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COMPARISON of work capacity per unit mass and volume of different energy carriers shows that liquid hydrocarbons are superior to other energy sources. Solar and nuclear powerplants as well as their use in conjunction with a steam engine are examined in this paper. Suitability of an electric drive is discussed. Using a production 2-stroke diesel engine and its development forecast, a comparison is made of spark ignition, diesel, and gas turbine engines. The status of the free-piston engine turbine combination is reviewed.

Dimethyl ether (DME) is an alternative to diesel fuel for use in compression-ignition engines with modified fuel systems and offers potential advantages of efficiency improvements and emission reductions. DME can be produced from natural gas (NG) or from renewable feedstocks such as landfill gas (LFG) or renewable natural gas from manure waste streams (MANR) or any other biomass. This study investigates the well-to-wheels (WTW) energy use and emissions of five DME production pathways as compared with those of petroleum gasoline and diesel using the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET®) model developed at Argonne National Laboratory (ANL).

Weld lines occur when melt flow fronts meet during the injection molding of plastic parts. It is important to investigate the weld line because the weld line area can induce potential failure of structural application. In this paper, a weld line factor (W-L factor) was adopted to describe the strength reduction to the ultimate strength due to the appearance of weld line. There were two engineering thermoplastics involved in this study, including one neat PP and one of talc filled PP plastics. The experimental design was used to investigate four main injection molding parameters (melt temperature, mold temperature, injection speed and packing pressure). Both the tensile bar samples with/without weld lines were molded at each process settings. The sample strength was obtained by the tensile tests under two levels of testing speed (5mm/min and 200mm/min) and testing temperatures (room temperature and -30°C). The results showed that different materials had various values of W-L factor.

Meeting the California Medium-Duty truck emissions standards presents a significant challenge to automotive engineers due to the combination of sustained high temperature exhaust conditions, high flow rates and relatively high engine out emissions. A successful catalyst for an exhaust treatment system must be resistant to high temperature deactivation, maintain cold start performance and display high three-way conversion efficiencies under most operating conditions. This paper describes a catalyst technology and precious metal loading study targeting a California Medium-Duty truck LEV (MDV2) application. At the same time a direction is presented for optimizing toward the Federal Tier 1 standard through reduction of precious metal use. The paper identifies catalytic formulations for a twin substrate, 1.23 L medium-coupled converter. Two are used per vehicle, mounted 45 cm downstream of each manifold on a 5.7 L V8 engine.

This paper proposes a film dynamics model for liquid film resulting from fuel spray impinging on a wall surface. It is based on a thin film assumption and uses numerical particles to represent the film to be compatible with the particle spray models developed previously. The Lagrangian method is adopted to govern the transport of the film particles. A new, statistical treatment was introduced of the momentum exchange between the impinging spray and the wall film to account for the directional distribution of the impinging momentum. This model together with the previously published models for outgoing droplets constitutes a complete description of the spray wall impingement dynamics. For model validation, films resulting from impinging sprays on a flat surface with different impingement angles were calculated and the results were compared with the corresponding experimental measurements.

Exhaust temperature models are widely used in the automotive industry to estimate catalyst and exhaust gas temperatures and to protect the catalyst and other vehicle hardware against over-temperature conditions. Modeled exhaust temperatures rely on air, fuel, and spark measurements to make their estimate. Errors in any of these measurements can have a large impact on the accuracy of the model. Furthermore, air-fuel imbalances, air leaks, engine coolant temperature (ECT) or air charge temperature (ACT) inaccuracies, or any unforeseen source of heat entering the exhaust may have a large impact on the accuracy of the modeled estimate. Modern universal exhaust gas oxygen (UEGO) sensors have heaters with controllers to precisely regulate the oxygen sensing element temperature. These controllers are duty cycle based and supply more or less current to the heating element depending on the temperature of the surrounding exhaust gas.

This paper presents an alternative and relatively simple method which allows the use of ordinary ejector-type diluters over a wide range of sample inlet conditions including elevated pressures and temperatures. After calibration of the ejector diluter, the dilution can be accurately characterized using only the pressures at the inlet and the outlet of the diluter and the sample temperature. The method is based on a semi-empirical, stationary model taking into account the critical parameters needed to predict the dilution factor. Under steady state operation it achieves accuracies estimated to be below ±8% (95% confidence interval) for diluter inlet pressures in the range of 1000 - 4000 mbar absolute and temperatures between 20 - 200°C. Performance under actual vehicle testing conditions is evaluated upstream of the DPF for a diesel vehicle run on a chassis dynamometer.

Gasoline particulate filters (GPF) with high filtration efficiency (>80%) at zero mileage are in growing demand to meet increasingly tight vehicle emission standards for particulate matter being implemented in US, EU, China and elsewhere. Current efforts to achieve high filter performance mainly focus on fine-tuning the filter structure, such as the pore size distribution and porosity of the bare substrate, or the washcoat loading and location of catalyzed substrates. However, high filtration efficiency may have a cost in high backpressure that negatively affects engine power. On the other hand, it has been recognized in a few reports that very low amounts of ash deposits (from non-combustible residue in the exhaust) can significantly increase filtration efficiency with only a mild backpressure increase.

In Fall of 2001, a new emissions test cell was installed at Ford Motor Company that was specifically designed for precise low-level measurements (as described in Reference 6). The primary design focus for this cell was to ensure that optimal measurement capability was available to test vehicles that meet the stringent Partial Zero Emission Vehicle (PZEV) tailpipe requirements (NMOG = 10 mg/mile, NOx = 20 mg/mile). Over the past four years, there have been numerous improvements to the operational and Quality Assurance (QA) practices used in the PZEV Test Cell. Several investigations have also been performed to demonstrate the quality of its emissions measurements. Finally, a number of “lessons learned” have been documented from our experiences with PZEV measurements and with testing hybrid-electric vehicles. This paper summarizes these findings as a reference for others interested in low-level emissions measurements.

Unregulated emissions, i.e., emissions which are not currently regulated by EPA, have been measured from a 7.5 L (460 CID) PROCO engine powered vehicle operating at 50 kph on a chassis dynamometer. A dilution tube was used. Emphasis was on particulate emissions, which were characterized physically and chemically. A comparison is made to recent similar measurements on Diesel and conventional gasoline powered vehicles.

Variable Cam Timing (VCT) has been proven to be a very effective method in PFI (Port Fuel Injection) engines for improved fuel economy and combustion stability, and reduced emissions. In DISI (Direct Injection Spark Ignition) engines, VCT is applied in both stratified-charge and homogeneous charge operating modes. In stratified-charge mode, VCT is used to reduce NOx emission and improve combustion stability. In homogeneous charge mode, the function of VCT is similar to that in PFI engines. In DISI engine, however, the VCT also affects the available fuel-air mixing time. This paper focuses on VCT effects on the induction process and the fuel-air mixing homogeneity in a DISI engine. The detailed induction process with large exhaust-intake valve overlap has been investigated with CFD modeling. Seven characteristic sub-processes during the induction have been identified. The associated mechanism for each sub-process is also investigated.

The sources of unburned hydrocarbon (UHC) emissions in direct injection stratified charge engines are presented. Whereas crevices in the combustion chamber are the primary sources of UHC emissions in homogeneous charge engines, lean quenching and liquid film layers dominate UHC emissions in stratified charge operation. Emissions data from a single cylinder engine, operating in stratified charge mode at a low speed / light load condition is summarized. This operating point is interesting in that liquid film formation, as evidenced by smoke emissions, is minimal, thus highlighting the lean quenching process. The effects of operating parameters on UHC emissions are demonstrated via sweeps of spark advance, injection timing, manifold pressure, and swirl level. The effects of EGR dilution are also discussed. Spark advance is shown to be the most significant factor in UHC emissions. A semi-empirical model for UHC emissions is presented based on the analysis of existing engine data.

Vehicle interior air quality (VIAQ) measurements are currently conducted using the offline techniques GC/MS and HPLC. To improve throughput, speed of analysis, and enable online measurement, specialized instruments are being developed. These instruments promise to reduce testing cost and provide shortened analysis times at comparable accuracy to the current state of the art offline instruments and methods. This work compares GCMS/HPLC to the Voice200ultra, a specialized real-time instrument utilizing the technique selected ion flow tube mass spectrometry (SIFT-MS). The Voice200ultra is a real-time mass spectrometer that measures volatile organic compounds (VOCs) in air down to the parts-per-trillion level by volume (pptv). It provides instantaneous, quantifiable results with high selectivity and sensitivity using soft chemical ionization.

The most significant challenge in emission control for compression ignited internal combustion engines is the suppression of NOx. In the US, NOx-levels have faced a progressive reduction for several years, but recently the introduction of the Real Driving Emissions legislation (RDE) in Europe has not only significantly increased the severity of the required emission reduction but now is in the advent of stretching technology to its limits. Emission control is based on engine-internal optimization to reduce the engine-out emissions in conjunction with aftertreatment technologies, that are either Selective Catalytic Reduction (SCR) or Lean NOx Trap (LNT) based systems. Due to its ability to control high amounts of NOx, SCR is widely used in heavy-duty applications and is becoming more popular in light-duty and passenger car applications as well.

Successful application of turbocharger technology to the Ford 2.3L OHC engine requires management of thermal loading. The 1979/1980 2.3L draw-thru carbureted engine was octane and spark advance limited, requiring calibration to worse case 91 RON conditions. Since no adaptive calibration control was possible relatively late ignition timing compromised engine performance. To improve performance, driveability, fuel economy and emission control, work was initiated in mid 1980 on a blow-thru electronic fuel injected engine scheduled for 1983½ production. Program assumptions were issued specifying a tuned EFI blow-thru inlet system, exhaust manifold mounted AiResearch T03 turbocharger with integral wastegate and 8.0:1 compression ratio with a dished piston. Also included were base engine revisions to accommodate increased thermal and mechanical loads.

Meeting EPA Tier 2 emission standards presents a great challenge to engine manufacturers. In addition to having an actively controlled aftertreatment system, engine-out NOx emission needs to be reduced significantly to achieve regulatory compliance. Using advanced combustion methods, such as low temperature combustion and/or HCCI, has been shown to reduce engine-out NOx emissions. However, all this new combustion technologies are yet to permeate down into any production system. In current practice, large amount of exhaust gas recirculation (EGR) into the cylinders is widely used to reduce emissions. However, NOx emission from transient engine operation still constitutes a very large percentage of the total NOx output during a Federal Test Procedure (FTP) cycle and has yet to be adequately addressed. Currently, the EGR flow is controlled using the intake mass airflow (MAF) measurement.

The use of variable geometry turbocharging (VGT) as an aid to performance enhancement has been the subject of much interest for use in high-speed, light-duty automotive diesel applications in recent times (4). One of the key benefits anticipated is the improved transient response possible with such a device over the conventional fixed geometry turbine with wastegate. The transient responses of two different types of variable geometry turbocharger have been investigated on a dynamic engine test bed. To demonstrate the effect of the turbocharger on the entire system a series of step changes in engine load at constant engine speed were carried out with the turbocharger and exhaust gas recirculation (EGR) systems under the control of the engine management microprocessor. Results are presented which compare the different performance and emissions characteristics of the devices. Some control issues are discussed with a view to improving the transient response of both types.

Advancing intake valve timing shortly after engine crank and run-up can potentially reduce vehicle cold start hydrocarbon (HC) emissions in port fuel injected (PFI) engines equipped with intake variable cam timing (iVCT). Due to the cold metal temperatures, there can be significant accumulation of liquid fuel in the intake system and in the cylinder. This accumulation of liquid fuel provides potential sources for unburned hydrocarbons (HCs). Since the entire vehicle exhaust system is cold, the catalyst will not mitigate the release of unburned HCs. By advancing the intake valve timing and increasing valve overlap, liquid fuel vaporization in the intake system is enhanced thereby increasing the amount of burnable fuel in the cylinder. This increase in burnable HCs must be countered by a reduction in injector-delivered fuel via a compensator that reacts to cam movement.

A methodology is developed that incorporates high resolution CFD flowfield information and a particle trajectory simulation, aimed at addressing Paint Transfer Efficiency (PTE) for bell sprayers. Given a solid model for the bell sprayer, the CFD simulation, through automeshing, determines a high resolution Cartesian volume mesh (14-20 million cells). With specified values of the initial shaping air, transient and steady-state flow field information is obtained. A particle trajectory visualization tool called SpraySIM uses this complicated flowfield information to determine the particle trajectories of the paint particles under the influence of drag, gravity and electrostatic potential. The sensitivity of PTE on shaping air velocity, charge-to-mass ratio, potential, and particle diameter are examined.

People and their communities are looking for transportation solutions that reduce travel time, improve well-being and accessibility, and reduce emissions and traffic congestion. Although new mobility services like ride-hailing advertise improvements in these areas, closer inspection has revealed a discrepancy between industry claims and reality. Key decision-makers, including citizens, cities and enterprise, and mobility service providers have the opportunity to leverage connected vehicle and connected device data through cloud-based APIs. We propose a GHG data analytics framework that functions on top of a cloud platform to provide unique system-level perspectives on operating transportation services, from procuring the most environmentally and people friendly vehicles to scheduling and designing the services based on data insights.