EMITEC GmbH

United States

EMITEC GmbH

United States
SEARCH FILTERS
Time filter
Source Type

Grant
Agency: European Commission | Branch: H2020 | Program: IA | Phase: GV-03-2016 | Award Amount: 11.69M | Year: 2016

Mild Hybrid cOst effective solution for a fast Market penetratiON. THOMSON (Mild Hybrid cOst effective solutions for a fast Market penetration) project aims to the development of cost effective solutions, based on 48V architectures, answering the need in reducing the environmental impact of the transportation sector through a clever combination of advanced engines technologies, electrification and wider use of alternative/renewable fuels. The project addresses very precise and consistent objectives to support a quick transition towards high efficient, cleaner and affordable electrified powertrains focusing on the 48V architectures, intended as key element to increase fuel economy and reduce environmental impact and to support a quick penetration on the market of the hybrid powertrains. Approaches developed in the THOMSON project will demonstrate how the right combination of advanced engine downsizing/turbocharging technologies, coupled with a 48V motor-generator system, can provide the most cost effective solution for a rapid electrification through conventional vehicles. The project will provide an exhaustive evaluation of this concept through the development of two different 48V architectures (one integrating the e-machine on the front engine belt drive, the other between the engine and the transmission) on two different engine families: on one side a mid-size 1.6 litre Diesel engine and, on the other one, a small downsized Spark Ignited CNG engine equipped with a Direct Injection system. This twin approach will allow to demonstrate how 48V architecture interacts with Diesel technologies (especially with regard to noxious pollutant reduction) and, on the other side, with Spark Ignited CNG ones, emphasizing the CO2 reduction already achieved through the use of a low carbon fuel such as CNG. Moreover, for both engine families, 48V architecture represent an important enabler to introduce electrically driven auxiliaries and sub-systems leading to a global better man


Pfahl U.,Emitec Inc. | Schatz A.,EMITEC GmbH | Konieczny R.,EMITEC GmbH
SAE Technical Papers | Year: 2012

Further advancements in engine development lead to increased fuel efficiency and reduced CO2 emission. Such low emission engine concepts require most advanced exhaust gas after treatment systems for lowest possible tailpipe emissions. On the other hand, the exhaust gas purification by catalytic measures experiences more and more challenges due to constantly reduced exhaust gas temperatures by more efficient engines. These challenges can be overcome by traditional catalyst heating strategies, which are known to increase fuel consumption and emissions. Alternatively, electrically heated catalysts ("EHC") can be utilized to provide a very efficient method to increase gas temperatures directly in the exhaust catalyst. This way the energy input can be tailored according to the component need and the energy loss in the system can be minimized. This advanced path of thermal management looks especially attractive considering increasing electrification of vehicles and utilizing more recuperative energy recovery practices in new vehicles. Depending on the application, electrically heated catalysts can give overall energy and emission benefits. The work in this paper describes the technology needed for direct exhaust gas temperature management with electrically heated catalysts and presents results for different applications in comparison to traditional engine heating measures. Copyright © 2012 SAE International.


Bhatt D.,Emitec Emission Control Technologies India Pvt. Ltd. | Waje S.,Emitec Emission Control Technologies India Pvt. Ltd. | Babu K.V.R.,Emitec Emission Control Technologies India Pvt. Ltd. | Henn J.,EMITEC GmbH | And 4 more authors.
SAE Technical Papers | Year: 2013

Small Commercial Vehicle (SCV) is an emerging Commercial Vehicle (CV) segment both in India and throughout the world. Vehicles in this segment have diesel engine of capacity less than 1 l and GVW of less than 3.5 t. Normally for the CV, engines are tested on engine dynamometer for emission test, but SCV are tested on chassis dynamometer as they are classified as N1.1 class vehicles. Hence SCV have to follow same emission regulations as diesel passenger cars. The main challenge is to meet BS-IV NOx and PM emission target together with high torque optimization along with required durability targets. This paper addresses this challenge and reports the work carried out on an Indian SCV with 0.7 l naturally aspirated indirect injection diesel engine. The existing vehicle's aftertreatment system, which consists of a DOC and a partial flow particulate filter in close coupled plus under-body positions was replaced by a close coupled only solution by using advanced EnviCat® DOC and PM Metalit® (partial-flow deep-bed particulate filter). EnviCat® DOC has lower light-off temperature for CO, high NO to NO2 conversion and necessary HC storage required for cold start driving cycle. This change, which was applied to make the system more compact and light-weight, also offers benefit in terms of potential cost savings compared to the previous system. Highly efficient DOC substrates with suitable precious metal loading and improved PM Metalit® structures were evaluated. The experiments also include coated PM Metalit® options for better SOF / Soot conversion and improved regeneration characteristics. High temperatures available at the close coupled location have benefitted in getting higher conversion efficiencies of CO and HC oxidation, and in addition have led to passive regeneration of particulate matter in the PM Metalit®, thereby facilitating in achieving BS-IV emission legislations without using any additional under-body after-treatment system. Principles of PM Metalit® and its passive soot regeneration characteristics are also explained, in addition to reporting detailed profiles of temperatures, emissions and conversion efficiencies on BS-IV cycle for this application. Copyright © 2013 SAE International and Copyright © 2013 SIAT, India.


Jayat F.,EMITEC GmbH | Seifert S.,EMITEC GmbH | Fathepurkar M.,Emitec Emission Control Technologies India Pvt. Ltd.
SAE Technical Papers | Year: 2013

The Selective Catalytic Reduction (SCR) is the main after-treatment solution for high efficient diesel engines under development to cope with future lower fuel consumption and NOx emissions requirements (EU6+ legislation). Exhaust gas temperatures are decreasing too, leading to new after-treatment system developments in a close coupled position. Nevertheless before all vehicle architectures allow it, SCR systems are and will still be installed in underbody position. The current paper deals with an underbody metal SCR after-treatment systems, which is capable of active thermal management, and an ultra-compact SCR dosing system. These technologies are described and emission results obtained on several application examples (from passenger cars to light duty commercial vehicles) are presented and discussed in conjunction with an effective active thermal management of the SCR function. It is shown that the NO2/ NOx ratio as well as the temperature level at SCR system inlet, among all the parameters governing the SCR efficiency play an important role for the feasibility and the acceptance of an underbody SCR solution. Copyright © 2013 SAE International and Copyright © 2013 SIAT, India.


Jayat F.,EMITEC GmbH | Reck A.,EMITEC GmbH | Babu K.V.R.,Emitec Emission Control Technologies India Pvt.
SAE Technical Papers | Year: 2011

On one hand, latest worldwide emissions legislation developments aim to reduce NOx and Particulate Matter (PM) emissions of all diesel engines, while on the other hand lower fuel consumption diesel engines are still required for lower fleet average CO2 emissions. As a consequence of the chosen CO2 optimized combustion mode, the raw NOx emission increases and as such Selective Catalytic Reduction (SCR) technology will be the future choice for high efficiency NOx after-treatment. This paper deals with SCR technology and its derivative SCRi® technology, when diesel particle reduction is required, especially for Heavy Duty applications. Alongside the developed metal catalyst technologies, a complete SCR reducing agent dosing system is presented. Emission results gained with the SCR or SCRi® technologies on European commercial engines illustrate the potential of these technologies for conversion of NOx and PM emissions. This enables drafting of a road map for future emission control solutions, considering the local situation in India, for upcoming legislations. Copyright © 2011 SAE International and Copyright © 2011 SIAT, India.


Pace L.,EMITEC GmbH | Presti M.,EMITEC GmbH
SAE International Journal of Fuels and Lubricants | Year: 2010

Future stringent emission legislation will require high efficient catalytical systems. Along with engine out emission reduction and advanced wash coat solution the substrate technology will play a key role in order to keep system costs as low as possible. The development of metallic substrates over the past few years has shown that turbulent-like substrates increase specific catalytic efficiency. This has made it possible to enhance overall performance for a specific catalytic volume or reduce the volume while keeping catalytic efficiency constant. This paper focuses on the emission efficiency of standard, TS (Transversal Structure) and LS (Longitudinal Structure) metallic substrates. In a first measurement program, standard TS and LS substrates have been compared using a 150cc 4 Stroke engine in dynamic (ECE R40) conditions. In a second test standard and LS substrate have been tested. Both TS and LS technologies show advantage compared to standard technology but have different application fields: TS is a cost effective solution for next emission limits while LS is a possible solution for future stringent emission limits. © 2010 SAE International.


Hartl M.,TU Munich | Seidenspinner P.,TU Munich | Jacob E.,Emissionskonzepte Motoren UG haftungsbeschrankt | Jacob E.,EMITEC GmbH | Wachtmeister G.,TU Munich
Fuel | Year: 2015

Abstract Oxygenated fuel components are known to reduce soot emissions in diesel engines significantly while having little effect on NOx emissions. Several compounds were mixed with diesel fuel and tested for their emission characteristics on a 1.8 l heavy duty diesel engine. The C1-oxygenate dimethoxy methane (OME1) which contains no C-C bonds in its molecular structure was found to have the best effect on the reduction of soot and particle number emissions. OME1 belongs to the group of oxymethylene ethers (OMEn) and has the molecular structure CH3-O-(CH2-O)n-CH3 while n=1. For further investigations, a pure OME1-fuel with cetane number 48 was used which contained OME1 and additives to enhance viscosity, lubricity and cetane number. Engine testing including aftertreatment with a Pt coated oxidation catalyst (DOC) proved the soot-NOx trade-off to vanish completely even at stoichiometric operation. CO and most unburned fuel emissions were efficiently reduced by the DOC. The emission of formaldehyde and methane was measured using FTIR spectrometry. No CH2O emissions could be detected. Near stoichiometric conditions, a growing output of methane was observed, which was not converted in the DOC. This can be explained with the high share of methyl groups, which react to methane with other radicals. As OME1 shows low cetane number (CN), high volatility and weak viscosity and lubricity, the characterization of the less volatile OMEn with n=3...5 and CN > 90 is recommended. These are expected to show similar emission characteristics and might have a smaller potential of methane formation. © 2015 Elsevier Ltd. All rights reserved.


Jayat F.,EMITEC GmbH | Seifert S.,EMITEC GmbH | Babu K.V.R.,Emitec Emission Control Technologies Ind | Waje S.,Emitec Emission Control Technologies Ind
SAE Technical Papers | Year: 2015

Affordable, efficient and durable catalytic converters for the two and three wheeler industry in developing countries are required to reduce vehicle emissions and to maintain them at a low level; and therefore to participate in a cleaner and healthier environment. The LS-Design™(Longitudinal Structure) metallic substrates with LS foils have been proved to be capable of improving conversion behavior, even with smaller catalyst size. Specially this developed foil structure, which transforms a laminar exhaust gas flow into a turbulent one, significantly improves exhaust gas mixing behaviour in the catalyst. In this special period of time where BS4 applications will start appearing in the Indian market in the near future, this publication will deal with the experimental results achieved with different metallic substrate foil structures on one leading "state of the art" BS3 four stroke motorcycle technology, developed for the Indian market. The impact of turbulent substrate LS-Design™ foil structures compared to standard and other TS-Design™ (Transversal Structure) structures tested under WMTC driving cycle on roller bench in fresh state are discussed in depth. Emissions results are showing that substrate with LS-Design™ perform better than the other and help to fulfil the proposed BS IV emission legislation. Copyright © 2015 SAE International and Copyright © SAEINDIA.


Pace L.,EMITEC GmbH | Presti M.,EMITEC GmbH
SAE Technical Papers | Year: 2011

It is well known that the optimal management of cold start is crucial to fulfill present and future emission legislation. During past years the catalytic converter has left its original under floor position to get increasingly closer to the engine in order to exploit higher exhaust gas temperature. Simultaneously, the exhaust gas temperature is becoming significantly lower, both in gasoline engines due to the extensive use of turbo charging, and in diesel engines thanks to very high combustion efficiency and in some cases the use of two stage turbo charging. A well established way to reach the catalyst light-off temperature fast enough to fulfill emission limits consists of artificially increasing the exhaust gas temperature. This has the drawback of a higher fuel consumption which conflicts with the tight CO2 targets now required of the OEMs. This paper describes an alternative way to warm up the catalytic converter in a fast and efficient manner using the electrical heated catalyst (EHC) with only minor increases of fuel consumption. Additionally, the application of the electrical heated catalyst is very effective in combination with a hybrid vehicle where the EHC itself can be activated via energy recuperation thus increasing the total energy efficiency. Copyright © 2011 SAE International.


Presti M.,EMITEC GmbH | Pace L.,EMITEC GmbH | Mueller W.,EMITEC GmbH | Witte-Merl O.,EMITEC GmbH
SAE Technical Papers | Year: 2011

The clear objective of future powertrain development is strongly characterized by lowest emission impact and minimum overall system cost penalty to the customer. In the past decades emission impact has been primarily related to both optimization of combustion process and exhaust after-treatment system efficiency. Nowadays, weight reduction is one of the main objectives for vehicular applications, considering the related improvements both in fuel consumption (i.e. CO2 production) and engine-out emissions. The state of the art of catalytic converter systems for automotive ZEV-oriented applications has yet to be introduces into mass production. This paper investigates the successful application o metallic turbulent structures for catalytic converters along with innovative packaging considerations, such as structured outer mantle, which lead to significant weight reductions, exhaust backpressure minimization and improved overall emission conversion efficiency. Virtual engineering, such as FEA and CFD simulation, has been used to optimize the substrate (matrix and mantle) and successively a comprehensive test procedure has been carried out to validate the innovative substrate architecture. Copyright © 2011 SAE International.

Loading EMITEC GmbH collaborators
Loading EMITEC GmbH collaborators