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Increasing interest in biofuels—specifically, biodiesel as a pathway to energy diversity and security—have necessitated the need for research on the performance and utilization of these fuels and fuel blends in current and future vehicle fleets. One critical research area is related to achieving a full understanding of the impact of biodiesel fuel blends on advanced emission control systems. In addition, the use of biodiesel fuel blends can degrade diesel engine oil performance and impact the oil drain interval requirements. There is limited information related to the impact of biodiesel fuel blends on oil dilution. This paper assesses the oil dilution impacts on an engine operating in conjunction with a diesel particle filter (DPF), oxides of nitrogen (NOx) storage, a selective catalytic reduction (SCR) emission control system, and a 20% biodiesel (soy-derived) fuel blend.

Engine and flow reactor experiments were conducted to determine the impact of biodiesel relative to ultra-low-sulfur diesel (ULSD) on inhibition of the selective catalytic reduction (SCR) reaction over an Fe-zeolite catalyst. Fe-zeolite SCR catalysts have the ability to adsorb and store unburned hydrocarbons (HC) at temperatures below 300°C. These stored HCs inhibit or block NOx-ammonia reaction sites at low temperatures. Although biodiesel is not a hydrocarbon, similar effects are anticipated for unburned biodiesel and its organic combustion products. Flow reactor experiments indicate that in the absence of exposure to HC or B100, NOx conversion begins at between 100° and 200°C. When exposure to unburned fuel occurs at higher temperatures (250°-400°C), the catalyst is able to adsorb a greater mass of biodiesel than of ULSD. Experiments show that when the catalyst is masked with ULSD, NOx conversion is inhibited until it is heated to 400°C.

It is widely understood that cold ambient temperatures increase vehicle fuel consumption due to heat transfer losses, increased friction (increased viscosity lubricants), and enrichment strategies (accelerated catalyst heating). However, relatively little effort has been dedicated to thoroughly quantifying these impacts across a large set of real world drive cycle data and ambient conditions. This work leverages experimental dynamometer vehicle data collected under various drive cycles and ambient conditions to develop a simplified modeling framework for quantifying thermal effects on vehicle energy consumption. These models are applied over a wide array of real-world usage profiles and typical meteorological data to develop estimates of in-use fuel economy. The paper concludes with a discussion of how this integrated testing/modeling approach may be applied to quantify real-world, off-cycle fuel economy benefits of various technologies.

National concerns over energy consumption and emissions from the transportation sector have prompted regulatory agencies to implement aggressive fuel economy targets for light-duty vehicles through the U.S. National Highway Traffic Safety Administration/Environmental Protection Agency (EPA) Corporate Average Fuel Economy (CAFE) program. Automotive manufacturers have responded by bringing competitive technologies to market that maximize efficiency while meeting or exceeding consumer performance and comfort expectations. In a collaborative effort among Toyota Motor Corporation, Argonne National Laboratory (ANL), and the National Renewable Energy Laboratory (NREL), the real-world savings of one such technology is evaluated. A commercially available Toyota Highlander equipped with two-phase cold storage technology was tested at ANL’s chassis dynamometer testing facility.

When operated, the cabin climate control system is the largest auxiliary load on a vehicle. This load has significant impact on fuel economy for conventional and hybrid vehicles, and it drastically reduces the driving range of all-electric vehicles (EVs). Heating is even more detrimental to EV range than cooling because no engine waste heat is available. Reducing the thermal loads on the vehicle climate control system will extend driving range and increase the market penetration of EVs. Researchers at the National Renewable Energy Laboratory have evaluated strategies for vehicle climate control load reduction with special attention toward grid-connected electric vehicles. Outdoor vehicle thermal testing and computational modeling were used to assess potential strategies for improved thermal management and to evaluate the effectiveness of thermal load reduction technologies. A human physiology model was also used to evaluate the impact on occupant thermal comfort.

Modeling and simulation are crucial in the development of advanced energy efficient control strategies. Utilizing real-world driving data as the underlying basis for control design and simulation lends veracity to projected real-world energy savings. Standardized drive cycles are limited in their utility for evaluating advanced driving strategies that utilize connectivity and on-vehicle sensing, primarily because they are typically intended for evaluating emissions and fuel economy under controlled conditions. Real-world driving data, because of its scale, is a useful representation of various road types, driving styles, and driving environments. The scale of real-world data also presents challenges in effectively using it in simulations. A fast and efficient simulation methodology is necessary to handle the large number of simulations performed for design analysis and impact evaluation of control strategies.

Due to raising interest in diesel powered passenger cars in the U.S. in combination with a desire to reduce dependency on imported petroleum, there has been increased attention to the operation of diesel vehicles on fuels blended with biodiesel. One of several factors to be considered when operating a vehicle on biodiesel blends is understanding the impact and performance of the fuel on the emission control system. This paper documents the impact of the biodiesel blends on engine-out emissions as well as the overall system performance in terms of emission control system calibration and the overall system efficiency. The testing platform is a light-duty HSDI diesel engine with a Euro 4 base calibration in a 1700 kg sedan vehicle. It employs 2nd generation common-rail injection system with peak pressure of 1600 bar as well as cooled high-pressure EGR. The study includes 3 different fuels (U.S.

Raising interest in Diesel powered passenger cars in the United States in combination with the government mandated policy to reduce dependency of foreign oil, leads to the desire of operating Diesel vehicles with Biodiesel fuel blends. There is only limited information related to the impact of Biodiesel fuels on the performance of advanced emission control systems. In this project the implementation of a NOx storage and a SCR emission control system and the development for optimal performance are evaluated. The main focus remains on the discussion of the differences between the fuels which is done for the development as well as useful life aged components. From emission control standpoint only marginal effects could be observed as a result of the Biodiesel operation. The NOx storage catalyst results showed lower tailpipe emissions which were attributed to the lower exhaust temperature profile during the test cycle. The SCR catalyst tailpipe results were fuel neutral.

Experiments were conducted with ultra low sulfur diesel (ULSD) and 20% biodiesel blends (B20) to compare lube oil dilution levels and lubricant properties for systems using late in-cylinder fuel injection for aftertreatment regeneration. Lube oil dilution was measured by gas chromatography (GC) following ASTM method D3524 to measure diesel content, by Fourier transform infrared (FTIR) spectrometry following a modified ASTM method D7371 to measure biodiesel content, and by a newly developed back-flush GC method that simultaneously measures both diesel and biodiesel. Heavy-duty (HD) engine testing was conducted on a 2008 6.7L Cummins ISB equipped with a diesel oxidation catalyst (DOC) and diesel particle filter (DPF). Stage one of engine testing consisted of 10 consecutive repeats of a forced DPF regeneration event. This continuous operation with late in-cylinder fuel injection served as a method to accelerate lube-oil dilution.

While it is well known that “MPG will vary” based on how one drives, little independent research exists on the aggregate fuel savings potential of improving driver efficiency and on the best ways to motivate driver behavior changes. This paper finds that reasonable driving style changes could deliver significant national petroleum savings, but that current feedback approaches may be insufficient to convince many people to adopt efficient driving habits. To quantify the outer bound fuel savings for drive cycle modification, the project examines completely eliminating stop-and-go driving plus unnecessary idling, and adjusting acceleration rates and cruising speeds to ideal levels. Even without changing the vehicle powertrain, such extreme adjustments result in dramatic fuel savings of over 30%, but would in reality only be achievable through automated control of vehicles and traffic flow.

Accurate evaluation of vehicles' transient total power requirement helps achieving further improvements in vehicle fuel efficiency. When operated, the air-conditioning (A/C) system is the largest auxiliary load on a vehicle, therefore accurate evaluation of the load it places on the vehicle's engine and/or energy storage system is especially important. Vehicle simulation models, such as "Autonomie," have been used by OEMs to evaluate vehicles' energy performance. However, the load from the A/C system on the engine or on the energy storage system has not always been modeled in sufficient detail. A transient A/C simulation tool incorporated into vehicle simulation models would also provide a tool for developing more efficient A/C systems through a thorough consideration of the transient A/C system performance. The dynamic system simulation software MATLAB/Simulink® is frequently used by vehicle controls engineers to develop new and more efficient vehicle energy system controls.

It is estimated that operating continuously on a B20 fuel containing the current allowable ASTM specification limits for metal impurities in biodiesel could result in a doubling of ash exposure relative to lube-oil-derived ash. The purpose of this study was to determine if a fuel containing metals at the ASTM limits could cause adverse impacts on the performance and durability of diesel emission control systems. An accelerated durability test method was developed to determine the potential impact of these biodiesel impurities. The test program included engine testing with multiple DPF substrate types as well as DOC and SCR catalysts. The results showed no significant degradation in the thermo-mechanical properties of cordierite, aluminum titanate, or silicon carbide DPFs after exposure to 150,000 mile equivalent biodiesel ash and thermal aging. However, exposure of a cordierite DPF to 435,000 mile equivalent aging resulted in a 69% decrease in the thermal shock resistance parameter.

For renewable fuels to displace petroleum, they must be compatible with emissions control devices. Pure biodiesel contains up to 5 ppm Na + K and 5 ppm Ca + Mg metals, which have the potential to degrade diesel emissions control systems. This study aims to address these concerns, identify deactivation mechanisms, and determine if a lower limit is needed. Accelerated aging of a production exhaust system was conducted on an engine test stand over 1001 h using 20% biodiesel blended into ultra-low sulfur diesel (B20) doped with 14 ppm Na. This Na level is equivalent to exposure to Na at the uppermost expected B100 value in a B20 blend for the system full-useful life. During the study, NOx emissions exceeded the engine certification limit of 0.33 g/bhp-hr before the 435,000-mile requirement.

There has been an increasing interest in exploring the potential to reduce energy consumption of future connected and automated vehicles. People have extensively studied various eco-driving implementations that leverage preview information provided by on-board sensors and connectivity, as well as the control authority enabled by automation. Quantitative real-world evaluation of eco-driving benefits is a challenging task. The standard regulatory driving cycles used for measuring exhaust emissions and fuel economy are not truly representative of real-world driving, nor for capturing how connectivity and automation might influence driving trajectories. To adequately consider real-world driving behavior and potential “off-cycle” impacts, this paper presents four collaborative evaluation methods: large-scale simulation, in-depth simulation, vehicle-in-the-loop testing, and vehicle road testing.

The goal of this project was to demonstrate a low emissions, high efficiency heavy-duty on-highway natural gas engine. The emissions targets for this project are to demonstrate US 2010 emissions standards on the 13-mode steady state test. To meet this goal, a chemically correct combustion (stoichiometric) natural gas engine with exhaust gas recirculation (EGR) and a three way catalyst (TWC) was developed. In addition, a Sturman Industries, Inc. camless Hydraulic Valve Actuation (HVA) system was used to improve efficiency. A Volvo 11 liter diesel engine was converted to operate as a stoichiometric natural gas engine. Operating a natural gas engine with stoichiometric combustion allows for the effective use of a TWC, which can simultaneously oxidize hydrocarbons and carbon monoxide and reduce NOx. High conversion efficiencies are possible through proper control of air-fuel ratio.

Testing to investigate biodiesel's impact on the performance of a zeolite-based selective catalytic reduction (SCR) system was conducted. The tests employed a 2004 compliant Cummins ISB with common rail fuel injection, EGR, and variable geometry turbo. This 5.9L, 300HP engine was retrofitted with a Johnson-Matthey DPF + SCR (SCRT™) system. Testing was conducted over eight steady-state engine operating modes which provided a wide range of exhaust temperature and exhaust chemistry conditions. Fuels tested were a 2007 certification quality ultra-low sulfur diesel (ULSD), as well as a soy derived biodiesel in a B20 blend. B20 produced slightly lower catalyst temperatures and higher NO2:NOx ratios relative to ULSD, but no measureable difference in the overall NOx conversion over the SCR system. The dominant variable influencing SCR performance is the catalyst space velocity, which is unchanged with the use of B20.

The air-conditioning (A/C) compressor load significantly impacts the fuel economy of conventional vehicles and the fuel use/range of plug-in hybrid electric vehicles (PHEV). A National Renewable Energy Laboratory (NREL) vehicle performance analysis shows the operation of the air conditioner reduces the charge depletion range of a 40-mile range PHEV from 18% to 30% in a worst case hot environment. Designing for air conditioning electrical loads impacts PHEV and electric vehicle (EV) energy storage system size and cost. While automobile manufacturers have climate control procedures to assess A/C performance, and the U.S. EPA has the SCO3 drive cycle to measure indirect A/C emissions, there is no automotive industry consensus on a vehicle level A/C fuel use test procedure. With increasing attention on A/C fuel use due to increased regulatory activities and the development of PHEVs and EVs, a test procedure is needed to accurately assess the impact of climate control loads.

Hydrogen fuel cell vehicles (FCVs) appear to be a promising solution for the future of clean and efficient personal transportation. Issues of how to generate the hydrogen and then store it on-board to provide satisfactory driving range must still be resolved before they can compete with conventional vehicles. Alternatively, FCVs could obtain hydrogen from on-board reforming of gasoline or other fuels such as methanol or ethanol. On-board reformers convert fuel into a hydrogen-rich fuel stream through catalytic reactions in several stages. The high temperatures associated with fuel processing present an engineering challenge to warm up the reformer quickly and efficiently in a vehicle environment. Without a special warmup phase or vehicle hybridization, the reformer and fuel cell system must provide all power to move the vehicle, including ¼ power in 30 s, and ½ power in 3 min to satisfy the Federal Test Procedure (FTP) cycle demands.

Particulate emission control from diesel engines is one of the major concerns in the urban areas in California. Recently, regulations have been proposed for stringent PM emission requirements from both existing and new diesel engines. As a result, particulate emission control from urban diesel engines using advanced particulate filter technology is being evaluated at several locations in California. Although ceramic based particle filters are well known for high PM reductions, the lack of effective and durable regeneration system has limited their applications. The continuously regenerated diesel particulate filter (CRDPF) technology discussed in this presentation, solves this problem by catalytically oxidizing NO present in the diesel exhaust to NO2 which is utilized to continuously combust the engine soot under the typical diesel engine operating condition.

Increasing fuel costs and the desire for reduced dependence on foreign oil has brought the diesel engine to the forefront of future medium-duty vehicle applications in the United States due to its higher thermal efficiency and superior durability. The main obstacle to the increased use of diesel engines in this platform is the upcoming extremely stringent, Tier 2 emission standard. In order to succeed, diesel vehicles must comply with emissions standards while maintaining their excellent fuel economy. The availability of technologies such as common rail fuel injection systems, low sulfur diesel fuel, NOX adsorber catalysts (NAC), and diesel particle filters (DPFs) allow the development of powertrain systems that have the potential to comply with these future requirements. In meeting the Tier 2 emissions standards, the heavy light-duty trucks (HLDTs) and medium-duty passenger vehicles (MDPVs) will face the greatest technological challenges. In support of this, the U.S.