R. A. Jones, G. Mckinley, D. C. Creighton, J. Tingle
The Future Combat System Operational Requirements Document requires that manned and unmanned ground vehicles be capable of negotiating gaps 1.5- to 4.0-meters wide. Gaps include both natural and manmade obstacles. Overcoming battlespace gaps requires the ability to effectively conduct four tasks: prediction, definition, avoidance, and defeat. The inability to overcome gaps within the theater of operations will significantly impair the Future Force's responsiveness, agility, and sustainability. Researchers at the US Army Engineer Research and Development Center (ERDC), working in the field of vehicle mobility have developed methods to predict the physical interactions of vehicles with terrain mechanics. This physics-based simulation method uses research conducted at the ERDC to combine historical empirical laboratory and field evaluations with lumped parameter and numerical analysis to develop a simulated environment of the terrain. The terrain mechanics modeling is combined with a 2-dimensional vehicle dynamics model that predicts the traction required to maneuver through deformable terrains or gaps. The vehicle dynamics model is also designed to detect contact between the vehicle chassis and the terrain for vehicle and gap geometry analysis. The contact element is designed to provide both normal resistances during contact and act as a drag component representing the drag resistance between the vehicle chassis and the terrain. The combined terrain mechanics and vehicle dynamics models are called the Vehicle Gap Analysis Program (VGAP). This paper presents the application of the terrain mechanics research conducted in development of the VGAP and a verification of the VGAP.
{"title":"Vehicle Gap Analysis Program","authors":"R. A. Jones, G. Mckinley, D. C. Creighton, J. Tingle","doi":"10.4271/2005-01-3558","DOIUrl":"https://doi.org/10.4271/2005-01-3558","url":null,"abstract":"The Future Combat System Operational Requirements Document requires that manned and unmanned ground vehicles be capable of negotiating gaps 1.5- to 4.0-meters wide. Gaps include both natural and manmade obstacles. Overcoming battlespace gaps requires the ability to effectively conduct four tasks: prediction, definition, avoidance, and defeat. The inability to overcome gaps within the theater of operations will significantly impair the Future Force's responsiveness, agility, and sustainability. Researchers at the US Army Engineer Research and Development Center (ERDC), working in the field of vehicle mobility have developed methods to predict the physical interactions of vehicles with terrain mechanics. This physics-based simulation method uses research conducted at the ERDC to combine historical empirical laboratory and field evaluations with lumped parameter and numerical analysis to develop a simulated environment of the terrain. The terrain mechanics modeling is combined with a 2-dimensional vehicle dynamics model that predicts the traction required to maneuver through deformable terrains or gaps. The vehicle dynamics model is also designed to detect contact between the vehicle chassis and the terrain for vehicle and gap geometry analysis. The contact element is designed to provide both normal resistances during contact and act as a drag component representing the drag resistance between the vehicle chassis and the terrain. The combined terrain mechanics and vehicle dynamics models are called the Vehicle Gap Analysis Program (VGAP). This paper presents the application of the terrain mechanics research conducted in development of the VGAP and a verification of the VGAP.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"71 1","pages":"205-210"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72916053","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
First, the energy consumption of a passive suspension via damper and the energy demand for an LQG optimal vehicle active suspension are investigated, showing valuable potentials for an active suspension with vibration energy regeneration. Then, the feasibility of energy regenerative approaches is discussed, and an electrical active suspension configuration is proposed with the description of its working principle and structure. The study on feasibility and configuration shows that the proposed configuration and control approach can be an effective approach for the active control and the energy regeneration of vehicle vibration. And potentially, it also can be useful for future electrical suspension design of electrical vehicles.
{"title":"Study on the Potential Benefits of an Energy-Regenerative Active Suspension for Vehicles","authors":"Xue-chun Zheng, F. Yu","doi":"10.4271/2005-01-3564","DOIUrl":"https://doi.org/10.4271/2005-01-3564","url":null,"abstract":"First, the energy consumption of a passive suspension via damper and the energy demand for an LQG optimal vehicle active suspension are investigated, showing valuable potentials for an active suspension with vibration energy regeneration. Then, the feasibility of energy regenerative approaches is discussed, and an electrical active suspension configuration is proposed with the description of its working principle and structure. The study on feasibility and configuration shows that the proposed configuration and control approach can be an effective approach for the active control and the energy regeneration of vehicle vibration. And potentially, it also can be useful for future electrical suspension design of electrical vehicles.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"29 24 1","pages":"242-245"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86429692","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ray Conway, S. Chatterjee, A. Beavan, C. Goersmann, A. P. Walker
The application of oxidation catalyst and particulate filter technology for the reduction of particulate matter (PM), hydrocarbons (HC) and carbon monoxide (CO) emissions from heavy duty diesel engines has become an established practice. The design and performance of such systems have been commercially proven to the point that the application of these technologies is cost effective and durable. The application of an effective NOx reduction technology in heavy duty diesel applications is more complicated since there are no passive NOx reduction technologies that can be fit onto HDD vehicles. However, Selective Catalytic Reduction (SCR) systems using Urea injection to achieve NOx reduction have become the technology of choice in Europe and have been applied to achieve Euro IV emissions levels on new HDD vehicles. In addition, retrofit SCR emission control systems have also been developed that can provide high NOx reduction when applied on existing HDD vehicles. This paper will discuss the development of a commercially available four-way (NOx, PM, CO and HC) emission reduction product for HDD vehicles. The system combines the Johnson Matthey CRT® diesel particulate filter system with a urea SCR system and is known commercially as SCRT® system. This paper will discuss the development and application of such a system for OE and retrofit applications. SCRT product development included optimization of the SCR catalyst performance, integration of the urea injection system hardware, development of a control algorithm and detailed alarm systems. Transient and steady state test cell data demonstrating 70 - 90% NOx reduction with this system are presented. In addition, chassis dyno emissions results and field operational data on SCRT equipped vehicles is also reported.
{"title":"NOx and PM reduction using combined SCR and DPF technology in heavy duty diesel applications","authors":"Ray Conway, S. Chatterjee, A. Beavan, C. Goersmann, A. P. Walker","doi":"10.4271/2005-01-3548","DOIUrl":"https://doi.org/10.4271/2005-01-3548","url":null,"abstract":"The application of oxidation catalyst and particulate filter technology for the reduction of particulate matter (PM), hydrocarbons (HC) and carbon monoxide (CO) emissions from heavy duty diesel engines has become an established practice. The design and performance of such systems have been commercially proven to the point that the application of these technologies is cost effective and durable. The application of an effective NOx reduction technology in heavy duty diesel applications is more complicated since there are no passive NOx reduction technologies that can be fit onto HDD vehicles. However, Selective Catalytic Reduction (SCR) systems using Urea injection to achieve NOx reduction have become the technology of choice in Europe and have been applied to achieve Euro IV emissions levels on new HDD vehicles. In addition, retrofit SCR emission control systems have also been developed that can provide high NOx reduction when applied on existing HDD vehicles. This paper will discuss the development of a commercially available four-way (NOx, PM, CO and HC) emission reduction product for HDD vehicles. The system combines the Johnson Matthey CRT® diesel particulate filter system with a urea SCR system and is known commercially as SCRT® system. This paper will discuss the development and application of such a system for OE and retrofit applications. SCRT product development included optimization of the SCR catalyst performance, integration of the urea injection system hardware, development of a control algorithm and detailed alarm systems. Transient and steady state test cell data demonstrating 70 - 90% NOx reduction with this system are presented. In addition, chassis dyno emissions results and field operational data on SCRT equipped vehicles is also reported.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"8 1","pages":"175-195"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87832106","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
U. Engström, L. Fordén, S. Bengtsson, Magnus Bergström
Planetary gears in heavy truck gearboxes are normally manufactured by forging a blank, turning, hobbing, shaving and heat-treatment followed by grinding. Due to the size of the gear the net shape capability of PM methods can be cost effective alternatively to conventional manufacturing. Warm compaction and surface densification are two PM methods to reach high density and thereby high strength and fatigue properties. Typical characteristics for PM gears manufactured by these methods are outlined.
{"title":"High Performance Planetary Gears for Heavy Duty Automotive Transmissions","authors":"U. Engström, L. Fordén, S. Bengtsson, Magnus Bergström","doi":"10.4271/2005-01-3644","DOIUrl":"https://doi.org/10.4271/2005-01-3644","url":null,"abstract":"Planetary gears in heavy truck gearboxes are normally manufactured by forging a blank, turning, hobbing, shaving and heat-treatment followed by grinding. Due to the size of the gear the net shape capability of PM methods can be cost effective alternatively to conventional manufacturing. Warm compaction and surface densification are two PM methods to reach high density and thereby high strength and fatigue properties. Typical characteristics for PM gears manufactured by these methods are outlined.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"60 1","pages":"298-302"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77198247","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
S. Crane, B. Iverson, Stephen P. Goldschmidt, M. Greathouse, N. Khadiya
This paper describes recent progress in our program to develop an emissions technology allowing diesel engines to meet the upcoming stringent worldwide regulations for NO x . The Plasma Fuel Reformer (PFR) has the ability to rapidly convert diesel fuel (with air), to a hydrogen rich gas on-board a vehicle, which is then utilized to efficiently regenerate a NO x trap. We have made several advances on the PFR as well as on the NO x reducing system. The Plasma Fuel Reformer operating range has been extended by 120% up to 1.5 g/s fuel flow rate while retaining the high hydrogen and low soot characteristics. The plasma power consumption has been further reduced and the high voltage design has been made more robust. The Too start-up time during regenerations has been reduced to less than 4 seconds. The NO x reducing system utilizes a novel algorithm for NO x trap regeneration that reduces the fuel penalty by 25% while increasing NO x conversion by 10%. The new method can also be utilized to reduce the NO x trap volume significantly in a dual leg arrangement. Based on a detailed understanding of the NO x trap regeneration process, a new method to reduce the magnitude of NO x spikes has also been developed. Finally, optimization was performed at some steady state points utilizing maps on trap capacity and reductant breakthrough.
{"title":"Recent Advances in Utilizing the Plasma Fuel Reformer for NOx Trap Regeneration","authors":"S. Crane, B. Iverson, Stephen P. Goldschmidt, M. Greathouse, N. Khadiya","doi":"10.4271/2005-01-3547","DOIUrl":"https://doi.org/10.4271/2005-01-3547","url":null,"abstract":"This paper describes recent progress in our program to develop an emissions technology allowing diesel engines to meet the upcoming stringent worldwide regulations for NO x . The Plasma Fuel Reformer (PFR) has the ability to rapidly convert diesel fuel (with air), to a hydrogen rich gas on-board a vehicle, which is then utilized to efficiently regenerate a NO x trap. We have made several advances on the PFR as well as on the NO x reducing system. The Plasma Fuel Reformer operating range has been extended by 120% up to 1.5 g/s fuel flow rate while retaining the high hydrogen and low soot characteristics. The plasma power consumption has been further reduced and the high voltage design has been made more robust. The Too start-up time during regenerations has been reduced to less than 4 seconds. The NO x reducing system utilizes a novel algorithm for NO x trap regeneration that reduces the fuel penalty by 25% while increasing NO x conversion by 10%. The new method can also be utilized to reduce the NO x trap volume significantly in a dual leg arrangement. Based on a detailed understanding of the NO x trap regeneration process, a new method to reduce the magnitude of NO x spikes has also been developed. Finally, optimization was performed at some steady state points utilizing maps on trap capacity and reductant breakthrough.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"36 2 1","pages":"166-174"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79484764","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Understanding the parameters which influence the tendency for a heavy truck to exhibit rollover is of paramount importance to the trucking industry. Multiple parameters influence the vehicle's motion, and the ability to determine how each affects the vehicle as a system would be an indispensable tool for the design of such vehicles. To be able to perform such predictions and analysis, models and a computer simulation were created to allow the examination of changes in design parameters in such vehicles. The vehicle model was originally developed by Law [1] and presented in Law and Janajreh [2]. The model was extended further by Lawson [3, 4] to include (a) the effects of the torsional compliance of both the tractor and trailer, and (b) tanker trailers with various levels of liquid fill. In the present paper, both the tractor and trailer compliances were studied independently to determine their influences on the rollover stability of the vehicle. Additionally, rollover characteristics of tankers having a range of fill levels were analyzed.
{"title":"Effects of Tractor and Trailer Torsional Compliance and Fill Level of Tanker Trailers on Rollover Propensity During Steady Cornering","authors":"E. Johnson, E. Law, Robert C. Lawson, I. Janajreh","doi":"10.4271/2005-01-3518","DOIUrl":"https://doi.org/10.4271/2005-01-3518","url":null,"abstract":"Understanding the parameters which influence the tendency for a heavy truck to exhibit rollover is of paramount importance to the trucking industry. Multiple parameters influence the vehicle's motion, and the ability to determine how each affects the vehicle as a system would be an indispensable tool for the design of such vehicles. To be able to perform such predictions and analysis, models and a computer simulation were created to allow the examination of changes in design parameters in such vehicles. The vehicle model was originally developed by Law [1] and presented in Law and Janajreh [2]. The model was extended further by Lawson [3, 4] to include (a) the effects of the torsional compliance of both the tractor and trailer, and (b) tanker trailers with various levels of liquid fill. In the present paper, both the tractor and trailer compliances were studied independently to determine their influences on the rollover stability of the vehicle. Additionally, rollover characteristics of tankers having a range of fill levels were analyzed.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"58 1","pages":"127-134"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82079095","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Edara, Shan Shih, Nasser Tamini, T. Palmer, Arthur Tang
Virtual proving ground (VPG) simulations have been popular with passenger vehicles. VPG uses LS-DYNA based non-linear contact Finite Element analysis (FEA) to estimate fully analytical road loads and to predict structural components durability with PG road surfaces and tire represented as Finite elements. Heavy vehicle industry has not used these tools extensively in the past due to the complexity of heavy vehicle systems and especially due to the higher number of tires in the vehicle compared to the passenger car. The higher number tires in the heavy vehicle requires more computational analysis duration compared to the passenger car. However due to the recent advancements in computer hardware, virtual proving ground simulations can be used for heavy vehicles. In this study we have used virtual proving ground based simulation studies to predict the durability performance of a trailer suspension frame. The virtual proving ground was also used to predict the stress, strain time histories, spindle loads and the component fatigue life for the given PG event.
{"title":"Heavy Vehicle Suspension Frame Durability Analysis Using Virtual Proving Ground","authors":"R. Edara, Shan Shih, Nasser Tamini, T. Palmer, Arthur Tang","doi":"10.4271/2005-01-3609","DOIUrl":"https://doi.org/10.4271/2005-01-3609","url":null,"abstract":"Virtual proving ground (VPG) simulations have been popular with passenger vehicles. VPG uses LS-DYNA based non-linear contact Finite Element analysis (FEA) to estimate fully analytical road loads and to predict structural components durability with PG road surfaces and tire represented as Finite elements. Heavy vehicle industry has not used these tools extensively in the past due to the complexity of heavy vehicle systems and especially due to the higher number of tires in the vehicle compared to the passenger car. The higher number tires in the heavy vehicle requires more computational analysis duration compared to the passenger car. However due to the recent advancements in computer hardware, virtual proving ground simulations can be used for heavy vehicles. In this study we have used virtual proving ground based simulation studies to predict the durability performance of a trailer suspension frame. The virtual proving ground was also used to predict the stress, strain time histories, spindle loads and the component fatigue life for the given PG event.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"18 1","pages":"271-277"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76619156","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
T. Sun, K. Alyass, Jinfeng Wei, D. Gorsich, M. Chaika, J. Ferris
Every time we measure the terrain profiles we would get a different set of data due to the measuring errors and due to the fact that the linear tracks on which the measuring vehicle travels can not be exactly the same every time. However the data collected at different times from the same terrain should share the similar intrinsic properties. Hence it is natural to consider statistical modeling of the terrain profiles. In this paper we shall use the time series models with time being the distance from the starting point. We receive data from the Belgian Block and the Perryman3 testing tracks. The Belgian Block data are shown to behave like a uniformly modulated process ([7]), i.e. it is the product of a deterministic function and a stationary process. The modeling of the profiles can be done by estimating the deterministic function and fit the stationary process with a well-known ARMA model. The Perryman3 data are more irregular. We have to use the intrinsic mode function decomposition method ([2]). The first few intrinsic mode functions could be modeled in the same way as the the Belgian Block data. The residue part is a very smooth function which we may consider as a deterministic function.
{"title":"Time Series Modeling of Terrain Profiles","authors":"T. Sun, K. Alyass, Jinfeng Wei, D. Gorsich, M. Chaika, J. Ferris","doi":"10.4271/2005-01-3561","DOIUrl":"https://doi.org/10.4271/2005-01-3561","url":null,"abstract":"Every time we measure the terrain profiles we would get a different set of data due to the measuring errors and due to the fact that the linear tracks on which the measuring vehicle travels can not be exactly the same every time. However the data collected at different times from the same terrain should share the similar intrinsic properties. Hence it is natural to consider statistical modeling of the terrain profiles. In this paper we shall use the time series models with time being the distance from the starting point. We receive data from the Belgian Block and the Perryman3 testing tracks. The Belgian Block data are shown to behave like a uniformly modulated process ([7]), i.e. it is the product of a deterministic function and a stationary process. The modeling of the profiles can be done by estimating the deterministic function and fit the stationary process with a well-known ARMA model. The Perryman3 data are more irregular. We have to use the intrinsic mode function decomposition method ([2]). The first few intrinsic mode functions could be modeled in the same way as the the Belgian Block data. The residue part is a very smooth function which we may consider as a deterministic function.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"10 1","pages":"221-227"},"PeriodicalIF":0.0,"publicationDate":"2005-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80811552","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Video imaging has been used to investigate the evolution of liquid fuel films on combustion chamber walls during a simulated cold start of a port fuel-injected engine. The experiments were performed in a single-cylinder research engine with a production, four-valve head and a window in the piston crown. Flood-illuminated laser-induced fluorescence was used to observe the fuel films directly, and color video recording of visible emission from pool fires due to burning fuel films was used as an indirect measure of film location. The imaging techniques were applied to a comparative study of single and dual spray fuel injectors for both open and closed valve injection, for coolant temperatures of 20, 40 and 60°C. In general, for all cases it is shown that fuel films form in the vicinity of the intake valve seats. For closed valve injection, films also form below the intake valves and below the squish region between the intake valves and the cylinder wall, while for open valve injection additional fuel films form below the exhaust valves. It is proposed that fuel films on the head near the exhaust valves are a possible source of unburned hydrocarbon emissions, that pool fires are the main source of soot emissions from properly-maintained gasoline vehicles, and that soot-laden fuel films on the cylinder wall are the main source of soot contamination.
{"title":"Comparison of Single and Dual Spray Fuel Injectors During Cold Start of a PFI Spark Ignition Engine Using Visualization of Liquid Fuel Films and Pool Fires","authors":"P. Witze, R. M. Green","doi":"10.4271/2005-01-3863","DOIUrl":"https://doi.org/10.4271/2005-01-3863","url":null,"abstract":"Video imaging has been used to investigate the evolution of liquid fuel films on combustion chamber walls during a simulated cold start of a port fuel-injected engine. The experiments were performed in a single-cylinder research engine with a production, four-valve head and a window in the piston crown. Flood-illuminated laser-induced fluorescence was used to observe the fuel films directly, and color video recording of visible emission from pool fires due to burning fuel films was used as an indirect measure of film location. The imaging techniques were applied to a comparative study of single and dual spray fuel injectors for both open and closed valve injection, for coolant temperatures of 20, 40 and 60°C. In general, for all cases it is shown that fuel films form in the vicinity of the intake valve seats. For closed valve injection, films also form below the intake valves and below the squish region between the intake valves and the cylinder wall, while for open valve injection additional fuel films form below the exhaust valves. It is proposed that fuel films on the head near the exhaust valves are a possible source of unburned hydrocarbon emissions, that pool fires are the main source of soot emissions from properly-maintained gasoline vehicles, and that soot-laden fuel films on the cylinder wall are the main source of soot contamination.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"3 1","pages":"1732-1755"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80052911","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
S. Itabashi, Kuniaki Niimi, S. Kamoshita, Akira Shoji, T. Oda, Shinya Hirota, Tetsuo Watanabe
Performance improvements were studied for the diesel particulate and NOx reduction system (DPNR), a system that simultaneously reduces NOx and Particulate Matter (PM) from diesel engine exhaust gas. The experimental system (hereinafter called the "dual DPNR") consists of two DPNR catalysts arranged in parallel, each provided with an exhaust throttle valve downstream to control the exhaust gas flow to the catalyst, plus a fuel injector that precisely controls the air-fuel ratio and the catalyst bed temperature. The fuel injector is used to supply a rich mixture to the DPNR catalyst, and the flow of exhaust gas is switched between the two catalysts by operating the exhaust throttle valves alternately. Tests were conducted with the engine running at steady state. The results indicated that the NOx reduction performance dramatically improved and the loss of fuel economy from the NOx reduction reduced. This was achieved by using the exhaust throttle valve to lower the Specific Velocity (SV) ratio on the catalyst therefore maintaining a rich atmosphere for the optimum length of time. The dual DPNR system is also expected to improve NOx reduction performance during forced PM oxidation, which is difficult for a conventional system, and also to improve recovery performance from catalyst poisoning due to sulfur. The main issues for commercialization are dealing with transient operation. In this paper, the durability of the catalyst is also reported as the major issue of DPNR in the APPENDIX. Specifically, a long-term endurance evaluation equivalent to 250,000km running was carried out using a mass-production engine. This was to clarify the effects of the sulfur concentration in the fuel by reducing the amount of NOx stored in the catalyst, as well as the effects of low-ash oil that clogged the catalyst. Research has yielded basic data on the use of DPNR catalysts in commercial vehicles which require better catalyst performance and durability.
{"title":"Study of Improvements in NOx Reduction Performance on Simultaneous Reduction System of PM and NOx","authors":"S. Itabashi, Kuniaki Niimi, S. Kamoshita, Akira Shoji, T. Oda, Shinya Hirota, Tetsuo Watanabe","doi":"10.4271/2005-01-3884","DOIUrl":"https://doi.org/10.4271/2005-01-3884","url":null,"abstract":"Performance improvements were studied for the diesel particulate and NOx reduction system (DPNR), a system that simultaneously reduces NOx and Particulate Matter (PM) from diesel engine exhaust gas. The experimental system (hereinafter called the \"dual DPNR\") consists of two DPNR catalysts arranged in parallel, each provided with an exhaust throttle valve downstream to control the exhaust gas flow to the catalyst, plus a fuel injector that precisely controls the air-fuel ratio and the catalyst bed temperature. The fuel injector is used to supply a rich mixture to the DPNR catalyst, and the flow of exhaust gas is switched between the two catalysts by operating the exhaust throttle valves alternately. Tests were conducted with the engine running at steady state. The results indicated that the NOx reduction performance dramatically improved and the loss of fuel economy from the NOx reduction reduced. This was achieved by using the exhaust throttle valve to lower the Specific Velocity (SV) ratio on the catalyst therefore maintaining a rich atmosphere for the optimum length of time. The dual DPNR system is also expected to improve NOx reduction performance during forced PM oxidation, which is difficult for a conventional system, and also to improve recovery performance from catalyst poisoning due to sulfur. The main issues for commercialization are dealing with transient operation. In this paper, the durability of the catalyst is also reported as the major issue of DPNR in the APPENDIX. Specifically, a long-term endurance evaluation equivalent to 250,000km running was carried out using a mass-production engine. This was to clarify the effects of the sulfur concentration in the fuel by reducing the amount of NOx stored in the catalyst, as well as the effects of low-ash oil that clogged the catalyst. Research has yielded basic data on the use of DPNR catalysts in commercial vehicles which require better catalyst performance and durability.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"50 1","pages":"1795-1803"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86496182","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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