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With the increasing focus on reducing CO2 emissions to combat global warming and climate change, the automotive industry is exploring near zero-emission alternative fuels to replace traditional fossil-based fuels like diesel, gasoline, and CNG. Methanol is a promising alternative fuel that is being evaluated in India due to its easy transportation and storage, as well as its production scalability and availability potential. This study focuses on the retro-fitment solution of M100 (pure methanol) SI port-fuel injection (PFI) mode of combustion. A heavy duty single-cylinder engine test setup was used to assess methanol SI combustion characteristic. Lean operation strategy has been investigated. At lean mixture conditions a significant drop in NOX and CO emissions was achieved. The fuel injection techniques and the impact of exhaust gas recirculation (EGR) on the conventional stoichiometric combustion process is highlighted.

Most of the vehicles with internal combustion engines worldwide use fossil fuels. The widely used fuels available on the market are gasoline, diesel, and CNG. These fuels are getting costlier every year while at the same time generating pollutants through exhaust gases. Hence in the market, electric vehicles are effectively providing pollution-free solutions in the passenger car and lightweight carrier vehicle segments. However, the off-road, heavy-duty, and stationary applications with high load factors, are in general less favorable for battery electric scenarios since frequent charging will be mandatory and time-consuming. Hence, for these applications, the replacement of an internal combustion engine is quite difficult. There are various renewable fuels like ammonia, methanol, and biodiesel under research tests and study. As these are renewable fuels, the cost of these fuels can be lowered during mass production.

Pre-ignition in a boosted spark-ignition engine can be triggered by several mechanisms, including oil-fuel droplets, deposits, overheated engine components and gas-phase autoignition of the fuel-air mixture. A high pre-ignition resistance of the fuel used mitigates the risk of engine damage, since pre-ignition can evolve into super-knock. This paper presents the pre-ignition propensities of 11 RON 89-100+ gasoline fuel blends in a single-cylinder research engine. Albeit the addition of two high-octane components (methanol and reformate) to a toluene primary reference fuel improved the pre-ignition resistance, one high-RON fuel experienced runaway pre-ignition at relatively low boost pressure levels. A comparison of RON 96 blends showed that the fuel composition can affect pre-ignition resistance at constant RON.

One of the main challenges in internal combustion engine design is the simultaneous reduction of all engine pollutants like carbon monoxide (CO), total unburned hydrocarbons (THC), nitrogen oxides (NOx), and soot. Low-temperature combustion (LTC) concepts for compression ignition (CI) engines, e.g., premixed charged compression ignition (PCCI), make use of pre-injections to create a partially homogenous mixture and achieve an emission reduction. However, they present challenges in the combustion control, with the usage of in-cylinder pressure sensors as feedback signal is insufficient to control heat release and pollutant emissions simultaneously. Thus, an additional sensor, such as an ion-current sensor, could provide further information on the combustion process and effectively enable clean and efficient PCCI operation.

The proposed Euro 7 emission standard foresees that the emission behaviour of Euro 7 vehicles is monitored via an on-board monitoring (OBM) system. In Euro 7 vehicles, OBM systems will monitor the emissions of nitrogen oxides (NOX), ammonia (NH3) and particulate matter (PM) for every trip through a combination of measured and modelled data. Sensors employed to support on-board diagnostics (OBD) in current vehicles may be used to support OBM. According to the Euro 7 OBM concept presented in this paper, OBM will serve a dual purpose: the first is to warn the user of a vehicle about the need to perform repairs on the engine or the pollution control systems when these are needed. If these repairs are not performed in a timely manner, the OBM system will be able to ultimately prevent engine restart, akin to the existing low-reagent driver warning system in some compression ignition vehicles. The second purpose of OBM is to monitor the compliance of vehicle types with the emission limits.

As the world strives toward the common goal of carbon neutrality by 2050, motorsport cannot be allowed to stand alone as an exception. A gradual energy transition is clearly underway in the automotive industry but has already begun in motorsport as well. Among other initiatives, the Dakar Rally and the FIA have created the T1 ultimate category for prototypes powered by low-carbon fuels, including hydrogen. The Dakar is the pinnacle of off-road endurance rally competitions. It offers a great opportunity to ORECA Magny-Cours and FEV to expose their jointly developed internal combustion engine (ICE), fuelled with hydrogen only, to extreme conditions. In addition, the racing environment imposes a unique pace of development which can serve as a catalyst for spurring the H2-ICE technology. Moreover, a hydrogen powered engine is an interesting fit for motorsports because it combines high power output, a relatively long driving range and driving pleasure with an excellent carbon footprint.

Simultaneous reduction of engine pollutants (e.g., CO, THC, NOx, and soot) is one of the main challenges in the development of new combustion systems. Low-temperature combustion (LTC) concepts in compression ignition (CI) engines like premixed charged compression ignition (PCCI) make use of pre-injections to create a partly homogenous mixture. In the PCCI combustion regime, a direct correlation between injection and pollutant formation is no longer present because of long ignition delay times. In LTC combustion systems, the in-cylinder pressure sensor is normally used to help the combustion control. However, to allow the control of PCCI engines, new sensor concepts are investigated to obtain additional information about the PCCI combustion for advanced controller structures. In LTC combustion systems like gasoline-controlled autoignition (GCAI) concepts, the application of ion current sensors enables additional monitoring of the combustion process with real-time capability.

Renewable fuels, such as bio- and e-fuels, are of great interest for the defossilization of the transport sector. Among these fuels, methanol represents a promising candidate for emission reduction and efficiency increase due to its very high knock resistance and its production pathway as e-fuel. In general, reliable simulation tools are mandatory for evaluating a specific fuel potential and optimizing combustion systems. In this work, a previously presented methodology (Esposito et al., Energies, 2020) has been refined and applied to a different engine and different fuels. Experimental data measured with a single cylinder engine (SCE) are used to validate RANS 3D-CFD simulations of gaseous engine-out emissions. The RANS 3D-CFD model has been used for operation with a toluene reference fuel (TRF) gasoline surrogate and methanol. Varying operating conditions with exhaust gas recirculation (EGR) and air dilution are considered for the two fuels.

The implementation of emission standards has brought significant reductions in vehicle emissions in the EU, but road transport is still a major source of air pollution. Future emission standards will aim at making road vehicles as clean as possible under a wide range of driving conditions and throughout their complete lifetime. The current paper presents the methodology followed by the Consortium for ultra LOw Vehicle Emissions (CLOVE) to support the preparation of the Euro 7 proposal. As a first step, the emission performance of the latest-technology vehicles under various driving conditions was evaluated. Towards this direction, an emissions database was developed, containing data from a wide range of tests, both within and beyond the current RDE boundaries.

The reduction of harmful emissions is a key challenge in fighting climate change and global warming. Besides battery electric vehicles (BEVs), improved engine efficiency and alternate fuels, such as e-fuels or biofuels, can improve the emission budget of the transportation sector. Pred ictive simulations can be utilized as these avoid relying on slow manufacturing processes and expensive experiments. As the properties of alternative fuels can change drastically compared to classical fuels, even engine parameters, such as the mass flow rate, need to be reevaluated and optimized. However, simulation frameworks often rely on mass flow rates as input quantity, and hence, a prediction is impossible. This paper gives accurate pressure-based boundary conditions for multiphase systems and focuses on equations of state (EOS) employed in homogeneous equilibrium models (HEMs). Additionally, a dual-density approach is introduced to correct modeling errors that are intrinsic to a particular EOS.

Large-eddy simulation (LES) is an important tool to understand and analyze sprays, such as those found in engines. Subfilter models are crucial for the accuracy of spray-LES, thereby signifying the importance of their development for predictive spray-LES. Recently, new subfilter models based on physics-informed generative adversarial networks (GANs) were developed, known as physics-informed enhanced super-resolution GANs (PIESRGANs). These models were successfully applied to the Spray A case defined by the Engine Combustion Network (ECN). This work presents technical details of this novel method, which are relevant for the modeling of spray combustion, and applies PIESRGANs to the ECN Spray C case. The results are validated against experimental data, and computational challenges and advantages are particularly emphasized compared to classical simulation approaches.

Future Diesel engines must meet extended requirements regarding air-fuel ratio, exhaust gas recirculation (EGR) capability, and tailored exhaust gas temperatures in the complete engine map to comply with the future pollutant emission standards. In this respect, parallel turbines combined with two separate exhaust manifolds have the potential to increase the exhaust gas temperature upstream of the exhaust aftertreatment system and reduce the catalyst light-off time. Furthermore, variable exhaust valve (EV) lifts enable new control strategies of the boosting system without additional actuators. Therefore, hardware robustness can be improved. This article focuses on the parallel-sequential boosting concept (PSBC) for a high-performance four-cylinder Diesel engine with separated exhaust manifolds combined with EV deactivation. One EV per cylinder is connected to one of the separated exhaust manifolds and, thus, connected to one of the turbines.

From April 2020 BS 6 phase 1 legislation has come into place in India. Further in the coming years from 2022 CAFÉ norms will be implemented targeting 122 g/km CO2 fleet emissions. Also, from year 2023 onwards BS 6 phase 2 emission legislation with RDE cycle will be in place. With the expensive exhaust after-treatment system needed for meeting BS 6 norms, the Diesel powertrain based vehicles cost has increased further creating even further price difference to it’s Gasoline fuel variants. Additionally, the price difference between Diesel and Gasoline fuel is always reducing. These reasons have changed the buying pattern of passenger cars in India, with vehicle powered by engine<1.5 L displacements have gradually shifted predominantly to Gasoline powertrain. The impact of this will further stress the fleet CO2 emissions for manufacturers.

Heavy-duty vehicles represent a significant portion of road transport and they need to operate in a clean and efficient manner. Their emission control systems need to be enhanced to sustain the high conversion efficiencies seen during motorway conditions inother operating conditions. The European Commission is developing legislative proposals for Euro 7 emissions regulations for light- and heavy-duty vehicles. The new Euro 7regulation will likely focus on ensuring the emissions from heavy-duty vehicles are minimized over extensive on-road operating conditions and specifically on operating conditions such as urban driving and cold-start operation. These challenges are increased by the need to ensure low secondary emissions like NH3 and N2O, as well as a low impact on CO2 emissions. The paper outlines the low pollutant emissions achieved by a heavy-duty Diesel demonstrator vehicle.

The most challenging part of the engine combustion development is the reduction of pollutants (e.g. CO, THC, NOx, soot, etc.) and CO2 emissions. In order to achieve this goal, new combustion techniques are required, which enable a clean and efficient combustion. For compression ignition engines, combustion rate shaping, which manipulates the injected fuel mass to control the in-cylinder pressure trace and the combustion rate itself, turned out to be a promising opportunity. One possibility to enable this technology is the usage of specially developed rate shaping injectors, which can control the injection rate continuously. A feasible solution with series injectors is the usage of multiple injections to control the injection rate and, therefore, the combustion rate. For the control of the combustion profile, a detailed injector model is required for predicting the amount of injected fuel. Simplified 0D models can easily predict single injection rates with low deviation.

The increasingly stringent limits on pollutant emissions from internal combustion engine-powered vehicles require the optimization of advanced combustion systems by means of virtual development and simulation tools. Among the gaseous emissions from spark-ignition engines, the unburned hydrocarbon (HC) emissions are the most challenging species to simulate because of the complexity of the multiple physical and chemical mechanisms that contribute to their emission. These mechanisms are mainly three-dimensional (3D) resulting from multi-phase physics - e.g., fuel injection, oil-film layer, etc. - and are difficult to predict even in complex 3D computational fluid-dynamic (CFD) simulations. Phenomenological models describing the relationships between the physical-chemical phenomena are of great interest for the modeling and simplification of such complex mechanisms.

To achieve the strict legislative restrictions for emissions from combustion engines, vast improvements in engine emissions and efficiency are required. Two major impacting factors for emissions and efficiency are the reliable generation of an effective mixture before ignition and a fast, stable combustion process. While the mixture of air and injected fuel is generated by highly three-dimensional, time-dependent flow phenomena during the intake and compression stroke, the turbulent flame propagation is directly affected by the turbulence level in the flow close to the advancing flame front. However, the flow field in the combustion chamber is highly turbulent and subject to cycle-to-cycle variations (CCV). To understand the fundamental mechanisms and interactions, 3D flow measurements with combined high spatial and temporal resolution are required.

Catalyst fouling by deposit formation on components in the exhaust aftertreatment system is critical since RDE limits must be obtained at any time. Besides, uncontrolled oxidation of carbonaceous deposits might damage the affected exhaust aftertreatment component. To comply with current and future emission standards, diesel engines are usually operated with high EGR rates leading to increased soot and hydrocarbon emissions, which increases the likeliness of the formation of carbonaceous deposits on EAT components. With this background, a research project investigating the influencing parameters and mechanisms of deposit formation on DOCs was carried out. In a follow-up project, the results will be used in order to compare different deposit removal strategies. Within the scope of the presented project, a reference driving cycle was developed in order to create deposits within a short time.

On the way to emission-free mobility, future fuels must be CO2 neutral. To achieve this, synthetic fuels are being developed. In order to better assess the effects of the new fuels on the engine process, simulation models are being developed that reproduce the chemical and physical properties of these fuels. In this paper, the fuel DMC+ is examined. DMC+ (a mixture of dimethyl carbonate (DMC) and methyl formate (MeFo) mainly, characterized by the lack of C-C Bonds and high oxygen content) offers advantages with regard to evaporation heat, demand of oxygen and knock resistance. Furthermore, its combustion is almost particle free. With the aid of modern 0D/1D simulation methods, an assessment of the potential of DMC+ can be made. It is shown that the simulative conversion of a state-of-the-art gasoline engine to DMC+ fuel offers advantages in terms of efficiency in many operating points even if the engine design is not altered.

Exhaust aftertreatment systems must function sufficiently over the full useful life of a vehicle. In Europe this is currently defined as 160.000 km. With the introduction of Euro 7 it is expected that the required mileage will be extended to 240.000 km. This will then be consistent with the US legislation. In order to quantify the emission impact of exhaust system degradation, an Euro 7 exhaust aftertreatment system is aged by different accelerated approaches: application of the Standard Bench Cycle, the ZDAKW cycle, a novel ash loading method and borderline aging. The results depict the impact of oil ash on the oxygen storage capacity. For tailpipe emissions, the maximum peak temperatures are the dominant aging factor. The cold start performance is effected by both, thermal degradation and ash accumulation. An evaluation of this emission increase requires appropriate benchmarks.