Toward the European 2030 CO 2 target with gasoline compression ignition technology and 48 V mild electric hybrid

The demand for clean and efficient new vehicle models is steadily increasing. Methanol-hydrogen engines use methanol as the main fuel and can recover the heat from engine exhaust to dissociate part of methanol into hydrogen-rich syngas. The syngas is recirculated back into the engine cylinder to improve combustion. Therefore, methanol-hydrogen engines have a higher energy utilization efficiency. This paper designed a methanol-hydrogen engine system based on a Miller cycle methanol engine. Bench tests showed that combusting methanol and dissociated methanol gas together could accelerate the fuel burn rate and improve the engine’s fuel economy. At a fixed engine speed of 2500 r/min, the BSFC of the methanol-hydrogen engine was reduced up to 5.55% compared to the original methanol engine. Further, a methanol-hydrogen extended-range electric vehicle powertrain model was built in Simulink. Simulation results indicated that, under the WTLC cycle, the methanol-hydrogen engine achieved a 22.60% reduction in fuel consumption per 100 km and saved 58.89% in fuel costs compared to the conventional gasoline engine. The methanol-hydrogen engine presented potential application in the extended-range electric vehicle.

Section: Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Study on methanol-hydrogen engine in extended-range electric vehicles

Jiang,

Zhang,

Zhang

et al. 2024

“…The hybridization and electrification of powertrains has proved to an effective solution to tackle the pollutant problem to automobile sector in recent years. 4,5 However, in some scenarios like in the case of heavy-duty applications including construction, agriculture, mining, shipping etc. the full electrification is not a viable option.…”

Section: Introductionmentioning

confidence: 99%

A numerical analysis of hydrotreated vegetable oil and dimethoxymethane (OME₁) blends combustion and pollutant formation through the development of a reduced reaction mechanism

García-Oliver,

Novella,

Micó

et al. 2024

The solution to the dilemma of carbon footprint of internal combustion engines and pollutant emissions is necessary for the survival of this technology. In this context, alternative fuels have shown great potential in terms of achieving cleaner combustion and compliance with ever increasing pollutant emissions regulations. This work is focused on the study of two promising alternative fuels as Hydrotreated vegetable oil (HVO), which is a biofuel and Dimethoxymethane also termed as OME1, which is an e-fuel. A comprehensive numerical approach has been followed to study these fuels. Primarily a compact reaction mechanism having 121 species and 678 reactions has been developed which can be utilized to perform 3D CFD simulations of blends of these fuels. Secondly, a detailed numerical investigation including combustion and emissions analysis has been carried out. Results show that the developed mechanism is able to offer predictions, which match the experimental behavior observed in various combustion parameters and thus can be utilized for compression ignition engine applications involving these promising fuels. In addition, the numerical analysis also highlights that a reduction of 50% and 37% in terms soot and NOx emissions respectively can be achieved by addition of 30% OME1 in the blend containing HVO, suggesting that these blends can be utilized in unmodified CI engines to break the soot-NOx tradeoff without significantly penalizing the energy loss.

“…[6][7][8] Consequently, the newly introduced regulations have required vehicles to achieve higher fuel economy. 9 This is pushing manufacturers to improve not only the powertrain and fuel efficiency, 10,11 but also working on other components and systems in the vehicle. 12 Powertrain electrification has been seen as a key solution in fleet decarbonisation with the development of Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs) and Battery Electric Vehicles (BEVs).…”

Section: Introductionmentioning

confidence: 99%

Energy consumption of mobile air-conditioning systems in electrified vehicles under different ambient temperatures

Gil-Sayas

Pierro

Tansini

et al. 2023

In 2019, passenger car CO2 emissions peaked at 3.2 billion metric tons globally. Despite efforts to curb vehicle CO2 emissions and the ambitious targets adopted for greenhouse gas mitigation in the European Union (EU), emissions from road vehicles increased steadily over the past decade. Electrified vehicles have gained significant market share in the last years and are an essential technical option to reduce CO2 emissions. Range anxiety and insufficient charging infrastructure limit electrified vehicles’ customer acceptance and market attractiveness. The use of auxiliary systems under certain circumstances may reduce vehicle range. In this regard, energy management improvements lead to better vehicle range results. As well-considered in numerous studies, the most consuming auxiliary system is the vehicle’s heating, ventilation and air-conditioning (HVAC) system, also known as Mobile Air-Conditioning (MAC). The present work explores the influence of different parameters on the energy consumption of the MAC system in plug-in hybrid vehicles (PHEV) and battery electric vehicles (BEV). For this purpose, one PHEV and one BEV were tested in laboratory conditions at different cell temperatures of −7°C (19.4°F), 22°C (71.6°F) and 35°C (95°F), over the Worldwide Harmonised Light vehicle Test Cycle (WLTC). Laboratory tests with the same conditions were repeated with MAC on and off for each temperature. For the reference 23°C (73.4°F) condition, additional factors affecting energy consumption were analysed, such as the impact of depleting/sustaining modes on the MAC performance in PHEV, or the effect of warm and cold start in PHEV and BEV. Results suggest that the electric energy required to heat the cabin at low temperature (−7°C) could be 4–10 times higher than the energy needed to cool down the cabin in hot conditions (35°C). Compared to the vehicle energy required at the wheels during a WLTC, the MAC impact at −7°C ranges from 35% to 45% while at 35°C goes from 15% to 18%.