Browse Topic: Environmental regulations and standards
The majority of transportation systems continue to rely on internal combustion engines powered by fossil fuels. Heavy-duty applications, in particular, depend on diesel engines due to their high brake efficiency, power density, and robustness. Despite significant advancements in diesel engine technology that have reduced emissions and improved efficiency, complex and costly after-treatment systems remain necessary to meet the stringent emission regulations. Dimethyl ether (DME), which can be produced from various renewable feedstocks and possesses high chemical reactivity, is a promising alternative for heavy-duty applications, particularly in compression ignition direct injection engines. Its high reactivity, volatility, and oxygenated composition offer significant potential to address emission challenges while reducing reliance on after-treatment systems. However, DME’s lower energy density requires adjustments in injection parameters (such as injection pressure and duration) or
Diesel Particulate Filters (DPFs) have been used extensively worldwide as a Particle Mass (PM) / Particle Number (PN) reduction technology for various diesel applications. Based on CARB’s latest Tier 5 regulation workshop, PM emission targets are expected to become a lot more stringent; from 0.02 g/kWh to 0.005 g/kWh (75% reduction compared to Tier 4 Final (Tier 4f)). Also, CO2 emission targets are expected to be introduced for Tier 5. In parallel, EU Stage VI emission regulation standards and implementation timing could be announced sometime in late 2024. It is expected that PN emission standards will be tightened such as extending measurement range of PN from 23 nm to 10 nm. With Tier 5 and EU Stage VI regulations approaching, several OEMs are considering implementing a common aftertreatment system that can meet emission targets for both regions. High filtration efficiency and low backpressure DPFs will be required to meet PM/PN and CO2 emission standards. NGK has developed several
Amidst escalating climate change, the sustainability of internal combustion engine (ICE) vehicles, particularly in heavy transport, remains a critical challenge. Despite emission reductions from 1990 to 2020, ICEs, particularly diesel engines in Europe, continue to pose environmental challenges, notably in nitrogen oxide (NOx) emissions. This study proposes a novel solution to address the problem of NOx emissions by incorporating Air Cycle Technology’s (ACT) turboexpander into diesel engines. Acting as a second-stage compressor, intercooler, and expander, the turboexpander aims to lower intake air temperature, thereby mitigating NOx formation. The study utilizes a 4.4-l JCB-TCA-74 turbocharged diesel engine retrofitted with the ACT turboexpander as the experimental platform. The methodology involves using empirical formulae to calculate the key parameters of engine airflow for a standard turbocharged diesel engine followed by repeating the calculations for the same engine fitted with a
Shell Rotella hosted journalists at the National Tractor Pulling Championships in Bowling Green, Ohio, in August, where the company was sponsoring tractors run by Koester Racing in the mini-modified division. Karin Haumann, OEM technical manager of Shell Global Solutions, was onsite and spoke with TOHE about the approaching proposed category 12 (PC-12) heavy-duty diesel engine oil category. PC-12 engine oils are in development and will be licensed for use on January 1, 2027. The current engine oil categories, CK-4 and FA-4, were introduced in 2016. Development of the new category is necessary due to advancements in engine technology, and it aligns with stricter emissions regulations that begin in 2027, said Haumann, who serves as chairperson of the API new category development team. “As diesel engine technology evolves, they require oils that offer increased oxidation performance and wear reduction, can handle higher temperatures, and improve fuel economy,” she said. Lubricant
The next-gen 15-liter diesel engine meets all 2027 EPA emissions regulations while boosting fuel efficiency. Cummins provided extensive details of the design and engineering efforts involved in developing the new HELM version of its X15 diesel engine. The company says its new engine will offer up to a 7% improvement in fuel economy compared to the current EPA 2024-certified X15 while also meeting all 2027 emissions targets. Truck & Off-Highway Engineering was invited to tour the company's headquarters in Columbus, Indiana, where journalists were given a comprehensive update on the hardware powering the latest X15.
The context for real-world emissions compliance has widened with the anticipated implementation of EU7 emissions regulations. The more stringent emissions limits and deeper real-world driving test fields of EU7 make compliance more challenging. While EU6 emissions legislation provided clear boundaries by which vehicle and powertrain Original Equipment Manufacturers (OEMs) could develop and calibrate against, EU7 creates additional challenges. To ensure that emissions produced during any real-world driving comply with legal limits, physical testing conducted in-house and in-field to evaluate emissions compliance of a vehicle and powertrain will not be sufficient. Given this, OEMs will likely need to incorporate some type of virtual engineering to supplement physical testing. In this respect, the HORIBA Intelligent Lab virtual engineering toolset has been created and deployed to produce empirical digital twins of a modern light-duty electrified gasoline Internal Combustion Engine (ICE
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