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Commercial vehicle powertrain is called to respect a challenging roadmap for CO2 emissions reduction, quite complex to achieve just improving technologies currently on the market. In this perspective alternative solutions are gaining interest, and the use of green H2 as fuel for ICE is considered a high potential solution with fast and easy adoption. NOx emission is still a problem for H2 ICE and can be managed operating the engine with lean air fuel ratio all over the engine map. This combustion strategy will challenge the boosting system as lean H2 combustion will require quite higher air flow compared to diesel for the same power density in steady state. Similar problem will show up in transient response particularly when acceleration starts from low load and the exhaust gases enthalpy is very poor and insufficient to spin the turbine. The analysis presented in this paper will show and quantify the positive impact that a supercharger has on both the above mentions problems.

The global transportation industry, and road freight in particular, faces formidable challenges in reducing Greenhouse Gas (GHG) emissions; both Europe and the US have already enabled legislation with CO2 / GHG reduction targets. In Europe, targets are set on a fleet level basis: a CO2 baseline has already been established using Heavy Duty Vehicle (HDV) data collected and analyzed by the European Environment Agency (EEA) in 2019/2020. This baseline data has been published as the reference for the required CO2 reductions. More recently, the EU has proposed a Zero Emissions Vehicle definition of 3g CO2/t-km. The Zero Emissions Vehicle (ZEV) designation is expected to be key to a number of market instruments that improve the economics and practicality of hydrogen trucks. This paper assesses the permissible amount of carbon-based fuel in hydrogen fueled vehicles – the Pilot Energy Ratio (PER) – for each regulated subgroup of HDVs in the baseline data set.

The societies around the world remain far from meeting the agreed primary goal outlined under the 2015 Paris Agreement on climate change: reducing greenhouse gas (GHG) emissions to keep global average temperature rise to well below 20°C by 2100 and making every effort to stay underneath of a 1.5°C elevation. Current emissions are rebounding from a brief decline during the economic downturn related to the Covid-19 pandemic. To get back on track to support the realization of the goal of the Paris Agreement, research suggests that GHG emissions should be roughly halved by 2030 on a trajectory to reach net zero by around mid-century.2 Although these are averaged global targets, every sector and country or market can and must contribute, especially higher-income and more developed countries bear the greater capacity to act. In 2020 direct tailpipe emissions from transport represented around 8 GtC02e, or nearly 15% of total emissions.

The benefits introduced by the replacement of conventional centrifugal pumps with volumetric machines for Internal Combustion Engines (ICEs) cooling were experimentally and theoretically proven in literature. In particular, Sliding Rotary Vane Pumps (SVRPs) ensure to achieve an interesting reduction of ICEs fuel consumption and CO2 emissions. Despite volumetric pumps are a reference technology for ICE lubrication oil circuits, the application in ICE cooling systems still not represent a ready-to-market solution. Particularly challenging is the case of Heavy-Duty ICE due to the wide operating range the pump covers in terms of flow rate delivered. Generally, SVRPs are designed to operate at high speeds to reduce machine dimensions and, consequently, the weight. Nevertheless, speed increase could lead to a severe penalization of pump performance since the growth of the friction losses.

This course is verified by Probitas as meeting the AS9104/3A requirements for Continuing Professional Development. This course provides both a functional understanding of the principles involved in conducting a Design for Manufacture/Design for Assembly (DFM/DFA) study and the process for implementing a DFM/DFA culture into the organization.

Design for Manufacturing and Assembly (DFM+A), pioneered by Boothroyd and Dewhurst, has been used by many companies around the world to develop creative product designs that use optimal manufacturing and assembly processes. Correctly applied, DFM+A analysis leads to significant reductions in production cost, without compromising product time-to-market goals, functionality, quality, serviceability, or other attributes. In this two-day course, you will not only learn the Boothroyd Dewhurst Method, you will actually apply it to your own product design!

Latest and greatest news for the 2024 Government/Industry Meeting .

The Government/Industry Meeting technical program is designed to provide an open forum to discuss the critical impacts that legislation has on vehicle design from R&D to customer acceptance.

The Government/Industry Meeting technical program is designed to provide an open forum to discuss the critical impacts that legislation has on vehicle design from R&D to customer acceptance.

Annual conference government policy, regulatory makers, automotive industry neutral forum discuss US government regulation, technology, customer acceptance future vehicle design. industry event safety, emission control, fuel efficiency, automated vehicles.

Contact the appropriate representative of the 2025 Noise and Vibration Conference and Exhibition.

Annual conference government policy, regulatory makers, automotive industry neutral forum discuss US government regulation, technology, customer acceptance future vehicle design. industry event safety, emission control, fuel efficiency, automated vehicles.