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This paper is a continuation of an earlier paper, which examined the steady-state internal heat transfer in the exhaust system of a diesel powered, light-duty vehicle. The present paper deals with the heat transfer of the exhaust system during two types of transient testing, as well as, the estimation of the exhaust systems external heat transfer. Transient heat transfer was evaluated using: a simple fuel-step transient under constant speed and the New European Driving Cycle (NEDC). The thermal response of the external walls varied considerably for the various components of the exhaust system. The largest percent difference between the measured temperatures and the corresponding quasi-steady estimates were about 10%, which is attributed to thermal storage. Allowing for thermal storage resulted in an excellent agreement between measurements and analysis.

The effects of residual gas mixing were studied in a single-cylinder, air-cooled utility engine using both external exhaust gas recirculation (EGR) and internal residual retention. EGR was introduced far upstream of the throttle to ensure proper mixing. Internal residual was changed by varying the length of the valve overlap period. EGR was measured in the intake system; the total in-cylinder diluent was directly measured using a skip-fire, cylinder dumping technique. A sweep of diluent fraction was performed at different engine speeds, engine loads, fuel mixture preparation systems, and ignition timings. An optimum level of diluent, where the combined hydrocarbon and NOx emissions were minimal, was found to exist for each operating condition. Higher levels of diluent, either through internal retention or external recirculation, caused the combined emissions to increase.

The scavenging process in a direct-injection two-stroke research engine was examined by using an electromagnetically controlled poppet valve to sample the trapped charge. A physical model was developed to characterize the scavenging based solely on the measured trapped gas composition. This method obviates the need to measure the post-combustion composition of the trapped charge, which significantly eases the sampling valve requirements. The valve that was developed proved to be very robust and was able to sample over 30% of the trapped mass at 3000 rpm. The measured scavenging efficiency was found to agree well with the non-isothermal two-zone perfect mixing limit of scavenging. The scavenging efficiency was found to increase with delivery ratio, and was nearly independent of speed.

A newly developed turbocharging system, named MIXPC, is proposed and the performance of the proposed system applied to diesel engines is evaluated. The aim of this proposed system is to reduce the scavenging interference between cylinders, and to lower the pumping loss in cylinders and the brake specific fuel consumption. In addition, exhaust manifolds of simplified design can be constructed with small dimensions, low weight and a single turbine entry. A simulation code based on a second-order FVM+TVD (finite volume method + total variation diminishing) is developed and used to simulate engines with MIXPC. By simulating a 16V280ZJG diesel engine using the MPC turbocharging system and MIXPC, it is found that not only the average scavenging coefficient of MIXPC is larger than that of MPC, but also cylinders of MIXPC have more homogeneous scavenging coefficients than that of MPC, and the pumping loss and BSFC of MIXPC are lower than those of MPC.

An integrated system model containing sub-models for a diesel engine, NOx and soot emissions, and a diesel particulate filter (DPF) has been used to simulate stead-state engine operating conditions. The simulation results have been used to investigate the effect of DPF loading and passive regeneration on engine performance and emissions. This work is the continuation of previous work done to create an overall diesel engine/exhaust system integrated model. As in the previous work, a diesel engine, exhaust system, engine soot emissions, and diesel particulate filter (DPF) sub-models have been integrated into an overall model using Matlab Simulink. For the current work new sub-models have been added for engine-out NOx emissions and an engine feedback controller. The integrated model is intended for use in simulating the interaction of the engine and exhaust aftertreatment components.

An overall diesel engine and aftertreatment system model has been created that integrates diesel engine, exhaust system, engine emissions, and diesel particulate filter (DPF) models using MATLAB Simulink. The 1-D engine and exhaust system models were developed using WAVE. The engine emissions model combines a phenomenological soot model with artificial neural networks to predict engine out soot emissions. Experimental data from a light-duty diesel engine was used to calibrate both the engine and engine emissions models. The DPF model predicts the behavior of a clean and particulate-loaded catalyzed wall-flow filter. Experimental data was used to validate this sub-model individually. Several model integration issues were identified and addressed. These included time-step selection, continuous vs. limited triggering of sub-models, and code structuring for simulation speed. Required time-steps for different sub models varied by orders of magnitude.

An integrated system model containing sub-models for diesel engine, emissions, and aftertreatment devices has been developed. The objective is to study engine-device and device-device interactions. The emissions sub-models used are for NOx and PM (particulate matter) prediction. The aftertreatment sub-models used include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). Controllers have also been developed to allow for transient simulations, active DPF regeneration, and prevention/control of runaway DPF regenerations. The integrated system-level model has been used to simulate DPF regeneration via exhaust fuel injection ahead of the DOC. In addition, the controller model can use intake throttling to assist in active DPF regeneration if needed. Regeneration studies have been done for both steady engine load and with load transients. High to low engine load transients are of particular interest because they can lead to runaway DPF regeneration.

A multi-objective genetic algorithm methodology was applied to a heavy-duty diesel engine at three different operating conditions of interest. Separate optimizations were performed over various fuel injection nozzle parameters, piston bowl geometries and swirl ratios (SR). Different beginning of injection (BOI) timings were considered in all optimizations. The objective of the optimizations was to find the best possible fuel economy, NOx, and soot emissions tradeoffs. The input parameter ranges were determined using design of experiment methodology. A non-dominated sorting genetic algorithm II (NSGA II) was used for the optimization. For the optimization of piston bowl geometry, an automated grid generator was used for efficient mesh generation with variable geometry parameters. The KIVA3V release 2 code with improved ERC sub-models was used. The characteristic time combustion (CTC) model was employed to improve computational efficiency.

Transient engine tests were performed to investigate behavior of transient emissions--hydrocarbon (HC) and oxides of Nitrogen (NOx)--in a 2.4L turbocharged four cylinder High Speed Direct Injection (HSDI) diesel engine which is coupled to a hydrostatic transient dynamometer. Emissions were measured from one exhaust port 5 cm downstream of the exhaust valve and from the exhaust pipe 14 cm below the wastegate of the turbocharger. These measurements were made with fast response HC and NOx measurement analyzers. The experiments were conducted by increasing torque at constant speed and by increasing speed at constant torque, in conventional diesel combustion regions. The emissions from the two locations are compared. The transient effects of Exhaust Gas Recirculation (EGR) rates and injection timing on HC and NOx are described and the effects of linear and step load change on emissions are compared.