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Given the spread of natural gas engines in low-term toward decarbonization and the growing interest in gaseous mixtures as well as the use of hydrogen in Heavy-Duty (HD) engines, appropriate strategies are needed to maximize thermal efficiency and achieve near-zero emissions from these propulsor systems. In this context, some phenomena related to real-world driving operations, such as engine cut-off or misfire, can lead to inadequate control of the Air-to-Fuel ratio, key factor for Three-Way Catalyst (TWC) efficiency. Goal of the present research activity is to investigate the performance of a bio-methane-fueled HD engine and its Aftertreatment System (ATS), consisting of a Three-Way Catalyst, at different Air-to-Fuel ratio. An experimental test bench characterization, in different operating conditions of the engine workplan, was carried out to evaluate the catalyst reactivity to a defined pattern of the Air-to-Fuel ratio.

A possible environmental assessment of sustainable vehicular transport is based on a comparative analysis through the LCA Life Cycle Analysis methodology of the entire vehicle’s life cycle. For this purpose, it could contribute to the choices of political decision-makers and investors in the sector of large infrastructure and industrial works. Therefore, the LCA activity is of fundamental importance for the estimation and analysis of the economic and social impacts through the comparative analysis of technological solutions in scenarios of “accelerated technological evolution” and/or “sustainable mobility”. The study could be designed for different vehicle segments to evaluate their efficiency and overall environmental sustainability also related to current social and political scenarios. Couples with electric and internal combustion vehicles of the same market segment and category may be compared.

The forthcoming introduction of the EURO VII regulation requires urgent strategies and solutions for the reduction of sub-23 nm particle emissions. Although they have been historically considered as particulate matter-free, the high interest for Natural Gas (NG) Heavy-Duty engines in the transport sector, demands their compliance with the new proposed regulations. In order to obtain high conversion of gas pollutants and a strong abatement of the emitted particles, the use of Particle Filters in NG aftertreatment (CPF) in conjunction with the Three-Way Catalyst (TWC) may represent an attractive and feasible solution. Performances of a cordierite filter were explored through an extensive experimental campaign both in Steady-State conditions and during transient engine maneuvers that involved a whole analysis of the emitted particles in terms of number and mass.

Hydrogen Internal Combustion Engines (H2-ICEs) are subject to increased attention thanks to their extremely low criteria pollutant emission and near-zero CO2 tailpipe emissions. However, to further minimize exhaust emissions and increase the efficiency of a H2-ICE, it is important to carefully control the relative air-fuel ratio of operation, i.e. Lambda (λ), which will lead in turn to an optimal combustion process. The precise λ control mainly relies upon the methodology to calculate λ on board of the engine, where the availability of reliable sensors specifically-developed for hydrogen combustion is currently limited. In this article, a comparative analysis of different methodologies for the calculation of λ is performed, comparing four methodologies: exhaust gas analysis through a Spindt-Brettschneider approach (λEMI), raw Universal Exhaust Gas Oxygen (λR-UEGO), processed Universal Exhaust Gas Oxygen (λP-UEGO) and speed-density (λSD) outputs.

Increasingly stringent pollutant and CO2 emission standards require the car manufacturers to investigate innovative solutions to further improve the fuel economy and environmental impact of their fleets. Nowadays, NOx emissions standards are stringent for spark-ignition (SI) internal combustion engines (ICEs) and many techniques are investigated to limit these emissions. Among these, an extremely lean combustion has a large potential to simultaneously reduce the NOx raw emissions and the fuel consumption of SI ICEs. Engines with pre-chamber ignition system are promising solutions for realizing a high air-fuel ratio which is both ignitable and with an adequate combustion speed. In this work, the combustion characteristics of an active pre-chamber system are experimentally investigated using a single-cylinder research engine. The engine under exam is a large bore heavy-duty unit with an active pre-chamber fuelled with compressed natural gas.

Research activities in the development of reliable computational models for aftertreatment systems are constantly increasing in the automotive field. These investigations are essential in order to get a complete understanding of the main catalytic processes which clearly have a great impact on tailpipe emissions. In this work, a 1D chemical reaction model to simulate the catalytic activity of a Pd/Rh Three-Way Catalyst (TWC) for a Natural Gas heavy-duty engine is presented. An extensive database of tests carried out with the use of a Synthetic Gas Bench (SGB) has been collected to investigate the methane abatement pathways, linked to the lambda variation and oxide formation on palladium surface. Specific steady-state tests have shown a dynamics of the methane conversion even at fixed λ and temperature conditions, essentially due to the Pd/PdO ratio.

A wider use of biofuels in internal combustion engines could reduce the emissions of pollutants and greenhouse gases from the transport sector. In particular, due to stringent emission regulatory programs, compression ignition engine requires interventions aimed at reducing their polluting emissions. Ethanol, a low carbon fuel generally produced from biomass, is a promising alternative fuel applicable in compression ignition engines to reduce CO2 and soot emissions. In this paper, the application of a dual fuel diesel-ethanol configuration in a light-duty compression ignition engine has been numerically investigated. Ethanol is injected into the intake port, while diesel fuel is directly injected into the combustion chamber of the analyzed engine. CFD simulations have been carried out by means of the AVL Fire 3-D code. The operation at given engine load and speed has been simulated considering different diesel injection timings.

Substantial advances in European road vehicle emissions have been achieved over the past 3 decades driven by strengthening revisions in emissions legislation and enabled by advances in fuel, vehicle engine and emissions control technologies. As both vehicle technology and emissions legislation in Europe continue to evolve, Concawe has conducted a study to examine the opportunities that fuels can provide to further reduce emissions from light-duty diesel passenger cars. Three European diesel cars spanning Euro 5, Euro 6b and Euro 6d-TEMP emissions certification levels have been tested over the cold-start WLTC (Worldwide harmonized Light-duty Test Cycle) with 6 fuels: an EN590-compliant B5 (petroleum diesel containing 5% biodiesel by volume), a bio-derived paraffinic diesel, a 50:50 blend of the aforementioned fuels, a low density petroleum-derived B5, a B30 and the same B30 additized with a high dose of cetane number improver.

A practical Gasoline Compression Ignition (GCI) concept is presented that works on standard European 95 RON E10 gasoline over the whole speed/load range. A spark is employed to assist the gasoline autoignition at low loads; this avoids the requirement of a complex cam profile to control the local mixture temperature for reliable autoignition. The combustion phasing is controlled by the injection pattern and timing, and a sufficient degree of stratification is needed to control the maximum rate of pressure rise and prevent knock. With active control of the swirl level, the combustion system is found to be relatively robust against variability in charge motion, and subtle differences in fuel reactivity. Results show that the new concept can achieve very low fuel consumption over a significant portion of the speed/load map, equivalent to diesel efficiency. The efficiency is worse than an equivalent diesel engine only at low load where the combustion assistance operates.

Gas engines (fuelled with CNG, LNG or Biogas) for generation of power and heat are, to this date, taking up larger shares of the market with respect to diesel engines. In order to meet the limit imposed by the TA-Luft regulations on stationary engines, lean combustion represents a viable solution for achieving lower emissions as well as efficiency levels comparable with diesel engines. Leaner mixtures however affect the combustion stability as the flame propagation velocity and consequently heat release rate are slowed down. As a strategy to deliver higher ignition energy, an active pre-chamber may be used. This work focuses on assessing the performance of a pre-chamber combustion configuration in a stationary heavy-duty engine for power generation, operating at different loads, air-to-fuel ratios and spark timings.

Improved fuel economy is increasingly a key measure of performance in the automotive industry driven by market demands and tighter emissions regulations. Within this environment, one way to improve fuel economy is via fuel additives that deliver friction- reducing components to the piston-cylinder wall interface. Whilst the use of friction modifiers (FMs) in fuel or lubricant additives to achieve fuel economy improvements is not new, demonstrating the efficacy of these FMs in vehicles is challenging and requires statistical design together with carefully controlled test conditions. This paper describes a bespoke, efficient, high-precision vehicle testing procedure designed to evaluate the fuel economy credentials of fuel-borne FMs. By their nature, FMs persist on engine surfaces and so their effects are not immediately reversible upon changing to a non FM-containing fuel (“carryover” effect), therefore requiring careful design of the test programme.

The use of gaseous fuels in internal combustion engines is increasing, due to several reasons, first of all their low environmental impact, large availability and low cost. Nevertheless, the need to reduce emissions also from gas engines is an important aspect to be considered in order to comply with future engine emissions regulations. In this scenario, an extensive experimental activity was performed to fully characterize an heavy duty spark ignition engine, under development for Euro VI compliance and designed to run with gaseous fuels. Two separate sets of experiments were carried out, in order to analyze the engine behavior when burning LPG and CNG, respectively. To this aim, the engine was installed on a dynamic test bench, accurately instrumented to characterize the combustion evolution, performance and exhaust pollutant emissions, along the World Harmonized Transient Cycle (WHTC), the new European driving homologation cycle.

Recently, it has been worth pointing out the relevance of alternative fuels in the improvement of air quality conditions and in the mitigation of global warming. In order to deal with these demands, in recent studies, it has been considered a great variety of alternative fuels. It goes without saying that the alternative fuels industry needs the best of the efficiency with a moderate layout. From this perspective, Liquefied Petroleum Gas (LPG) could represent a valid option, although it is not a renewable fuel. In terms of polluting emissions, the LPG can reduce nitrous oxides and smoke concentrations in the air, a capability that has a relevant importance for the modern pollution legislation. LPG is well known as an alternative fuel for Spark Ignition (SI) engines and, more recently, LPG systems have also been introduced in the Compression Ignition (CI) engines in dual-fuel configuration.

A growing interest towards heavy-duty engines powered with NG, dictated by stringent regulations in terms of emissions, has made it essential to study a specific Three-Way Catalyst (TWC). Oxygen storage phenomena characterize the catalytic converter efficiency under real world driving operating conditions and, consequently, during strong dynamics in Air-to-Fuel ratio (AFR). A numerical “quasi-steady” model has been set-up to simulate the chemical process inside the reactor. A dedicated experimental campaign has been performed in order to evaluate the catalyst response to a defined λ variation, thus providing the data necessary for the numerical model validation. In fact, goal of the present research activity was to investigate the effect of very fast composition transitions of the engine exhaust typical of the mentioned driving conditions (including fuel cutoffs etc.) on the catalyst performance and on related emissions.

In the arduous aim to reduce petroleum fuel consumption and toxic emissions, gaseous fuels can represent an alternative solution for heavy duty applications with respect to conventional liquid fuels. At the same time, the imposition of more stringent emission regulations in the transport sector, is a crucial aspect to be taken into account during the development of future gas engines. Aim of the present paper was to characterize a heavy duty spark ignition engine, under development for Euro VI compliance, with a particular focus on exhaust particulate emissions. In this sense, the engine was installed on a dynamic test bench, accurately instrumented to analyze combustion evolution, performance and exhaust pollutant emissions, along the World Harmonized Transient Cycle (WHTC).

Diesel will continue to be an indispensable energy carrier for the car fleet CO2 emission targets in the short-term. This is particularly relevant for heavy-duty vehicles as for mid-size cars and SUVs. Looking at the latest technology achievements on the after-treatment systems, it can be stated that the concerning about the NOx emission gap between homologation test and real road use is basically solved, while the future challenge for diesel survival is to keep its competitiveness in the CO2 vs cost equation in comparison to other propulsion systems. The development of the combustion system design still represents an important leverage for further efficiency and emissions improvements while keeping the current excellent performance in terms of power density and low-end torque.

In Europe, the development and implementation of new regulatory test procedures including the chassis dynamometer (CD) based World Harmonised Light Duty Test Procedure (WLTP) and the Real Driving Emissions (RDE) procedure, has been driven by the close scrutiny that real driving emissions and fuel consumption from passenger cars have come under in recent times. This is due to a divergence between stated certification performance and measured on-road performance, and has been most pointed in the case of NOx (oxides of nitrogen) emissions from diesel cars. The RDE test is certainly more relevant than CD test cycles, but currently certification RDE cycles will not necessarily include the most extreme low speed congested or low temperature conditions which are likely to be more challenging for NOx after-treatment systems.

The combustion quality in modern diesel engines depends strictly on the quality of the air-fuel mixing and, in turn, from the quality of spray atomization process. So air-fuel mixing is strongly influenced by the injection pressure, geometry of the nozzle duct and the hydraulic characteristics of the injector. In this context, spray concepts alternative to the conventional multi-hole nozzles could be considered as solutions to the extremely high injection pressure increase to assure a higher and faster fuel-air mixing in the piston bowl, with the final target of increasing the fuel efficiency and reducing the engine emissions. The study concerns an experimental depiction of a spray generated through a prototype high-pressure hollow-cone nozzle, under evaporative and non-evaporative conditions, injecting the fuel in a constant-volume combustion vessel controlled in pressure and temperature up to engine-like gas densities in order to measure the spatial and temporal fuel patterns.

The paper describes the results achieved in developing a new diesel combustion system for passenger car application that, while capable of high power density, delivers excellent fuel economy through a combination of mechanical and thermodynamic efficiencies improvement. The project stemmed from the idea that, by leveraging the high fuel injection pressure of last generation common rail systems, it is possible to reduce the engine peak firing pressure (pfp) with great benefits on reciprocating and rotating components light-weighting and friction for high-speed light-duty engines, while keeping the power density at competitive levels. To this aim, an advanced injection system concept capable of injection pressure greater than 2500 bar was coupled to a prototype engine featuring newly developed combustion system. Then, the matching among these features have been thoroughly experimentally examined.

The interest in Natural Gas (NG) as alternative fuel for transportation is constantly growing, mostly due to its large availability and lower environmental impact with respect to gasoline or diesel fuel. In this scenario, the application of the Dual Fuel (DF) Diesel- Natural Gas (NG) combustion concept to light duty engines can represent an important route to increment the diffusion of natural gas use. Many studies have proven the benefits of DF with respect to conventional diesel combustion in terms of CO2, NOx, PM and PN emissions, with the main drawback of high unburned hydrocarbon, mainly at low/partial engine loads. This last aspect still prevents the application of DF mode to small displacement engines. In the present work, a 2.0 L Euro 5 compliant diesel engine, equipped with an advanced electronic closed-loop combustion control (CLCC) system, has been set up to operate in DF mode and tested on a dyno test bench.