FACE - Novel Integrated Fuel Reformer-Aftertreatment System for Clean and Efficient Road Vehicles

自2010年以来，现代汽车的燃油经济性提高了约20%，这是通过技术进步实现的，这些进步导致了发动机效率的提高、车辆质量的减少、混合动力车的引入。汽车制造商已经设法达到了2015年强制性的二氧化碳水平，但根据他们目前宣布的消息，他们距离2020/21年95克/公里的目标仍有30%到15%的差距。要想在2020年及以后实现必要的额外燃油经济性改善，需要引入其他非传统技术方法。尽管道路运输的排放控制技术在过去十年里得到了实质性的改善，导致空气质量的改善，但整个英国和欧盟仍然存在严重的空气质量问题，特别是在城市和人口稠密的地区。排气燃料重整是一种技术，它利用发动机废热、水、二氧化碳和新鲜燃料，通过促进主要是内在化反应来产生富氢气体。针对IC发动机技术的燃料改革已经讨论了多年，但从未实施。当前道路运输减排要求的挑战和近年来燃料质量的提高为燃料重整过程在全球后处理市场上的成功利用提供了独特的机会。在“第一阶段”(WP1)中，燃料重整器将被设计并集成在发动机排气中，以便在需要时向后处理系统提供少量重整油/氢。在“第二阶段”(WP2)，燃料重整催化剂将在后处理中合并为一种新型的紧凑一体化催化剂砖，采用添加剂制造技术设计，以进一步提高对发动机变化和排放的响应时间，并简化其操作、成本、复杂性和控制。除了排放方面的好处外，GDI和柴油发动机的燃油经济性(考虑到重整装置中产生所需ppm的氢气的燃料数量很少)也得到了改善，尽管结合了更高效的发动机校准、减少的泵送损失和没有破坏性的后处理控制策略(即通过大量使用燃料实现后处理系统的活动和再生)。

Modern vehicles fuel economy has been improved since 2010 by approximately 20% and this has been achieved through engineering advances that have led to engine efficiency improvements, reduction in vehicle mass, introduction of hybrids. Vehicle manufacturers have managed to meet the mandatory 2015 CO2 levels, however according to their current announcements they are all still away by 30% to 15% from the 2020/21 target of 95 g/km. Achieving the necessary additional fuel economy improvement for 2020 and beyond requires the introduction of other unconventional technological approaches.Despite substantial improvements in the emissions control technologies for road transport, which have been resulted in improved air quality over the past decade, there are still significant air quality problems throughout the UK and the EU, especially in urban and densely populated areasExhaust gas fuel reforming is a technique that utilises the engine exhaust heat, H2O, CO2 and fresh fuel to produce H2 rich gas through the promotion of primarily endodermic reactions Fuel reforming for IC engine technologies has been discussed for years but has never been implemented. The combination of present challenges in the emission reduction requirements in road transport and the improved fuels quality in recent years provides a unique opportunity for a successful fuel reforming process to be utilized in the global aftertreatment market.In the "first stage" (WP1) the fuel reformer will be designed and integrated within the engine exhaust to provide small reformate/H2 concentrations to the aftertreatment system when required. In the "second stage" (WP2) the fuel reforming catalyst will be amalgamated within the aftertreatment, into one novel compact integrated catalyst brick, designed using additive manufacturing techniques, to improve further response time to engine changes and emission and simplify its operation, costs, complexity and control. In addition to emission benefits, fuel economy improvements (taking into account the small quantity of fuel in the reformer to generate the required ppm of H2) in GDI and Diesel engine, though combinations of more efficient engine calibration, reduced pumping losses and the absence of disruptive aftertreatment control strategies (i.e. aftertreatment systems activity and regeneration achieved through the substantial use of fuel).