Both effective and efficient: Potential of variable Valve Train Systems for Heavy Duty Diesel engines to meet future Ultra Low NOx emission requirements

2021 ◽  
pp. 17-46
Author(s):  
Michael Elicker ◽  
Harald Elendt ◽  
Michael Knorr ◽  
Andreas Möller ◽  
Dimitri Schott ◽  
...  
Keyword(s):  
Diesel Engines ◽  
Nox Emission ◽  
Valve Train ◽  
Heavy Duty ◽  
Variable Valve Train ◽  
Heavy Duty Diesel ◽  
Variable Valve ◽  
Low Nox Emission

Strategies for Meeting Phase 2 GHG and Ultra-Low NOx Emission Standards for Heavy-Duty Diesel Engines

2018 ◽  
Vol 11 (6) ◽  
pp. 1109-1122 ◽  
Author(s):  
Mufaddel Dahodwala ◽  
Satyum Joshi ◽  
Erik W. Koehler ◽  
Michael Franke ◽  
Dean Tomazic
Keyword(s):  
Diesel Engines ◽  
Nox Emission ◽  
Phase 2 ◽  
Heavy Duty ◽  
Emission Standards ◽  
Heavy Duty Diesel ◽  
Low Nox Emission

Internal EGR Systems for NOx Emission Reduction in Heavy-Duty Diesel Engines

2004 ◽  
Author(s):  
John Schwoerer ◽  
Sotir Dodi ◽  
Marty Fox ◽  
Shengqiang Huang ◽  
Zhou Yang
Keyword(s):  
Diesel Engines ◽  
Emission Reduction ◽  
Nox Emission ◽  
Heavy Duty ◽  
Heavy Duty Diesel

Study the Effect of Torsional Vibration on Valvetrain Dynamic in a Heavy Duty Diesel Engine Using Multi-Body Dynamic

2009 ◽  
Author(s):  
Mehdi Mehrgou
Keyword(s):  
Diesel Engines ◽  
Torsional Vibration ◽  
Internal Combustion Engines ◽  
Precise Determination ◽  
Gear Train ◽  
Valve Train ◽  
Heavy Duty ◽  
Heavy Duty Diesel ◽  
Multi Body ◽  
Body Dynamic

Today, due to technical, commercial and environmental requirements, internal combustion engines especially heavy duty diesel engines must operate with high cylinder pressures and the components must be optimized for the best performance. Heavy duty diesel engines usually rotate the driven machinery with a large inertia such as generators, or ship propeller. A crankshaft is subjected to periodic dynamic loads; also other inconsistencies could make misfire in engine and because of the torsional vibration in engine, the crankshaft has fluctuating instantaneous speed. Due to the essence of this type of the engine which has heavy parts, beside the robust design of them, and relatively high torques which need to rotate the camshaft, these engines valvetrain normally drive with gears. In consequence the rotating speed of engine crankshaft completely transfer to the camshaft because of high amount of crank train’s inertia in comparison with the valve train and in some cases using the damper for camshaft is required. Modern calculation methods allow for the precise determination of system dynamic and loads. Thus, it is possible to consider design margins that ensure sufficient reliability to avoid undesired dynamic behavior which could lead to structural failures, besides avoiding the components over sizing. In this paper ADAMS\Engine commercial software has been used for simulating the coupled engine cranktrain and valve train subsystems of an engine under development. The engine complete dynamic simulation with Multi-Body Dynamic tool including backlash in gear train and torsionally flexible camshaft, prepare a good model for study the effect of engine cranktrain dynamics on its valvetrain.

Variable Valve Train for Modern Diesel Engines

MTZ worldwide ◽  
2018 ◽  
Vol 79 (11) ◽  
pp. 46-51
Author(s):  
René Pohlke ◽  
Maximilian Brauer ◽  
Frank Himsel ◽  
Wolfgang Christgen
Keyword(s):  
Diesel Engines ◽  
Valve Train ◽  
Variable Valve Train ◽  
Variable Valve

Extreme Miller cycle with high intake boost for improved efficiency and emissions in heavy-duty diesel engines

2021 ◽  
pp. 146808742110593
Author(s):  
Erick Garcia ◽  
Vassilis Triantopoulos ◽  
Joseph Trzaska ◽  
Maxwell Taylor ◽  
Jian Li ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Diesel Engines ◽  
Combustion Process ◽  
Valve Train ◽  
Miller Cycle ◽  
Intake Valve ◽  
Heavy Duty ◽  
High Intake ◽  
Heavy Duty Diesel ◽  
The Impact

This study experimentally investigates the impact of extreme Miller cycle strategies paired with high intake manifold pressures on the combustion process, emissions, and thermal efficiency of heavy-duty diesel engines. Well-controlled experiments isolating the effect of Miller cycle strategies on the combustion process were conducted at constant engine speed and load (1160 rpm, 1.76 MPa net IMEP) on a single cylinder research engine equipped with a fully-flexible hydraulic valve train system. Late intake valve closing (LIVC) timing strategies were compared to a conventional intake valve profile under either constant cylinder composition, constant engine-out NOx emission, or constant overall turbocharger efficiency ([Formula: see text]) to investigate the operating constraints that favor Miller cycle operation over the baseline strategy. Utilizing high boost with conventional intake valve closing timing resulted in improved fuel consumption at the expense of sharp increases in peak cylinder pressures, engine-out NOx emissions, and reduced exhaust temperatures. Miller cycle without EGR at constant [Formula: see text] demonstrated LIVC strategies effectively reduce engine-out NOx emissions by up to 35%. However, Miller cycle associated with very aggressive LIVC timings led to fuel consumption penalties due to increased pumping work and exhaust enthalpy. LIVC strategies allowed for increased charge dilution at the baseline NOx constraint of 3.2 g/kWh, resulting in significant fuel consumption benefits over the baseline case without compromising exhaust temperatures or peak cylinder pressures. As Miller cycle implementation was shown to affect the boundary conditions dictating [Formula: see text], the LIVC and conventional IVC cases were studied at an equivalent [Formula: see text] point representative of high boost operation. With high boost, LIVC yielded reduced NOx emissions, reduced peak cylinder pressures, and elevated exhaust temperatures compared to the conventional IVC case without compromising fuel consumption.

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