Search Results

Advanced Vehicle Technologies (AVT), a Ballarat Australia based company, has developed the World's first diesel to 100% LPG conversion for heavy haul trucks. There is no diesel required or utilized on the trucks. The engine is converted with minimal changes into a spark ignition engine with equivalent power and torque of the diesel. The patented technology is now deployed in 2 Mercedes Actros trucks. The power output in engine dynamometer testing exceeds that of the diesel (in excess of 370 kW power and 2700 Nm torque). In on-road application the power curve is matched to the diesel specifications to avoid potential downstream power-train stress. Testing at the Department of Transport Energy & Infrastructure, Regency Park, SA have shown the Euro 3 truck converted to LPG is between Euro 4 and Euro 5 NOx levels, CO2 levels 10% better than diesel on DT80 test and about even with diesel on CUEDC tests.

Thermal Management Systems Symposium industry discusses latest regulatory impacts, applications to reduce engine emissions, conserve energy, reduce noise, improve the cabin environment, increase overall vehicle performance passenger, commercial vehicle industry.

The 2024 On-Board Diagnostics Symposium-Europe (OBD-EU) continues to serve as the industry’s trusted event, providing regulatory and standards updates geared towards meeting European Commission and the California Air Resources Board ground vehicle emissions regulations.

This paper describes the after-treatment technology that could be used to meet a future BS-VII standard, considering close-coupled SCR (cc-SCR) to help start NOx conversion earlier. Both active (Cu/Fe-SCR based) and passive (V-SCR based) systems have the potential to meet emission limits. V-SCR may be considered in the rear position because V-SCR shows a fast response with very low N2O formation. Next-gen V-SCR technology shows significantly improved performance and durability closer to Cu-SCR. The steady-state NOx conversions over Next-Gen V-SCR were better than BS-VI V-SCR in both fresh and aged-580°C/100h conditions. High durability was also observed after engine aging of 1000h (WHTC + high load). Another big challenge in BS VII could be the PN10 requirement. With enhanced filtration coating (EFC) technology, PN emissions drop drastically in comparison to Euro VI reference without EFC to meet a future BS VII.

Manufacturers of heavy-duty diesel engines are facing increasingly stringent, emission standards. These standards have motivated new research efforts towards improving the performance of diesel engines. The objective of the present program is to develop a comprehensive analytical model of the diesel combustion process that can be used to explore the influence of design changes. This will enable industry to predict the effect of these changes on engine performance and emissions. A major benefit of the successful implementation of such models is that engine development time and costs would be reduced through their use. The computer model is based on the three-dimensional KIVA-II code, with state-of-the-art submodels for spray atomization, drop breakup / coalescence, multi-component fuel vaporization, spray/wall interaction, ignition and combustion, wall heat transfer, unburned HC and NOx formation, and soot and radiation.

The legislations on emission reduction is getting stringent everywhere in the world. India is following the same trend, with Government of India (GOI) declaring the nationwide implementation of BS 6 legislation by April 2020 and Real Driving Emission (RDE) Cycle relevant legislation by 2023. Additionally GOI is focusing on reduction of CO2 emissions by introduction of stringent fleet CO2 targets through CAFE regulation, making it mandatory for vehicle manufacturers to simultaneously work on gaseous emissions and CO2 emissions. Simultaneous NOx emission reduction and CO2 reduction measures are divergent in nature, but with a 48 V Diesel hybrid, this goal can be achieved. The study presented here involves arriving at the right future hybrid-powertrain layout for a Sports Utility Vehicle (SUV) in the Indian scenario to meet the future BS 6 and CAFÉ legislations. Diesel engines dominate the current LCV and SUV segments in India and the same trend can be expected to continue in future.

Abstract Regulations limiting GreenHouse Gases (GHG) from Heavy-Duty (HD) commercial vehicles in the United States (US) and European Union will phase in between the 2024 and 2030 model years. These mandates require efficiency improvements at both the engine and vehicle levels, with the most stringent reductions required in the heaviest vehicles used for long-haul applications. At the same time, a 90% reduction in oxides of nitrogen (NOx) will be required as part of new regulations from the California Air Resources Board. Any technologies applied to improve engine efficiency must therefore not come at the expense of increased NOx emissions. Research into advanced engine architectures and components has identified improved turbomachine efficiency as one of the largest potential contributors to engine efficiency improvement. However this comes at the cost of a reduced capability to drive high-pressure Exhaust Gas Recirculation (EGR).

Abstract The predictive control of commercial vehicle energy management systems, such as vehicle thermal management or waste heat recovery (WHR) systems, are discussed on the basis of information sources from the field of environment recognition and in combination with the determination of the vehicle system condition. In this article, a mathematical method for predicting the exhaust gas mass flow and the exhaust gas temperature is presented based on driving data of a heavy-duty vehicle. The prediction refers to the conditions of the exhaust gas at the inlet of the exhaust gas recirculation (EGR) cooler and at the outlet of the exhaust gas aftertreatment system (EAT). The heavy-duty vehicle was operated on the motorway to investigate the characteristic operational profile.

This paper describes the application of statistical techniques related to the condensation of computational models so that gradient based optimization procedures can be used more effectively. The adoption of these techniques is encouraged by the possibility of an important reduction in time and cost associated to the vehicle development process. A sophisticated computational model of a Mini-baja vehicle is defined in the virtual environment by means of CAD/CAE software, intending to provide the major information related to the study of its dynamic behaviour and to define the statistical surrogates (approximate models). The creation of the computational model deals with the determination of physical and geometric properties, and is fed by stiffness and damping parameters obtained through experimental procedures.

Hundreds of millions of micromachined, piezoresistive Manifold Absolute Pressure (MAP) sensors have been produced to reduce pollution and improve fuel efficiency in engine control systems. Other vehicle applications for micromachined pressure sensors include monitoring turbo pressure, barometric pressure, fuel tank leakage, fuel rail pressure and tire pressure. Exhaust gas recirculation and even door compression for side impact detection are employing micromachined silicon pressure sensors. Piezoresistive pressure sensors have dominated the automotive market to date. Practical micromachined capacitive pressure sensors have recently been developed and could replace the piezoresistive sensor in many applications. This paper will examine the advantages of both pressure sensing technologies, and discuss applications that an inexpensive capacitive pressure sensor will open up.