Simulations for a pressure-assisted multi-stream injector designed for urea-dosing in a selective catalytic reduction (SCR) exhaust gas system have been carried out and compared to measurements taken in an optically accessible high-fidelity flow test rig. The experimental data comprises four different combinations of mass flow rate and temperature for the gas stream with unchanged injection parameters for the spray. First, a parametric study is carried out to determine the importance of various spray sub-models, including atomization, spray-wall interaction, buoyancy as well as droplet coalescence. Optimal parameters are determined using experimental data for one reference operating condition. The model is subsequently applied to all operating conditions with unaltered parameters and validated by means of the measured droplet velocity fields, droplet diameter distributions and spray-tip propagations which have been characterized by means of Particle Image Velocimetry (PIV), Phase Doppler Anemometry (PDA) and shadow imaging. Finally, the model is used to investigate in detail phenomena characteristic of inclined sprays in cross-flows. Effects such as formation of vortices behind the spray core for low cross flow velocities, greater entrainment of droplets at high flow rates as well as wall film dynamics and the interaction of droplets also with the side walls are discussed in detail, highlighting the importance of the respective phenomena at the different operating conditions.

Methane abatement remains a challenge in aftertreatment systems of natural gas engines, currently under discussion in combination with synthetic methane. In this study, Pt/Rh and Pd/Rh-based three-way catalysts are investigated under various transient conditions because transients between O₂ excess (lean) and O₂-poor (rich) conditions can significantly enhance methane abatement. At mid to high temperatures, transitions from rich to lean feed yield higher rates of methane direct oxidation under lean conditions with the Pt/Rh catalyst, compared to the Pd/Rh catalyst. Both catalysts are able to trigger methane steam reforming (SR) after transitions from lean to rich feed. The SR reaction leads to increased H₂ and NH₃ formation. However, SR deactivates much faster in the Pt/Rh catalyst. At low temperature, the Pt/Rh catalyst is more active for SR. Results from an additional Pd-only catalyst confirm that Rh is essential for NO_x conversion and high N₂ selectivity. The distinct characteristics of Pt, Pd and Rh demonstrate the benefits obtained from the combination of the three platinum group metals. The potential of the Pt/Pd/Rh catalyst is proved to be significant throughout the complete engine map. Under optimized lean/rich oscillatory conditions, the Pt/Pd/Rh catalyst yields more than 95% methane conversion under almost all conditions while maintaining efficient abatement of all other pollutants.

Brake particle emissions number (PN) and mass (PM) of a light-duty hybrid-electric vehicle have been assessed under realistic driving patterns on a chassis dynamometer. Therefore, the front-right disc brake was enclosed in a specifically designed casing featuring controlled high scavenging air ventilation. The WLTC cycle was chosen for most measurements. Different scavenging flow rates have been tested assessing their influence on the measured particles as well as on the temperature of the braking friction partners. Particle transport efficiencies have been assessed revealing scavenging flow rates with losses below 10%. During the performed cycle, most brake particle emissions occurred during braking. There were also isolated emission peaks during periods with no brakes in use, especially during vehicle accelerations. Sequential WLTC cycles showed a continuous decrease in the measured PN and PM emissions; however, size-number and size-mass distributions have been very similar. The measured PN emission factors (>23 nm) at the right front wheel over the WLTC cycle lie at 5.0 × 10¹⁰ 1/km, whereas the PM emission factor lies at 3.71 mg/km for PM < 12 µm and 1.58 mg/km for PM < 2.5 µm. These values need to roughly triple in order to obtain the brake particle emission of all four brakes and wheels of the entire vehicle. Thus, the brake PN emissions factors have been in the same order of magnitude as the tailpipe PN of a Euro 6 light-duty vehicle equipped with a particle filter. Finally, differences between brake particle emissions in hybrid and all-electric operating modes have been assessed by a series of specific measurements, demonstrating the potential of all-electric vehicle operation in reducing brake particles by a factor of two.