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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

Work was performed to determine the feasibility of operating heavy-duty natural gas engines over a wide range of fuel compositions by evaluating engine performance and emission levels. Heavy-duty compressed natural gas engines from various engine manufacturers, spanning a range of model years and technologies, were evaluated using a diversity of fuel blends. Performance and regulated emission levels from these engines were evaluated using natural gas fuel blends with varying methane number (MN) and Wobbe Index in a dynamometer test cell. Eight natural gas blends were tested with each engine, and ranged from MN 75 to MN 100. Test engines included a 2007 model year Cummins ISL G, a 2006 model year Cummins C Gas Plus, a 2005 model year John Deere 6081H, a 1998 model year Cummins C Gas, and a 1999 model year Detroit Diesel Series 50G TK. All engines used lean-burn technology, except for the ISL G, which was a stoichiometric engine.

The California Air Resources Board (CARB)-funded Stage 3 Heavy-Duty Low NOX program focusses on evaluating different engine and after-treatment technologies to achieve 0.02g/bhp-hr of NOX emission over certification cycles. This paper highlights the controls architecture of the engine and after-treatment systems and discusses the effects of various strategies implemented and tested in an engine test cell over various heavy-duty drive cycles. A Cylinder De-Activation (CDA) system enabled engine was integrated with an advanced after-treatment controller and system package. Southwest Research Institute (SwRI) had implemented a model-based controller for the Selective Catalytic Reduction (SCR) system in the CARB Stage 1 Low-NOX program. The chemical kinetics for the model-based controller were further tuned and implemented in order to accurately represent the reactions for the catalysts used in this program.

Medium- and Heavy Duty Truck fuel consumption and the resulting greenhouse gas (GHG) emissions are significant contributors to overall U.S. GHG emissions. Forecasts of medium- and heavy-duty vehicle activity and fuel use predict increased use of freight transport will result in greatly increased GHG emissions in the coming decades. As a result, the National Highway Traffic Administration (NHTSA) and the United States Environmental Protection Agency (EPA) finalized a regulation requiring reductions in medium and heavy truck fuel consumption and GHGs beginning in 2014. The agencies are now proposing new regulations that will extend into the next decade, requiring additional fuel consumption and GHG emissions reductions. To support the development of future regulations, a research project was sponsored by NHTSA to look at technologies that could be used for compliance with future regulations.

This paper summarizes the Heavy-Duty In-Use Testing (HDUIT) measurement allowance program for Particulate Matter Portable Emissions Measurement Systems (PM-PEMS). The measurement allowance program was designed to determine the incremental error between PM measurements using the laboratory constant volume sampler (CVS) filter method and in-use testing with a PEMS. Two independent PM-PEMS that included the Sensors Portable Particulate Measuring Device (PPMD) and the Horiba Transient Particulate Matter (TRPM) were used in this program. An additional instrument that included the AVL Micro Soot Sensor (MSS) was used in conjunction with the Sensors PPMD to be considered a PM-PEMS. A series of steady state and transient tests were performed in a 40 CFR Part 1065 compliant engine dynamometer test cell using a 2007 on-highway heavy-duty diesel engine to quantify the accuracy and precision of the PEMS in comparison with the CVS filter-based method.

The Scuderi engine is a split cycle design that divides the four strokes of a conventional combustion cycle over two paired cylinders, one intake/compression cylinder and one power/exhaust cylinder, connected by a crossover port. This configuration provides potential benefits to the combustion process, as well as presenting some challenges. It also creates the possibility for pneumatic hybridization of the engine. This paper reviews the first Scuderi split cycle research engine, giving an overview of its architecture and operation. It describes how the splitting of gas compression and combustion into two separate cylinders has been simulated and how the results were used to drive the engine architecture together with the design of the main engine systems for air handling, fuel injection, mixing and ignition. A prototype engine was designed, manufactured, and installed in a test cell. The engine was heavily instrumented and initial performance results are presented.

This paper details a study of the effects of multiple torque converter design and operating point parameters on the resistance of the converter to cavitation during vehicle launch. The onset of cavitation is determined by an identifiable change in the noise radiating from the converter during operation, when the collapse of cavitation bubbles becomes detectable by nearfield acoustical measurement instrumentation. An automated torque converter dynamometer test cell was developed to perform these studies, and special converter test fixturing is utilized to isolate the test unit from outside disturbances. A standard speed sweep test schedule is utilized, and an analytical technique for identifying the onset of cavitation from acoustical measurement is derived. Effects of torque converter diameter, torus dimensions, and pump and stator blade designs are determined.

This paper describes a study to demonstrate the feasibility of developing an acoustic encapsulation to reduce airborne noise from a commercial diesel engine. First, the various sources of noise from the engine were identified using Nearfield Acoustical Holography (NAH). Detailed NAH measurements were conducted on the four sides of the engine in an engine test cell. The main sources of noise from the engine were ranked and identified within the frequency ranges of interest. Experimental modal analysis was conducted on the oil pan and front cover plate of the engine to reveal correlations of structural vibration results with the data from the NAH. The second phase of the study involved the design and fabrication of the acoustical encapsulation (noise covers) for the engine in a test cell to satisfy the requirements of space, cost and performance constraints. The acoustical materials for the enclosure were selected to meet the frequency and temperature ranges of interest.

Laboratory Simulation Testing is widely accepted as an effective tool for validation of automotive designs. In a simulation test, response data are measured whilst a vehicle is in service or tested at a proving ground. These responses are reproduced in the laboratory by mounting the vehicle or a subassembly of the vehicle in a test rig and applying force and displacements by servo hydraulic actuators. The data required as an input to the servo hydraulics, the drive files, are determined by an iterative procedure which overcomes the non linearity in the test specimen and the test rig system. Under certain circumstances, the iteration does not converge, converges too slowly or converges and then diverges. This paper uses mathematical and computer models in a study of the reasons why systems fail to convergence and makes recommendations about the management of the simulation test.

In 2005, the United States Environmental Protection Agency (EPA) and Southwest Research Institute (SwRI) embarked on a mission to help the city of Beijing, China, clean its air. Working with the Beijing Environmental Protection Bureau (BEPB), the effort was a pilot diesel retrofit demonstration program involving three basic retrofit technologies to reduce particulate matter (PM). The three basic technologies were the diesel oxidation catalyst (DOC), the flowthrough diesel particulate filter (FT-DPF), and the wallflow diesel particulate filter (WF-DPF). The specific retrofit systems selected for the project were verified through the California Air Resources Board (CARB) or the EPA verification protocol [1]. These technologies are generally verified for PM reductions of 20-40 percent for DOCs, 40-50 percent for the FT-DPF, and 85 percent or more for the high efficiency WF-DPF.

This study is presenting a comparative spray study of modern large bore medium speed diesel engine common rail injectors. One subject of paper is to focus on nozzles with same nominal flow rate, but different machining. The other subject is penetration velocity measurements, which have a new approach when trying to understand the early phase of transient spray. A new method to use velocimetry for spray tip penetration measurements is here introduced. The length where spray penetration velocity is changed is found. This length seems to have clear connection to volume fraction of droplets at gas. These measurements also give a tool to divide the development of spray into acceleration region and deceleration region, which is one approach to spray penetration. The measurements were performed with backlight imaging in pressurized injection test rig at non-evaporative conditions. Gas density and injection pressure were matched to normal diesel engine operational conditions.

For transmission suppliers tooled primarily for producing manual transmissions, retrofitting a manual transmission with actuators and a controller is business viable. It offers a low cost convenience for the consumer without losing fuel economy when compared to torque converter type automatics. For heavy duty truck fleets even the estimated 3% gain in fuel economy that the Automated Manual Transmission (AMT) offers over the manual transmission can result in lower operational costs. This paper provides a case study using a light duty transmission retrofitted with electric actuation for gears and the clutch. A high level description of the control algorithms and hardware is included. Clutch control is the most significant component of the AMT controller and it is addressed in detail during operations such as vehicle launch from rest, launch from coast and launch on grades.

As concerns over air pollution continue to increase, all vehicles are subject to greater scrutiny for their emissions levels. Snowmobiles and other off-road recreational vehicles are now required to meet emissions regulations enacted by the United States Environmental Protection Agency (EPA). Currently these vehicles are certified using a stationary test procedure with the engine operating attached to a dynamometer and following a five-mode test cycle. The five modes range from idle to wide open throttle and are chosen to represent the typical operation regime of a vehicle. In addition, the EPA five-mode stationary emissions test has been traditionally used for scoring competition snowmobiles at the SAE Clean Snowmobile Challenge (CSC). For the 2009 CSC, in-service emission testing was added to the competition to score the teams on actual, in-use emissions during operation of their competition snowmobile operated on a controlled test course.

The US EPA emission standards for 2010 on-highway and 2014 non-road diesel engines are extremely stringent, both in terms of oxides of nitrogen (NOX) and particulate matter (PM). Diesel engines typically operate lean and use at least 40-50 percent more air than what is needed for stoichiometric combustion of the fuel. As a result, significant excess oxygen (O₂) is present in diesel exhaust gas which prevents the application of the mature three-way catalyst (TWC) technology for NOX control used in gasoline engines. The objective of this work was to investigate whether or not the catalyzed DPF had a TWC-type of effect on NOX emissions and if so, why and to what extent when used on a diesel engine operating at reduced A/F ratio conditions.

This paper summarizes the validation testing of the Horiba Instruments OBS-2200 gaseous portable emissions measurement system (PEMS) for in-use compliance testing per Title 40 of the Code of Federal Regulations (CFR) Part 1065.920 (Section 1065.920). The qualification process included analyzer verifications as well as engine testing on a model-year 2007 heavy-duty diesel engine produced by Volvo Powertrain. The measurements of brake-specific emissions with the OBS-2200 were compared to those of a CFR Part 1065-compliant CVS test cell over a series of not-to-exceed (NTE) events. The OBS-2200 passed all linearity verifications and analyzer checks required of PEMS. Engine test validation was achieved for all three regulated gaseous emissions (CO, NMHC, and NOX) per 40 CFR Part 1065.920(b)(5)(i), which requires a minimum of 91 percent of the measurement allowance adjusted deltas to be less than or equal to zero.

Diesel particulate filters (DPF), known as traps in the mid-to late 1970s, were being developed for on-highway diesel applications. However, advanced engine design and in-cylinder engineering enabled diesel engines and vehicles to meet extremely low emission limits, including those of particulate matter (PM) without the need for DPF's or other auxiliary emission control devices. Late in 2000, the US EPA finalized its on-highway heavy-duty diesel emission standards, thus ending speculations regarding its stringency and establishing the lowest limits ever. The new nitric oxides (NOX) and PM limits are seen as technology-forcing. For NOX emissions, the debate rages on among the technical community about the merits of NOX adsorbers and urea selective catalytic reduction. On the other hand, there seems to be little doubt about DPF's as the technical solution for PM.

Results of engine bench tests on a 1998 heavy-duty diesel engine have confirmed the emissions reduction performance of a U.S. Environmental Protection Agency (EPA) registered platinum/cerium bimetallic fuel borne catalyst (FBC) used with several different catalyzed and uncatalyzed diesel particulate filters (DPF's). Performance was evaluated on both a 450ppm sulfur fuel (No.2 D) and a CARB 50ppm low sulfur diesel (LSD) fuel. Particulate emissions of less than 0.02g/bhp-hr were achieved on several combinations of FBC and uncatalyzed filters on 450ppm sulfur fuel while levels of 0.01g/bhp-hr were achieved for both catalyzed and uncatalyzed filters using the FBC with the low sulfur CARB fuel. Eight-mode steady state testing of one filter and FBC combination with engine timing changes produced a 20% nitrogen oxide (NOx) reduction with particulates (PM) maintained at 0.01g/bhp-hr and no increase in measured fuel consumption.

New tire model is under development in European Commission research project called VERT (Vehicle Road Tire Interaction, BRPR-CT97-0461). The objective of the project is to create a physical model for tire/surface contact simulation. One of the subtasks has been to develop a method for snow surface characterization. The aim is simulate winter tire on snow surface with FEM software. This kind of simulation has been earlier done with snow model parameters from laboratory experiments. A snow shear box device has been developed in Helsinki University of Technology to measure mechanical properties of snow in field conditions. Both shear and compression properties can be measured with the device. With the device, a large number of snow measurements have been done at the same time with VERT winter tire testing in Nokian Tyres'' test track in Ivalo Finland. Measurement data have been postprocessed afterwards and parameters for material models have been evaluated.

Criteria pollutants were measured from ten Class 7 and 8 (i.e., gross vehicle weights > 33,000 lb) heavy-duty diesel trucks with engine model years between 1953 and 1975. The data was used by EPA to estimate that period's particulate matter emission rates for these type engines and will be used to develop dose response relationships with existing epidemiological data. Particulate samples were analyzed for sulfate and volatile organic fraction. Carbon soot was estimated. The trucks had particulate emissions of 2 to 10 g/mi as compared to 1 to 6 g/mi for trucks with model year engines from 1975 through the mid-1980s, and less than 1 g/mi for post-1988 trucks.

A 28-vehicle fleet test was executed to verify and quantify the NOX emissions reductions achieved through the use of Infineum's Vektron 6913 gasoline additive. The fleet composition and experimental design were finalized in collaborative discussions with US Environmental Protection Agency (EPA) Office of Transportation & Air Quality (OTAQ) and consultation / advice from several major US automotive manufacturers. The test was conducted over a period of five months at Southwest Research Institute. Statistical analysis of the emissions data indicated a 10% average fleet reduction in NOX emissions without any negative impact on other criteria pollutants (CO, HC) or fuel economy.