drive and exhaust gas reformation clearly have the potential for substantial emissions reduction for a wide range of pollutant species. Automotive research is at the heart of each of these areas of development, and will be ongoing in the industry’s continued efforts regarding harmful exhaust emissions.

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Herrmann, Julia, Gunter Hagen, Jaroslaw Kita, Frank Noack, Dirk Bleicker, and Ralf Moos. "Multi-gas sensor to detect simultaneously nitrogen oxides and oxygen." Journal of Sensors and Sensor Systems 9, no. 2 (October 9, 2020): 327–35. http://dx.doi.org/10.5194/jsss-9-327-2020.

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Abstract. Due to tightened emission limits, the efficiency of exhaust gas aftertreatment systems has to be further enhanced. Therefore, inexpensive and robust NOx sensors are required to be installed not only in automotive exhausts, but also in any other kind of combustion-based application. In this contribution, an impedimetric NOx sensor is presented. The impedance of a functional thick film (KMnO4, manufactured in a screen-printing technique on planar alumina substrates) depends selectively on the NOx concentration in the exhaust but shows a dependency on the oxygen concentration. Therefore, an additional temperature-independent resistive oxygen sensor structure was integrated on the same sensor platform. BFAT (BaFe0.74Al0.01Ta0.25O3−δ (BaFe0.74Al0.01Ta0.25O3−δ) was used for this purpose, and the measurement was conducted in the dc resistance mode. It serves not only to determine the oxygen concentration in the exhaust, but also to correct the oxygen dependency of the NOx sensor.

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Leach, FCP, MH Davy, and MS Peckham. "Cyclic NO2:NOx ratio from a diesel engine undergoing transient load steps." International Journal of Engine Research 22, no. 1 (February 26, 2019): 284–94. http://dx.doi.org/10.1177/1468087419833202.

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As the control of real driving emissions continues to increase in importance, the importance of understanding emission formation mechanisms during engine transients similarly increases. Knowledge of the NO2/NOx ratio emitted from a diesel engine is necessary, particularly for ensuring optimum performance of NOx aftertreatment systems. In this work, cycle-to-cycle NO and NOx emissions have been measured using a Cambustion CLD500, and the cyclic NO2/NOx ratio calculated as a high-speed light-duty diesel engine undergoes transient steps in load, while all other engine parameters are held constant across a wide range of operating conditions with and without exhaust gas recirculation. The results show that changes in NO and NOx, and hence NO2/NOx ratio, are instantaneous upon a step change in engine load. NO2/NOx ratios have been observed in line with previously reported results, although at the lightest engine loads and at high levels of exhaust gas recirculation, higher levels of NO2 than have been previously reported in the literature are observed.

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Vagnoni, Giovanni, Markus Eisenbarth, Jakob Andert, Giuseppe Sammito, Joschka Schaub, Michael Reke, and Michael Kiausch. "Smart rule-based diesel engine control strategies by means of predictive driving information." International Journal of Engine Research 20, no. 10 (March 12, 2019): 1047–58. http://dx.doi.org/10.1177/1468087419835696.

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The increasing connectivity of future vehicles allows the prediction of the powertrain operational profiles. This technology will improve the transient control of the engine and its exhaust gas aftertreatment systems. This article describes the development of a rule-based algorithm for the air path control, which uses the knowledge of upcoming driving events to reduce especially [Formula: see text] and particulate (soot) emissions. In the first section of this article, the boosting and the lean [Formula: see text] trap systems of a diesel powertrain are investigated as relevant sub-systems for shorter prediction horizons, suitable for Car-to-X communication range. Reference control strategies, based on state-of-the-art engine control unit algorithms and suitable predictive control logics, are compared for the two sub-systems in a model in the loop simulation environment. The simulation driving cycles are based on Worldwide harmonized Light-duty Test Cycle and Real Driving Emissions regulations. Due to the shorter, and consequently more probable, prediction horizon and the demonstrated emission improvements, a dedicated rule-based algorithm for the air path control is developed and benchmarked in the Worldwide harmonized Light-duty Test Cycle as described in the second part of this article. Worldwide harmonized Light-duty Test Cycle test results show an improvement potential for engine-out soot and [Formula: see text] emissions of up to 5.2% and 1.2%, respectively, for the air path case and a reduction of the average fuel consumption in Real Driving Emissions of up to 1% for the lean NOx trap case. In addition, the developed rule-based algorithm allows the adjustment of the desired NOx–soot trade-off, while keeping the fuel consumption constant. The study concludes with brief recommendations for future research directions, as for example, the introduction of a prediction module for the estimation of the vehicle operational profile in the prediction horizon.

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Colombo, Massimo, Isabella Nova, Enrico Tronconi, Volker Schmeißer, Brigitte Bandl-Konrad, and Lisa Zimmermann. "Experimental and modeling study of a dual-layer (SCR+PGM) NH3 slip monolith catalyst (ASC) for automotive SCR aftertreatment systems. Part 1. Kinetics for the PGM component and analysis of SCR/PGM interactions." Applied Catalysis B: Environmental 142-143 (October 2013): 861–76. http://dx.doi.org/10.1016/j.apcatb.2012.10.031.

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Guan, Wei, Hua Zhao, Zhibo Ban, and Tiejian Lin. "Exploring alternative combustion control strategies for low-load exhaust gas temperature management of a heavy-duty diesel engine." International Journal of Engine Research 20, no. 4 (February 7, 2018): 381–92. http://dx.doi.org/10.1177/1468087418755586.

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The employment of aftertreatment systems in modern diesel engines has become indispensable to meet the stringent emissions regulations. However, a minimum exhaust gas temperature of approximately 200 °C must be reached to initiate the emissions control operations. Low-load engine operations usually result in relatively low exhaust gas temperature, which lead to reduced or no exhaust emissions conversion. In this context, this study investigated the use of different combustion control strategies to explore the trade-off between exhaust gas temperature, fuel efficiency, and exhaust emissions. The experiments were performed on a single-cylinder heavy-duty diesel engine at a light load of 2.2 bar indicated mean effective pressure. Strategies including the late intake valve closing timing, intake throttling, late injection timing (Tinj), lower injection pressure (Pinj), and internal exhaust gas recirculation and external exhaust gas recirculation were investigated. The results showed that the use of external exhaust gas recirculation and lower Pinj was not effective in increasing exhaust gas temperature. Although the use of late Tinj could result in higher exhaust gas temperature, the delayed combustion phase led to the highest fuel efficiency penalty. Intake throttling and internal exhaust gas recirculation allowed for an increase in exhaust gas temperature at the expense of higher fuel consumption. In comparison, late intake valve closure strategy achieved the best trade-off between exhaust gas temperature and net indicated specific fuel consumption, increasing the exhaust gas temperature by 52 °C and the fuel consumption penalty by 5.3% while reducing nitrogen oxide and soot emissions simultaneously. When the intake valve closing timing was delayed to after −107 crank angle degree after top dead centre, however, the combustion efficiency deteriorated and the HC and CO emissions were significantly increased. This could be overcome by combining internal exhaust gas recirculation with late intake valve closure to increase the in-cylinder combustion temperature for a more complete combustion. The results demonstrated that the ‘late intake valve closure + internal exhaust gas recirculation’ strategy can be the most effective means, increasing the exhaust gas temperature by 62 °C with 4.6% fuel consumption penalty. Meanwhile, maintaining high combustion efficiency as well as low HC and CO emissions of diesel engines.

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Claßen, Johannes, Sascha Krysmon, Frank Dorscheidt, Stefan Sterlepper, and Stefan Pischinger. "Real Driving Emission Calibration—Review of Current Validation Methods against the Background of Future Emission Legislation." Applied Sciences 11, no. 12 (June 11, 2021): 5429. http://dx.doi.org/10.3390/app11125429.

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Reducing air pollution caused by emissions from road traffic, especially in urban areas, is an important goal of legislators and the automotive industry. The introduction of so-called “Real Driving Emission” (RDE) tests for the homologation of vehicles with internal combustion engines according to the EU6d legislation was a fundamental milestone for vehicle and powertrain development. Due to the introduction of non-reproducible on-road emission tests with “Portable Emission Measurement Systems” (PEMS) in addition to the standardized emission tests on chassis dynamometers, emission aftertreatment development and validation has become significantly more complex. For explicit proof of compliance with the emission and fuel consumption regulations, the legislators continue to require the “Worldwide Harmonized Light Duty Vehicle Test Cycle” (WLTC) on a chassis dynamometer. For calibration purposes, also various RDE profiles are conducted on the chassis dynamometer. However, the combination of precisely defined driving profiles on the chassis dynamometer and the dynamics-limiting boundary conditions in PEMS tests on the road still lead to discrepancies between the certified test results and the real vehicle behavior. The expected future emissions standards to replace EU6d will therefore force even more realistic RDE tests. This is to be achieved by significantly extending the permissible RDE test boundary conditions, such as giving more weight to the urban section of an RDE test. In addition, the introduction of limit values for previously unregulated pollutants such as nitrogen dioxide (NO2), nitrous oxide (N2O), ammonia (NH3) and formaldehyde (CH2O) is being considered. Furthermore, the particle number (for diameters of solid particles > 10 nm: PN10), the methane (CH4) emissions and emissions of non-methane organic gases (NMOG) shall be limited and must be tested. To simplify the test procedure in the long term, the abandonment of predefined chassis dyno emission tests to determine the pollutant emission behavior is under discussion. Against this background, current testing, validation, and development methods are reviewed in this paper. New challenges and necessary adaptations of current approaches are discussed and presented to illustrate the need to consider future regulatory requirements in today’s approaches. Conclusions are drawn and suggestions for a robust RDE validation procedure are formulated.

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Kamp, Carl J., Alexander G. Sappok, and Victor W. Wong. "Focused Ion Beam (FIB) Milling and Automotive Catalysis Aging: A Novel Approach for the Direct Observation of Interfacial and Sub-Surface Chemical and Structural Properties Relevant to Catalyst Aging and Functionality." MRS Proceedings 1641 (2014). http://dx.doi.org/10.1557/opl.2014.322.

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ABSTRACTThe combined focused ion beam/scanning electron microscopy/energy dispersive X-ray spectroscopy (FIB/SEM/EDX) system is a novel tool for the automotive catalysis field. Automotive emissions such as SOx, NOx, and particulate matter (PM) are regulated to various extents throughout the world, requiring the use of multiple aftertreatment components such as the diesel particulate filter (DPF), diesel oxidation catalyst (DOC), three-way catalytic converter (TWC), Lean NOx trap (LNT) and selective catalytic reduction (SCR). While these aforementioned aftertreatment components are generally multifunctional and robust in design, thermal and chemical aging over the components’ useful lifetimes results in significantly degraded performance leading to increased engine emissions levels and decreased fuel economy. While the component sizes themselves are generally large (10s of cm to ≈1/2 m), component aging mechanisms usually dominate on the nm-µm scales. In particular, this study has used the FIB/SEM/EDX system to investigate the aging of the diesel particulate filter (DPF) due to engine lubricant-derived inorganic ash accumulation. The FIB/SEM/EDX system has been used in the automotive aftertreatment field for the first time with many surprising and significant findings. Although the samples used in this study are quite different to those typically found in FIB studies, the authors have shown that the FIB/SEM/EDX system is a valuable tool in this research area, especially for the investigation of µm-size intra-particle structure and nm-µm interfacial/sub-surface details around the aged catalyst surface.

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Taylor, Alexander H., Troy E. Odstrcil, Aswin K. Ramesh, Gregory M. Shaver, Edward Koeberlein, Lisa Farrell, and James McCarthy. "Model-based compressor surge avoidance algorithm for internal combustion engines utilizing cylinder deactivation during motoring conditions." International Journal of Engine Research, October 29, 2019, 146808741988347. http://dx.doi.org/10.1177/1468087419883477.

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Cylinder deactivation is an efficient strategy for diesel engine exhaust aftertreatment thermal management. Temperatures in excess of 200 °C are necessary for peak NO x conversion efficiency of the aftertreatment system. However, during non-fired engine operation, known as motoring, conventional diesel engines pump low-temperature air through the aftertreatment system. One strategy to mitigate this is to deactivate valve motion during engine motoring. There is a specific condition where care must be taken to avoid compressor surge during the onset of valve deactivated motoring when following high load operation. This study proposes and validates an algorithm which (1) predicts the intake manifold pressure increase instigated while transitioning into cylinder deactivation during motoring, (2) estimates future mass air flow, and (3) avoids compressor surge by implementing staged cylinder deactivation during the onset of engine motoring operation.

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Bermúdez, Vicente, Santiago Ruiz, Brayan Conde, and Lian Soto. "Analysis of the aftertreatment performance in HD-SI engine fueled with LPG." International Journal of Engine Research, September 22, 2021, 146808742110481. http://dx.doi.org/10.1177/14680874211048138.

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This research/article aimed to analyze the influence of an after-treatment system (ATS) on emissions of a heavy-duty spark-ignition (HD-SI) engine fueled with liquified D:\APP-SERVER\3B2\3B2AUTO\LOGO\petroleum gas (LPG), in the context of current Euro VI emissions requirements. The ATS is composed by a three-way catalyst (TWC) in series with a diesel particle filter (DPF). Emissions testing were carried out on an engine test bench according to homologation procedures, performing both world harmonized stationary cycle (WHSC) and world harmonized transient cycle (WHTC), to study the effects of the engine operating parameters on pollutant emissions behavior and ATS performance during steady and dynamic states, respectively. Instruments used were a gas analyzer Horiba MEXA ONE to measure gaseous emissions, HORIBA OBS ONE PN to measure particle matter (PM) concentration, and spectrometer TSI EEPS 3090 to measure PM concentration and particle size distribution (PSD). The results showed some important aspects such as the effects of engine speed and load on pollutant emissions formation and ATS performance, the influence of the three-way catalyst (TWC) on particulate matter (PM) reduction due to the relationship between volatile unburned hydrocarbons (UHC) and the emergence of nucleation-mode particles, stressing that ATS implementation is mandatory to meet the current emissions requirements.

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Pla, Benjamin, Pedro Piqueras, Pau Bares, and André Aronis. "Simultaneous NOx and NH3 slip prediction in a SCR catalyst under real driving conditions including potential urea injection failures." International Journal of Engine Research, April 2, 2021, 146808742110076. http://dx.doi.org/10.1177/14680874211007646.

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To reach the emission limits imposed by governments and reduce the negative impact on the environment, the use of aftertreatment systems has become essential for internal combustion engine (ICE) based powertrains. In particular, the selective catalytic reduction (SCR) system is a widespread aftertreatment technology with high efficiency for [Formula: see text] abatement which shows complex dynamics and requires urea injection as reducing agent. Current urea injection strategies usually rely on the [Formula: see text] emissions feedback. This work presents a model for the on-line simultaneous prediction of [Formula: see text] and [Formula: see text] emissions after the SCR catalyst, allowing the emissions estimation even in conditions of urea injector failure, when it is not possible to rely on the injector feedback signal. The proposed model is based on state of the art on-board after-treatment instrumentation and proposes an extended Kalman filter (EKF) to combine a data-based model and the analysis of sensor signals to provide a reliable estimation of [Formula: see text] and [Formula: see text] slip. The proposed strategy is experimentally assessed in dynamic driving cycles, such as Worldwide harmonised Light vehicles Test Cycle (WLTC) and Standardised Random Test (RTS). The proposed method is evaluated in standard conditions (without failures) and with urea injection failures of 25% and 120% of the nominal injection amount. As a result, the prediction on [Formula: see text] and [Formula: see text] slip has been improved in all injection failure conditions, by an overall average of 47.8% and 61.8%, respectively, when compared to state-of-the-art control oriented models (physically based zero dimensional model or data-based).

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Moscherosch, Benjamin W., Christopher J. Polonowski, Scott A. Miers, and Jeffrey D. Naber. "Combustion and Emissions Characterization of Soy Methyl Ester Biodiesel Blends in an Automotive Turbocharged Diesel Engine." Journal of Engineering for Gas Turbines and Power 132, no. 9 (June 18, 2010). http://dx.doi.org/10.1115/1.4000607.

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Recent increases in petroleum fuel costs, corporate average fuel economy (CAFE) regulations, and environmental concerns about CO2 emissions from petroleum based fuels have created an increased opportunity for diesel engines and non-petroleum renewable fuels such as biodiesel. Additionally, the Environmental Protection Agencies Tier II heavy duty and light duty emissions regulations require significant reductions in NOx and diesel particulate matter emissions for diesel engines. As a result, the diesel engine and aftertreatment system is a highly calibrated system that is sensitive to fuel characteristics. This study focuses on the impact of soy methyl ester biodiesel blends on combustion performance, NOx, and carbonaceous soot matter emissions. Tests were completed using a 1.9 L, turbocharged direct injection diesel engine using commercially available 15 ppm ultra low sulfur (ULS) diesel, a soy methyl ester B20 biodiesel blend (20 vol % B100 and 80 vol % ULS diesel), and a pure soy methyl ester biodiesel. Results show a reduction in NOx and carbonaceous soot matter emissions, and an increase in brake specific fuel consumption with the use of biodiesel. Further, traditional methodology assumes that diesel fuels with a high cetane number have a reduced ignition delay. However, results from this study show the cetane number is not the only parameter effecting ignition delay due to increased diffusion burn.

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Martin, Jonathan, and André Boehman. "Mapping the combustion modes of a dual-fuel compression ignition engine." International Journal of Engine Research, May 20, 2021, 146808742110183. http://dx.doi.org/10.1177/14680874211018376.

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Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO2) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NOx) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NOx and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NOx and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NOx and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NOx and soot reductions, can reduce engine-out CO2 emissions by about 1% while reducing NOx and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

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Wang, Guoyang, Jinzhu Qi, Shiyu Liu, Yanfei Li, Shijin Shuai, and Zhiming Wang. "Zonal control for selective catalytic reduction system using a model-based multi-objective genetic algorithm." International Journal of Engine Research, September 11, 2019, 146808741987459. http://dx.doi.org/10.1177/1468087419874597.

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It is challenging for aqueous urea injection control to achieve high NO x conversion efficiency while restricting tailpipe ammonia (NH3) slip. Optimizing the selective catalytic reduction systems can reduce diesel engine emissions, potentially improve fuel economy and urea utilization efficiency, and finally reduce aftertreatment costs. In this article, a model-based multi-objective genetic algorithm is adopted to optimize selective catalytic reduction systems related to trade-off between NO x emission and NH3 slip. Selective catalytic reduction model is a one-state selective catalytic reduction model based on continuous stirred tank reactor theory, which significantly reduces the computational burden. The optimal NH3 coverage ratio map was obtained globally based on world harmonized transient cycle. The effect of temperature on optimal NH3 coverage ratio, Zonal control logics extracted from the optimal solution, and the control problems on different zones were analyzed. The zonal control logics were validated on multiple test cycle with different initial NH3 coverage ratios. Results show that the zonal control achieves high NO x conversion while restricting the tailpipe NH3 slip. With this method, NO x emission and NH3 slip of optimal solution can meet the requirements of the Euro VI emission regulation for heavy-duty diesel engines.

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Kamath, Rohith, Richard Kopold, Vivek Venkobarao, and CK Subramaniam. "Development and validation of nonlinear dynamic engine airpath models for real-time advanced control application." International Journal of Engine Research, August 6, 2021, 146808742110377. http://dx.doi.org/10.1177/14680874211037766.

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This paper proposes model reduction techniques for reducing engine airpath models in real-time (RT), for a control oriented application in an engine equipped with high pressure exhaust gas recirculation (EGR-HP) and single stage turbocharger. There are two major challenges addressed by authors: First, reducing the order without compromising the performance in terms of accuracy by decoupling the nonlinear coupled differential equations of airpath system in-order to use them in real-time processor-in-loop control application. A model reduction technique based on different dynamic characteristics between thermodynamic states followed by semi-implicit Euler (SIE) numerical method to solve coupled dynamic multi-input multi-output (MIMO) differential equation models is demonstrated. Second, the authors have proposed a novel method to calculate gas mass flow via compressor, coupled with engine airpath model in real-time. The proposed models of airpath system coupled with turbocharger models for a diesel engine is validated with experimental data to evaluate performance of pressures, temperatures, mass flows at relevant components. The developed airpath model is used for calculating thermodynamic properties in real-time for state of art engine control unit (ECU) in production engine and become basis for feedforward as well as closed loop control of airpath variables for real-time system. Authors further propose to use this modeling approach for calculating airpath system variables for exhaust aftertreatment system, injection system, and for virtualization of sensor values in airpath systems.

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Bermúdez, Vicente, José Ramón Serrano, Pedro Piqueras, and Bárbara Diesel. "Fuel consumption and aftertreatment thermal management synergy in compression ignition engines at variable altitude and ambient temperature." International Journal of Engine Research, July 22, 2021, 146808742110350. http://dx.doi.org/10.1177/14680874211035015.

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New regulations applied to the transportation sector are widening the operation range where the pollutant emissions are evaluated. Besides ambient temperature, the driving altitude is also considered to reduce the gap between regulated and real-life emissions. The altitude effect on the engine performance is usually overcome by acting on the turbocharger control. The traditional strategy assumes to keep (or even to increase) the boost pressure, that is, compressor pressure ratio increase, as the altitude is increased to offset the ambient density reduction, followed by the reduction of the exhaust gas recirculation to reach the targeted engine torque. However, this is done at the expense of an increase on fuel consumption and emissions. This work remarks experimentally the importance of a detailed understanding of the effects of the boost pressure and low-pressure exhaust gas recirculation (LP-EGR) settings when the engine runs low partial loads at different altitudes, accounting for extreme warm and cold ambient temperatures. The experimental results allow defining and justifying clear guidelines for an optimal engine calibration. Opposite to traditional strategies, a proper calibration of the boost pressure and LP-EGR enables reductions in specific fuel consumption along with the gas temperature increase at the exhaust aftertreatment system.

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Woodburn, Joseph. "Emissions of reactive nitrogen compounds (RNCs) from two vehicles with turbo-charged spark ignition engines over cold start driving cycles." Combustion Engines, April 22, 2021. http://dx.doi.org/10.19206/ce-135811.

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This paper reviews the emissions of reactive nitrogen compounds (RNCs) from modern vehicles fitted with spark ignition en-gines and three-way catalysts. Specific aspects of the pollutants involved – and their formation – are discussed. Cold start driving cycles are scenarios under which emissions of all four RNCs can be significant; the mechanisms behind emissions trends are ex-plored. Experimental data obtained from two vehicles tested over two different cold start driving cycles are presented and analysed. The use of gravimetric and molar metrics are explored. Ammonia, a species which is currently not regulated for passenger cars in any automotive market, is identified as forming the majority of the RNC emissions over the entire driving cycle. While ammonia emissions are strongly linked to aftertreatment system warmup and periods of high load, significant ammonia emissions were also measured under certain hot-running, low load conditions, and even at idle. For the majority of the duration of the test procedures employed, the RNC profile was dominated by ammonia, which accounted for between 69% and 86% of measured RNCs in the ex-haust gas. Emissions are compared to the available legislative precedents (i.e. emissions limits currently in force in various jurisdic-tions). Finally, possibilities for control of exhaust emissions of currently unregulated RNCs are briefly discussed.

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Journal articles on the topic 'Automotive Aftertreatment system'

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