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The future EURO 6 emission standard will limit the particle number and mass for gasoline engines. The proposed limit for particle mass is 4.5 mg/km. For particle number there is not yet a limit defined but a wide range of proposals are under discussion (6E11 - 8E12 Particles/km) The particle emissions on a homogeneous SIDI engine are mainly caused by insufficient mixture preparation. A combustion improvement could be achieved by a careful recalibration as well as a hardware optimization that mainly avoids wall impingement and substoichiometric zones in the combustion chamber. The analyses of current SIDI vehicles show significant PN emission peaks during cold start and transient operation on a NEDC cycle. To give a better understanding of cause and effect of the particle formation at steady state results so as transient load steps were performed at an engine dynamometer.

Verification and validation (V&V) are essential stages in the design cycle of industrial controllers to remove the gap between the designed and implemented controller. In this study, a model-based adaptive methodology is proposed to enable easily verifiable controller design based on the formulation of a sliding mode controller (SMC). The proposed adaptive SMC improves the controller robustness against major implementation imprecisions including sampling and quantization. The application of the proposed technique is demonstrated on the engine cold start emission control problem in a mid-size passenger car. The cold start controller is first designed in a single-input single-output (SISO) structure with three separate sliding surfaces, and then is redesigned based on a multiinput multi-output (MIMO) SMC design technique using nonlinear balanced realization.

This paper focuses on measuring particle emissions of a representative light-duty diesel vehicle equipped with different engine exhaust aftertreatment in close-coupled position, including one designed to meet the upcoming Euro 6 emission standards. The latter combines a lean NOx trap (LNT) and a diesel particulate filter (DPF) in series to simultaneously reduce NOx and PM. Particle Matter (PM) and particle number emissions are measured throughout testing procedure and instrumentation which are compliant with the UN-ECE Regulation 83 proposals. Specifically measuring devices for particle number emissions, provided by two different suppliers, are alternatively used. No significant differences are observed due to the different system employed. On the other hand particle size distributions are measured by means of a specific experimental set-up including a two stage dilution system and an electrical low pressure impactor (ELPI).

Driving through intersections can be potentially dangerous because nearly 23 percent of the total automotive related fatalities and almost 1 million injury-causing crashes occur at or within intersections every year [1]. The impact of traffic intersections on trip delays also leads to waste of human and natural resources. Our goal is to increase the safety and throughput of traffic intersections using co-operative driving. In earlier work [2], we have proposed a family of vehicular network protocols, which use Dedicated Short Range Communications (DSRC) and Wireless Access in Vehicular Environment (WAVE) technologies to manage a vehicle's movement at intersections Specifically, we have provided a collision detection algorithm at intersections (CDAI) to avoid potential crashes at or near intersections and improve safety. We have shown that vehicle-to-vehicle (V2V) communications can be used to significantly decrease the trip delays introduced by traffic lights and stop signs.

Diesel engines have the potential to significantly increase vehicle fuel economy and decrease CO₂ emissions; however, efficient removal of NOx and particulate matter from the engine exhaust is required to meet stringent emission standards. A conventional diesel aftertreatment system consists of a Diesel Oxidation Catalyst (DOC), a urea-based Selective Catalyst Reduction (SCR) catalyst and a diesel particulate filter (DPF), and is widely used to meet the most recent NOx (nitrogen oxides comprising NO and NO₂) and particulate matter (PM) emission standards for medium- and heavy-duty sport utility and truck vehicles. The increasingly stringent emission targets have recently pushed this system layout towards an increase in size of the components and consequently higher system cost. An emerging technology developed recently involves placing the SCR catalyst onto the conventional wall-flow filter.

Due to the multitude of external design constraints, such as increasing fuel economy standards, and the increasing number of global vehicle programs, developers of automotive transmission controls have had to cope with increasing levels of system complexity while at the same time being forced by the marketplace to improve system quality, reduce development costs, and improve time to market. General Motors Powertrain (GMPT) chose to meet these challenges through General Motors Company's Road-to-Lab-to-Math (RLM) strategy, particularly the Math-based method of a virtual vehicle simulation environment called System Simulation. The use of System Simulation to develop transmission control algorithms has enabled GMPT to improve product quality and reduce development times and costs associated with the dependence on physical prototypes. Additionally, System Simulation has facilitated the reuse of GMPT controls development assets, improving overall controls development efficiency.

Real-time control of Reactivity Controlled Compression Ignition (RCCI) during engine load and speed transient operation is challenging, since RCCI combustion phasing depends on nonlinear thermo-kinetic reactions that are controlled by dual-fuel reactivity gradients. This paper discusses the design and implementation of a real-time closed-loop combustion controller to maintain optimum combustion phasing during RCCI transient operations. New algorithms for real-time in-cylinder pressure analysis and combustion phasing calculations are developed and embedded on a Field Programmable Gate Array (FPGA) to compute RCCI combustion and performance metrics on cycle-by-cycle basis. This cycle-by-cycle data is then used as a feedback to the combustion controller, which is implemented on a real-time processor. A computationally efficient algorithm is introduced for detecting Start of Combustion (SOC) for the High Temperature Heat Release (HTHR) or main-stage heat release.

The characteristics of gasoline sprayed directly into combustion chambers are of critical importance to engine out emissions and combustion system development. The optimization of the spray characteristics to match the in-cylinder flow field, chamber geometry, and spark location is a vital tasks during the development of an engine combustion strategy. Furthermore, the presence of liquid fuel during combustion in Spark-Ignition (SI) engines causes increased hydro-carbon (HC) emissions. Euro 6, LEVIII, and US Tier 3 emissions regulations reduce the allowable particulate mass significantly from the previous standards. LEVIII standards reduce the acceptable particulate emission to 1 mg/mile. A good DISI strategy vaporizes the correct amount of fuel just in time for optimal power output with minimal emissions. The opening and closing phases of DISI injectors are crucial to this task as the spray produces larger droplets during both theses phases.

Automobile drivers/passengers perceive automatic transmission (AT) shift quality through the torque transferred by the transmission. Clearly, torque regulation is important for transmission control. Unfortunately, a physical torque sensor has been too costly for production applications. With no torque measurement for feedback, controls in AT is mainly implemented in an open-loop fashion. Therefore, complicated adaptation algorithms are necessary while undesired shifts may still occur. To further simplify the controls and enhance its consistency and robustness, a direct torque feedback has long been desired in transmission control synthesis and development. A “virtual” torque sensor (VTS) algorithm has recently been developed to show a good potential in estimating relative torque along transmission output shaft using transmission output speed sensor and wheel speed sensors.

The urea injection is a key function in Urea-SCR NOx reduction system. As the tailpipe NOx emission standard becomes increasingly stringent, it is critical to diagnose the injection faults in order to guarantee the SCR DeNox functionality and performance. Particularly, a blocked injector may cause under-dosing of urea thus reduced DeNox functionality. Monitoring urea injection rate is one of the efficient methods for injection fault diagnosis. However, direct measurement of the urea mass flow is not feasible due to its high cost. This paper presents methods that are promising for detecting and isolating faults in urea injection by processing certain actuator signal and existing sensory measurements, e.g., the injector Pulse Amplitude Modulated (PAM) command and the pressure of the urea delivery line. No additional dedicated sensor is required. Three methods are discussed to detect urea injection system faults.

Biofuel usage is increasingly expanding thanks to its significant contribution to a well-to-wheel (WTW) reduction of greenhouse gas (GHG) emissions. In addition, stringent emission standards make mandatory the use of Diesel Particulate Filter (DPF) for the particulate emissions control. The different physical properties and chemical composition of biofuels impact the overall engine behaviour. In particular, the PM emissions and the related DPF regeneration strategy are clearly affected by biofuel usage due mainly to its higher oxygen content and lower low heating value (LHV). More specifically, the PM emissions and the related DPF regeneration strategy are clearly affected by biofuel usage due mainly to its higher oxygen content and lower low heating value, respectively. The particle emissions, in fact, are lower mainly because of the higher oxygen content. Subsequently less frequent regenerations are required.

The passive oxidation of particulate matter (PM) in a diesel catalyzed particulate filter (CPF) was investigated in a series of experiments performed on two engines. A total of ten tests were completed on a 2002 Cummins 246 kW (330 hp) ISM and a 2007 Cummins 272 kW (365 hp) ISL. Five tests were performed on each engine to determine if using engine technologies certified to different emissions regulations has an impact on the passive oxidation characteristics of the PM. A new experimental procedure for passive oxidation testing was developed and implemented for the experiments. In order to investigate the parameters of interest, the engines were initially operated at a steady state loading condition where the PM concentrations, flow rates, and temperatures were such that the accumulation of PM within the CPF was obtained in a controlled manner. This engine operating condition was maintained until a CPF PM loading of 2.2 ±0.2 g/L was obtained.

Recently, outboard engine technology has advanced significantly. With these new technologies comes a substantial improvement in emissions compared to traditional carbureted two-stroke engines. Some two-stroke gasoline direct injection (GDI) marine outboard engines are now capable of meeting California Air Resources Board 2008 Ultra-Low emissions standards. With improvement of gaseous emissions, studies are now being conducted to assess particulate matter (PM) emissions from all new technology marine outboard engines which include both four-stroke and two-stroke designs. Methods are currently being developed to determine the best way to measure PM from outboard engines. This study assesses gaseous and PM emissions, mutagenic activity of PM and oil consumption of two different technologies over the useful life of the engines.

To meet future NO, heavy-duty diesel emissions standards, exhaust gas recirculation (EGR) technology is likely to be used. To improve fuel economy and further lower emissions, the recirculated exhaust gas needs to be cooled, with the possibility that cooling of the exhaust gas may form sulfuric acid condensate in the EGR cooler. This corrosive condensate can cause EGR cooler failure and consequentially result in severe damage to the engine. Both a literature review and a preliminary experimental study were conducted. In this study, a manually controlled EGR system was installed on a 1995 Cummins Ml l-330E engine which was operated at EPA mode 9* (1800 rpm and 75% load). The Goksoyr-Ross method (1)** was used to measure the particle-phase sulfate and vapor-phase H2SO4 and SO2 at the inlet and outlet locations of the EGR cooler, obtaining H2SO4 and SO2 concentrations. About 0.5% of fuel sulfur in the EGR cooler was in the particle-phase.

The Environmental Protection Agency (EPA) has published new emissions standards for snowmobiles, Federal Register 40 CFR, “Control of Emissions from Non-road Large Spark Ignition Engines and Recreational Engines (Marine and Land Based)”; Final Rule, Volume 67., No.217, November 8, 2002. These rules require a phase in of lower snowmobile emissions over the period of 2006 to 2012. In addition, the International Snowmobile Manufacturers' Association (ISMA) is developing new pass-by noise standards to replace the current wide-open throttle noise standard SAE J - 192 and J 1161. These new requirements set the stage for improvements in snowmobiles and form the basis for the Society of Automotive Engineers (SAE) Clean Snowmobile Challenge (CSC). SAE and Michigan Technological University (MTU) worked together, along with many other volunteers, to continue the SAE CSC, moving it from its original venue in Wyoming to Michigan.

For the 2003 and 2004 SAE Clean Snowmobile Challenges, the successful implementation of a clean, quiet, high-performance four-stroke motorcycle engine into an existing snowmobile chassis was achieved. For the 2005 Challenge, a new motor and chassis were selected to continue the development of a four cylinder, four stroke powered snowmobile. The snowmobile is as powerful as today's production performance models, as nimble as production touring sleds, easy to start, and environmentally friendly. This report describes the conversion process in detail with actual dynamometer, emissions, noise, and field test data, and also provides analysis of the development processes and data. The vehicle meets the proposed 2012 EPA snowmobile emissions regulations and is significantly quieter than a stock snowmobile.

The objective of this study is the development of a computationally efficient CFD-based tool with the capability of finding optimal engine operating conditions with respect to emissions and fuel consumption. The approach taken uses a conjugate gradient method, where the line search is performed with a backtracking algorithm. The initial backtracking step employs an adaptive step size mechanism which depends on the steepness of the search direction. The engine simulations are performed with a KIVA-3-based code which is equipped with well-established spray, combustion and emission models. The cost function is based on the idea of the penalty method and is minimized over the unit cube in n-dimensional space, which represents the set of normalized injection parameters under investigation. The application of this optimization tool is demonstrated for the Sulzer S20, a central-injection, non-road DI diesel engine.

Monitoring of the wear rate of a diesel engine will yield valuable information regarding the wear mechanism within a diesel engine and ultimately will improve the predictions of failing engines and/or their components to allow preventive maintenance which will prolong the life of the engine. A mathematical model was developed that describes the wear particle concentration as a function of time in a diesel engine. This model contains engine and lubrication system parameters that determine the concentration of wear particles in the engine sump. These variables are the oil system volume, oil flow rate, particle generation rate, filtering efficiency and the initial particle concentration. The model has been employed to study the wear particle concentrations in the sump and the mass of particles in the filter for the Cummins VT-903 diesel engine.

Off-road vehicle operation requires constant decision-making under great uncertainty. Such decisions are multi-faceted and range from acquisition decisions to operational decisions. A major input to these decisions is terrain information in the form of soil properties. This information needs to be propagated to path planning algorithms that augment them with other inputs such as visual terrain assessment and other sensors. In this sequence of steps, many resources are needed, and it is not often clear how best to utilize them. We present an integrated approach where a mission’s overall performance is measured using a multiattribute utility function. This framework allows us to evaluate the value of acquiring terrain information and then its use in path planning. The computational effort of optimizing the vehicle path is also considered and optimized. We present our approach using the data acquired from the Keweenaw Research Center terrains and present some results.

Extreme Fast Charging (XFC) infrastructure is crucial for an increase in electric vehicle (EV) adoption. However, an unmanaged implementation may lead to negative grid impacts and huge power costs. This paper presents an optimal energy management strategy to utilize grid-connected Energy Storage Systems (ESS) integrated with XFC stations to mitigate these grid impacts and peak demand charges. To achieve this goal, an algorithm that controls the charge and discharge of ESS based on an optimal power threshold is developed. The optimal power threshold is determined to carry out maximum peak shaving for given battery size and SOC constraints.