Improved Catalyst Systems for SULEV Legislation: First Practical Experience

Holy, G.; Brück, Rolf; Hirth, Peter

doi:10.4271/2000-01-0500

Cited by 10 publications

(8 citation statements)

References 3 publications

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“…retard is applied), high power is required to achieve small additional gains. This conclusion is supported by other results [9]; -since the fuel penalty for the EHC cannot outscore the fuel penalty for ignition retard, the attractiveness of EHC will be strongly dependent on the system costs compared with the benefit for other applications such as emission reduction. A comparison on emission reduction as presented in Section 2 needs to be done such that IPC not only decides on energy management, but also includes emission management.…”

Section: Comparisonsupporting

confidence: 73%

Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

Kessels¹,

Foster²,

Bleuanus³

2010

Oil & Gas Science and Technology

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Résumé -Comparaison de l'augmentation de consommation de carburant pour la technologie de catalyseurs chauffés à l'électricité -L'efficacité de conversion des catalyseurs est principalement définie par la gamme de température dans laquelle ils fonctionnent. Un retard du point d'allumage a traditionnellement été utilisé pour réduire le temps d'amorçage du catalyseur. Ceci est cependant associé à une augmentation de la consommation de carburant. Avec l'électrification des véhicules, la possibilité de chauffage électrique représente véritablement une alternative, tout particulièrement pour les véhicules hybrides. Cependant, la complexité des véhicules hybrides rend difficile l'évaluation des technologies de chauffage éventuelles ainsi que l'augmentation de la consommation de carburant associée ; il est aussi difficile de comparer ces résultats à ceux des solutions traditionnelles. Cette étude évalue l'installation d'un catalyseur chauffé à l'électricité dans un véhicule hybride, équipé d'un moteur au Gaz Naturel (GN). L'effet du chauffage sur le temps d'amorçage et la consommation de carburant est déterminé en utilisant des techniques d'analyse issues de la commande intégrée du groupe motopropulseur. L'importance de cette approche intégrale est illustrée par un cas exemplaire : l'impact d'une stratégie avec chauffage électrique sur la consommation de carburant et sur l'amélioration de l'efficacité de conversion catalytique est comparé à celui d'une stratégie de retard du point d'allumage. Au cours de cette comparaison, données de simulation et d'analyse ont été combinées, créant la base de développements de commandes futurs pour une stratégie d'amorçage adaptée. Abstract -Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

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Section: Comparisonsupporting

confidence: 73%

Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

Kessels¹,

Foster²,

Bleuanus³

2010

Oil & Gas Science and Technology

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“…Nowadays, in order to achieve tight emission legislations, besides the more efficient engines, also the exhaust after-treatment systems have to be optimized towards cold start performance and the transient driving conditions [1]. Therefore, the conversion of the emissions should begin nearly immediately after the engine start up and so the catalyst should be mounted next to the engine just after the manifold.…”

Section: Introductionmentioning

confidence: 99%

Laboratory scale simulation of three-way catalyst engine ageing

Kallinen¹,

Suopanki²,

Härkönen³

2005

Catalysis Today

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“…Although the function of a three-way catalytic converter (TWC) has remained relatively constant during its nearly forty years of use on light-duty gasoline vehicles, the primary converter components (catalytic coatings, substrates, mounting materials, stainless steels) have gone through a continuous evolution and redesign processes aimed at improving the overall performance of the converter [6]. These catalytic converter advances include improvements in catalytic converter washcoats, precious metal loading, and substrate designs, in combination with better vehicle fuel control systems [7,8,9]. A similar re-engineering effort has occurred with other exhaust system components, such as exhaust manifolds, oxygen sensors and exhaust pipes, that complement improvements in catalytic converter technology.…”

Section: Background and Introductionmentioning

confidence: 99%

Emission Performance of California and Federal Aftermarket TWC Converters

Brezny¹,

Kubsh²

2013

SAE Technical Paper Series

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Original equipment (OE) catalytic converters are designed to last the life of properly tuned and maintained vehicles. Many high mileage vehicles require a replacement converter because the original catalyst was damaged, destroyed, or removed, and the cost of a new OE converter on an older vehicle is difficult to justify. In the U.S., a federal aftermarket converter program has been in place since 1986 (California in 1988) and it has resulted in the replacement of over 50 million converters. Both Federal and California programs have required aftermarket converters to meet minimum performance and durability standards.

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Improved Catalyst Systems for SULEV Legislation: First Practical Experience

Cited by 10 publications

References 3 publications

Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

Fuel Penalty Comparison for (Electrically) Heated Catalyst Technology

Laboratory scale simulation of three-way catalyst engine ageing

Emission Performance of California and Federal Aftermarket TWC Converters

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