Development of a DC Motor Controller

<div class="section abstract"><div class="htmlview paragraph">Battery health status and driving rangeof electric vehicles (EVs) are critical factors in determining their market penetration. Choosing an optimal charging strategy—specifying how, when, and for how long to charge based on the driver’s travel behavior—can significantly mitigate battery degradation and extend battery life. This study introduces an EV powertrain system energy model designed to enhance the prediction accuracy of battery status under real-world driving conditions. By integrating with the Q-learning approach, this studyprovides tailored recommendations on charging behaviors, including charger type, start time, and charging duration. This study innovatively considers the rental costs caused by the battery capacity not being able to meet the daily driving range. Simulating a typical three-year usage scenario for an average driver in New England, the results indicate that thecharging strategy proposed by this study reduces battery degradation rates by 1.53‰, 3.57‰, and 7.68‰ compared to strategies using only Level 2 charging, direct-current fast charging, or extreme fast charging, respectively. This combination of data-driven and physical-modeling approach demonstrates that integrating intelligent charging strategies can improve battery health, reduce operational costs, and meet driver travel demands, thereby enhancing the overall economic feasibility of EVs over their lifecycle.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Conventional charging systems for electric and plug-in hybrid vehicles currently use cables to connect to the grid. This methodology creates several disadvantages, including tampering, risk, depreciation and non-value added user efforts. Loose or faulty cables may also create a safety issue. Wireless charging for electric vehicles delivers both a simple, reliable and safe charging process. The system enhances consumer adoption and promotes the integration of electric vehicles into the automotive market. Increased access to the grid enables a higher level of flexibility for storage management, increasing battery longevity.</div><div class="htmlview paragraph">The power class of 3.7kW or less is an optimal choice for global standardization and implementation, due to the readily available power installations for potential customers throughout the world. One of the key features for wireless battery chargers are the inexpensive system costs, reduced content and light weight, easing vehicle integration.</div><div class="htmlview paragraph">This paper demonstrates a wireless charging design with minimal component content. It includes a car pickup coil with 300 mm side length and low volume and mass 1.5 dm<sup>3</sup> power interface electronics. After an overview of its hardware requirements, power transfer and efficiency benefits are presented, providing the anticipated horizontal and lateral deviations.</div><div class="htmlview paragraph">An intense magnetic field is required to transfer the target power at low volumes between the transfer units. This field heats up any metal object over the transfer coil, similar to an induction oven. Consequently, the system should be powered down whenever a metal object is detected in this area. A Foreign Object Detection (FOD) design has been developed to continuously monitor the critical high field area. Device testing results are also provided.</div><div class="htmlview paragraph">Field characteristics are verified alongside the vehicle, ensuring system safety for living beings; compliant with all applicable standards reference limits which is more challenging than the basic limits [<span class="xref">13</span>].</div></div>

<div class="section abstract"><div class="htmlview paragraph">Electric vehicles (EVs) are a promising and proven technology for achieving sustainable mobility with zero carbon emissions, very low noise pollution, and reducing the dependency on fossil fuels.</div><div class="htmlview paragraph">Global EV sales have been increasing by ~110 % since 2015, with a significant rise in 2021 (~6.75 mils EV registered) mainly led by China, the US, and Europe, amplifying the EV market share to 8.3% compared to 4.2% in 2020.</div><div class="htmlview paragraph">Future developments aimed at designing better batteries and charging technologies that reduce charging time, reduce initial battery cost, and increased flexibility. In India, EVs are emerging significantly due to stringent Carbon di Oxide (CO2) reduction drives, increasing crude oil prices, and the availability of cheaper renewable energy.</div><div class="htmlview paragraph">Leveraging government promotional policies, evolving the entire ecosystem, globally advantageous manufacturing costs, and competitive engineering skills form the perfect blend for India. To produce world-class EVs to complement the “Make in India” drive and make India the leading EV engineering and manufacturing hub for global markets.</div><div class="htmlview paragraph">This paper reviews India’s EV market potential with a key focus on the EV ecosystem, including EV commodities infrastructure, supplier plans, and government initiatives to enhance EVs in India with statistical data and reports from research papers.</div></div>

<div class="section abstract"><div class="htmlview paragraph"><ul class="list disc"><li class="list-item"><div class="htmlview paragraph">This paper studies the effects of a unique single-pass wavy channel heat exchanger on the temperature of a battery pack in an electric vehicle, on which there are no studies carried out.</div></li><li class="list-item"><div class="htmlview paragraph">A detailed numerical study on single-pass wavy channel heat exchanger, with water as a working fluid, for active cooling of the battery pack in an electric vehicle, has been carried out.</div></li><li class="list-item"><div class="htmlview paragraph">Effect of various parameters like C-rates, flow rates of the coolant, coolant inlet temperatures, and flow arrangements of the coolant on the maximum and minimum temperature of the battery pack.</div></li><li class="list-item"><div class="htmlview paragraph">The maximum and minimum temperature of the battery pack increases as the C-rate and coolant inlet temperature is increased and the coolant flow rate is decreased.</div></li><li class="list-item"><div class="htmlview paragraph">Pumping power required to drive the coolant increases as the coolant flow rate is increased and the coolant inlet temperature is decreased.</div></li></ul></div><div class="htmlview paragraph"/><div class="htmlview paragraph">This work involves the thermal management of 18650 Li-ion battery pack using a unique single-pass wavy channel heat exchanger, where the cells are arranged in a staggered manner. Effects of various parameters, which were not previously considered together, like discharge rate, the flow rate of the coolant, coolant inlet temperature, and different flow arrangements in the channels on the temperature of the battery pack and pressure drop across the wavy channel are analyzed. Also, the dimensions (height × width) of wavy channel is varied from 35 × 3 mm to 45 × 3 mm to check its effects. Results show that at higher C-rate, higher coolant inlet temperature, and lower flow rate of coolant resulted in higher temperatures of the battery pack. Increasing the dimensions of wavy channel resulted in a reduction in temperature by 9.96%, 10.32%, and 10.03% for flow arrangements 1, 2, and 3, respectively, at 4 C-rate, 5 LPM flow rate, and inlet coolant temperature of 45°C. Similarly, pressure drops of 7.9%, 7.74%, and 7.75% were observed for the same conditions. For both wavy channel models, it was found that by changing from flow arrangement 1 to flow arrangement 2, on an average the maximum temperature in the battery pack reduced by 1.49% and by changing from flow arrangement 1 to flow arrangement 3, on an average the maximum temperature in the battery pack reduced by 0.14%. The pressure drop across the channel remained constant regardless of the flow arrangement.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Sharing mobility has led to a reduction of car ownership with consequent decrease in impacts from a multiple economic, social and environmental perspective. One way of promoting sustainable mobility is to establish the use of electric vehicles (EVs), but insufficient knowledge and high uncertainty towards EV technology can represent a barrier to the acceptance of these new forms of mobility. Under-thirty are recognized as a prospective customer group for car sharing services, very receptive to technological innovation.</div><div class="htmlview paragraph">Based on this premise, the study proposed a double-structured methodological framework to investigate university student user profile defining the heterogeneous preferences regarding a mix of attributes of the service design and to assess the impact of car-sharing experience on acceptance of EVs. Preferences for specific service attributes have been explored (e.g. rate, different power systems) and possible predictors have been tested (e.g. car ownership, neighborhood walkability, ecological awareness) by using a quantitative analysis with car-sharing users and non-users.</div><div class="htmlview paragraph">This methodology has been implemented in the city of Enna (Italy), where university population constitute a high percentage of residents and a recent station-based car sharing service has been implemented. Besides the demographics characteristics, the students’ demand of mobility and acceptance of EVs have been investigated through a survey data analysis, considering several operational attributes and context-related variables in applying Likert scale.</div><div class="htmlview paragraph">The results show that experience in using, EV vehicles leads to higher acceptance of this new technology. Furthermore, it emerged a correlation between gender distribution and operating and infrastructural characteristics of the service, like the presence of reserved parking with charging stations.</div><div class="htmlview paragraph">This study lays the basis for more in-depth research for service design and reconversion through the introduction of shared EVs, improving their use both for home-school and home-leisure trips and discouraging the use of the private vehicle.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The recent vehicle development demands for electric powertrain as against conventional fuels engines. The electric powertrain offers advantages in terms of cleaner and quieter operations. In electric vehicle, the conventional engine is replaced by electric motor operated on batteries. Here, the conventional engine refers to those powered by diesel, petrol, CNG and some hybrid vehicles using fuel as primary source for power generation. Thus, the system design approach for mount also changes. At present, various approaches are being followed to mount electric powertrain like conventional pendulum type, with or without cradle, Common or different motor and electric box mountings etc. The electric powertrain differs from conventional powertrain in terms of weights, mass moment of inertia, torque, NVH requirements like Key in Key off, idling, low frequency vibrations etc. Thus conventional mount will not necessarily meet NVH requirements for Electric powertrains.</div><div class="htmlview paragraph">As electric motors are quieter compared to IC engines, the small vibration issue resulted in bigger engine presence in the passenger cabin. By proper modal placement of all major EV components, it is possible to isolate the system to avoid resonance. For the mounting of electric powertrains, the systems used are based on combustion engines and adapted exclusively for the new application. Consequently, it stands to reason that mounting systems optimized for use with combustion engines do not necessarily in line with the best solution for electric powertrains.</div><div class="htmlview paragraph">Depending on mounting scheme of powertrain, different degrees of freedom system modelling can be used. The 6 dof analysis provides powertrain modes decoupling which not necessarily correlate to vehicle environment. For better correlation, 16dof analysis is performed. In case of electric vehicles in addition to 16 dof, cradle dof i.e. 6 to be included to have better correlation.</div><div class="htmlview paragraph">In the paper various types for electric powertrain mounting has been discussed. The design approach for electric powertrain mounting presented. The case of vehicle with conventional powertrain mounting and its conversion to electric powertrain is presented. The mount stiffness optimization through multibody dynamics and HEEDS software used to predict the optimum stiffness which is correlating with actual measured NVH results.</div></div>

<div class="section abstract"><div class="htmlview paragraph">In several regions, such as Europe, California, among others, the switch to Electric Vehicles (EVs) has been heavily pushed by policymakers for their high powertrain efficiency and zero tailpipe emissions compared to conventional Internal Combustion Engine Vehicles (ICEVs). Consequently, only zero tailpipe emission vehicles will be sold in Europe from 2035 for the passenger cars and vans segment. But an EV does emit CO<sub>2</sub> emissions across its life cycle, mainly during production, and the Well-to-Tank (WTT) phase, i.e., from the electricity generation used to charge the batteries. Nonetheless, due to the high efficiency of the electric powertrain, the energy consumption is significantly less, making the cost of operation significantly low for EVs. Thus, clean electricity grid and cheap energy costs can make EVs one of the best options for decarbonizing transportation systems. Unfortunately, these two factors have been severely affected in Europe due to the ongoing energy crisis post-Russia's invasion of Ukraine. Europe’s electricity grid is around 20% powered by natural gas, out of which 40% was being imported from Russia, and is almost completely cut off now. Europe is restarting its coal-fired plants to meet the electricity demands, which will increase the electricity grid emissions. Moreover, European electricity prices have reached an all-time high in 2021. Since Russia’s invasion, electricity prices have risen further. Also, while the European Commission is appealing to its citizens to save up to 15% of energy to lower the demand and survive the winter, it must be noted that the electricity demand is expected to rise year-by-year due to higher electric vehicle sales, as targeted by the European Union earlier. Hence, this work highlights the increase in the life cycle emissions and total cost of ownership associated with EVs in the current European scenario, which is belying its ambition to decarbonize the transportation sector. The main results obtained shows that EV’s decarbonization potential will be the same as in 2020, i.e., emitting 0.13 kg/km, if fossil-based energy sources like coal are used to replace the Russian natural gas. While, in terms of total cost of ownership, EVs will continue to be the most expensive option and become even more expensive in the future. While it may also become the most expensive option in terms of operating cost.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Electric Vehicles (EVs) are rapidly transforming the automotive landscape, offering a cleaner and more sustainable alternative to internal combustion engine vehicles. As EV adoption grows, optimizing energy consumption becomes critical to enhancing vehicle efficiency and extending driving range. One of the most significant auxiliary loads in EVs is the climate control system, commonly referred to as HVAC (Heating, Ventilation, and Air Conditioning). HVAC systems can consume a substantial portion of the battery's energy—especially under extreme weather conditions—leading to a noticeable reduction in vehicle range.</div><div class="htmlview paragraph">This energy demand poses a challenge for EV manufacturers and users alike, as range anxiety remains a key barrier to widespread EV acceptance. Consequently, developing intelligent climate control strategies is essential to minimize HVAC power consumption without compromising passenger comfort. These strategies may include predictive thermal management, cabin pre-conditioning, zonal climate control, and integration with renewable energy sources. By implementing such energy-efficient solutions, EVs can achieve better range performance, improved user satisfaction, and greater environmental benefits.</div><div class="htmlview paragraph">Modern EV climate control systems increasingly rely on intelligent features such as Auto mode, which dynamically adjusts fan speed, airflow direction, and temperature settings based on real-time cabin and ambient conditions. By leveraging sensor data and adaptive control algorithms, Auto mode optimizes thermal comfort while minimizing unnecessary energy expenditure. This automated regulation plays a crucial role in reducing HVAC-related power consumption, thereby contributing to overall range improvement and enhancing system efficiency without compromising passenger comfort.</div><div class="htmlview paragraph">This study focuses on the development of three distinct Auto mode calibration levels for each set condition, designed to achieve the same cabin temperature with varying dynamic responses and energy consumption profiles. In Auto mode, the cabin temperature is regulated through intelligent control of compressor speed, blower speed, and evaporator temperature. While all Auto levels can maintain the desired setpoint, the time required to reach this temperature and the system’s responsiveness to sudden thermal loads can vary significantly. This study introduces three distinct calibration profiles, each engineered to achieve the same cabin temperature under different dynamic conditions and energy consumption levels. These profiles allow users to choose between faster thermal response or reduced power usage, effectively enabling a trade-off between immediate comfort and extended driving range</div></div>

<div class="section abstract"><div class="htmlview paragraph">In the pursuit of carbon emission reduction, hybridization has emerged as a significant trend in powertrain electrification. As a crucial aspect of hybrid powertrain system development, achieving high brake thermal efficiency (BTE) and a wide operating range with high efficiency are essential for hybrid engines to effectively integrate with the hybrid system.</div><div class="htmlview paragraph">When developing dedicated hybrid engines (DHE), several design considerations come into play. First, in order to make efficient use of available resources and enable engine production on the same assembly line as conventional engines, it is crucial to maintain consistency in key design parameters of the cylinder head and block, thus extending the platform-based design approach. Among the key measures to achieve high BTE, cooled exhaust gas recirculation (EGR) has been extensively explored and proven effective in improving efficiency by mitigating knocking and reducing engine cooling heat loss. Fast combustion, acting as a facilitator, becomes crucial for the system to handle high EGR rates. Therefore, a high-tumble combustion system design is required as an integral part of the hybrid engine to promote rapid combustion.</div><div class="htmlview paragraph">Optimizing the gas exchange system is another crucial aspect in achieving high brake thermal efficiency. Investigation results indicate that through system optimization and trade-offs, optimal matches can be found among EGR rate, cam duration, and compression ratio for a hybrid engine. Furthermore, by optimizing energy management strategy with the hybrid system, the engine operates under high-efficiency regions for the majority of the WLTC test cycle, resulting in reduced fuel consumption.</div><div class="htmlview paragraph">This paper describes the evolution of combustion system design from conventional engines to DHE at SAIC Motor, and presents investigations into the impact of key technical measures on brake thermal efficiency. It also explores the optimization of energy management strategies and their effect on engine operating conditions and fuel consumption of the hybrid vehicle in the WLTC cycle.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Sustainable mobility is a pressing challenge for modern society. Electrification of transportation is a key step towards decarbonization, and hydrogen Fuel Cell Hybrid Electric Vehicles (FCHEVs) offer a promising alternative to Battery Electric Vehicles (BEVs), especially for long-range applications: they combine a battery system with a fuel cell, which provides onboard electric power through the conversion of hydrogen. Paramount importance is then given to the design and sizing of the hybrid powertrain for achieving a compromise between high performance, efficiency, and low cost.</div><div class="htmlview paragraph">This work presents a Hardware-in-the-Loop (HIL) platform developed for designing and testing the powertrain layout of an FCHEV. The platform comprises two systems: a simulation model reproducing the dynamics of a microcar and a hardware system for the fuel cell hybrid electric powertrain. The former simulates the vehicle's behavior, while the latter is composed of a 2kW real fuel cell stack and a 100Ah Li-ion battery pack. This element is used for real-time testing of the hybrid powertrain, using a programmable power supply that emulates the vehicle and motor load request.</div><div class="htmlview paragraph">Two fuel cell stack configurations have been analyzed by applying a linear scale-up approach (2kW and 4kW) and tested on an acceleration and deceleration driving cycle, representative of the microcar application; a simple fuzzy logic control strategy has been chosen for the test.</div><div class="htmlview paragraph">The system's performances have been evaluated and deeply analyzed in terms of component behavior and energy efficiency. The results demonstrate that the 4kW stack configuration scores a nearly 5% higher efficiency than the 2kW stack, mainly operating in the lower current regions corresponding to higher efficiencies. The improvements can then be translated into an increase in the vehicle's estimated range, more than balancing the increased weight burden of nearly 10kg. By enabling the possibility to consider and test the real behavior of powertrain components, the HIL platform has proven to be an effective tool for design purposes.</div></div>

<div class="htmlview paragraph">The Idaho National Engineering Laboratory (INEL) evaluates EV propulsion systems and components for the U. S. Department of Energy (DOE) Electric and Hybrid Vehicle (EHV) Program. This paper describes an INEL study which compares the exterior and interior acoustic noise levels of an electric vehicle to its internal combustion engine (ICE) counterpart base vehicle, under various operating conditions.</div> <div class="htmlview paragraph">The electric vehicle was a converted 1988 Ford Escort station wagon, retrofitted with a DC electric powertrain developed by Soleq Corporation. A comparably-equipped gasoline-fueled ICE-powered Ford Escort station wagon provided the baseline acoustic noise levels with which to compare the electric vehicle. Measurements of the interior and exterior noise levels were obtained using a Bruel and Kjaer (B&K) Type 2231 Modular Precision Sound Level Meter. The tests were conducted in accordance with applicable Society of Automotive Engineer's (SAE) standard practices (<span class="xref">1</span>, <span class="xref">2</span>, <span class="xref">3</span>, <span class="xref">4</span>, <span class="xref">5</span>, <span class="xref">6</span>, <span class="xref">7</span> and <span class="xref">8</span>)<span class="xref">*</span> at Chrysler's Arizona Proving Grounds in Wittmann, Arizona.</div> <div class="htmlview paragraph">The results indicate that radiated interior and exterior acoustic noise levels of the electric vehicle were noticeably quieter under acceleration and idle conditions. However, under constant speed operation the electric and the ICE exhibited essentially equivalent interior and exterior noise levels.</div>

<div class="section abstract"><div class="htmlview paragraph">Recently, automobile manufacturers are interested in the development of battery electric vehicle (BEV) having a longer mileage to satisfy customer needs. The BEV with high efficiency depends on the temperature of the electric components. Hence it is important to study the effect of the cooling system in electric vehicle in order to optimize efficiency and performance. In this study, we present a 1-D vehicle thermal management (VTM) simulation model. The individual vehicle subsystems were modeled including cooling, power electric (PE), mechanical, and control components. Each component was integrated into a single VTM model and it would be used to calculate energy transfer among electrical, thermal, and mechanical energy. As a result, this simulation model predicts a plenty of information including the state of each component such as temperature, energy consumption, and operating point about electric vehicle depending on driving cycles and environmental conditions. The characteristic of each component in VTM model was validated with test data and 3D simulation results. The integrated VTM model was validated by comparing test results for test car with measuring equipment. This model would be helpful to optimize a thermal management concept of BEV at the early stage of vehicle development. VTM model would be used to evaluate a control mapping by virtually evaluating for a long-range BEV. Through this virtual development, electric vehicles with high efficiency can be built quickly.</div></div>

<div class="section abstract"><div class="htmlview paragraph">As the automotive industry progresses towards electrification, driven by need for sustainability and reduced emissions, the traction inverter emerges as pivotal component of electric vehicles (EVs). Serving as the interface between the vehicle’s control systems, motor and battery. The traction inverter’s performance directly impacts the efficiency, sustainability and overall functionality of electric drive systems. A critical function of the traction inverter is measurement of phase currents in each motor phase, enabling precise control of the motor’s torque and rational speed. This capability is essential for optimizing efficiency, enhancing performance and ensuring safety key aspects of modern electric vehicle technology. This paper introduces method for measuring phase currents in Permanent Magnet Synchronous Motors (PMSM) utilizing the Enhanced Versitile Analog-Digital-Converter (EVADC) integrated within Infineon’s Aurix Tricore. This technology preferred for its rapid conversion speed and advanced features for synchronization and parallel sampling. This approach facilitates synchronous three phase motor current measurement at the midpoint of the Pulse Width Modulation (PWM) trigger signal. By capturing data at this critical point, we effectively eliminate current ripples, which is crucial for accurate motor control technique such as Field Oriented Control (FOC), thereby enhancing the management of torque and rotational speed. Moreover, this work adheres to redundancy principles aimed at preventing single point failures. By implementing critical safety metrics and confirmations measures (SPFM and LFM) necessary for compliance with ISO26262 standards. Redeundnacy checks on measured phase currents support error mitigation, fault detection and overall system safety. This comprehensive approach contributes to advancement of electric vehicle technology but also emphasizes the importance of robust phase current measurement techniques achieving greater reliability and efficiency in electric vehicle operation.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The adoption of electric vehicles (EVs) has been announced worldwide with the aim of reducing CO<sub>2</sub> emissions. However, a significant increase in electricity demand by EVs might impact the stable operation of the existing power grid. Meanwhile, EV charging is acceptable to most users if it is completed by the time of the next driving event. From the viewpoint of power grid operators, flexibility for shifting the timing of EV charging would be advantageous, including making effective use of renewable energy.</div><div class="htmlview paragraph">In this work, an EV model and simulation tool were developed to make clear how the total charging demand of all EVs in use will be influenced by future EV specifications (e.g., charge power) and installation of charging infrastructure. Among the most influential factors, EV charging behavior according to use cases and regional characteristics were statistically analyzed based on the real-world usage data of over 14, 000 EVs and incorporated in the simulation tool. Using the resultant statistical model, the Monte Carlo method was applied to conduct a parameter simulation study of continuous EV usage. The impact of EV charging demand on the power grid in a future scenario and also the benefit of controlling EV charging were evaluated quantitatively in the study. Important findings indicated that active smart charging will be necessary rather than passive control based on time-of-use tariffs.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Diesel aftertreatment (AT) systems are critical for controlling emissions of CO, HC, NO<sub>X</sub>, and PM in the on-road transportation sector. Ensuring compliance with regulatory standards throughout the AT system's lifespan requires precise prediction of various degradation mechanisms under real-world operating conditions and mitigating their impact through proper catalyst sizing and advanced controls. In the SwRI A2CAT-II consortium, a medium-duty diesel engine production aftertreatment system was subjected to full useful life aging, involving chemical poisoning with phosphorus (P) and sulfur (S) species, along with hydrothermal aging following the DAAAC protocol. This study was aimed to model and predict the aging trajectory of this production AT system thereby capturing changes in system dynamics under both steady-state and transient conditions. The system, designed to meet the 0.2 g/bhp-hr standard, comprised a Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), Selective Catalytic Reduction (SCR), and Ammonia Slip Catalyst (ASC). It was aged to 3600 hours equivalent to the DAAAC protocol and tested across a series of steady-state and regulatory cycles (HFTP, RMC, and LLC) at degreened, 33%, 66%, and 100% aging points. A linear decrease in system NOx conversion was observed between 0% to 66% aging, followed by a nonlinear drop from 66% to 100%. The cumulative decline in NOx conversion was 0.8%, which could significantly impact systems designed to meet a 0.05 g/bhp-hr target.</div><div class="htmlview paragraph">IntroductionAftertreatment durability demonstration is a mandatory validation exercise for on-road medium and heavy-duty diesel engine certification. This requirement ensures that the emission compliance can be achieved for the intended full useful life (FUL) of the engine system or multiple vehicle families. Conventional Deterioration Factor (DF) approach considers linear effect of sulfur and phosphorous poisoning on the catalysts over the entire useful life based on performance from 33% of aging the catalysts and extrapolating them to FUL. However, based on various studies, the impact of fuel derived Sulfur on diesel aftertreatment components was found to be exponentially significant particularly on the SCR due to the sulfur poisoning effect which require an active means to liberate sulfur to maintain appropriate SCR NOx conversion performance. Phosphorous from lubricating oil is known to adversely affect the activity of the oxidation catalyst in a catalyzed DPF thereby reducing the passive regenerative performance of DPF. For these reasons, an extensive understanding of chemical poisoning (particularly Sulfur and Phosphoros) and hydrothermal aging are warranted to design, validate and demonstrate the durability of aftertreatment components that are subjected to the prolonged chemical exposure.</div><div class="htmlview paragraph">To address the extensive challenges in durability demonstration, the Diesel Aftertreatment Accelerated Aging Protocol, or DAAAC, was developed by Southwest Research Institute as a part of consortium effort that includes input from diesel engine manufacturers [<span class="xref">1</span>, <span class="xref">2</span>, <span class="xref">3</span>]. DAAAC is an accelerated aging cycle developed for each application based on the available field data. It includes the exposure from hydrothermal aging, sulfur and lubricant derived poison at accelerated rates. The protocol also requires the entire aftertreatment system to be aged as a complete system, since the upstream components, such as DOC, can impact the chemical makeup of sulfur derived constituents.</div><div class="htmlview paragraph">The protocol does not introduce chemical constituents not normally observed in the field. The accelerated chemical exposure rate is limited only to a degree that has previously demonstrated successful correlation to normal, unaccelerated aging. The Protocol also requires that chemical aging mechanisms are to be introduced and / or consumed in a manner representative of the engine’s defined consumption pathways. Examples include sulfur exposure via high sulfur fuel or gaseous SO<sub>2</sub> and oil consumption via pre-combustion / post-combustion pathways. The Protocol also does not introduce chemical components that are not normally present in oil or fuel (other than doping the fuel with higher concentrations of sulfur, but this amount is relatively small). A comprehensive step by step breakdown of DAAAC protocol is presented elsewhere [<span class="xref">2</span>].</div><div class="htmlview paragraph">The primary objective of this paper is to disseminate the observation of long-term impacts of chemical poisoning and hydrothermal aging on a production aftertreatment catalyst subjected to FUL DAAAC protocol. The results of this experimental campaign were used to develop and validate a model capable of predicting hydrothermal and chemical aging mechanisms of conventional diesel aftertreatment to optimize long term emissions reduction performance. The paper is divided into following sections: <ol class="list nostyle"><li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">Introduction: An overview of the system</div></li><li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">Background: A review of literature in the field of diesel AT aging</div></li><li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Test Campaign: Description of experimental setup used for collection of both steady state and transient data.</div></li><li class="list-item"><span class="li-label">4</span><div class="htmlview paragraph">Experimental setup: Description of burner stand used for data collection.</div></li><li class="list-item"><span class="li-label">5</span><div class="htmlview paragraph">Results and Discussion: Description of experimental results followed by discussion about underlying degradation mechanism identified through simulation work.</div></li><li class="list-item"><span class="li-label">6</span><div class="htmlview paragraph">Summary and conclusion</div></li></ol></div></div>