Search Results

The newest legislative trends enforce a significant decrease in CO2 emissions for commercial vehicles. For instance, in Europe a drop in fleet consumption of 15% and 30% is set as target by the regulation by 2025 and 2030. The use of carbon-neutral fuels offers possibilities regarding net-zero CO2 emissions - although not yet considered by the rules. Another challenging aspect is the drastic tightening of NOx emissions limits for future legislations, which is approved or being discussed both for the United States and for the EU. The current work describes the potentials of an innovative fuel, marketed as Gane fuel regarding performance, efficiency and emission behavior. First, the properties of the developed fuel are described: Gane is made from methanol blended with water and is tailored for diffusive combustion. The fuel blending is so defined to fulfill the combustion requirements.

One challenge for the development of commercial vehicles is the reduction of CO2 greenhouse, where hydrogen can help to reduce the fleet CO2. For instance, in Europe a drop in fleet consumption of 15% and 30% is set as target by the regulation until 2025 and 2030. Another challenge is EURO VII in EU or even already approved CARB HD Low NOx Regulation in USA, not only for Diesel but also for hydrogen combustion engines. In this study, first the requirements for the combustion and after-treatment system of a hydrogen engine are defined based on future emission regulations. The major advantages regarded to hydrogen combustion are due to the wide range of flammability and very high flame speed numbers compared to other fossil based fuels. Thus, it can be well used for lean burn combustion with much better fuel efficiency and very low NOx emissions with an ultra lean combustion. A comprehensive experimental investigation is performed on a HD 2 L single-cylinder engine.

The low-NOx standard for heavy-duty trucks proposed by the California Air Resources Board will require rapid warm-up of the aftertreatment system (ATS). Several different aftertreatment architectures and technologies, all based on selective catalytic reduction (SCR), are being considered to meet this need. One of these architectures, the close-coupled SCR (ccSCR), was evaluated in this study using two different physics-based, 1D models; the simulations focused on the first 300 seconds of the cold-start Federal Test Procedure (FTP). The first model, describing a real, EuroVI-compliant engine equipped with series turbochargers, was used to evaluate a ccSCR located either i) immediately downstream of the low-pressure turbine, ii) in between the two turbines, or iii) in a by-pass around the high pressure turbine.