Vehicle and Drive Cycle Simulation of a Vacuum Insulated Catalytic Converter

2016 ◽  
Vol 9 (3) ◽  
pp. 1696-1708 ◽  
Author(s):  
Rohil Daya ◽  
John Hoard ◽  
Sreedhar Chanda ◽  
Maneet Singh
Keyword(s):  
Catalytic Converter ◽  
Drive Cycle ◽  
Cycle Simulation

scholarly journals Drive cycle simulation of high efficiency combustions on fuel economy and exhaust properties in light-duty vehicles

2015 ◽  
Vol 157 ◽  
pp. 762-776 ◽  
Author(s):  
Zhiming Gao ◽  
Scott J. Curran ◽  
James E. Parks ◽  
David E. Smith ◽  
Robert M. Wagner ◽  
...  
Keyword(s):  
Fuel Economy ◽  
High Efficiency ◽  
Drive Cycle ◽  
Cycle Simulation ◽  
Light Duty ◽  
Light Duty Vehicles

Methodology to Evaluate the Fuel Economy of a Multimode Combustion Engine With Three-Way Catalytic Converter

2014 ◽  
Author(s):  
Sandro P. Nüesch ◽  
Anna G. Stefanopoulou ◽  
Li Jiang ◽  
Jeffrey Sterniak
Keyword(s):  
Fuel Economy ◽  
Combustion Engine ◽  
Catalytic Converter ◽  
Oxygen Storage ◽  
Nox Emissions ◽  
Combustion Mode ◽  
Mode Switch ◽  
Drive Cycle ◽  
Finite State ◽  
The Impact

Highly diluted, low temperature homogeneous charge compression ignition (HCCI) combustion leads to ultra-low levels of engine-out NOx emissions. A standard drive cycle, however, would require switches between HCCI and spark-ignited (SI) combustion modes. In this paper a methodology is introduced, investigating the fuel economy of such a multimode combustion concept in combination with a three-way catalytic converter (TWC). The TWC needs to exhibit unoccupied oxygen storage sites in order to show acceptable performance. But the lean exhaust gas during HCCI operation fills the oxygen storage and leads to a drop in NOx conversion efficiency. Eventually the levels of NOx become unacceptable and a mode switch to a fuel rich combustion mode is necessary in order to deplete the oxygen storage. The resulting lean-rich cycling leads to a penalty in fuel economy. In order to evaluate the impact of those penalties on fuel economy, a finite state model for combustion mode switches is combined with a longitudinal vehicle model and a phenomenological TWC model, focused on oxygen storage. The aftertreatment model is calibrated using combustion mode switch experiments from lean HCCI to rich spark-assisted HCCI and back. Fuel and emissions maps acquired in steady state experiments are used. Two depletion strategies are compared in terms of their influence on drive cycle fuel economy and NOx emissions.

Large Scale Multi-Disciplinary Optimization and Long-Term Drive Cycle Simulation

2020 ◽  
Author(s):  
Mark Malinovskiy ◽  
Andrew Hermetet ◽  
Shailendra Kaushik ◽  
Christopher Lee
Keyword(s):  
Large Scale ◽  
Drive Cycle ◽  
Cycle Simulation

scholarly journals Fuel Economy of a Multimode Combustion Engine With Three-Way Catalytic Converter

2014 ◽  
Vol 137 (5) ◽  
Author(s):  
Sandro P. Nüesch ◽  
Anna G. Stefanopoulou ◽  
Li Jiang ◽  
Jeff Sterniak
Keyword(s):  
Fuel Economy ◽  
Combustion Engine ◽  
Catalytic Converter ◽  
Combustion Efficiency ◽  
Oxygen Storage ◽  
Nox Emissions ◽  
Combustion Mode ◽  
Mode Switch ◽  
Drive Cycle ◽  
The Impact

Highly diluted, low temperature homogeneous charge compression ignition (HCCI) combustion leads to ultralow levels of engine-out NOx emissions. A standard drive cycle, however, would require switches between HCCI and spark-ignited (SI) combustion modes. In this paper we quantify the efficiency benefits of such a multimode combustion engine, when emission constraints are to be met with a three-way catalytic converter (TWC). The TWC needs unoccupied oxygen storage sites in order to achieve acceptable performance. The lean exhaust gas during HCCI operation, however, fills the oxygen storage and leads to a drop in NOx conversion efficiency. If levels of tailpipe NOx become unacceptable, a mode switch to a fuel rich combustion mode is necessary in order to deplete the oxygen storage and restore TWC efficiency. The resulting lean-rich cycling leads to a penalty in fuel economy. Another form of penalty originates from the lower combustion efficiency during a combustion mode switch itself. In order to evaluate the impact on fuel economy of those penalties, a finite state model for combustion mode switches is combined with a longitudinal vehicle model and a phenomenological TWC model, focused on oxygen storage. The aftertreatment model is calibrated using combustion mode switch experiments from lean HCCI to rich spark-assisted HCCI (SA-HCCI) and back. Fuel and emission maps acquired in steady-state experiments are used. Different depletion strategies are compared in terms of their influence on drive cycle fuel economy and NOx emissions. It is shown that even an aggressive lean-rich cycling strategy will marginally satisfy the cumulated tailpipe NOx emission standards under warmed-up conditions. More notably, the cycling leads to substantial fuel penalties that negate most of HCCI's efficiency benefits.

Efficient Drive Cycle Simulation

2008 ◽  
Vol 57 (3) ◽  
pp. 1442-1453 ◽  
Author(s):  
A. Froberg ◽  
L. Nielsen
Keyword(s):  
Drive Cycle ◽  
Cycle Simulation

Drive Cycle Simulation of A Tiered Cooling Pack Using Non-Uniform Boundary Conditions

2014 ◽  
Author(s):  
Wilko Jansen ◽  
Joe Amodeo ◽  
Edward Tate ◽  
Zhongzhou Yang
Keyword(s):  
Boundary Conditions ◽  
Drive Cycle ◽  
Cycle Simulation

A Simulation Study Quantifying the Effects of Drive Cycle Characteristics on the Performance of a Pneumatic Hybrid Bus

2010 ◽  
Author(s):  
Sasa Trajkovic ◽  
Per Tunesta˚l ◽  
Bengt Johansson
Keyword(s):  
Experimental Data ◽  
New York ◽  
Fuel Consumption ◽  
Combustion Engine ◽  
Drive Cycle ◽  
Hybrid Powertrain ◽  
Engine Model ◽  
Cycle Simulation ◽  
Hybrid Bus ◽  
Engine Testing

In the study presented in this paper, the effect of different vehicle driving cycles on the pneumatic hybrid has been investigated. The pneumatic hybrid powertrain has been modeled in GT-Power and validated against experimental data. The GT-Power engine model has been linked with a MATLAB/simulink vehicle model. The engine in question is a single-cylinder Scania D12 diesel engine, which has been converted to work as a pneumatic hybrid. The base engine model, provided by Scania, is made in GT-power and it is based on the same engine configuration as the one used in real engine testing. Earlier studies have shown a great reduction in fuel consumption with the pneumatic hybrid compared to conventional vehicles of today. However, most of these studies have been completely of theoretical nature. In this paper, the engine model is based on and verified against experimental data, and therefore more realistic results can be expected. The intent with the vehicle driving cycle simulation is to investigate the potential of a pneumatic hybrid bus regarding reduction in fuel consumption (FC) compared to a traditional internal combustion engine (ICE) powered bus. The results show that the improvement in fuel economy due to pneumatic hybridization varies heavily with choice of drive cycle. The New York bus drive cycle shows a reduction of up to 58% for the pneumatic hybrid while the FIGE drive cycle only shows a reduction of 8%. What all cycles have in common is that the main part of the fuel consumption reduction comes from the start/stop-functionality, while regenerative braking only account for a modest part of up to about 12% of the fuel consumption. The results also show that the optimal pressure tank volume varies with drive cycles, ranging from 60 to over 500 liters.

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