M. Devlin, R. Baren, R. Sheets, Katrina McIntosh, Tu Lai Turner, T. Jao
In the latest passenger car motor oil specifications the Sequence IIIG engine test is used to determine the ability of lubricants to control piston deposits. We have analyzed the chemical composition of Sequence IIIG deposits in order to determine the source of the piston deposits and determine if the mechanism for deposit formation in the Sequence IIIG engine test is similar to previously published mechanisms for formation of high temperature engine deposits. These previous mechanisms show that combustion by-products react with lubricant in the piston ring zone. The mixture of combustion by-products and lubricant are oxidized to form deposit precursors which are further oxidized to form deposits. Since the Sequence IIIG engine test uses lead-free fuel it is important to reexamine the nature of piston deposits formed in gasoline engines and in particular in the Sequence IIIG engine test. Using thermogravimetric, infrared and SEM/EDS analyses we discovered that Sequence IIIG deposits contain a significant amount of carbonaceous material. This carbonaceous material appears to be a deposit formed by the Sequence IIIG fuel. In addition, the Sequence IIIG deposits are quite different from Sequence IIIE deposits since they do not appear to be nitrated or contain lead sulfate.
{"title":"Characterization of Deposits Formed on Sequence IIIG Pistons","authors":"M. Devlin, R. Baren, R. Sheets, Katrina McIntosh, Tu Lai Turner, T. Jao","doi":"10.4271/2005-01-3820","DOIUrl":"https://doi.org/10.4271/2005-01-3820","url":null,"abstract":"In the latest passenger car motor oil specifications the Sequence IIIG engine test is used to determine the ability of lubricants to control piston deposits. We have analyzed the chemical composition of Sequence IIIG deposits in order to determine the source of the piston deposits and determine if the mechanism for deposit formation in the Sequence IIIG engine test is similar to previously published mechanisms for formation of high temperature engine deposits. These previous mechanisms show that combustion by-products react with lubricant in the piston ring zone. The mixture of combustion by-products and lubricant are oxidized to form deposit precursors which are further oxidized to form deposits. Since the Sequence IIIG engine test uses lead-free fuel it is important to reexamine the nature of piston deposits formed in gasoline engines and in particular in the Sequence IIIG engine test. Using thermogravimetric, infrared and SEM/EDS analyses we discovered that Sequence IIIG deposits contain a significant amount of carbonaceous material. This carbonaceous material appears to be a deposit formed by the Sequence IIIG fuel. In addition, the Sequence IIIG deposits are quite different from Sequence IIIE deposits since they do not appear to be nitrated or contain lead sulfate.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"19 1","pages":"1534-1543"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75446657","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}
Test methods and data acquisition system specifications are described for measurements of the energy consumption of the control system of a servo-pump continuously variable transmission (CVT). Dynamic measurements of the power consumption of the servo-pump CVT control system show that the control system draws approximately 18.9 W-hrs of electrical energy over the HWFET cycle and 13.6 W-hrs over the 505 cycle. Sample results are presented of the dynamic power consumption of the servo-pump system under drive cycle conditions. Steady state measurements of the control power draw of the servo-pump CVT show a peak power consumption of 271 W, including lubrication power. The drive-cycle averaged and steady state energy consumption of the servo-pump CVT are compared to conventional CVT pump technologies.
{"title":"Energy consumption test methods and results for servo-pump continuously variable transmission control system","authors":"Thomas H. Bradley, B. Huff, A. Frank","doi":"10.4271/2005-01-3782","DOIUrl":"https://doi.org/10.4271/2005-01-3782","url":null,"abstract":"Test methods and data acquisition system specifications are described for measurements of the energy consumption of the control system of a servo-pump continuously variable transmission (CVT). Dynamic measurements of the power consumption of the servo-pump CVT control system show that the control system draws approximately 18.9 W-hrs of electrical energy over the HWFET cycle and 13.6 W-hrs over the 505 cycle. Sample results are presented of the dynamic power consumption of the servo-pump system under drive cycle conditions. Steady state measurements of the control power draw of the servo-pump CVT show a peak power consumption of 271 W, including lubrication power. The drive-cycle averaged and steady state energy consumption of the servo-pump CVT are compared to conventional CVT pump technologies.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"32 1","pages":"1482-1488"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72697064","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}
A low pressure fuel distillation system is proposed for extracting a high-volatility fraction of gasoline, and to improve start-up and warm-up behavior of Sl engines. More complicated methods for generating high-volatility start-up fuels have demonstrated improved cold start driveability and reduced HC emissions, but so far they have not been put into mass production. In this project, a 'bench-top' apparatus was used to investigate the feasibility of using sub-atmospheric pressures to extract a lighter and more volatile fraction from the parent gasoline. A series of experiments was conducted to evaluate the characteristics of the extracted fuel vapor as a function of temperature and pressure. The sensitivity to different brands and grades of gasoline was also explored. The results show that the extracted fuel consists mostly of C 5 and C 6 compounds, and that its Molecular Weight and Stoichiometric A/F ratio show little sensitivity to the pressure level used for the extraction.
{"title":"Low Pressure Distillation for Generating Fuels with Improved Cold-Start Characteristics","authors":"Sharma S. Shankarananda, Rudolf H. Stanglmaier","doi":"10.4271/2005-01-3865","DOIUrl":"https://doi.org/10.4271/2005-01-3865","url":null,"abstract":"A low pressure fuel distillation system is proposed for extracting a high-volatility fraction of gasoline, and to improve start-up and warm-up behavior of Sl engines. More complicated methods for generating high-volatility start-up fuels have demonstrated improved cold start driveability and reduced HC emissions, but so far they have not been put into mass production. In this project, a 'bench-top' apparatus was used to investigate the feasibility of using sub-atmospheric pressures to extract a lighter and more volatile fraction from the parent gasoline. A series of experiments was conducted to evaluate the characteristics of the extracted fuel vapor as a function of temperature and pressure. The sensitivity to different brands and grades of gasoline was also explored. The results show that the extracted fuel consists mostly of C 5 and C 6 compounds, and that its Molecular Weight and Stoichiometric A/F ratio show little sensitivity to the pressure level used for the extraction.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"22 1","pages":"1720-1726"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74432058","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}
Good air/fuel ratio (A/F) control is essential to high quality combustion performance, drivability and emissions in internal combustion engine powered vehicles. Cold start and transient fuel wall wetting effects cause significant A/F control challenges in port fuel injected (PFI) engines. Transient fuel compensation (TFC) strategies are used to help control the A/F during cold starts and transient load and RPM conditions for good vehicle performance, but developing optimum TFC strategies and calibrations in a vehicle with many competing effects is very difficult. Thus, simplified transient tests such as fuel or throttle perturbation tests are often used to develop and validate new strategies or calibrations for use in vehicle. This paper will illustrate the use of a validated physical model to analytically assess the value of fuel and throttle perturbation tests for developing a TFC calibration for vehicle use.
{"title":"Analytical Assessment of Simplified Transient Fuel Tests for Vehicle Transient Fuel Compensation","authors":"J. Batteh, E. Curtis, M. W. Fried","doi":"10.4271/2005-01-3894","DOIUrl":"https://doi.org/10.4271/2005-01-3894","url":null,"abstract":"Good air/fuel ratio (A/F) control is essential to high quality combustion performance, drivability and emissions in internal combustion engine powered vehicles. Cold start and transient fuel wall wetting effects cause significant A/F control challenges in port fuel injected (PFI) engines. Transient fuel compensation (TFC) strategies are used to help control the A/F during cold starts and transient load and RPM conditions for good vehicle performance, but developing optimum TFC strategies and calibrations in a vehicle with many competing effects is very difficult. Thus, simplified transient tests such as fuel or throttle perturbation tests are often used to develop and validate new strategies or calibrations for use in vehicle. This paper will illustrate the use of a validated physical model to analytically assess the value of fuel and throttle perturbation tests for developing a TFC calibration for vehicle use.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"5 1","pages":"1833-1844"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78406570","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}
K. Kodama, S. Hiranuma, Reiko Doumeki, Yoshinaka Takeda, T. Ikeda
In order to meet increasingly strict PM legislation, diesel particulate filter systems (DPF) with a conversion rate of about 90% particulate matter (PM) are an essential after-treatment technology. Recently a filtering method using a catalyst has been proposed, which is called the "Continuously Regenerating DPF System [1]," and one can expect a significant degree of system simplification and cost reduction. In the previous report [2] basic characteristics about this continuously regenerating DPF were investigated. Results showed that in city mode driving, where exhaust temperatures are relatively low, continuous regeneration did not occur. Therefore, to "Continuously Regenerating DPF System," active regeneration control system to oxidize and remove PM is necessary[3]. Then DPF system with higher reliability and active regeneration control method was proposed. This DPF system was fitted to a vehicle and tested at conditions typical of city traffic, when active regeneration is most needed. In this report, the DPF system proposed in previous report was further developed and advanced with primary focus on driving condition was in need of active regeneration, those for which the average vehicle speed is very low. At the same time, a method to minimize fuel consumption in active regeneration was determined. First, the driving conditions of light-duty trucks actually drive in urban areas including cities and suburbs was carefully studied. Due to frequent and severe traffic congestion, it was understood that the average vehicle speed was very low (below about 12km/h) and as the average vehicle speed decreased, accelerator-off driving condition (idling and deceleration) increased, which consequently prevented the DPF from ever reaching the temperature required for active regeneration. Therefore, heat-up performance during accelerator-off driving condition improved, making active regeneration possible at average vehicle speeds below 12km/h. Next, optimization of the regeneration duration was investigated, leading to a method using the total oxygen passing through the filter during regeneration as a Judgment method of ending time of active regeneration. Compared to a method using a constant time, the fuel quantity required for active regeneration was reduced by about 20% in transient driving pattern. These improvements led to development of a DPF system for commercial vehicles that is effective, efficient, and robust.
{"title":"Development of DPF system for commercial vehicles. (Second Report) : Active regenerating function in various driving condition","authors":"K. Kodama, S. Hiranuma, Reiko Doumeki, Yoshinaka Takeda, T. Ikeda","doi":"10.4271/2005-01-3694","DOIUrl":"https://doi.org/10.4271/2005-01-3694","url":null,"abstract":"In order to meet increasingly strict PM legislation, diesel particulate filter systems (DPF) with a conversion rate of about 90% particulate matter (PM) are an essential after-treatment technology. Recently a filtering method using a catalyst has been proposed, which is called the \"Continuously Regenerating DPF System [1],\" and one can expect a significant degree of system simplification and cost reduction. In the previous report [2] basic characteristics about this continuously regenerating DPF were investigated. Results showed that in city mode driving, where exhaust temperatures are relatively low, continuous regeneration did not occur. Therefore, to \"Continuously Regenerating DPF System,\" active regeneration control system to oxidize and remove PM is necessary[3]. Then DPF system with higher reliability and active regeneration control method was proposed. This DPF system was fitted to a vehicle and tested at conditions typical of city traffic, when active regeneration is most needed. In this report, the DPF system proposed in previous report was further developed and advanced with primary focus on driving condition was in need of active regeneration, those for which the average vehicle speed is very low. At the same time, a method to minimize fuel consumption in active regeneration was determined. First, the driving conditions of light-duty trucks actually drive in urban areas including cities and suburbs was carefully studied. Due to frequent and severe traffic congestion, it was understood that the average vehicle speed was very low (below about 12km/h) and as the average vehicle speed decreased, accelerator-off driving condition (idling and deceleration) increased, which consequently prevented the DPF from ever reaching the temperature required for active regeneration. Therefore, heat-up performance during accelerator-off driving condition improved, making active regeneration possible at average vehicle speeds below 12km/h. Next, optimization of the regeneration duration was investigated, leading to a method using the total oxygen passing through the filter during regeneration as a Judgment method of ending time of active regeneration. Compared to a method using a constant time, the fuel quantity required for active regeneration was reduced by about 20% in transient driving pattern. These improvements led to development of a DPF system for commercial vehicles that is effective, efficient, and robust.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"75 1","pages":"1229-1234"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87037178","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}
Hong Lin, Robert R. Binoniemi, G. Fett, Douglas C. Burke, Thomas A. Woodard
Computational fracture mechanics based FATIG3D program was used to simulate contact fatigue life of rough surface contacts in boundary to mixed lubrication regimes. Two-rollers contact fatigue tests were conducted and test results were compared with calculated contact fatigue lives. Calculated contact fatigue life agreed with test results well with the selected set of input data. The effect of several important parameters in the input data on contact fatigue life was evaluated computationally using FATIG3D. These parameters include: oil pressure distribution, crack face friction, direction of friction, friction coefficient, initial crack length, Hertzian stress, and residual stress distributions. The results obtained in this work improved basic understanding and the application of FATIG3D in simulating contact fatigue behavior.
{"title":"Contact Fatigue Tests and Life Simulations Using Computational Fracture Mechanics","authors":"Hong Lin, Robert R. Binoniemi, G. Fett, Douglas C. Burke, Thomas A. Woodard","doi":"10.4271/2005-01-3806","DOIUrl":"https://doi.org/10.4271/2005-01-3806","url":null,"abstract":"Computational fracture mechanics based FATIG3D program was used to simulate contact fatigue life of rough surface contacts in boundary to mixed lubrication regimes. Two-rollers contact fatigue tests were conducted and test results were compared with calculated contact fatigue lives. Calculated contact fatigue life agreed with test results well with the selected set of input data. The effect of several important parameters in the input data on contact fatigue life was evaluated computationally using FATIG3D. These parameters include: oil pressure distribution, crack face friction, direction of friction, friction coefficient, initial crack length, Hertzian stress, and residual stress distributions. The results obtained in this work improved basic understanding and the application of FATIG3D in simulating contact fatigue behavior.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"44 1","pages":"1650-1661"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85418231","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}
High frame rate particle image velocimetry (PIV) measurements were performed in a motored engine at speeds of 600 and 1200 rpm under both throttled and unthrottled conditions. Data were acquired at 1 kHz throughout the entire engine cycle, allowing the temporal and spatial evolution of the flow to be observed. The data were both temporally and spatially filtered to study the turbulent flowfield. The mean (over the spatial domain) kinetic energy of the high-pass filtered data, and its evolution with cutoff frequency or length, was used to quantitatively compare differences between operating conditions and different cycles at the same condition. The difference in fluctuation kinetic energy, when normalized, between different operating conditions was found to be comparable to the difference between cycles. A comparison between spatially and temporally filtered data at the same level of fluctuation kinetic energy was performed. The turbulent structures were found to be quite comparable for both filtering methods.
{"title":"Time Resolved Particle Image Velocimetry Measurements in an Internal Combustion Engine","authors":"J. Ghandhi, R. E. Herold, J. Shakal, T. Strand","doi":"10.4271/2005-01-3868","DOIUrl":"https://doi.org/10.4271/2005-01-3868","url":null,"abstract":"High frame rate particle image velocimetry (PIV) measurements were performed in a motored engine at speeds of 600 and 1200 rpm under both throttled and unthrottled conditions. Data were acquired at 1 kHz throughout the entire engine cycle, allowing the temporal and spatial evolution of the flow to be observed. The data were both temporally and spatially filtered to study the turbulent flowfield. The mean (over the spatial domain) kinetic energy of the high-pass filtered data, and its evolution with cutoff frequency or length, was used to quantitatively compare differences between operating conditions and different cycles at the same condition. The difference in fluctuation kinetic energy, when normalized, between different operating conditions was found to be comparable to the difference between cycles. A comparison between spatially and temporally filtered data at the same level of fluctuation kinetic energy was performed. The turbulent structures were found to be quite comparable for both filtering methods.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"1 1","pages":"1742-1752"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90244708","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}
Reduction of vehicle exhaust emissions is an important contributor to improved air quality. At the same time demand is growing for new transportation fuels that can enhance security and diversity of energy supply. Gas to Liquids (GTL) Fuel has generated much interest from governments and automotive manufacturers. It is a liquid fuel derived from natural gas, and its properties - sulphur free, low polyaromatics and high cetane number - make it desirable for future clean light-duty diesel engines. In this paper, the effects of distillation characteristics and cetane number of experimental GTL test fuels on direct injection (Dl) diesel combustion and exhaust emissions were investigated, together with their spray behaviour and mixing characteristics. The test results show that the lower distillation test fuels produce the largest reductions in smoke and PM emissions even at high cetane numbers. This is linked to the enhanced air/fuel mixing of the lighter fuel in a shorter time. The high ignitability and short ignition delay resulting from the high cetane number of all the GTL samples proved effective for reduction of unburnt emissions and combustion noise. Some experimental results are also presented when a modern high speed Dl diesel passenger car is run on neat GTL fuel and conventional diesel fuel. As the test results show, some benefits of GTL have been confirmed in exhaust emissions.
{"title":"Effects of GTL fuel properties on DI diesel combustion","authors":"K. Kitano, I. Sakata, R. Clark","doi":"10.4271/2005-01-3763","DOIUrl":"https://doi.org/10.4271/2005-01-3763","url":null,"abstract":"Reduction of vehicle exhaust emissions is an important contributor to improved air quality. At the same time demand is growing for new transportation fuels that can enhance security and diversity of energy supply. Gas to Liquids (GTL) Fuel has generated much interest from governments and automotive manufacturers. It is a liquid fuel derived from natural gas, and its properties - sulphur free, low polyaromatics and high cetane number - make it desirable for future clean light-duty diesel engines. In this paper, the effects of distillation characteristics and cetane number of experimental GTL test fuels on direct injection (Dl) diesel combustion and exhaust emissions were investigated, together with their spray behaviour and mixing characteristics. The test results show that the lower distillation test fuels produce the largest reductions in smoke and PM emissions even at high cetane numbers. This is linked to the enhanced air/fuel mixing of the lighter fuel in a shorter time. The high ignitability and short ignition delay resulting from the high cetane number of all the GTL samples proved effective for reduction of unburnt emissions and combustion noise. Some experimental results are also presented when a modern high speed Dl diesel passenger car is run on neat GTL fuel and conventional diesel fuel. As the test results show, some benefits of GTL have been confirmed in exhaust emissions.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"1 1","pages":"1415-1425"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90257879","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}
A feedgas hydrocarbon emissions model that extends the usefulness of fully-warmed steady-state engine maps to the cold transient regime was developed for use within a vehicle simulation program that focuses on the powertrain control system (Virtual Powertrain and Control System, VPACS). The formulation considers three main sources of hydrocarbon. The primary component originates from in-cylinder crevice effects which are correlated with engine coolant temperature. The second component includes the mass of fuel that enters the cylinder but remains unavailable for combustion (liquid phase) and subsequently vaporizes during the exhaust portion of the cycle. The third component includes any fuel that remains from a slow or incomplete burn as predicted by a crank angle resolved combustion model. The hydrocarbon model estimates the oxidized portion of these fuel sources according to a simplified empirical model incorporating exhaust port temperature predictions from a simple, heat transfer-based pipe model. Calibration of the hydrocarbon model to a base vehicle/powertrain/engine run allows estimates of feedgas hydrocarbons when changes are made to vehicle calibration, hardware, or external environment. Agreement between the hydrocarbon model prediction and vehicle data measurements for a range of vehicle calibrations is excellent.
{"title":"A Predictive Model for Feedgas Hydrocarbon Emissions: An Extension to Warm Engine Maps","authors":"B. A. Strayer, F. H. Trinker","doi":"10.4271/2005-01-3862","DOIUrl":"https://doi.org/10.4271/2005-01-3862","url":null,"abstract":"A feedgas hydrocarbon emissions model that extends the usefulness of fully-warmed steady-state engine maps to the cold transient regime was developed for use within a vehicle simulation program that focuses on the powertrain control system (Virtual Powertrain and Control System, VPACS). The formulation considers three main sources of hydrocarbon. The primary component originates from in-cylinder crevice effects which are correlated with engine coolant temperature. The second component includes the mass of fuel that enters the cylinder but remains unavailable for combustion (liquid phase) and subsequently vaporizes during the exhaust portion of the cycle. The third component includes any fuel that remains from a slow or incomplete burn as predicted by a crank angle resolved combustion model. The hydrocarbon model estimates the oxidized portion of these fuel sources according to a simplified empirical model incorporating exhaust port temperature predictions from a simple, heat transfer-based pipe model. Calibration of the hydrocarbon model to a base vehicle/powertrain/engine run allows estimates of feedgas hydrocarbons when changes are made to vehicle calibration, hardware, or external environment. Agreement between the hydrocarbon model prediction and vehicle data measurements for a range of vehicle calibrations is excellent.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"5 1","pages":"1696-1706"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85097798","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}
Regenerative fuel cells (RFCs) as small as 1 kW can be useful on plug-in hybrid electric vehicles (PHEVs) when used to extend the range of the PHEV’s battery pack. Eight hours of charging with a 1 kW RFC can double the range of a 4 kWh battery pack and would cost less than the alternative of placing an addition 4 kWh battery pack on the vehicle. Application of this approach on plug-in hybrid electric vehicles (PHEVs) is an entry position for fuel cells in the automobile market. From this entry position and the assumption of lower future fuel cell prices, an evolutionary path exists for fuel cells to decrease the price of vehicles, reduce reliance on petroleum fuels, and ultimately fully displace the use of petroleum fuels in automobiles.
{"title":"Plug-In HEV Roadmap to Hydrogen Economy","authors":"G. Suppes","doi":"10.4271/2005-01-3830","DOIUrl":"https://doi.org/10.4271/2005-01-3830","url":null,"abstract":"Regenerative fuel cells (RFCs) as small as 1 kW can be useful on plug-in hybrid electric vehicles (PHEVs) when used to extend the range of the PHEV’s battery pack. Eight hours of charging with a 1 kW RFC can double the range of a 4 kWh battery pack and would cost less than the alternative of placing an addition 4 kWh battery pack on the vehicle. Application of this approach on plug-in hybrid electric vehicles (PHEVs) is an entry position for fuel cells in the automobile market. From this entry position and the assumption of lower future fuel cell prices, an evolutionary path exists for fuel cells to decrease the price of vehicles, reduce reliance on petroleum fuels, and ultimately fully displace the use of petroleum fuels in automobiles.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"3 1","pages":"1705-1713"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78810453","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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