Meeting future NOX emissions using an electric heater in an advanced aftertreatment system

Meruva, Prathik; Matheaus, Andrew; Sharp, Christopher; McCarthy, James E.; Collins, Thomas A.; Joshi, Ameya

doi:10.3389/fmech.2022.979771

Cited by 5 publications

(2 citation statements)

References 16 publications

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“…The highlighted components are considered new items necessary for meeting the tight limits of the EU VII standard [74]. A recent study by Meruva et al [75] showed that a 7 kW catalyst heater can meet the ultra-low NOx 2027 regulation when combined with a closed-coupled light-off SCR. In a recent work by Sharp et al [76] from Southwest Research Institute (SwRI), the authors showed that they achieved CARB ultra-low NOx MY 2027+ limits by modifying the aftertreatment system over composite (cold and warm starts) Federal Test Procedure (FTP) and low load cycle (LLC).…”

Section: Engine Aftertreatment System (Eats)mentioning

confidence: 99%

Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Balazadeh Meresht,

Moghadasi,

Munshi

et al. 2023

Energies

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Mitigating CO2 emissions from long-haul commercial trucking is a major challenge that must be addressed to achieve substantial reductions in greenhouse gas (GHG) emissions from the transportation sector. Extensive recent research and development programs have shown how significant near-term reductions in GHGs from commercial vehicles can be achieved by combining technological advances. This paper reviews progress in technology for engine efficiency improvements, vehicle resistance and drag reductions, and the introduction of hybrid electric powertrains in long-haul trucks. The results of vehicle demonstration projects by major vehicle manufacturers have shown peak brake thermal efficiency of 55% in heavy-duty diesel engines and have demonstrated freight efficiency improvements of 150% relative to a 2009 baseline in North America. These improvements have been achieved by combining multiple incremental improvements in both engine and vehicle technologies. Powertrain electrification through hybridization has been shown to offer some potential reductions in fuel consumption. These potential benefits depend on the vehicle use, the details of the powertrain design, and the duty cycle. To date, most papers have focused on standard drive cycles, leaving a research gap in how hybrid electric powertrains would be designed to minimize fuel consumption over real-world drive cycles, which are essential for a reliable powertrain design. The results of this paper suggest that there is no “one-size-fits-all” solution to reduce the GHGs in long-haul trucking, and a combination of technologies is required to provide an optimum solution for each application.

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Section: Engine Aftertreatment System (Eats)mentioning

confidence: 99%

Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Balazadeh Meresht,

Moghadasi,

Munshi

et al. 2023

Energies

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show abstract

“…Earlier, Lindemann et al [30] demonstrated an SCR warm-up time reduction of over 60% using a 10 kW EHC over the world harmonized transient cycle (WHTC). Similarly, Meruva et al [31] integrated a 7 kW EHC upstream from a close-coupled SCR followed by the main SCR system, which helped meet the CARB's 2027 NOx 0.02 g/kWhr target for HD engines. Later, EHC-integrated powertrain studies focused on optimizing the EHC power rating and SCR thermal performance.…”

Section: Introductionmentioning

confidence: 99%

E-Heater Performance for Aftertreatment Warm-Up in a 48V Mild-Hybrid Heavy-Duty Truck over Real Driving Cycles

Kumar,

Lago Sari,

Shah

et al. 2024

Energies

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High-efficiency and low-emissions heavy-duty (HD) internal combustion engines (ICEs) offer significant GHG reduction potential. Mild hybridization via regenerative braking and enabling the use of an electric heater component (EHC) for the aftertreatment system (ATS) warm-up extends these benefits, which can mitigate tailpipe GHG and NOx emissions simultaneously. Understanding such integrated hybrid powertrains is essential for the system optimization of real-world driving conditions. In the present work, the potential of a low engine-out NOx (1.5–2.5 g/kWh range) ‘Low-NOx’ HD diesel engine and EHCs were analyzed in a 48V P1 mild-hybrid system for a class 8 commercial vehicle concept and compared with those in an EPA-2010-certified HD diesel truck as a baseline under real-world driving cycles, including those from the US, Europe, India, China, as well as the world harmonized vehicle cycle (WHVC). For analysis, an integrated 1-D vehicle model was utilized that consisted of models of the ‘Low-NOx’ HD engine, the stock ATS, and a production EHC. For the real driving cycles, ‘GT-RealDrive’-based vehicle speed profiles were generated for busy trucking routes for different markets. For each cycle, the effects of the Low-NOx and EHC performances were quantified in terms of the ATS warm-up time, engine-out NOx emissions, and net fuel consumption. Depending on the driving route, the regenerative braking fully or partly neutralized the EHC power penalty without a significant impact on the ATS thermal performance. For a two-EHC system, the fueling penalty associated with every second reduction in the warm-up time FCEHC (g/s) was several-fold higher for the real driving routes compared with the WHVC. Overall, while a multi-EHC setup accelerated the ATS warm-up, a single EHC integrated at the SCR inlet showed minimized EHC heating power, leading to a minimized fueling penalty. Finally, for the India and China routes, being highly transient, the P1 hybridization proved inadequate for GHG reduction due to the limited energy recuperation. A stronger hybridization was desirable for such driving cycles.

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Technology Levers for Meeting 2027 NOx and CO <sub>2</sub> Regulations

McCarthy¹,

Zavala²,

Matheaus³

2023

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">Commercial vehicles require fast aftertreatment heat-up to move the SCR catalyst into the most efficient temperature range to meet upcoming NO<sub>X</sub> regulations while minimizing CO<sub>2</sub>. The focus of this paper is to identify the technology levers when used independently and also together for the purpose of NO<sub>X</sub> and CO<sub>2</sub> reduction toward achieving 2027 emissions levels while remaining CO<sub>2</sub> neutral or better. A series of independent levers including cylinder deactivation, LO-SCR, electric aftertreatment heating and fuel burner technologies were explored. All fell short for meeting the 2027 CARB transient emission targets when used independently. However, the combinations of two of these levers were shown to approach the goal of transient emissions with one configuration meeting the requirement. Finally, the combination of three independent levers were shown to achieve 40% margin for meeting 2027 transient NOx emissions while remaining CO<sub>2</sub> neutral. These independent levers and combinations were also quantified for meeting the new Low Load Cycle. This paper shows which combinations of technologies meets both the transient emission cycles and low load cycles for NOx with adequate margin while also saving CO<sub>2</sub>.</div></div>

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Meeting future NOX emissions using an electric heater in an advanced aftertreatment system

Cited by 5 publications

References 16 publications

Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

Advances in Vehicle and Powertrain Efficiency of Long-Haul Commercial Vehicles: A Review

E-Heater Performance for Aftertreatment Warm-Up in a 48V Mild-Hybrid Heavy-Duty Truck over Real Driving Cycles

Technology Levers for Meeting 2027 NOx and CO <sub>2</sub> Regulations

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