Meeting the US 2007 Heavy-Duty Diesel Emission Standards - Designing for the Customer

Dollmeyer, Thomas A.; Vittorio, David A.; Grana, Thomas; Katzenmeyer, James R.; Charlton, S J; Clerc, James C.; Morphet, Robert G.; Schwandt, Brian W.

doi:10.4271/2007-01-4170

Cited by 21 publications

(4 citation statements)

References 22 publications

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“…These engines are now on the road delivering the emissions benefits envisioned in the rulemaking as confirmed by a variety of studies [30,31,32]. This level of innovation was made possible through the integration of a number of key technologies.…”

Section: Chapter 3 the Modern Heavy-duty Diesel Enginementioning

confidence: 95%

Systematic Development of Highly Efficient and Clean Engines to Meet Future Commercial Vehicle Greenhouse Gas Regulations

Stanton

2013

SAE Int. J. Engines

139

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With increasing energy prices and concerns about the environmental impact of greenhouse gas (GHG) emissions, a growing number of national governments are putting emphasis on improving the energy efficiency of the equipment employed throughout their transportation systems. Within the U.S. transportation sector, energy use in commercial vehicles has been increasing at a faster rate than that of automobiles. A 23% increase in fuel consumption for the U.S. heavy duty truck segment is expected from 2009 to 2020. The heavy duty vehicle oil consumption is projected to grow while light duty vehicle (LDV) fuel consumption will eventually experience a decrease. By 2050, the oil consumption rate by LDVs is anticipated to decrease below 2009 levels due to CAFE standards and biofuel use. In contrast, the heavy duty oil consumption rate is anticipated to double. The increasing trend in oil consumption for heavy trucks is linked to the vitality, security, and growth of the U.S. and global economies.An essential part of a stable and vibrant U.S. economy is a productive U.S. trucking industry. Studies have shown that the U.S. gross domestic product (GDP) is strongly correlated to freight transport. As the economy grows, the freight tonnage increases as well as the annual vehicle miles traveled (VMT). Over 80% of all U.S. freight tonnage is transported by diesel power and over 75% is transported by trucks. The improved efficiency of heavy-duty engines and vehicles has been quickly overwhelmed by the increase in annual VMT. This results in heavy-duty vehicles consuming a growing share of the total transportation-related petroleum. Given the vital role that the trucking industry plays in the economy, improving the efficiency of diesel engines is a central focus of this paper.Trucks are the mainstay for trade, commerce, and economic growth. Sustaining a U.S. trucking industry that is competitive in global markets requires innovation. The truck manufacturing and supporting industries are faced with numerous challenges to reduce oil consumption and greenhouse gases, meet stringent emissions regulations, provide customer value, and improve safety. A key part of the strategy to meet these requirements is to improve the efficiency of the internal combustion engine (ICE) powering the trucks. The performance, low cost, and fuel flexibility render the ICE the leading candidate to power commercial vehicles for many decades.Historically, diesel engine technologies have taken more than 10 years after first introduced to diffuse throughout the commercial vehicle marketplace. This rate is faster when fuel economy provides a business advantage to the vehicle's owner. Increased efficiency and reduced emissions of diesel engines can be realized through technologies that improve engine design and better integrate systems. Engine manufacturers have a growing need to refine the capability to innovate, design, develop, and validate engine efficiency improvements. Therefore, the primary purpose of this paper is to provide guidelines and tools that allow ...

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Section: Chapter 3 the Modern Heavy-duty Diesel Enginementioning

confidence: 95%

Systematic Development of Highly Efficient and Clean Engines to Meet Future Commercial Vehicle Greenhouse Gas Regulations

Stanton

2013

SAE Int. J. Engines

139

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“…Lubricating oil mist is characterized by a wide spectrum of droplet sizes (from 10 −4 to 10 −7 m [25][26][27][28]). Recently, Wang et al [29] injected lubricant droplets of 1 mm size into the combustion chamber of a marine engine and found that these droplets disintegrated into smaller droplets with a size exceeding 40 µm.…”

Section: Introductionmentioning

confidence: 99%

Crankcase Explosions in Marine Diesel Engines: A Computational Study of Unvented and Vented Explosions of Lubricating Oil Mist

Ivanov,

Frolov,

Semenov

et al. 2023

JMSE

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Accidental crankcase explosions in marine diesel engines are presumably caused by the inflammation of lubricating oil in air followed by flame propagation and pressure buildup. This manuscript deals with the numerical simulation of internal unvented and vented crankcase explosions of lubricating oil mist using the 3D CFD approach for two-phase turbulent reactive flow with finite-rate turbulent/molecular mixing and chemistry. The lubricating oil mist was treated as either monodispersed with a droplet size of 60 μm or polydispersed with a trimodal droplet size distribution (10 μm (10 wt%), 250 μm (10 wt%), and 500 μm (80 wt%)). The mist was partly pre-evaporated with pre-evaporation degrees of 60%, 70%, and 80%. As an example, a typical low-speed two-stroke six-cylinder marine diesel engine was considered. Four possible accidental ignition sites were considered in different linked segments of the crankcase, namely the leakage of hot blow-by gases through the faulty stuffing box, a hot spot on the crankpin bearing, electrostatic discharge in the open space at the A-frame, and a hot spot on the main bearing. Calculations show that the most important parameter affecting the dynamics of crankcase explosion is the pre-evaporation degree of the oil mist, whereas the oil droplet size distribution plays a minor role. The most severe unvented explosion was caused by the hot spot ignition of the oil mist on the main bearing and flame breaking through the windows connecting the crankcase segments. The predicted maximum rate of pressure rise in the crankcase attained 0.6–0.7 bar/s, whereas the apparent turbulent burning velocity attained 7–8 m/s. The rate of heat release attained a value of 13 MW. Explosion venting caused the rate of pressure rise to decrease and become negative. However, vent opening does not lead to an immediate pressure drop in the crankcase: the pressure keeps growing for a certain time and attains a maximum value that can be a factor of 2 higher than the vent opening pressure.

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“…3 In order to meet stringent emission regulations and PM emission mandates, exhaust after-treatment such as the diesel particulate filter (DPF) is commonly used, but this system not only requires extra cost but also deteriorates fuel economy. 4 Thus, a great deal of research has been focused on reducing soot emissions from diesel engines by in-cylinder combustion control.…”

Section: Introductionmentioning

confidence: 99%

Development of a reduced tri-propylene glycol monomethyl ether–n-hexadecane–poly-aromatic hydrocarbon mechanism and its application for soot prediction

Park

Reitz

et al. 2016

International Journal of Engine Research

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A reduced chemical kinetic mechanism for tri-propylene glycol monomethyl ether has been developed and applied to computational fluid dynamics calculations for predicting combustion and soot formation processes. The reduced tripropylene glycol monomethyl ether mechanism was combined with a reduced n-hexadecane mechanism and a polyaromatic hydrocarbon mechanism to investigate the effect of fuel oxygenation on combustion and soot emissions. The final version of the tri-propylene glycol monomethyl ether-n-hexadecane-poly-aromatic hydrocarbon mechanism consists of 144 species and 730 reactions and was validated with experiments in shock tubes as well as in a constant-volume spray combustion vessel from the Engine Combustion Network. The effects of ambient temperature, varying oxygen content in the tested fuels on ignition delay, spray lift-off length and soot formation under diesel-like conditions were analyzed and addressed using multidimensional reacting flow simulations and the reduced mechanism. The results show that the present reduced mechanism gives reliable predictions of the combustion characteristics and soot formation processes. In the constant-volume spray combustion vessel simulations, two important trends were identified. First, increasing the initial temperature in the constant-volume spray combustion vessel shortens the ignition delay and lift-off length and reduces the fuel-air mixing, thereby increasing the soot levels. Second, fuel oxygenation introduces more oxygen into the central region of a fuel jet and reduces residence times of fuel-rich area in active soot-forming regions, thereby reducing soot levels.

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Meeting the US 2007 Heavy-Duty Diesel Emission Standards - Designing for the Customer

Cited by 21 publications

References 22 publications

Systematic Development of Highly Efficient and Clean Engines to Meet Future Commercial Vehicle Greenhouse Gas Regulations

Systematic Development of Highly Efficient and Clean Engines to Meet Future Commercial Vehicle Greenhouse Gas Regulations

Crankcase Explosions in Marine Diesel Engines: A Computational Study of Unvented and Vented Explosions of Lubricating Oil Mist

Development of a reduced tri-propylene glycol monomethyl ether–n-hexadecane–poly-aromatic hydrocarbon mechanism and its application for soot prediction

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