Vehicle Demonstration of Naphtha Fuel Achieving Both High Efficiency and Drivability with EURO6 Engine-Out NOx Emission

Chang, Junseok; Kalghatgi, Gautam; Amer, Amer; Adomeit, Philipp; Rohs, Hans; Heuser, Benedikt

doi:10.4271/2013-01-0267

Cited by 104 publications

(31 citation statements)

References 13 publications

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“…Chang et al [48] ran a compression-ignition engine on a heavy naphtha fuel (52 RON octane), with the objective of demonstrating a fuel that might alleviate future pressures on refinery mix caused by increasing diesel and decreasing gasoline demand (see the fuel section). Measured CO 2 emissions are at the lower range for current diesel cars (122 g/ km; 1590 kg vehicle), NOx emissions within the Euro 6 limit, PM emissions somewhat lower than diesel but similar using a DPF (diesel particulate filter), without compromising drivability.…”

Section: Advanced Ld Concept Enginesmentioning

confidence: 99%

Vehicular Emissions in Review

Johnson¹

2014

SAE Int. J. Engines

139

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The review paper summarizes major developments in vehicular emissions regulations and technologies in 2013. First, the paper covers the key regulatory developments in the field, including proposed light-duty (LD) criteria pollutant tightening in the US; and in Europe, the continuing developments towards real-world driving emissions (RDE) standards. Significant shifts are occurring in China and India in addressing their severe air quality problems. The paper then gives a brief, high-level overview of key developments in fuels. Projections are that we are in the early stages of oil supply stability, which could stabilize fuel prices. LD and HD (heavy-duty) engine technology continues showing marked improvements in engine efficiency. Key developments are summarized for gasoline and diesel engines to meet both the emerging NOx and GHG regulations. HD engines are or will soon be demonstrating 50% brake thermal efficiency using common approaches. NOx control technologies are then summarized, including SCR (selective catalytic reduction) systems and SCR filter developments. Emphasis is on low-temperature deNOx and integration of components and control. Diesel PM (particulate matter) reduction technologies are evolving around the behavior of ash deposits and SCR integration. Filters for direct injection gasoline applications are developing very rapidly, and in some cases the back pressure, light-off characteristics, and emissions reductions are very similar to standard three way catalysts (TWCs). Oxidation catalysts mainly involve developments towards stubborn problems, like low-temperature performance with exhaust with high hydrocarbon and CO, and methane oxidation. Finally, the paper discusses some key developments in gasoline gaseous emission control, focusing on matching engine calibration with emissions system characteristics; and on lean burn gasoline emissions control.

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Section: Advanced Ld Concept Enginesmentioning

confidence: 99%

Vehicular Emissions in Review

Johnson¹

2014

SAE Int. J. Engines

139

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“…Many fuels with varying physical and chemical properties, such as ignition quality, distillation curve and chemical compositions, have been considered in previous works. These include conventional gasolines [11][12][13], diesels [14], gasoline/diesel blends (dieselines) [15,16], binary or ternary fuel blends (iso-octane, n-heptane and toluene) [17,18] and low-octane gasolines ("naphthas") [19][20][21]. Many recent studies [19,[22][23][24] have focused on comparing fuels with different chemical and physical properties in GCI engine operation.…”

Section: Introductionmentioning

confidence: 99%

Ignition delay measurements of a low-octane gasoline blend, designed for gasoline compression ignition (GCI) engines

Alabbad

Badra

Djebbi

et al. 2019

Proceedings of the Combustion Institute

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A blend of low-octane (light and heavy naphtha) and high-octane (reformate) distillate fuels has been proposed for powering gasoline compression ignition (GCI) engines. The formulated 'GCI blend' has a research octane number (RON) of 77 and a motor octane number (MON) of 73.9. In addition to ~ 64 mole% paraffinic components, the blend contains ~ 20 mole% aromatics and ~ 15 mole% naphthenes.Experimental and modelling studies have been conducted in this work to assess autoignition characteristics of the GCI blend. Ignition delay times were measured in a shock tube and a rapid comparison machine over wide ranges of experimental conditions (20 and 40 bar, 640 -1175 K,  = 0.5, 1 and 2). Reactivity of the GCI blend was compared with experimental measurements of two surrogates: a multi-component surrogate (MCS) and a two-component primary reference fuel (PRF 77). Both surrogates capture the reactivity of the fuel quite well at high and intermediate temperatures.The MCS does a better job of emulating the fuel reactivity at low temperatures, where PRF 77 is more reactive than the GCI blend. Ignition delay times of the two surrogates are also simulated using detailed chemical kinetic models, and the simulations agree well with the experimental findings. The results of rate-of-production analyses show important role of cycloalkane chemistry in the overall autoignition behavior of the fuel at low temperatures.

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“…Very low NO x levels were achieved through high EGR and advanced injection timings. After that, they ran naphtha PPCI in NEDC cycle and found the EURO6 NO x level could be met without an after-treatment system [25]. A similar study was done by Leermakers et al with different naphtha fuels in PPCI mode [26].…”

Section: Introductionmentioning

confidence: 83%