minimization of diesel emissions via hybridization and

Minimization of diesel emissions via hybridization and advanced exhaust after-treatment system

Self-introduction

2018-present： Coventry University； C-ALPS; Lecturer

2015-2017： Shell Global Solutions (DE)；Marie Curie Fellow; GLT, bioethanol, octane booster

2010-2014： University of Birmingham; Mechanical Engineering；PhD; 2, 5-dimethylfuran

Control and optimization

GDI

CI

Downsizingsuper-knockInjector depositMiller CycleAdvanced lean-burnUltra-turbulence-mixing

PPCIMiller CycleOxy-combustion

Spay, Injection, Laminar flame speed

Biofuel

Clean Combustion

Neural network, Many-objective optimizationGenetic algorithm, MPC

Feb 2009 August 2012

To study the characteristics of combustion and emissions of newly proposed

generation of Bio-fuels for gasoline (SI) engines with bench-marking to

gasoline and ethanol, involving modelling and experimental study of fuel

spray, direct injection mixture preparation, and combustion and emissions

(regulated and unregulated).

EP/F061692/1.

Impact of 2, 5-dimethylfuran on Engine Performance and

Emissions as New Generation of Sustainable Bio-fuels

12/15/2018 3

Hybridisation

ICE related

Hydrogen

Development of virtual vehicle powertrain platformHybrid system optimization（EM, eBooster, ESA, e-CAT）Safety of electrified powertrainsDevelopment of validation methods for electrified powertrains

Dedicated high efficiency ICEs for HEV Alternative and synthetic fuels Exhaust After-treatment concepts

Hydrogen fuel cellsAir path and function development for hydrogen fuel cells

Centre for Advanced Low-Carbon Propulsion SystemsResearch Topics

C-ALPS

Collaboration with FEV

• Mutual fund for the C-ALPS engine test building

• Access to industry standard calibrated GT-Power models

• Access to proprietary FEV Software - SimEx & Virtual Engine

• Access to facilities and knowledge from FEV and Aachen Uni.

C-ALPS and FEV collaboration

• Four transient powertrain test cells

• Full emission analysis capability

• FEV IS 3.0 fast data acquisition

• Battery emulator up to 60 kW

• FEV Morphee 24/7 full automation

C-ALPS engine test lab

Ban of ICEs in passenger cars?

Passenger car in 2030 in Europe: FEV

Until 2030，69%-76% of passenger cars will be hybrid

Global passenger cars in 2050: IEA

Until 2050，49% of passenger cars will be hybrid

Emission challenge

ADAC EcoTest cycle

Audi Hyundai

BMW Mazda

Mercedes Renault

Ford SEAT

VW Skoda

Citroen Nissan

Fiat Opel

Jaguar Peugeot

Land

RoverSubaru

Kia Alfa Romeo

Source: ADAC

• Which emissions are issues faced by current CI/SI vehicles?

• 66+74 European cars were tested in ADAC EcoTest cycle for

the assessment of their gaseous and particulate emissions.

• ADAC EcoTest cycle consists of one cold WTLC +warm

WTLC + ADAC highway cycle.

Gasoline emission challenge

CF=1

CF=1

• 仅仅30%的被测量汽油车通过在ADAC EcoTest cycle中通过了PN测试.

• 几乎所有的被测量汽油车通过PM测试.

• 仅仅两辆车安装有GPF.

Euro 6d temp: CF=2.1Euro 6d : CF=1.5

Gasoline emission challenge

CF=1

CF=1

CF=1

• 高CO排放与高升功率发动机的 <1的高工况运行直接有关

• NOx和HC几乎100%通过

Pass rate = 40%

• Almost 100% of the vehicles pass the PN and PM emissions regulation requirement.

• All the EU5 diesel vehicles are equipped with DPF.

Diesel emission challenge

CF=1

CF=1

Tailpipe CO compliance at real world driving is not an issue for diesel passenger cars.


CF=1

CF=1

CF=2.1

CF=1.5

Pass rates:

12% @ CF=1

26% @ CF=1.5

35% @ CF=2.1

Average NOx emissions: 318 mg/km

Median NOx emission: 240 mg/km

• NOx compliance at real world driving is a challenge for diesel passenger cars.

• In the future, diesel vehicles require both in- and out-cylinder NOx treatment.


Cum

. NO

x-Em

issio

n [g

]

0

2

4

6

8

Engine Out Tailpipe

Veh

Spee

d [k

m/h

]

0

40

80

120

160

Time [s]

0 200 400 600 800 1000 1200 1400 1600 1800

T up

str.

SDPF

[°C]

0

100

200

300

400

C-Segment SUV; 1810 kg; 2.0l-I4D; DOC+SDPF+SCR


Research focus area

Solutions for diesel NOx emission challenge

减小尾气温度损失

雾化

直接加热尾气

冷启动NOX


Two examples:

1. Hybridization + advanced after-treatment system

2. Smart air path and electrically heated catalyst (eCAT)



雾化

间接提高发动机尾气温度

动力辅助

直接加热尾气

冷启动NOX

Vehicle configurations

Base A

Simulation setup: Vehicle configurations

350V48V

0 500 1000 1500 20000

50

100

150

0 1000 2000 3000 4000 5000 6000 70000

50

100

150

200

0 1000 2000 3000 4000 5000 6000 70000

50

100

150

200

(b) RDE95

Ve

hic

le s

pe

ed

(k

m/h

)

Time (second)

(a) WLTC

Ve

hic

le s

pe

ed

(k

m/h

)

Time (second)

(c) FEV2

Ve

hic

le s

pe

ed

(k

m/h

)

Time (second)

Vehicle cycles

FEV SimEx, a dedicated in-house Simulink-based modelling package, is used for simulation.

Simulation platform - FEV SimEx

Results： Impact of 48V hybridization

-10

0

10

20

30

-10

0

10

0

20

40

60

40

50

60

Configuration A Configuration B with 48V BSG

BSG power output (kW)

Tailpipe NOx (mg/km)

Vehicle speed (km/h)

ICE power output (kW)

Time (Second)

0

200

400

600

800

(17%)

(9%)

(16%)

FEV2

Configuration A: base DOC / a-cc-SDPF / p-uf-SCR

Configuration B: base + 48V/12kW BSG DOC / a-cc-SDPF / p-uf-SCR

WLTC RDE95

(14%)

0

50

100

150

200

250

Euro 6d: 120 mg/km (CF=1.5)

(b)Tailpipe NOx Emissions (mg/km)(a) Engine-out NOx Emissions (mg/km)

FEV2

WLTC RDE95


0

200

400

600

800

(13%)(18%)

(c) Engine-out NOx Emissions - Urban (mg/km)

FEV2

WLTC RDE950

50

100

150

200

250 (d) Tailpipe NOx Emissions - Urban (mg/km)

FEV2

WLTC RDE95

100

150

200

250

(79%)

(64%)

(39%)

(79%)(70%)

(45%)

(4%)

(5%)(5%)

FEV2

WLTC RDE95

(e) CO2 emissions (g/km) (f) Fuel economy (L/100km)

5.0

5.5

6.0

6.5

7.0

7.5

8.0

FEV2

WLTC RDE95

0

200

400

600

800

(17%)

(9%)

(16%)

FEV2



WLTC RDE95

(14%)

0

50

100

150

200

250



FEV2

WLTC RDE95


0

200

400

600

800

(13%)(18%)


FEV2

WLTC RDE950

50

100

150

200


FEV2

WLTC RDE95

100

150

200

250

(79%)

(64%)

(39%)

(79%)(70%)

(45%)

(4%)

(5%)(5%)

FEV2

WLTC RDE95


5.0

5.5

6.0

6.5

7.0

7.5

8.0

FEV2

WLTC RDE95

4%-5% reduction

* Engine start and stop function was not used

100

200

300

400

500

600

(7%)

(5%)

(5%)

(7%)

(6%)

(7%)


Configuration C: base + 48V/12kW BSG LNT / DPF / a-uf-SCR

Configuration D: base + 48V/12kW BSG LNT / a-cc-SDPF / a-uf-SCR

FEV2

WLTC RDE95 0

50

100

150

200

FEV2

WLTC RDE95

100

200

300

400

500

600

FEV2

WLTC RDE950

50

100

150

200

FEV2

WLTC RDE95

100

120

140

160

180

200

(39%)

(2%)

FEV2

WLTC RDE95

(3%)

(3%)

(64%)

(15%)(33%) (40%)

(74%)

(10%)

(26%)(40%)

(57%) (49%)

(68%)

5.0

5.5

6.0

6.5

7.0

FEV2

WLTC RDE95

(f) Fuel economy (L/100km)(e) CO2 emissions (g/km)

(c) Engine-out NOx Emissions - Urban (mg/km) (d) Tailpipe NOx Emissions - Urban (mg/km)




Results： Impact of EAS

100

200

300

400

500

600

(7%)

(5%)

(5%)

(7%)

(6%)

(7%)


Configuration C: base + 48V/12kW BSG LNT / DPF / a-uf-SCR


FEV2

WLTC RDE95 0

50

100

150

200

FEV2

WLTC RDE95

100

200

300

400

500

600

FEV2

WLTC RDE950

50

100

150

200

FEV2

WLTC RDE95

100

120

140

160

180

200

(39%)

(2%)

FEV2

WLTC RDE95

(3%)

(3%)

(64%)

(15%)(33%) (40%)

(74%)

(10%)

(26%)(40%)

(57%) (49%)

(68%)

5.0

5.5

6.0

6.5

7.0

FEV2

WLTC RDE95

(f) Fuel economy (L/100km)(e) CO2 emissions (g/km)





3% increase

* Engine start and stop function was used

100

200

300

400

500

FEV2


Configuration E: base + 48V/12kW BSG + 350V/50kW EM LNT / a-cc-SDPF / p-uf-SCR

WLTC RDE950

10

20

30

40

50

FEV2

WLTC RDE95

100

200

300

400

500

FEV2

WLTC RDE950

50

100

150

FEV2

WLTC RDE95

5.0

5.5

6.0

6.5

7.0

FEV2

WLTC RDE95100

120

140

160

180

200

(-74%)(3%)

(8%)

(-19%)(14%)

(12%)(25%)(18%)

9%)

(0%)

(8%)

(28%)

(2%)

(12%)

(18%)

FEV2

WLTC RDE95

(a) Engine-out NOx Emissions (mg/km) (b)Tailpipe NOx Emissions (mg/km)




Results： Impact of 350V hybridization

0

200

400

600

800

(40%)

(33%)

(34%)

FEV2



WLTC RDE95

(29%)

0

50

100

150

200

250



FEV2

WLTC RDE95


0

200

400

600

800

(42%)(39%)


FEV2

WLTC RDE950

50

100

150

200


FEV2

WLTC RDE95

100

150

200

250

(71%)(69%)

(47%)

(71%)(72%)(50%)

(20%)

(11%)(13%)

FEV2

WLTC RDE95


5.0

5.5

6.0

6.5

7.0

7.5

8.0

FEV2

WLTC RDE95

100

200

300

400

500

FEV2



WLTC RDE950

10

20

30

40

50

FEV2

WLTC RDE95

100

200

300

400

500

FEV2

WLTC RDE950

50

100

150

FEV2

WLTC RDE95

5.0

5.5

6.0

6.5

7.0

FEV2

WLTC RDE95100

120

140

160

180

200

(-74%)(3%)

(8%)

(-19%)(14%)

(12%)(25%)(18%)

9%)

(0%)

(8%)

(28%)

(2%)

(12%)

(18%)

FEV2

WLTC RDE95

(a) Engine-out NOx Emissions (mg/km) (b)Tailpipe NOx Emissions (mg/km)




0

200

400

600

800

(40%)

(33%)

(34%)

FEV2



WLTC RDE95

(29%)

0

50

100

150

200

250



FEV2

WLTC RDE95


0

200

400

600

800

(42%)(39%)


FEV2

WLTC RDE950

50

100

150

200


FEV2

WLTC RDE95

100

150

200

250

(71%)(69%)

(47%)

(71%)(72%)(50%)

(20%)

(11%)(13%)

FEV2

WLTC RDE95


5.0

5.5

6.0

6.5

7.0

7.5

8.0

FEV2

WLTC RDE95

Up to 20% reductionUp to 9% reduction

Smart air path vs eCAT


雾化

动力辅助

冷启动NOX

Smart air path eCAT

Smart air path VS e-CAT

-40%-40%

+40 °C

+33% +16.3%

e-CAT:2.5 kW

SD

PF

NO

x co

nv e

ff [%

]

0

20

40

60

80

100

Veh

icle

Spe

ed[k

m/h

]

0102030405060

Time [s]

0 500 1000 1500 2000 2500

CO

2 cu

m [g

]

0

400

800

1200

1600

2000

Baseline Turbine Bypass + eBooster® Electrically heated catalyst

TP N

Ox

cum

[g]

0

1

2

3

4

5

Smart air path VS e-CAT

Summary

In diesel-based passenger vehicles, PM and PN emissions are not issue since the introduction of Euro 5 emission regulation. NOx emission

is still a concern, especially at engine becomes more efficient.

Hybridization, especially 380 V high voltage application, and advanced exhaust after-treatment system provide a pathway for the clean

diesel powertrain solution.

Virtual vehicle simulation platform, for example, FEV SimEx, becomes more important as diesel powertrain becomes more and more

complicated.

Future mobility – Fuels and lubricant

Source: Shell report

minimization of diesel emissions via hybridization and

Documents