Diesel Oxidation Catalyst and HC Investigations of a Low RON Gasoline Fuel in a Compression Ignition Engine

Chaillou, Christophe; Bouet, Alexandre; Frobert, Arnaud; Duffour, Florence

doi:10.4271/2017-01-2405

Cited by 2 publications

(1 citation statement)

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“…To fulfill Euro 6d regulation targets, the ATS efficiency has been taken into account from the ATS model, which was either measured on the diesel vehicle (SCR) 31 or measured at the HRG engine test bed (DOC). 32 Based on the engine test results, HGR engine is compliant with Euro 6d emission standard for all emissions on WLTC. In that way, the final engine map was selected and then the engine map was continually used on vehicle to access actual tailpipe results from vehicle test.…”

Section: Vehicle Test Resultsmentioning

confidence: 99%

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

Won¹,

Bouet²

2022

International Journal of Engine Research

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The pressure to reduce CO2 and criteria pollutants of internal combustion engines (ICE) powered vehicles is higher than ever. The existing gasoline and diesel engine vehicles face a critical challenge to adjust to these stringent demands. By combining a clean fuel like gasoline with a high efficiency thermodynamic cycle (compression ignition), it is possible to create a powertrain that is clean both globally and locally thus breaking the historical trade-off between decreasing CO2 and reducing criteria pollutants. Recent works have demonstrated the potential of higher reactivity gasoline (HRG) fuels to reduce NOX and particulate emissions simultaneously when used in compression ignition (CI) engines. After performing the engine calibration using Design of Experiment (DoE), tests on a roller bench were conducted on a vehicle adapted to be operated with HRG. The results show 7% CO2 reduction using HRG fuel compared to the baseline diesel vehicle while 17% of CO2 benefit compared to the best in class SI car of equivalent size and power. Furthermore, vehicle simulations were used to assess the potential of the GCI vehicle technology when combined with a hybrid electric architecture. From the HEV simulation study, the 2030 CO2 target was reached by using a 48 V 1 kWh battery, P2 architecture, and recalibration the internal combustion engine and after-treatment system (ATS) while fulfilling the expected new EU’s pollutant emission standards.

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Section: Vehicle Test Resultsmentioning

confidence: 99%

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

Won¹,

Bouet²

2022

International Journal of Engine Research

Self Cite

View full text Add to dashboard Cite

show abstract

ECU Calibration on GCI Vehicle and Solution by Mild Hybridization for Future Emission Standards

Won¹

2021

KSAE

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Diesel Oxidation Catalyst and HC Investigations of a Low RON Gasoline Fuel in a Compression Ignition Engine

Cited by 2 publications

References 20 publications

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

ECU Calibration on GCI Vehicle and Solution by Mild Hybridization for Future Emission Standards

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Diesel Oxidation Catalyst and HC Investigations of a Low RON Gasoline Fuel in a Compression Ignition Engine

Cited by 2 publications

References 20 publications

Toward the European 2030 CO2 target with gasoline compression ignition technology and 48 V mild electric hybrid

Toward the European 2030 CO2 target with gasoline compression ignition technology and 48 V mild electric hybrid

ECU Calibration on GCI Vehicle and Solution by Mild Hybridization for Future Emission Standards

Contact Info

Product

Resources

About

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid

Toward the European 2030 CO₂ target with gasoline compression ignition technology and 48 V mild electric hybrid