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The development of PM and NOx reduction system with the combination of DOC included DPF and SCR catalyst in addition to the AOC sub-assembly for NH3 slip protection is described. DPF regeneration strategy and manual regeneration functionality are introduced with using ITH, HCI device on the EUI based EGR, VGT 12.3L diesel engine at the CVS full dilution tunnel test bench. With this system, PM and NOx emission regulation for JPNL was satisfied and DPF regeneration process under steady state condition and transient condition (JE05 mode) were successfully fulfilled. Manual regeneration process was also confirmed and HCI control strategy was validated against the heat loss during transient regeneration mode. Presenter Seung-il Moon

Noise concerns regarding snowmobiles have increased in the recent past. Current standards, such as SAE J192 are used as guidelines for government agencies and manufacturers to regulate noise emissions for all manufactured snowmobiles. Unfortunately, the test standards available today produce results with variability that is much higher than desired. The most significant contributor to the variation in noise measurements is the test surface. The test surfaces can either be snow or grass and affects the measurement in two very distinct ways: sound propagation from the source to the receiver and the operational behavior of the snowmobile. Data is presented for a known sound pressure speaker source and different snowmobiles on various test days and test surfaces. Relationships are shown between the behavior of the sound propagation and track interaction to the ground with the pass-by noise measurements.

Building on two decades of expertise, a fourth generation fleet test protocol is presented for assessing the response of engine performance to gasoline additive treatment. In this case, the ability of additives to remove pre-existing deposit from the intake systems of port fuel injected vehicles has been examined. The protocol is capable of identifying real benefits under realistic market conditions, isolating fuel performance from other effects thereby allowing a direct comparison between different fuels. It is cost efficient and robust to unplanned incidents. The new protocol has been applied to the development of a candidate fuel additive package for the North American market. A vehicle fleet of 5 quadruplets (5 sets of 4 matched vehicles, each set of a different model) was tested twice, assessing the intake valve clean-up performance of 3 test fuels relative to a control fuel.

Hydrogen is widely considered a promising fuel for future transportation applications for both, internal combustion engines and fuel cells. Due to their advanced stage of development and immediate availability hydrogen combustion engines could act as a bridging technology towards a wide-spread hydrogen infrastructure. Although fuel cell vehicles are expected to surpass hydrogen combustion engine vehicles in terms of efficiency, the difference in efficiency might not be as significant as widely anticipated [1]. Hydrogen combustion engines have been shown capable of achieving efficiencies of up to 45 % [2]. One of the remaining challenges is the reduction of nitric oxide emissions while achieving peak engine efficiencies. This paper summarizes research work performed on a single-cylinder hydrogen direct injection engine at Argonne National Laboratory.

The US Army is currently assessing the feasibility and defining the requirements of a Single Common Powertrain Lubricant (SCPL). This new lubricant would consist of an all-season (arctic to desert), fuel-efficient, multifunctional powertrain fluid with extended drain capabilities. As a developmental starting point, diesel engine testing has been conducted using the current MIL-PRF-46167D arctic engine oil at high temperature conditions representative of desert operation. Testing has been completed using three high density military engines: the General Engine Products 6.5L(T) engine, the Caterpillar C7, and the Detroit Diesel Series 60. Tests were conducted following two standard military testing cycles; the 210 hr Tactical Wheeled Vehicle Cycle, and the 400 hr NATO Hardware Endurance Cycle. Modifications were made to both testing procedures to more closely replicate the operation of the engine in desert-like conditions.

The addition of exhaust gas recirculation (EGR) has demonstrated the potential to significantly improve engine efficiency by allowing high CR operation due to a reduction in knock tendency, heat transfer, and pumping losses. In addition, EGR also reduces the engine-out emission of nitrogen oxides, particulates, and carbon monoxide while further improving efficiency at stoichiometric air/fuel ratios. However, improvements in efficiency through enhanced combustion phasing at high compression ratios can result in a significant increase in cylinder pressure. As cylinder pressure and temperature are both important parameters for estimating the durability requirements of the engine - in effect specifying the material and engineering required for the head and block - the impact of EGR on surface temperatures, when combined with the cylinder pressure data, will provide an important understanding of the design requirements for future cylinder heads.

High pressure diesel sprays were visualized under vaporizing and combusting conditions in a constant-volume combustion vessel. Near-simultaneous visualization of vapor and liquid phase fuel distribution were acquired using a hybrid shadowgraph/Mie-scattering imaging setup. This imaging technique used two pulsed LED's operating in an alternative manner to provide proper light sources for both shadowgraph and Mie scattering. In addition, combustion cases under the same ambient conditions were visualized through high-speed combustion luminosity measurement. Two single-hole diesel injectors with same nozzle diameters (100μm) but different k-factors (k0 and k1.5) were tested in this study. Detailed analysis based on spray penetration rate curves, rate of injection measurements, combustion indicators and 1D model comparison have been performed.

Since transient vehicle HVAC computational fluids (CFD) simulations take too long to solve in a production environment, the goal of this project is to automatically create a lumped-parameter flow network from a steady-state CFD that solves nearly instantaneously. The data mining algorithm k-means is implemented to automatically discover flow features and form the network (a reduced order model). The lumped-parameter network is implemented in the commercial thermal solver MuSES to then run as a fully transient simulation. Using this network a “localized heat transfer coefficient” is shown to be an improvement over existing techniques. Also, it was found that the use of the clustering created a new flow visualization technique. Finally, fixing clusters near equipment newly demonstrates a capability to track localized temperatures near specific objects (such as equipment in vehicles).

HiSiMo cast irons are frequently used as material for high temperature components in engines as e.g. exhaust manifolds and turbo chargers. These components must withstand severe cyclic mechanical and thermal loads throughout their life cycle. The combination of thermal transients with mechanical load cycles results in a complex evolution of damage, leading to thermomechanical fatigue (TMF) of the material and, after a certain number of loading cycles, to failure of the component. In Part I of the paper, a fracture mechanics model for TMF life prediction was developed based on results of uniaxial tests. In this paper (Part II), the model is formulated for three-dimensional stress states, so that it can be applied in a post-processing step of a finite-element analysis. To obtain reliable stresses and (time dependent plastic) strains in the finite-element calculation, a time and temperature dependent plasticity model is applied which takes non-linear kinematic hardening into account.

HiSiMo cast irons are frequently used as material for high temperature components in engines as e.g. exhaust manifolds and turbo chargers. These components must withstand severe cyclic mechanical and thermal loads throughout their service life. The combination of thermal transients with mechanical load cycles results in a complex evolution of damage, leading to thermomechanical fatigue (TMF) of the material and, after a certain number of loading cycles, to failure of the component. In this paper (Part I), the low-cycle fatigue (LCF) and TMF properties of HiSiMo are investigated in uniaxial tests and the damage mechanisms are addressed. On the basis of the experimental results a fatigue life model is developed which is based on elastic, plastic and creep fracture mechanics results of short cracks, so that time and temperature dependent effects on damage are taken into account.

A push for more stringent emissions regulations has resulted in larger, increasingly complex aftertreatment solutions. In particular, oxides of nitrogen (NOX) and particulate matter (PM) have been controlled using two separate systems, selective catalytic reduction (SCR) and the catalyze diesel particulate filter (CDPF), or the functionality has been combined into a single device producing the SCR on filter (SCRoF). The SCRoF forgoes beneficial NO2 production present in the CDPF to avoid NH3 oxidation which occurs when using platinum group metals (PGM) for oxidation. In this study, mixed-metal oxides are shown to oxidize NO to NO2 without appreciable NH3 oxidation. This selectivity leads to enhanced performance when combined with a typical Cu-zeolite catalyst.

Battery temperature variations have a strong effect on both battery aging and battery performance. Significant temperature variations will lead to different battery behaviors. This influences the performance of the Hybrid Electric Vehicle (HEV) energy management strategies. This paper investigates how variations in battery temperature will affect Lithium-ion battery aging and fuel economy of a HEV. The investigated energy management strategy used in this paper is the Equivalent Consumption Minimization Strategy (ECMS) which is a well-known energy management strategy for HEVs. The studied vehicle is a Honda Civic Hybrid and the studied battery, a BLS LiFePO4 3.2Volts 100Ah Electric Vehicle battery cell. Vehicle simulations were done with a validated vehicle model using multiple combinations of highway and city drive cycles. The battery temperature variation is studied with regards to outside air temperature.

The study of spray-wall interaction is of great importance to understand the dynamics that occur during fuel impingement onto the chamber wall or piston surfaces in internal combustion engines. It is found that the maximum spreading length of an impinged droplet can provide a quantitative estimation of heat transfer and energy transformation for spray-wall interaction. Furthermore, it influences the air-fuel mixing and hydrocarbon and particle emissions at combusting conditions. In this paper, an analytical model of a single diesel droplet impinging on the wall with different inclined angles (α) is developed in terms of βm (dimensionless maximum spreading length, the ratio of maximum spreading length to initial droplet diameter) to understand the detailed impinging dynamic process.

Efficiency testing of hybrid-electric vehicles is challenging, because small run-to-run differences in pedal application can change when the engine fires or the when the friction brakes supplement regenerative braking, dramatically affecting fuel use or energy regeneration. Electronic accelerator control has existed for years, thanks to the popularity of throttle-by-wire (TBW). Electronic braking control is less mature, since most vehicles don’t use brake-by-wire (BBW). Computer braking control on a chassis dynamometer typically uses a mechanical actuator (which may suffer backlash or misalignment) or braking the dynamometer rather than the vehicle (which doesn’t yield regeneration). The growth of electrification and autonomy provides the means to implement electronic brake control. Electrified vehicles use BBW to control the split between friction and regenerative braking. Automated features, e.g. adaptive cruise control, require BBW to actuate the brakes without pedal input.

Diesel Cylinder Deactivation (CDA) has been shown in previous work to increase exhaust temperatures, improve fuel efficiency, and reduce engine-out NOx for engine loads up to 3 bar BMEP. The purpose of this study is to determine whether or not the turbocharger needs to be altered when implementing CDA on a diesel engine. This study investigates the effect of CDA on exhaust temperature, fuel efficiency, and turbocharger performance in a 15L heavy-duty diesel engine under low-load (0-3 bar BMEP) steady-state operating conditions. Two calibration strategies were evaluated. First, a “stay-hot” thermal management strategy in which CDA was used to increase exhaust temperature and reduce fuel consumption. Next, a “get-hot” strategy where CDA and elevated idle speed was used to increase exhaust temperature and exhaust enthalpy for rapid aftertreatment warm-up.

This paper presents the results of engine and vehicle simulation modeling for a wide variety of individual technologies and technology packages applied to two medium-duty vocational vehicles. Simulation modeling was first conducted on one diesel and two gasoline medium-duty engines. Engine technologies were then applied to the baseline engines. The resulting fuel consumption maps were run over a range of vehicle duty cycles and payloads in the vehicle simulation model. Results were reported for both individual engine technologies and combinations or packages of technologies. Two vehicles, a Kenworth T270 box delivery truck and a Ford F-650 tow truck were evaluated. Once the baseline vehicle models were developed, vehicle technologies were added. As with the medium-duty engines, vehicle simulation results were reported for both individual technologies and for combinations. Vehicle technologies were evaluated only with the baseline 2019 diesel medium-duty engine.

This paper considers optimal power management during the establishment of an expeditionary outpost using battery and vehicle assets for electrical generation. The first step in creating a new outpost is implementing the physical protection and barrier system. Afterwards, facilities that provide communications, fires, meals, and moral boosts are implemented that steadily increase the electrical load while dynamic events, such as patrols, can cause abrupt changes in the electrical load profile. Being able to create a fully functioning outpost within 72 hours is a typical objective where the electrical power generation starts with batteries, transitions to gasoline generators and is eventually replaced by diesel generators as the outpost matures. Vehicles with power export capability are an attractive supplement to this electrical power evolution since they are usually on site, would reduce the amount of material for outpost creation, and provide a modular approach to outpost build-up.

Advanced combustion strategies used to improve efficiency, emissions, and performance in internal combustion engines (IC) alter the chemical composition of engine-out emissions. The characterization of exhaust chemistry from advanced IC engines requires an analytical system capable of measuring a wide range of compounds. For many years, the widely accepted Coordinating Research Council (CRC) Auto/Oil procedure[1,2] has been used to quantify hydrocarbon compounds between C1 and C12 from dilute engine exhaust in Tedlar polyvinyl fluoride (PVF) bags. Hydrocarbons greater than C12+ present the greatest challenge for identification in diesel exhaust. Above C12, PVF bags risk losing the higher molecular weight compounds due to adsorption to the walls of the bag or by condensation of the heavier compounds. This paper describes two specialized exhaust gas sampling and analytical systems capable of analyzing the mid-range (C10 - C24) and the high range (C24+) hydrocarbon in exhaust.

This paper describes the potential for the use of Dedicated EGR® (D-EGR®) in a gasoline powered medium truck engine. The project goal was to determine if it is possible to match the thermal efficiency of a medium-duty diesel engine in Class 4 to Class 7 truck operations. The project evaluated a range of parameters for a D-EGR engine, including displacement, operating speed range, boosting systems, and BMEP levels. The engine simulation was done in GT-POWER, guided by experimental experience with smaller size D-EGR engines. The resulting engine fuel consumption maps were applied to two vehicle models, which ran over a range of 8 duty cycles at 3 payloads. This allowed a thorough evaluation of how D-EGR and conventional gasoline engines compare in fuel consumption and thermal efficiency to a diesel. The project results show that D-EGR gasoline engines can compete with medium duty diesel engines in terms of both thermal efficiency and GHG emissions.

Octane appetite of modern engines has changed as engine designs have evolved to meet performance, emissions, fuel economy and other demands. The octane appetite of seven modern vehicles was studied in accordance with the octane index equation OI=RON-KS, where K is an operating condition specific constant and S is the fuel sensitivity (RONMON). Engines with a displacement of 2.0L and below and different combinations of boosting, fuel injection, and compression ratios were tested using a decorrelated RONMON matrix of eight fuels. Power and acceleration performance were used to determine the K values for corresponding operating points. Previous studies have shown that vehicles manufactured up to 20 years ago mostly exhibited negative K values and the fuels with higher RON and higher sensitivity tended to perform better.