Impact of Ultra Low Thermal Inertia Manifolds on Emission Performance

Jean, Emmanuel; Leroy, Vincent; Montenegro, Gianluca; Onorati, Angelo; Laurell, Mats

doi:10.4271/2007-01-0935

Cited by 4 publications

(2 citation statements)

References 6 publications

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“…The catalytic converter must reach its operating temperature to be effective. The light-off temperature (the temperature at which the catalyst becomes more than 50 per cent effective) is about 250-300 uC for most catalysts [10][11][12][13]. The light-off temperature depends on the active catalytic material and thermal inertia of the catalyst and it can be as high as 400 uC [14].…”

Section: Introductionmentioning

confidence: 99%

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Experimental study of exhaust temperature variation in a homogeneous charge compression ignition engine

Shahbakhti¹,

Ghazimirsaied

Koch

2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Homogeneous charge compression ignition (HCCI) engines have low nitrogen oxide and particulate matter engine-out emissions but have higher unburned hydrocarbon and carbon monoxide emissions than the conventional spark ignition (SI) and diesel engines do. Only for sufficiently high exhaust gas temperatures can an exhaust after-treatment be used; thus a low exhaust gas temperature in certain operating conditions can limit the operating range in HCCI engines. The influences of the engine conditions on the exhaust gas temperature in a single-cylinder experimental engine are investigated at 340 steady state operating points. The variation in the exhaust gas temperature is also studied under transient conditions and during mode switching between SI and HCCI combustion. For the conditions tested, a significant number of data have an exhaust gas temperature below 300°C which is below the light-off temperature of typical catalytic converters on the market. Three different categories of engine variables are recognized and classified by how the exhaust temperature is affected by changing that variable. The first category is defined as the primary variables (e.g. the intake pressure and the fuel octane number) for which the location of ignition timing is the dominant factor in influencing the exhaust temperature. The other groups include compounding variables such as the engine speed and opposing variables such as the intake temperature, the coolant temperature, and the equivalence ratio. In addition, experimental results show that the exhaust temperature for HCCI engines is not strongly dependent on the engine load, unlike that for SI engines where the engine load is a main factor in determining the exhaust temperature.

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Section: Introductionmentioning

confidence: 99%

“…In contrast, passive systems rely mainly on thermal management of the energy obtained from exhaust gases (e.g. by using a close-coupled catalyst [20] or by using low-thermalinertia manifolds [12]). The disadvantages of active systems are a higher fuel consumption rate, more complexity, and higher initial cost [21].…”

Section: Introductionmentioning

confidence: 99%

Experimental study of exhaust temperature variation in a homogeneous charge compression ignition engine

Shahbakhti¹,

Ghazimirsaied

Koch

2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Modeling the Gas Flow Process Inside Exhaust Systems: One Dimensional and Multidimensional Approaches

Montenegro

Onorati

2014

Urea-SCR Technology for deNOx After Treatment of Diesel Exhausts

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Integrated HCCI Engine Control Based on a Performance Index

Bidarvatan

Shahbakhti

2013

Volume 1: Large Bore Engines; Advanced Combustion; Emissions Control Systems; Instrumentation, Controls, and Hybrids

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Integrated control of HCCI combustion phasing, load, and exhaust aftertreatment system is essential for realizing high efficiency HCCI engines, while maintaining low HC and CO emissions. This paper introduces a new approach for integrated HCCI engine control by defining a novel performance index to characterize different HCCI operating regions. The experimental data from a single cylinder engine at 214 operating conditions is used to determine the performance index for a blended fuel HCCI engine. The new performance index is then used to design an optimum reference trajectory for a multi-input multi-output HCCI controller. The optimum trajectory is designed for control of combustion phasing and IMEP, while meeting catalyst light-off requirements for the exhaust aftertreatment system. The designed controller is tested on a previously validated physical HCCI engine model. The simulation results illustrate the successful application of the new approach for controller design of HCCI engines.

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Impact of Ultra Low Thermal Inertia Manifolds on Emission Performance

Cited by 4 publications

References 6 publications

Experimental study of exhaust temperature variation in a homogeneous charge compression ignition engine

Experimental study of exhaust temperature variation in a homogeneous charge compression ignition engine

Modeling the Gas Flow Process Inside Exhaust Systems: One Dimensional and Multidimensional Approaches

Integrated HCCI Engine Control Based on a Performance Index

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