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Synthetic fuels and fuel blends like OMEs can contribute to tank-to-wheel CO2 emission savings. At the same time, it is known that these fuels have a lower exhaust temperature compared to conventional diesel. This effect has major impact on the exhaust after-treatment system, particularly in cold start conditions. This paper investigates the light-off behavior of exhaust gases containing OMEs by temperature-programmed oxidation experiments using a state-of-the-art oxidation catalyst. The main side product of catalytic oxidation of OMEs between 100 °C and the oxidation temperature T50, which was around 160 °C, was shown to be formaldehyde. While alkane oxidation, in this case heptane, was little influenced by OME oxidation, the oxidation temperature T50 of CO increases by more than 10 °C by OME addition. Nitrogen monoxide impeded the oxidation of OME in a similar way to the other components investigated. Due to the amount of FA produced and its toxicity, it could be concluded that it is necessary to heat up exhaust after-treatment systems of OME diesel engines even faster than conventional diesel exhaust after-treatment systems. The relatively high reactivity of OME on oxidation catalyst can be used by active thermal management approaches.

Today's challenge is to comply 100% with emission limits in Real Drive Emission (RDE) behavior, especially in the cold season, the so-called "cold city rides" that are characterized by the fact that during stop and go rides in the city, at no time a sufficient temperature for an efficient exhaust aftertreatment is reached [1]. The future Euro 6+ or certainly the expected new Euro 7 limit values will therefore only be achieved with suitable effective thermal heating, heat retention as well as DPF regeneration measures for the exhaust aftertreatment (EAT) system.

Today’s challenge is to almost comply with the emission limits 100% in Real Drive Emission (RDE) behavior, especially in the cold season, the so-called “cold city rides”, which are characterized by the fact that during the stop and go rides in the city at no time a sufficient temperature for an efficient exhaust aftertreatment is reached. The future Euro6+ or certainly the expected new Euro7 limit values will therefore only be achieved with suitable effective thermal heating, heat retention as well as regeneration measures for the exhaust aftertreatment (EAT) system.

In this work, a novel catalytic evaporator was tested in a single-cylinder Heavy-Duty Diesel engine in order to achieve low NOx and soot emissions as well as to control the combustion phase for homogeneous Low-Temperature Combustion (LTC). Conventionally, two fuels with different ignition properties are used to control the combustion phasing, however in this study only diesel is used. As a consequence of our presented approach, the ignition properties of the fuel vapour can be adjusted by changing the operating parameters of the catalytic evaporator.

The potential application of palladium-ruthenium composite membranes to the separation of hydrogen from chlorosilane gases in silicon-based industries was investigated. Palladium and palladium-ruthenium composite membranes were deposited on pretreated porous stainless steel substrates by electroless plating. Hydrogen permeation tests and temperature programmed desorption (TPD) analysis revealed that the addition of a Ru overlayer on Pd changed the hydrogen adsorption characteristics, resulting in improved stability of the membrane at low temperatures. The Ru/Pd/Al 2 O 3 /PSS composite membrane had a stable hydrogen permeation flux of 1.8 m 3 m −2 h −1 over a period of 1200 h at 180 °C without suffering hydrogen embrittlement. After exposure to impurities such as HCl and SiHCl 3 , the hydrogen permeation flux of the Ru/Pd/Al 2 O 3 /PSS composite membrane was stable over a period of 9 h with feed pressure of 2.0 bar at 225 °C. Scanning electron microscopy (SEM), energy dispersive X-ray (EDX), and EDX mapping of the Ru/Pd/Al 2 O 3 /PSS membrane after the exposure test showed no surface deposition of Si and Cl.