Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

Kessels, J.T.B.A.; Foster, D.L.; Bleuanus, W.A.J.

doi:10.2516/ogst/2009078

Cited by 20 publications

(9 citation statements)

References 6 publications

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“…The effect of shortening the warming-up phase of the catalytic converter to the operating temperature by increasing the temperature of exhaust gases internally in the engine is weakened by intensified heat exchange with the walls of the additional expansion cylinders and elements of the engine exhaust system. In order to substantially shorten the warming up time of a catalytic converter, the use of an external, hardware method, such as the use of electric heating of the reactor support, should be considered and balanced [25,42]. Another idea is the relocation of the catalytic converter upstream from the turbine.…”

Section: Discussionmentioning

confidence: 99%

A three-way catalyst system for a five-stroke engine

Noga¹

2019

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This paper presents the results of research on the development of an exhaust gas aftertreatment system for a turbocharged five-stroke engine. This engine was designed and constructed at Cracow University of Technology. A characteristic feature of the five-stroke engine is the use of an additional expansion process to increase overall efficiency. A challenge for a catalytic converter is the fact that it has a low exhaust gas temperature. Two three-way catalytic converters were tested-one with a ceramic support and the second with a metal support. The results of the tests showed that the reactor with a ceramic support obtains an acceptable conversion efficiency starting with an exhaust gas temperature of 280°C. For the metal-support reactor, a few percent increase in torque and a decrease in the brake-specific fuel consumption of the engine was obtained; however, the converter itself did not show signs of operation even with an exhaust gas temperature of over 380°C. The performed analyses highlighted directions of further development works in this area.

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Section: Discussionmentioning

confidence: 99%

A three-way catalyst system for a five-stroke engine

Noga¹

2019

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“…The TWC temperature must exceed a certain thresholdcommonly referred to as the light-off temperature-before the catalytic oxidation and reduction reactions required to convert criteria pollutants to nitrogen, carbon dioxide, and water become active. The majority of the criteria pollutants emitted by modern vehicles equipped with SI engines are released during the cold-start period immediately after the engine is turned on (Kessels et al 2010).…”

Section: Catalyst Warmupmentioning

confidence: 99%

“…Three-way catalyst heating typically is achieved through injection of extra fuel and delayed spark timing, which effectively dumps extra heat into the exhaust system to rapidly increase the temperature of the TWC. Although such strategies are necessary to meet emissions regulations, they also incur a fuel penalty because the engine is not operating under optimal conditions for high efficiency during the cold-start process (Kessels et al 2010. The magnitude of the fuel penalty depends on how long it takes for the catalyst to achieve light-off: increased light-off temperatures require more time under the cold-start strategy, resulting in a larger fuel penalty.…”

Section: Catalyst Warmupmentioning

confidence: 99%

“…The exact form of the dependence of light-off time on light-off temperature is still under investigation, and likely depends on the cold-start strategy of a particular vehicle. If a linear dependence is assumed-which is a reasonable assumption during the early portion of the cold-start process (Kessels et al 2010)-however, then the difference in fractional fuel penalty for catalyst heating simplifies to the following.…”

Section: Catalyst Warmupmentioning

confidence: 99%

See 1 more Smart Citation

Co-Optimization of Fuels & Engines: Efficiency Merit Function for Spark-Ignition Engines; Revisions and Improvements Based on FY16-17 Research

Farrell

Zigler

Ratcliff

et al. 2018

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This is one of a series of reports produced as a result of the Co-Optimization of Fuels & Engines (Co-Optima) initiative, a Department of Energy (DOE)-sponsored effort initiated to simultaneously investigate advanced engine designs and the enabling fuel properties. This firstof-its-kind effort is designed to provide American industry with the scientific underpinnings needed to maximize vehicle performance and efficiency and leverage domestic fuel resources, leading to greater transportation energy affordability, reliability, and security. Co-Optima brings together DOE's Office of Energy Efficiency & Renewable Energy (EERE), 9 national laboratories, 13 universities, and numerous industry and government stakeholders in a collaboration exploring solutions with potential for near-term improvements to the types of fuels and engines found in most vehicles currently on the road, as well as to the development of revolutionary engine technologies for a longer-term, higher-impact series of solutions. In addition to the EERE Vehicle Technologies and Bioenergy Technologies Offices, the Co-Optima team includes representatives from the

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“…Richer fuel/air mixtures, variable valve timing, retarded ignition, heat storage devices, and electrically heated catalysts (EHCs) have been implemented for the thermal management of catalytic converters, with a light‐off time reduction from 20 seconds to 300 seconds depending on the system. Kessels et al investigated the effect of ignition delay on the catalyst light‐off time and fuel consumption, and concluded that the fuel penalty was approximately 50% for decreasing the light‐off time from 105 seconds to 19 seconds. Lee et al applied enriched air/fuel mixture and secondary air injection to a naturally aspired engine.…”

Section: Introductionmentioning

confidence: 99%

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

Gao

Tian

Sorniotti

2019

Energy Science & Engineering

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Exhaust emissions from diesel engine powered vehicles are considerably high during cold start and warm‐up, because of the poor catalyst performance due to the insufficient catalyst temperature. The controlled heat injection allowed by electrically heated catalysts can effectively reduce the catalyst light‐off time with relatively moderate fuel penalty. This paper compares the exhaust temperature and emissions of a case study diesel vehicle in cold and warm start conditions, and proposes two electrically heated catalyst control strategies, which are evaluated in terms of emission reduction and energy consumption with different target temperature settings. In addition, a new performance indicator, that is, the specific emission reduction, is used to evaluate the after‐treatment system and associated thermal management. For the worldwide harmonized light vehicle test cycle, the results without electrically heated catalyst show that from both cold and warm start conditions a large amount of operating points of the engine is located in the region of partial catalyst light off. Moreover, emissions, especially in terms of carbon monoxide and hydrocarbon, significantly decrease with the electrically heated catalyst implementation, for example, by at least 50% from cold start; however, they still tend to be rather substantial when the fuel is re‐injected after the engine cutoff phases. The exhaust temperature is lower than the target values in the sections of the driving cycle in which the electrically heated catalyst power is saturated according to the maximum level allowed by the device. The carbon dioxide penalty brought by the electrically heated catalyst ranges from 3.93% to 6.65% and from 6.49% to 9.35% for warm and cold start conditions, respectively.

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Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

Cited by 20 publications

References 6 publications

A three-way catalyst system for a five-stroke engine

A three-way catalyst system for a five-stroke engine

Co-Optimization of Fuels & Engines: Efficiency Merit Function for Spark-Ignition Engines; Revisions and Improvements Based on FY16-17 Research

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

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