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Fuel properties are always considered as one of the main factors to diesel engines concerning performance and emission discussions. There are still challenges for researchers to identify the most correlating and non-correlating fuel properties and their effects on engine behavior. Statistical analyses have been applied in this study to derive the most un-correlating properties. In parallel, sensitivity analysis was performed for the fuel properties as well as to the emission and performance of the engine. On one hand, two different analyses were implemented; one with consideration of both, non-aromatic and aromatic fuels, and the other were performed separately for each individual fuel group. The results offer a different influence on each type of analysis. Finally, by considering both methods, most common correlating and non-correlating properties have been derived.

This publication outlines FEV’s engineering approach and the associated process steps for efficiency optimization of the entire powertrain definition for various commercial applications, from light-duty vehicles to heavy long-haul trucks, with particular emphasis on the most important use cases. A focus is on the crucial trade-off between attractive transient drivetrain performance and the pursuit of ultra-low, near zero tailpipe pollutant emissions. The applied measures, ranging from minimized mechanical friction and reduced losses to on-demand support by different boosting technologies, different types of H2 injection and mixture formation (external and internal), and different exhaust gas aftertreatment layouts, are thoroughly evaluated and investigated using FEV’s dedicated H2-ICE simulation tool chain. This enables the specification of satisfactory H2-ICE based powertrain solutions for a wide range of use cases in the commercial vehicle sector.

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.