INGAS meeting, Brussels, 31 March 2010 INGAS INtegrated GAS Powertrain 1 INGAS project – Year 1 Review Meeting

The Company 2008INGAS INtegrated GAS Powertrain
INGAS INtegrated GAS Powertrain
Agenda of the review meeting – Brussels, March the 31st 2010
Time
09:00
General review of the project results Presentation of the new “deliverables vs tasks” list
Coordinator Massimo Ferrera PM Stefania Zandiri
10:00
Andrea Gerini
Alois Fuerhapter, Michael Höge
Christoph Bollig, Bertold Hüchtebrock Winfried Hartung, Kenth Johansson
12:30
Lunch
13:00
Hans-Jürgen Schollmeyer , Micheline Montero
David Storer, Stephan Limke
Michel Weibel, Matthias Rink, Fadil Ayad
16:30
INGAS meeting, Brussels, 31 March 2010
General issues - Answers to Reviewer Comments
Issues not complying with or not clearly defined in the DoW
INGAS Consortium answers to reviewer(s) questions
received on 16th of February 2010
Issues not complying with or not clearly defined in the DoW:
A first question regards the main objective of InGAS project, as repeatedly stated in the DoW: “three main combustion technologies will be compared”, that is stoichiometric, lean burn and ultra-lean burn.
The question to be clarified is how these three technologies will be compared. The engines and the vehicles considered are widely different, hence a TtW comparison based on the individual assessment of the demonstrator vehicles - as it is planned - will not give a final answer on the best technology. As far as the engines are concerned, the main differences may be summarized as follows:
- The stoichiometric solution is based on a T/C petrol engine of 1.4 l capacity with port injection and Multiair variable valve control, which is said to give substantial benefits on fuel consumption and emissions.
- The lean burn solution (1.0<λ<1.35) is based on a T/C Diesel engine of 1.8 capacity with direct injection of fuel.
Comment SPA2: Basis is a Gasoline T/C engine
- The ultra-lean solution (λ >1.35) is based on a T/C Diesel Diesel engine of 1.9 l capacity with port injection (low pressure direct injection also considered).
The stoichiometric solution will be clearly advantaged both by the “downsized approach” and the Multiair valve control, but no doubt these technologies could give substantial gains to the other two solutions, since it is well known that lean and ultra-lean combustion can be better optimized by a more advanced management of the intake air charge, as possible by means of a valve lift control, and this is even more valid in the case of direct injection of fuel.
Please comment on the possibility of extrapolating the gains allowed by downsizing and Multiair to the lean and ultra-lean solutions, in order to be able to make a final evaluation on a comparable basis.
A second question deals with the other main objective of achieving “a 10% higher fuel conversion efficiency than that of a corresponding 2006 Diesel engine”. This seems to be too indeterminate. Of course, reference to year 2006 was reasonable when the project was first conceived, but this needs to be updated to what realistically will be the state of the art when the outcome from InGAS project hopefully will bring to production of a new generation of CNG mono-fuel engines.

Answers
The project according to the three Technology Ways intends to define, develop and assess different groups of systems and technologies not only in terms of capability to reach certain technical targets but also in terms of costs and related industrial exploitation.
Some technologies, as variable valve actuation system together direct injection could overcome some lacks of other Technology Ways (as ultralean combustion stability at low load), but a similar approach should mean a total different approach as scheduled (and approved during negotiation phase) inside INGAS project.
Anyway it’s possible to extrapolate an homogeneous comparison of the three Technology Ways by means of projection applying to a certain engine and vehicle the benefits of a combination of technologies developed inside the project as scheduled in WP B0.6.
Therefore we don’t agree that it’s impossible to compare the three Technology Ways according to what written into the Description of Work.
Moreover we remind that the INGAS DoW follows the objectives of Call “Level 2 - Topics of SST.2007.1.1.3 “Integrating natural gas powertrains”: “Demonstrate the full potential of natural gas when applied to a custom designed light duty engine (including, for instance, higher or variable compression rates) integrated with specific aftertreatment systems dealing more efficiently and at a lower cost than current technology with the reduction of methane emissions in addition to the other pollutants already treated by three way catalysts. Advanced storage systems and vehicle architectures, as well as multi-grade fuel tolerance and fuel flexibility are additional features to be researched. The research will lead to increased efficiency by 10% compared with diesel engines of today (2006), particularly at part load, and ultra low emissions (better than EURO 6 and US tier 2).”
According to what written in the Call the INGAS project deals with fuel conversion efficiency with the target underlined inside the Call “increased efficiency by 10% compared with diesel engines of today (2006)”.
Fuel efficiency is an adimensional number able to compare different fuels as Diesel oil and Natural Gas on different engine platform applying different groups of technologies.
Another adimensional parameter able to compare different adopted technical solutions is the percentile cost reduction versus present technology reference.
The reviewer(s) suggestion is to carry out a comparison in terms of CO2 , this approach is similar to what written into INGAS DoW where a target of Global Warming Index (GWI) 20% lower than engines with conventional fuels has been fixed.
Of course to reach an homogeneous comparison it’s mandatory to find out right references as suggested by reviewers as for instance inertial weight clusters for vehicles.
To reply at second question we remind that in the above mentioned Call the requirement was to compare new engines with new technologies with MY2006 Diesel engine. We consider this reference more severe than a reference as Diesel Euro 6 engine because this kind of engine to fulfil Euro 6 stringent limits will be penalized both in terms of fuel conversion efficiency and costs.
(
)
where M = mass of the vehicle [kg]
As already written above we believe that an homogeneous comparison among the different Technology Ways is feasible even if the application of those systems will focused on different engine platforms and vehicle segments.
We understand that the description of WP B0.6 has to be improved according to the above mentioned proposed approach to compare the three Technology Ways and for this reason we propose to carry out a technical amendment to the present DoW.
SPA1: CRF should comment, why IFP has received a throttled engine without innovative Multi-Air system for turbocharger matching. Throttled and un-throttled engines show quite a different behaviour when turbocharged. The issue of using two different engines has not been addressed in the DoW.
Answer
The focus of IFP activities is first the simulation, via Amesim sw tool, of the engine behaviour under full load conditions to optimize the choice for the turbocharger matching and the compression ratio, it has been decided to perform the experimental activity with a throttled version of the engine, as the considered operating conditions are mostly represented by the so called “wide open throttle” conditions, where the regulation of the intake charge is less affected from the variable valve control system under steady state conditions. Nevertheless results will be also supported by CRF that will test on its prototype engine, equipped with the Multiair system, the turbogroup selected by IFP.
The second focus at IFP is represented by the screening activity at the engine test bench supporting the catalyst formulation determination: also in this case the presence of the variable valve control system is not mandatory as comparative tests will be performed under steady state condition at the engine test bench.
SPA3: The side study rationale (gasoline-based engine) seems to be not directly related to the main stream activities (Diesel engine). Additionally two different engine sizes (1.6 litre and 1.9 litre) are used. This is not in line with the DoW. Please comment on the rationale and the benefits of this before the related costs can be accepted.
Answer
The side study which focuses on the investigation of the potential of a 1.6l CNG (gasoline-based) engine is well alligned and related to the main stream activities (1.9l Diesel engine) since it follows the same boundary conditions in terms of a high-boost and ultra-lean combustion concept. Also the same aftertreatment system / philosophy will be used for both engine concepts.
The mainstream activities are performed on the basis of a 1.9l Diesel engine (as base engine in the light duty vehicle Opel “Zafira”). This engine offers great capabilities to cope with the expected increased cylinder pressures since it is principally layed out for higher maximum allowable boost and peak cylinder pressures as well as compression ratio.
But, it has also some (considerable) disadvantages which may prevent us from achieving the maximum feasible CO2-reduction.
Therefore it was decided to pursue an alternative technical path in parallel to the main study to evaluate the potential (advantages) of a smaller gasoline based engine as there are:
- Lower weight
- Lower cost
- Combustion chamber better suited for gasoline / CNG combustion
- More flexibility in generating charge motion and gas exchange (dual independent cam-phasers)
- Higher possible engine speeds (compensates for smaller displacement and lower torque and lower peak-pressures)
The adopted 1.6l gasoline-based engine concept allows also the evaluation of the benefit when downsizing is applied. The potentials of the two concepts with their inherent advantages / disadvantages as mentioned above can then be compared with regard to (in vehicle) performance, fuel consumption and emissions.
Both paths could not be realized in one single engine concept for cost and technical complexity reasons.
As a side effect of the parallel study we apply the high boost lean burn combustion system to an engine size also comparable to workstream A1 and A2.
SPB1: According to the DoW a class C prototype demonstrator shall have integrated the InGAS tank system with a driving range larger than 500 km. From Deliverable DB1.01 it can be inferred that this is not anymore the case. Please comment on this.
Another aspect worth to be mentioned and clarified is the aim to address recommendations for further modifications of ECE 110 regulation. While this in principle is absolutely legitimate, it would be misleading to assume that the requested modifications will be accepted. The project should be based only on the current rules on the matter.
Answer
(Here these comments are addressed together since they are related).
As documented in the 12-month progress report, the possible solution for the C-segment demonstrator vehicle, which has been identified by CRF, would enable a vehicle driving range in the order of 500km at an operating pressure of 260 bar as per US standards by equipping the vehicle with a storage capacity of approx. 130 litres. Indeed, in CRF’s current interpretation of the DoW, the option does seem to be open to consider higher operating pressures than currently specified in the ECE R110 regulations which are generally considered to be restrictive as regards achieving a vehicle driving range that exceeds 400km. In particular, one of the stated objectives of WP B1.2 is to address the “regulatory aspects for advanced lightweight pressure vessels with proposed improvement of the current ECE R110 regulations”.
Nevertheless the solution which has been proposed by CRF also reflects the past experience of Xperion regarding vessel diameters; specifically CRF and Xperion have attempted to utilise to the full current solutions and best practice in vessel design. The added benefit to the project from the perspective of innovation to increase the dimensions of the vessels to provide approx. 145 litres of gas storage capacity (to yield a driving range of approx. 500km at an operating pressure of 200 bar) is unclear, however, also bearing in mind that the objectives of the virtual design optimisation of WPB1.4 and WPB1.5, which focuses on a B-segment vehicle, remain that of a 500 km driving range.
SPB2: In the document Annex 1 - DoW pg. 38 it was clearly stated that "For small and mid size engines (<2 liter swept volume) as they are typical for CNG engines, the urea-SCR technology is not competitive with regard to the cost since the typical devices of this technology path (like urea injection equipment) do not scale ideally with the engine size as the NSC does..." while in the 12 month Periodic Report pg. 24 it has been stated that " The required NOx-conversion can be done in only one way by means of a large volume (4 litres) SCR after-treatment using state of the art SCR technology and using ammonia as reductant. NOx -adsorber devices work well only with reactive hydrocarbons into exhaust gases and this is not the case with methane combustion".
These two conflicting statements need to be explained and deviation from the DoW justified.
Answer
In general there are only two technologies able to reduce NOx under lean conditions with the appropriate efficiency for fulfilling future emissions standards. Each EOM has his own strategy for considering either the NOx- storage system or the urea SCR-technology. The choice is driven by a compromise between required NOx-performance, temperature profile in the considered driving cycles, cost of the system, durability and packaging considerations. At Daimler we have developed both technologies for PC and CV application and depending on the engine/vehicle configuration as well as on the targeted emission standards, either the first or the second technology has been implemented on the vehicles.
As written in the DoW, our philosophy is to consider the NOx storage technology rather for small engine applications, especially in cases where the required NOx conversion is not too high (in the Dow, objective is >50%). But it is also clear that in the particular case of the CNG engine it has to be proven that it is possible to regenerate the NOx storage catalyst under rich conditions particular to the CNG engine. First laboratory tests have demonstrated that above 400°C regeneration with methane is possible. Of course considering a periodic regeneration of the system it is requested to be able to do it also at lower temperatures.
- One approach consists in the development of engine measures for producing more CO and H2 during the rich spike, which is possible with a flexible DI-system. Investigations are currently running and first results have demonstrated that high concentrations of CO and H2 are possible during the rich spike depending on the lambda value.
- It has already been demonstrated (DA2.11) that with changing the injection timing, more CO can be produced with unbalanced cylinder adjustment at lambda=1. It led to increased concentration of CO in the exhaust and to higher temperatures in the catalyst.
- A second aspect to consider is that the NOx storage catalyst is coated on the heat exchanger and takes benefit from its thermal characteristics. One main advantage will be the possibility to operate the NOx storage catalyst in a more or less constant temperature range where it performs well. Thus, it should be possible to keep it in a range around 400°C for ensuring a complete regeneration of the NOx storage catalyst and a complete oxidation of methane.
- A third possibility is to add a reforming catalyst (not part of DoW) in front of the NOx storage catalyst in order to generate more H2 through steam reforming of methane and WGS.
Finally, as mentioned in the DoW, the objective in SPB2 for NOx reduction under lean conditions is limited to an assessment of the potential of the NOx storage technology without an implementation on an engine.
Additionally, from a technical point of view, the use of urea SCR in combination with the heat exchanger seems not to be appropriate because of restricted available mixing length in front of the catalyst and plugging risks of the heat exchanger.
Concerning the statement in the 12-month report, it corresponds to a choice made by SPA3, which is not conflicting with the work performed in SPB2, and which has been done in agreement with SPB2 in order to cover both NOx technologies in the IP.
In addition, the technology developed in SPB2 presents some innovative and new aspects not considered in NICE, making the implementation of a NOx storage catalyst possible. Furthermore, the objective for NOx reduction in SPA3 is around 90%, and in that case the performance of the urea SCR technology is more suitable than a NOx storage catalyst, especially when considering sulfur poisoning and thermal durability aspects.
All those aspects demonstrate that it makes sense to develop both technologies in parallel in order to assess the potential of both technologies for a CNG application.
There are no deviations from the DoW.
Other Issues:
SPA1, SPA2 & SPA3: The targets for CO2 emission reduction are not seen to be any more very ambitious, in particular when considering that VW has already achieved with their state-of-the-art Passat TSI EcoFuel around 120g CO2/km. Please comment on this.
Answers
The target fixed into INGAS DoW is in terms of Global Warming Index (GWI) 20% lower than engines running with conventional fuels. This target is quite ambitious but we haven’t objections to compare INGAS targets and final results with present and future state-of-the-art NG vehicles available into the market but we remind that the absolute values of CO2 emitted by a certain vehicles strongly depend on vehicle architecture parameters (weight, aerodynamics, gearbox ratio, etc.) at a fixed engine and related technical solutions. Therefore a comparison with a certain vehicle available today in the market is feasible only if vehicle parameters are well known and applied at the same time to all technologies considered inside INGAS project.
SPA1, SPA2 & SPA3: Fun to drive standard - as a 2006 diesel car - is not a very precise definition. The reviewers would prefer torque and power curves linked with a certain vehicle mass.
Answers
Even if each OEM applies an own methodology to assess the fun-to-drive behaviour of an engine/vehicle combination (for instance expressed as a combination of some driving test based on acceleration times 0–100 km/h + 60–100 km/h IV gear + 80–120 km/h V gear + 3600/max speed), results are quite similar and in anyway based on scientific and precise measurements.
These fun to drive indexes can be correlated to torque curve but not to power one.
To find out a compromise among different approaches chosen by each OEM inside the Consortium and reviewer(s) request, a correlation method among different fun to drive indexes (as mentioned into Table 1.2 of DoW - target of “Fun to drive” expressed by torque output) and torque curve (linked with a certain vehicle weight) will be defined.
SPA2: The conclusion with the tested HW configuration (see pg. 66 of the 12-month report and deliverable DA2.1)) is that the best results are with different cylinder A/F ratios, that is two cyl. rich and two cyl. lean, but globally λ = 1.0, and this is particularly true concerning the engine smoothness.
The question is how this is related with the objective of developing a lean solution ( 1.0 <λ<1.35).
Answer
The purpose of the tests mentioned above was to evaluate the bandwidth of emission composition possible at globally =1 with different injection / operation strategies. It is right that in these tests the strategy with different cylinder A/F ratio shows the best result or better said the biggest variation possibility. This can be seen as an input for the catalyst development. At the end the catalyst and EAT development (SPB2) will give the boundaries and will show what is necessary from the combustion side.
The lean solution is a different operation strategy which clearly is addressed to the EAT System of SPB2 due to the fact that with lean operation the exhaust gas temperature will be too low for a “normal” 3-way catalyst technology. The lean stratified combustion was investigated in the first step on the transparent engine (last tests were done end of January 2010) and will now be transferred to the MCE to evaluate the potential. Beside this stratified operation the lean operation in the range up to =1.4 will be used for the main combustion in some catalyst heating strategies. This will be documented in the first combustion development assessment.
SPA3 – Task A3.1.1: GMPT-G will investigate the potential of a 1.6 l CNG engine, based on a gasoline one, in a side study. This was not planned in the DoW and should be duly justified before the related costs can be accepted.
Answer see above.
SPA3: an SCR after-treatment is considered for NOX reduction. To be noted that the design of the exhaust after-treatment system (see Deliverable DA3.1) shows the SCR catalyst at the end of the line. In this case any ammonia slip to the atmosphere cannot be neutralized by further oxidation by the oxidation catalyst. Please justify.
Answer
The location of the oxidation catalyst is closed coupled to the engine due to thermal reasons. Oxidation of the stable methane component is more efficient on high temperature levels and therefore no further heat losses in the EATS line can be accepted. On the other hand an effective NOx reduction by SCR does not require such high temperature levels.
Due to this we intend to do first prototype testing using the EATS as described in the DA3.1-report, where the SCR catalyst is located at the end of the system.
In this case an ammonia slip can occur and the A3 group will face this problem using the following arrangements:
· The reductant will be fed in a gaseous state. In opposite to the liquid injection of UREA the mixing with the exhaust gas is significantly more efficient.
· The SCR catalyst is “over sized”. This way the space velocities can be kept widely on a low level and the chance to convert the whole reductant input is improved significantly.
· During prototype testing we are going to use an ammonia sensor to be sure that an appropriate ammonia quantity has been calibrated.
· In case of ammonia slip we will add another brick into the end of the SCR catalyst to neutralize the ammonia slip.
SPA2: The fuel penalties in operating the engine with different individual cylinder AFR to raise the exhaust gas temperature together with the envisaged burner concept for exhaust gas after treatment seem to be quite significant. Please comment on this.
Answer
For sure every method to raise the exhaust gas temperature will cause a fuel consumption penalty. One target of the project is to find out the most efficient method or strategy in terms of fuel consumption.
For catalyst light-off at cold start different strategies in catalyst heating operation will be compared, e.g. “simple” retarded combustion by late ignition versus “advanced” injection strategies for long combustion duration with a lean main combustion. Some promising results have been achieved in the meantime. Also the burner concept of the EAT System (SPB2) will be compared to mentioned in-cylinder measures. At the end we expect a combination of both for best over all efficiency.
The second question will be the method how to keep the catalyst warm in low-load phases after light-off is reached. For this operation “mode” the EAT heat-exchanger should help together with the burner concept. The operation with cylinder individual AFR or inhomogeneous mixture will also be an option depending on the catalyst conversion behaviour.
SPB0: Sulphur poisoning and aging have a tremendous effect on catalyst efficiency. Can the required sulphur-free methane for the catalytic treatment be produced at acceptable costs? Are there alternative strategies to accept whatever fuel quality is actually on the market (i.e. desulphurisation cycles, sulphur traps, etc?)
Answer
The majority of gases in Europe has a natural content of total sulphur of about 5 mg/m3 and less. The EASEE-gas CBP (harmonization work of the Gas Industry in Europe) authorize 30mgS/m3 as sulphur level in gas. Sulphur based odorants lead to an additional level of about 5 mg/m, in some cases even more.
Thus it is not realistic to expect a literally sulphur free natural gas as fuel. The strictest (and sole existing within Europe) requirement with respect to sulfur content in CNG is defined in the German Standard for CNG, stating a maximum sulfur content of 10 mg/kg, i.e. about 8 mg/m3.
It should be noticed, that other fuels, e.g. diesel fuel, subject to same sulphur limit, are currently named “sulphur free”, because the limit is at this level, very low when compared with former level in liquid fuels. Indeed the after-treatment systems for Diesel engines (NOx trap or De-NOx SCR) are particularly sensitive to sulphur levels, unlike the after-treatment systems for CNG or petrol engines (3-way catalysts).
The development of a catalyst system designed for absolutely sulfur-free gas may perhaps be used as a reference in a laboratory environment. However, an economic solution for the application of such catalyst system in a vehicle is not feasable. A sulfur reduction is conceivable - at the outmost - for the fueling station, but not with an a ppb-level specification. Moreover, although in all countries odorisation of distributed gas is mandatory in some countries an odorization of the fuel is also mandatory. Sulphur containing odorants are the state of the art for natural gas odorisation.
SPB0: Regarding five different test fuels the reviewers do not quite see the point with tests using a blend of 90% natural gas and 10% biomethane.
Biomethane typically has a methane content of 97-99 % methane, balance inert gas (or almost the same chemical composition as Russian H-gas (the most common gas quality in Europe). If there are really concerns about biomethane, tests should be done on pure biomethane (which is already the real life situation at least in many Nordic cities). Such tests could, potentially show any problems related to not desired components which by error or ignorance have not been removed in the biogas upgrading process (e.g. siloxanes). Please comment on this.
Answer
We agree, that a mixture of 90% natural gas and 10% biomethane is quite within the normal range of gases and has no significance as limit gas. The selection of limit gases will be discussed in the study on gas compositions in Europe (deliverable DB0.1, to be finished end of April 2010). The proposed selection of the five limit gases will no longer comprise a mixture of natural gas and biomethane.
The idea to use pure biomethane as test gas and to investigate the influence of minor constituents, e.g siloxane, would require long term tests, which do not match the INGAS project schedule.
SPB1: Indicated weight savings with 500 km range for composite cylinders instead of steel cylinders are not in line with kg/l details for three show alternatives addressed. Please comment on this.
Answer
Although the question raised by the reviewer is not entirely clear, it is possible that reference is being made to the list of specifications defined by CRF regarding the prototype vehicle in which a total CNG Storage System mass of approx. 130kg is estimated; it should be pointed out that this is the total mass of the complete system including the entire system (vessels, methane, valves, tubes, pressure regulator, control unit, etc.). Furthermore 130kg is an overestimate – according to detailed calculations, the true total weight of the entire system on the prototype vehicle will be approximately 120kg.
Correspondingly, not including the weight of the different auxiliary components of the system, the weight of the vessels fall into the specified range required (please see also the answer provided below to question regarding the specific storage capacity of the vessels).
SPB1: The costs of an E200NGT vehicle today are already approximately € 3.500,00 higher (without mandatory automatic gear box for € 2.000,00) than that of an equivalent E200 compressor car. If the total costs of the new proposed InGAS vessel system are estimated to be 50% higher than today’s steel based solutions, will this be accepted by prospective customers? Please comment on this.
Answer
The comment raised by the reviewer refers to the estimation that the InGAS CNG system will cost approximately 50% more than the system used on current production methane-fuelled vehicles. However it is important to highlight that whereas the InGAS solution relates to a system using five Type IV vessels with a total volume of 130Litres, the conventional solutions has a volume of approx. 85 litres using just two Type I vessels, as explained in Deliverable DB1.01.
Regarding whether or not this cost increase would be accepted by prospective customers, it should be observed that the vehicle costs of current advanced CNG vehicles with a turbocharged ICE as the Passat ECO-Fuel are < 3000€ higher compared to the gasoline version and “only” <1000€ to the Diesel version.
The overall attractiveness to customers of the CNG versions of vehicles is due to several aspects including lower taxes, public incentive programmes (eg. In Germany and Italy) in addition to the significantly lower fuel cost than the versions using gasoline or diesel, advantages which together can compensate for the additional cost of the vehicle even taking into account the higher tank cost.
In particular, the CNG version is commercial attractive especially for business applications such as taxi fleets, a trend which is reflecting by the sales figures of the recent year.
KW
110 kW
119
+ 2.830 €
60%
The example referred to by the reviewers regards the Mercedes E200 NGT Kompressor (Bi-fuel) which despite using four Type I vessels probably represents a relatively expensive solution for the customer: correspondingly the objective of the InGAS project is to develop solutions which remain highly competitive in this respect.
Indeed the InGAS developments aim at achieving significant weight reduction at an acceptable cost to the customer, with additional costs in the range €1.00-€1.50 per litre compared to Type I steel cylinders while achieving a weight reduction of 60kg-70kg on system level.
The EU Project Super Light Car identified weight reduction potentials for the structural parts in passenger car with high tensile steels, aluminium, CF-composite etc. in the range of €2-€10 per kg saved, concluding that 2€/kg would have a realistic chance for a short term serial application. The INGAS Hybrid vessel should enable approx. less than 2.50€/kg to be achieved.
Furthermore the current discussions of Xperion with a number of potential OEM customers shows that the hybrid vessel solution is particularly attractive when:
· the OEMs can avoid additional costs by adapting the CNG vehicles for modification of the rear axle, suspension etc.
· the cars can achieve the same pay load without modification.
SPB1: The use of methane and hydrogen blends as fuels shows drawbacks regarding operating range with full fuel tanks and also difficulties concerning the fuel use and distribution due to present restrictions (ECE R110) concerning hydrogen share in the methane gas. The definition of hydrogen content is somewhat vague. Embrittlement of CNG tanks via hydrogen is mentioned as a potential problem and should be addressed in more detail.
Answer
The issue of H2 embrittlement of CNG steel tanks is topic of a study within SPB0. The study is being elaborated by TUEV Sarbrüecken, Germany, and will be presumably finished on schedule end of April 2010. As yet, the results can roughly be resumed as follows (please note: binding statements can only be derived from the future report):
Almost all CNG1 tanks are made of the quenched and tempered steel 34CrMo4. This material is in principle suited for gases containing hydrogen, even for pure hydrogen.
The suitability of this material depends however on the parameters
· yield strength (suited below a limit value),
· hardness, and (suited below a limit value),
· inner surface quality (roughness, surface must be specially finished).
CNG Type 1 tanks with very high strength 34CrMo4 steels - used for weight optimized automotive tanks – can not be applied for H2 admixture. Whereas, Type IV cylinders with advanced plastic liners with low H2 permeation rates are a feasible solution to overcome the embrittlement problems of high strength steel cylinders (see below).
In the INGAS hybrid vessels, a metal boss is applied. Due to the specific sealing concept of Xperion, the sealing is realized directly between the plastic liner and the valve body. Thus, the boss is not directly exposed to the gas and protected regarding hydrogen embrittlement.
SPB1: The InGAS development targets do not comply with the current state of the art. The gravimetric storage density of 0,45 kg/l for a pressure vessel type IV does not seem to be competitive with the current production of type III, like e.g. those produced by FABER with steel liner and carbon fibre winding, which exhibit a value of 0.41/0.42 kg/l and avoid all the problems related with the permeation of thermoplastic liners. Please comment on this.
Answer
According to the DoW (p. 33), the target ‘gravimetric storage capacity’ for the Type IV vessels solution using glass fibres (GF) would be in the range of approx. 0.7 kg/l (as opposed to approx. 0.3 kg/l for carbon fibre (CF) composites, but with significantly greater cost, and 0.9 kg/l with Type I steel vessels).
Xperion has experience in designing and producing Type IV cylinders with pure CF composite achieving 0.3kg/l, but which has resulted in significantly higher costs which are not acceptable for automotive serial applications. Thus, the target of Xperion within the InGAS project is to identify the best compromise regarding price and weight by exploiting a hybrid (GF + CF), the aim being to achieve weight performance of 0,45 kg/l at a price below 5 €/l. These are indeed highly ambitious targets when compared to the CNG Type III or IV vessel solutions currently on the market.
Current Xperion assessments highlight that the INGAS hybrid vessels will even achieve a much better performance than 0,45 kg/l. The final results will approximately available by end of March 2010 and described in the second year periodic report.
In general Type III vessels can achieve attractive weight performance, but have substantial disadvantages:
Costs
Xperion have assessed Type III cylinders as well, seeing that the cost target of <5€/l can not achieved with this type of cylinders. The cost of Type III cylinders are significant higher compared to InGAS Type IV vessels and are in the range of 8-10€/l (=nearly double costs!). This is due to the fact that production costs of the metal liners are much higher compared to blow former plastic liners and higher material costs resulting from “pure” CF-composite instead of the hybrid GF/CF-composite InGAS design. This corresponds to the fact that currently no serial automotive application of Type III has been realized. Type III are only used for applications which are not extremely cost driven such as buses.
Reliability
The weak point of Type III is the fatigue behaviour of the steel liner (ref: EU-Project StorHy)
Permeation
The production-ready versions of Xperion CNG type IV vessels have been intensively tested and fulfil all permeation requirements of ECE R110. By using new advanced plastic liner materials, also the permeation requirement of pure H2 vessel can be fulfilled by type IV vessels. The liner developments are not focused within INGAS project, but performed in separated R&D programmes.
SPB1 – Task B1.4.1: The preliminary design of the rear module shows a solution (pg. 154) for securing the vessels to the frame, which - although practical for assembling/disassembling the vessels - seems to be particularly critical when considering side impacts. Of course, the planned safety analysis will tell more about this issue. Please comment on the time/budget issues in case of re-design.
Answer
The solution for securing the vessels to the frame which has been proposed by CRF is indeed innovative, the intention being to improve the structural properties of the rear section of the vehicle by exploiting the stiffness of the vessels themselves. As indicated by the reviewer(s), this may indeed prove to be critical with respect to the crash analyses. Nevertheless it should be pointed out also that, as can be seen in the figure reported below, a relatively significant deformation space around the storage module sub-assembly does exist when mounted within the chassis of the vehicle.
A ‘fall-back’ option (ie. in the case of inadequate crash behaviour during simulation) would be:
· to re-design the rear overhang of the vehicle in order to increase the deformation space further;
· to adopt deformable brackets, in longitudinal direction, under rear crash loads;
· to use a more conventional belt-type solution which would require a re-design of the frame and brackets.
In any case such a re-design could be included as part of the ‘design optimisation and validation’ activities of Tasks B1.5.1 and B1.5.2; correspondingly, the implications on the overall timeplan are not foreseen to be particularly significant even if this proves to be necessary.
SPB2: The success of InGas to a large extend is dependent on the development of an efficient catalyst for stoichiometric or lean burn operation to fulfil future EURO6 regulations. The currently proposed solution of a Pd-based catalyst material does not seem to perform better than an available reference case catalyst.
Please comment what are today within InGAS the main achievements in methane catalysts development when compared to the state-of-the-art at project start and what convincing ideas should help to find a solution up to the end of the project.
Answer
Developing a new CH4-catalyst with a better lightoff temperature than a high loaded Pd-based catalyst is a huge challenge. Therefore it can not be expected that after 1 year of work the objective can be achieved. However a lot of work has been done at POLIMI and ICSC-PAS in order to find new catalyst formulations able to compete with the reference material in terms of activity and cost.
Contrary to the comments of the reviewers, some interesting aspects and materials have been identified.
Additionally, the success of InGas is not dependent on the development of a new catalyst but on the development of an integrated heat exchanger. The key innovation is the combination of an improved material with a better temperature management of the catalytic system.
The results from POLIMI showed that Pd-only catalysts supported on CeO2-Al2O3 exhibit the same activity than the TWC reference catalyst with a significantly lower Pd-loading (2% vs. 6%). Due to different preparation routes, the characteristics of the surface, the particle size and the metal-support interactions promote the activity performances.
Furthermore, addition of small amount of Pt at constant Pd loading slightly promotes the activity performances. All those findings can be used by Ecocat in order to further improve the reference catalyst also based on Pd-metal, especially with regard to the PMG loading and consequently to the cost of the system.
Concerning the development of catalysts based on mixed oxides, the most active catalysts can be found among hydrotalcite-derived mixed oxide catalysts (MnAl and CuMnAl systems). Deposition of mixed CuMn oxide on a Puralox carrier stabilizes dispersion of spinel phases, and prevents rapid degradation of the catalyst, thus limiting the loss of activity upon ageing. The developed catalysts perform better than references in the literature but, of course, are not competitive compared to Pd-based materials.
But with regard to cost, it is conceivable that an increased amount of such a catalyst could be used , resulting in lower SV and, consequently, to a better activity in combination with the heat exchanger.
For future development, combining mixed oxides and especially perovskite-type materials with Pd will represent one interesting route. As reported by Cataler Corporation and Daihatsu Motor Co., the incorporation of Pd in a perovskite structure can stabilize the Pd-particles and consequently improve the reactivity of the system through the design of an intelligent catalyst.
Another approach will consider the incorporation of Au in Pd-based catalysts. It is well known that Au in well dispersed form exhibits a high activity for CO oxidation even at very low temperatures but suffers from thermal ageing. In the last years a lot of progress has been made in the stabilisation of Au nano-particles in combination with Pd as oxidation catalyst. Through the early oxidation of CO, coupled with engine measures as described in DA2.11, the exhaust system can be heated more rapidely, leading to a faster CH4 lightoff.
In conclusion, developing completely new formulations with low lightoff temperature, especially for methane oxidation, can not be achieved easily within one year of development. However interesting aspects have been identified and will be used by Ecocat in order to improve the reference catalyst. New ideas, as described previously, will be investigated in the next months.
SPB2: For the burner concept a critical point is seen in the available catalytically coated heat exchanger area for methane conversion. This is for example far less than in a porous medium. Furthermore, to assess validity of this approach, more details on the computer model used for concept development are required. Please supply additional information.
Answer

4.1
4.3
7.1
Concerning the computer model used, following explanations have been added to DB2.5. It is important to notice that DB2.5 is a hardware deliverable (laboratory prototype) and not a modelling deliverable. Modelling aspects will be described in DB2.9, where the EAT operation strategy will be defined as a result of modelling work and experimental investigations from the laboratory prototype.
“In order to define the dimensions of the lab prototypes, the system was simulated with ProMoT/DIANA, a public domain software tool developed by Max Planck Institute for Dynamics of Complex Technical Systems (M. Krasnyk, 2006). This software package allows to define and connect functional modules with the GUI based tool ProMoT (Process Modeling Tool). Such a modular design proves to be very useful for the investigation of innovative exhaust aftertreatment systems consisting of several separate or integrated units.
After setting up the reactor network, a C++ code is generated by the built-in code generator. Eventually, this code is passed to DIANA (Dynamic Integration and numeric analysis tool) which contains very efficient solvers for processing of Differential Algebraic Equation models.
As modelling approach, a one dimensional, multi-phase model of convection-diffusion type was set up. This has been justified by the good results that have been obtained with those models for three way catalytic converters. For kinetics, a basic power law rate expression was implemented to model methane conversion (Gritsch, 2008).”
_1327415817.unknown
General issues – Project targets
SPA1, SPA2 & SPA3: The targets for CO2 emission reduction are not seen to be any more very ambitious, in particular when considering that VW has already achieved with their state-of-the-art Passat TSI EcoFuel around 120g CO2/km. Please comment on this.
Answers
The target fixed into INGAS DoW is in terms of Global Warming Index (GWI) 20% lower than engines running with conventional fuels. This target is quite ambitious but we haven’t objections to compare INGAS targets and final results with present and future state-of-the-art NG vehicles available into the market but we remind that the absolute values of CO2 emitted by a certain vehicles strongly depend on vehicle architecture parameters (weight, aerodynamics, gearbox ratio, etc.) at a fixed engine and related technical solutions. Therefore a comparison with a certain vehicle available today in the market is feasible only if vehicle parameters are well known and applied at the same time to all technologies considered inside INGAS project.
Comparison of CO2 emissions
NEDC cycle
Idle 2.5 %
Cruise 51.5 %
Acceleration 46.5 %
Landing 1.5 %
Fuel Economy Ideal Function - EPA City Cycle for SI/Gasoline Propulsion
0
10
20
30
40
50
60
70
80
90
4
6
8
10
12
14
16
Fuel Energy Supplied [MJ]
Fuel Economy is EPA 5-Cycle Adjusted Gasoline Equivalent
100%
50%
25%
20%
15%
30%
& inertial weight
In the case of the stoichiometric approach pure engine thermal efficiency could not directly compete with Diesel engine one, but the overall CO2 emission balance is in favour of CNG; the comparison could be done according to the 443/2009 regulation.
Statement
Current status INGAS prototype engine efficiency ~ 34,3%
Subject matter and objectives (Art. 1)
The present Regulation sets up at 130 g CO2/km the maximum average annual level of CO2 emissions from new passenger cars registered in the Union. This community objective has to be met as result of specific objectives for each car maker.
The Regulation also fixes at level of 95 g CO2/km the long term objective for year 2020, subject to feasibility study to be performed within 2013
Reg. 443/2009 – Subject matter and Scope
Scope (Art. 2)
Pure parameter approach target – Slope 100%
Reg. 443/2009 Slope 60%
Uniform target – Slope 0%
1372
122
138
130
EU Commission DG ENV proposal to reduce CO2 on LCV
Target for N1 vehicles to reach in the period 2014 – 2016 based on vehicle weight
The EU proposal sets up at 175 g CO2/km the maximum average annual level of CO2 emissions from new LCV registered in the Union. This community proposed objective has to be met as result of specific objectives for each car maker.
The EU proposal also fixes at level of 135 g CO2/km the long term objective for year 2020.
Both proposal will be discussed and revised next year (2010).
Manufacturers can reach the CO2 proposed objective gradually according the following phase-in calendar:
75 % in 2014,
85 % in 2015,
100 % from 2016 onwards.
Proposed penalty = 120 € per each g CO2/km exceeding the CO2 proposed target
per number of new vehicles sold in the year.
EU Commission DG ENV proposal to reduce CO2 on LCV
Medium weight
1706 kg
CO2 = 175 + 0,093 x (M – 1706)
CO2 incremental of 9,3 g/km per 100 kg of additional weight (slope 100%)
Classe I: inertial weight < 1305 kg
Classe II: inertial weight between 1305 kg and 1760 kg
Classe III: inertial weight > 1760 kg
SPA1, SPA2 & SPA3: Fun to drive standard - as a 2006 diesel car - is not a very precise definition. The reviewers would prefer torque and power curves linked with a certain vehicle mass.
Answers
Even if each OEM applies an own methodology to assess the fun-to-drive behaviour of an engine/vehicle combination (for instance expressed as a combination of some driving test based on acceleration times 0–100 km/h + 60–100 km/h IV gear + 80–120 km/h V gear + 3600/max speed), results are quite similar and in anyway based on scientific and precise measurements.
These fun to drive indexes can be correlated to torque curve but not to power one.
To find out a compromise among different approaches chosen by each OEM inside the Consortium and reviewer(s) request, a correlation method among different fun to drive indexes (as mentioned into Table 1.2 of DoW - target of “Fun to drive” expressed by torque output) and torque curve (linked with a certain vehicle weight) will be defined.
Comparison of FUN to DRIVE behaviour among the 3 technologies approach
PERFORMANCE INDEX
Not really suitable to represent the pure dynamic response of the vehicle as it results as the sum of two maximum performance and two acceleration times
The accelerations are considered starting from too high vehicle speed
FUN to DRIVE (F2D) INDEX
Evaluation made starting from 40 kph – IV gear and 60 – last gear in order to consider low engine revolution speed that could result critical in terms of volumetric efficiency especially in the case of turbocharged engines.
To better represent the vehicle capacity to accelerate immediately starting from the driver’s request
D Ac
Key parameters
Related with
2
The parameter Torque/Weight ratio represents an acceleration [m/s2] and it is well correlated to the potential of elasticity of the vehicle, but it has to be completed by others factors which takes into account the gear box ratio, the turbomatching and the engine calibration tuning that influence the final Fun to Drive behaviour of the vehicle.
FUN to DRIVE (F2D) INDEX
Deliverables – New structure proposal
WORKPACKAGE
WORKPACKAGES
RTD
CRF
86.9
1
27
A1.3
DEM
CRF
39
13
36
273.3
SPA2
A2.1
RTD
FEV
66.2
1
28
A3.2
RTD
GMPT-S
80.3
6
18
A3.3
RTD
FEV
72.1
12
34
A3.4
RTD
GMPT-G
36
24
36
RTD
EON-RUHR
15
1
29
B0.2
Numerical Simulations on the influence of gas quality on engine operation
RTD
GDF
39
1
36
B0.3
RTD
EON-RUHR
55
1
36
B0.5
Evaluation of a gas quality sensor for advanced CNG engines.
RTD
EON-RUHR
14
13
36
B0.6
RTD
XPERION
153
1
36
B1.3
RTD
AVL
32.7
9
26
B2.5
A1.1.1
R
CO
12
3
A1.3
DA1.7
Report on the optical study concerning mixing and burning process with NG/H2 blends
A1.3.1
R
CO
12
4
A1.4
DA1.8
Report on the influence of H2 as a speed flame promoter
A1.3.3
R
PU
12
5
A1.18
DA1.18
A1.1.2
R
CO
15
7
A1.6
DA1.3
A1.2.2
P
CO
15
9
A1.15
DA1.15
A1.2.3
P
CO
18
11
A1.19
DA1.19
A1.2.4
P,R
CO
24
13
A1.8
DA1.9
A1.3.2
R
CO
24
14
A1.9
DA1.10
Report on the potential of EGR when using NG/H2 blends
A1.3.4
R
CO
24
15
A1.10
DA1.11
A1.6.1
R
CO
24
17
A1.12
DA1.6
Influence of the gas composition on pollutant emissions and engine performance.
A1.2.5.
R
PU
27
18
A1.13
DA1.12
Experimental evaluation of the catalyst behaviour in terms of conversion efficiency and light off at the engine test bench.
A1.4.4/A1.4.5
R
CO
27
19
A1.20
DA1.20
A1.5.3
R
CO
36
SPA2
1
A2.1
DA2.9
Multi cylinder engine generation 1 for combustion development phase 1
A2.3.2
P
CO
2
2
A2.2
DA2.8
A2.4.1
R
CO
5
5
A2.5
DA2.2
A2.1.2/A2.2.1
R
CO
6
6
A2.6
DA2.1
A2.1.1
R
CO
8
7
A2.7
DA2.4
A2.2.2
P
CO
10
8
A2.8
DA2.5
Multi cylinder engines generation 2 for combustion development phase 2
A2.3.3
P
CO
14
10
A2.10
DA2.6
A2.2.3/A2.2.4
R
CO
17
11
A2.11
DA2.12
A2.4.3/A2.4.4
R
CO
17
12
A2.12
DA2.13
A2.5.2
R
CO
21
13
A2.13
DA2.14
A2.5.3
R
CO
25
14
A2.14
DA2.15
A2.5.4
R
CO
33
17
A2.15
DA2.7
Final assessment of the over all injection system including vehicle operation
A2.2.5
R
CO
35
18
A2.16
DA2.16
A2.6.2-3-4
D
CO
36
SPA3
1
A3.1
DA3.3
Delivery of 4 multi cylinder base engines and 2 transmissions from GMPT-G to FEV
A3.2.3
P
CO
6
2
A3.2
DA3.1
Report on definitions of vehicle and power train and draft lay out of the power train
A3.1.1-6
R
CO
12
3
A3.3
DA3.2
A3.2.1-4
R
CO
18
4
A3.4
DA3.4
Report on test results of boosting device from rig test
A3.3.1
R
CO
18
5
A3.5
DA3.8
A3.4.1
P
CO
23
6
A3.6
DA3.5
A3.3.2
R
CO
24
7
A3.7
DA3.7
A3.3.3
P
CO
26
8
A3.8
DA3.6
A3.3.4-6
R
CO
30
9
A3.9
DA3.9
Report on behaviour, fuel consumption and emission of the vehicle
A3.4.2-3
R
CO
36
Del.N
SPB0
1
B0.1
DB0.5
Engine model ability to simulate the test bench engine, with comparison between experimental data and simulations, and definition of the range for valid uses
B0.2.1/B0.4.2
R
CO
13
2
B0.2
DB0.1
B0.1.1
R
PU
19
3
B0.3
DB0.3
B0.1.3
R
CO
19
4
B0.4
DB0.6
B0.2.2
R
CO
19
5
B0.5
DB0.14
Feasibility report of a low cost gas quality sensor for optimised gas engines
B0.5.1
R
CO
21
6
B0.6
DB0.4
B0.1.4
R
CO/PU
25
7
B0.7
DB0.7
Guidelines to compensate fuel gas composition variations' impact on power output and emissions
B0.2.3
R
CO
27
8
B0.8
DB0.2
Report on test results on H2 permeability of CNG 4 tanks
B0.1.2
R
CO
30
9
B0.9
DB0.10
Report stating range of possible fuel feature compensation by advanced control systems of different level of complexity.
B0.4.3
R
CO
30
10
B0.10
DB0.11
Report stating flexibility of fuelling system components on differing gas compositions resp. range of possible fuel composition
B0.4.1/B0.4.4
R
CO
30
11
B0.11
DB0.9
B0.3.1-2
P
CO
34
12
B0.12
DB0.8
Impact of a large range of fuel gases on engine
B0.2.4
R
CO
36
13
B0.13
DB0.12
Report stating potential of state-of-the-art advanced control systems / fuelling system components and demands on future ones concerning compensation of fuel features.
B0.4.5
R
CO
36
14
B0.14
DB0.15
2 sensor prototypes and test report "gas quality identification model for optimized gas engines"
B0.5.2-4
P
CO
36
15
B0.15
DB0.16
B1.1.1
R
CO
12
2
B1.2
DB1.12
Virtual design & validation of a new suspension axle, integrated in the rear frame
B1.4.2
R
CO
12
3
B1.3
DB1.11
Virtual design of advanced vehicle platform, with functionalised rear part
B1.4.1
R
CO
18
4
B1.4
DB1.2
B1.2.2
R
CO
18
5
B1.5
DB1.3
B1.4.3
R
CO
24
7
B1.7
DB1.4
B1.2.4
R
CO
24
8
B1.18
DB1.18
Report of the vessel test programme of the advanced vessel design type IV with the hybrid composite structure
B1.2.2
R
CO
24
9
B1.8
DB1.5
Effects on structural behaviour of composite specimens & cylinders under static & cyclic load
B1.2.5
R
CO
27
10
B1.9
DB1.15
B1.5.1
R
CO
30
11
B1.10
DB1.7
B1.3.1
P
CO
30
12
B1.11
DB1.8
B1.3.2
P
CO
30
13
B1.12
DB1.9
B1.3.3
P
CO
30
14
B1.13
DB1.14
B1.4.4
P
CO
33
15
B1.19
DB1.19
B1.2.3
R
CO
33
16
B1.14
DB1.10
B1.3.4
R
CO
36
17
B1.15
DB1.17
B1.5.3
R
CO
36
18
B1.16
DB1.16
B1.5.2
R
CO
36
19
B1.17
DB1.6
Recommendations for advanced evaluation tools and further modifications of EC regulation
B1.2.6
R
CO
36
SPB2
1
B2.1
DB2.1
WP
A1.3
SPA2
WP
A2.1
WP
A3.2
WP
A3.3
WP
A3.4
SPB0
WP
B0.1
WP
B0.2
Numerical Simulations on the influence of gas quality on engine operation
WP
B0.3
WP
B0.5
Evaluation of gas quality identification methods for advanced CNG engines.
WP
B0.6
WP
B1.3
SPA2
Partnership
Main SP Objectives. The overall target is to meet the EU6 emission standards with a Turbo DI CNG engine in a segment D vehicle, optimized for mono-fuel CNG operation. The CO2 emission target is 140g/km in the NEDC at same or better driving performance. The performance targets are defined with 300Nm and 135kW.
AVL
DAI
PT
SIEMENS
CONTI
Delivery Date [month]
Partnership
Main WP Objectives. Assesment of the "state of the art" based on input and results from IP NICE and IP GREEN. Definition of combustion concept and engine design layout. Specifications for main engine components, especially injection system definitions. The deliverables DA2.1 and DA2.2 represent the final guidlines for the engine and components. Delivery of expectations for fuel composition - link with SPB0.1.
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
A2.1.1
Task
A2.1.2
Task
Partnership
Expected Results. Based on an assessment of the final results from NICE the engine configuration and the operation strategies are defined. Also for the injection system a review of the boundery condition will define the guidelines. For SPB0.1 the expectations regarding fuel compositions are given to provide test fuels later in the project.
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
Start [month]
8
2.9
2.4
0
0.6
0.5
6.4
AVL, DAI, SIEMENS, CONTI: In task A2.1.1 the most likely operation strategies and the combustion system are defined. The definitions for the test procedures are done. Design relevant parameters to meat performance target are checked and specified. Aspects for the over all system integration, meaning definition of interfaces between sensors, ECU and vehicle are done. This will be done in dicussion between the partners. Deliverable DA2.1 documents the chosen engine configuration, the operation strategies, it gives guidlines for the testing procedures and defines the system interfaces as a summary of the partner inputs.
Task
A2.1.2
Start [month]
6
0.5
2
0
1.9
0.5
4.9
In task A2.1.2 a review of the results from NICE will define the specifications for the new injection system. AVL will give input from the combustion side. DAI will define the space for the injection system (injector, rail, pressure control) regarding packing aspects. CONTI specifies the interfaces to the ECU and power stage and the demands to the ECU control. SIEMENS defines the guidlines from the actuator side. The defined specifications are finally collected and documented by SIEMENS in DA2.2
Task
A2.1.3
4
1.7
1
0
0
0
2.7
In task A2.1.3 AVL and DAI collect all the relevant information about fuels from literature and company internal sources and put it together with the expectations from the combustion development (done by AVL). The study will be summarized and documented by DAI in deliverable DA2.3 and delivered to SPB0.1
WPA2.2 Summary
Sub - Project
Partnership
Main WP Objectives.Target is the development of a new injector with a nozzle design with stabile behaviour under different conditions and over runtime. Main focus is put on packaging, system costs and an optimized gas-jet formation for the chosen combustion layout with clear focus on a series production solution.
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
17
Type
R
Task
A2.2.4
Responsible
SIEMENS
Deliverable
DA2.7
Final assessment of the over all injection system including vehicle operation
Task
Analysis of the requirements of combustion for injection system based on the NICE-injector
A2.2.1
Task
Development of a new injector concept and optimized nozzle layout
A2.2.2
Task
A2.2.3
Task
A2.2.4
Milestone
Deliverables
DA2.4
DA2.5
MA2.1
DA2.6
DA2.7
DA2.6
DA2.2
Partnership
Expected Results: A CNG DI injector for a CNG pressure of maximum 20bar and a packaging size comparable to a gasoline DI injector. Nozzle layout with stabile behaviour. Over all injection system. Milestones: MA2.1 Concept for Injection System Generation 2 proofed
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
Total
3.4
1.8
23
22.6
0
0
50.8
6
6
6
6
6
6
Task
A2.2.1
Analysis of the requirements of combustion for injection system based on the NICE-injector
Start [month]
4
2.4
0.7
2
2.6
0
7.7
In task A2.2.1simulations are done to assess the injector status based on the not packaging optimized NICE Piezo injector. Simulation is done by PT, spray diagnostic by DAI. Tests are done to get a first information about the thermal sensitivity of the injector under dynamic conditions (e.g. Joule-Thompson effect). SIEMENS builds up injector samples for transparent engine and MCE. AVL is supporting the investigations with test results from the MCE. The outcome is part of deliverable DA2.2 where the starting point for the injector development is described in detail.
Task
A2.2.2
Development of a new injector concept and optimized nozzle layout
Start [month]
12
0
0.6
21
9
0
30.6
SIEMENS: Based on the guidelines from WPA2.1 and the results from the combustion development on the MCE (WPA2.4) a new injector concept with optimized nozzle layout and improved actuation is developed.Target is the development of a nozzle design with stabile behaviour under different conditions and over runtime. Packaging aspects are guided by DAI. CFD Simulation of flow inside injector and of spray supports the development and is done by PT for this component development -> DA2.4 represents a first prototype with the final design of the injector generation 2, in DA2.5 the drawings and specifications for the procurement of the injector samples are delivered to WPA2.3
Task
A2.2.3
Start [month]
10
0
0
0
7.4
0
7.4
SIEMENS: In task A2.2.3 the over all injection system is developed. The injectors and the pressure regulator will be simulated and tested. Also in this task the packaging is a main aspect. The over all system behaviour under transient conditions is optimized, taking into account the changing gas flow and changing temperatures. The developed approach will be documented within the mid term assessment of task A2.2.4 in deliverable DA2.6.
Task
A2.2.4
Start [month]
26
1
0.5
0
3.6
0
5.1
Based on the feed back from the operation on the fired MCEs provided by AVL, ongoing analysis and improvement are done by SIEMENS. Specially the interaction within the over all system has to be analysed to find improvement potential. DAI supports regarding packaging aspects. DA2.6 represents a mid term assessment of the over all injection system generation 2 for the validaton vehicle, based on the experiences from the engine tests. The ongoing improvement of the injection system is done in this WP. DA2.7 represents a final assessment of the injection system at the end of the project.
WPA2.3 Summary
Sub - Project
Partnership
Main WP Objectives. Building up the engines for testing and validation. All engine related components are procured and tested for integration.
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
Multi cylinder engine generation 1 for combustion development phase 1
Multi cylinder engines generation 2 for combustion development phase 2
A2.3.2
Task
A2.3.3
Milestone
Deliverables
DA2.8
DA2.9
DA2.10
Partnership
Expected results: One cylinder head for trasparent engine, 1 MCE geneation 1, 2 MCE generation 2
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
3
0
1
0
0
0
1
DAI: In task A2.3.1 a cylinder head is procured specially designed for the transparent engine investigations in WPA2.4. -> DA2.8 represents a HW deliverable to AVL
Task
A2.3.2
Start [month]
2
0
3
0
0
0
3
DAI: In task A2.3.2 the MCE generation 1 is procured and set-up. The engine is used in WPA2.4 for the first phase of the combustion development. Injectors are adopted according to the specifications out of WPA2.2 task A2.2.1 to fullfill the requirements of the new combustion system. Combustion relevant parts (e.g. pistons) are designed and procured according to the specifications from WPA2.1 task A2.1.1. The MCE#1 represents a HW-deliverable DA2.9
Task
A2.3.3
Start [month]
15
0
5.7
0
8.3
5
19
In task A2.3.3 the design, procurement and set-up of the generation 2 multi cylinder engines is done. SIEMENS does the procurement of the injection systems including injectors (Gen 2), pressure regulator for this engine generation. CONTI procures the ECUs and wiring for all the engines within this task. DAI procures the multi cylinder engines generation 2 and delivers the complete run-in engine as HW-deliverable DA2.10
WPA2.4 Summary
Sub - Project
Main WP Objectives. Development of a DI combustion system, optimizing the mixture formation with methodologies like transparent engine and 3D-CFD simulation. Identification of operation strategies for the best compromise between starting capability, catalyst heating strategies, part load fuel consumption and full load capabilities. Development of ECU functionalities to realize the developed combustion strategies.
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
Task
Tests for defining the boundary conditions for the aftertreatment development in SPB2
A2.4.1
Task
A2.4.2
Task
A2.4.3
Task
A2.4.4
Milestone
Deliverables
DA2.11
DA2.12
MA2.2
DA2.17
DA2.12
Expected results: DA2.11 Definition of boundaries for the aftertreatment development. Operation and injection strategy for cold start and catalyst heating. Demonstration of the advantage of the developed combustion system. Full load capability of the engine. Milestones: MA2.2 Potential combustion system demonstrated
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
Total
49.3
0
15
0
4
0
68.3
6
6
6
6
6
6
Task
A2.4.1
Tests for defining the boundary conditions for the aftertreatment development in SPB2
Start [month]
3
4.7
0
0
0
0
4.7
AVL: In task A2.4.1 tests to define the boundary conditions for the aftertreatment development in SPB2 are carried out. Especially direct injection enables additional possibilities to “compose” the exhaust gas composition and opens new opportunities for catalyst material development. The outcome of these investigations is delivered to SPB2 in a report. (DA2.11)
Task
A2.4.2
Start [month]
27
20
0
15
0
0
35
In task A2.4.2 the mixture formation process depending on the relevat parameters is studied. AVL: Therefore a transparent engine is set-up. The interaction of combustion chamber design, piston shape and injection process is investigated to find the optimal configuration for the operation strategies defined in WPA2.1. Especially for the mono-fuel CNG cold start and split injection catalyst-heating tests at the transparent engine will lead to a deeper understanding of the mixing process with direct injection. PT does 3D-CFD simulation of the injection process. The adjustment between transparent engine experiments and 3D-CFD simulation improves the modelling for CNG-DI-combustion. Mixtureformation will be documented in deliverable DA2.17 (new)
Task
A2.4.3
Start [month]
18
19.3
0
0
0
0
19.3
AVL: In task A2.4.3 the know-how from task A2.4.2 is transfered to the MCE, the full engine tests have to proof the advantages of the developed operation and injection strategies. Deticated tests defined in the guidlines (task A2.1.1) are performed to demonstrate the catalyst light-off capability with the new combustion system. Also stationary full load development is done to reach the engine performance target values. An assessment of the stationary combustion development and the operation strategies are reported in DA2.12.
Task
A2.4.4
Start [month]
18
5.3
0
0
0
4
9.3
In task A2.4.4 special and new functionalities will be developed and implemented to support the combustion system development. Keywords are multi injection, warm-up startegies and CNG start functionalities. Main target is an emission optimized over all system. AVL defines the necessities out of the test results and CONTI does the implementation in the ECU SW. The results will be documented within DA2.12 from task A2.4.3.
WPA2.5 Summary
Sub - Project
Main WP Objectives. Optimization of transient low-end torque capability to ensure down-speeding potential. Evaluation of the potential and advantages of a cylinder pressure guided combustion control regarding emissions and adaptation for different gas qualities. Base calibration on test bed and in a test vehicle.
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
A2.5.2
Task
A2.5.4
Milestone
Deliverables
DA2.13
DA2.14
MA2.3
DA2.18
DA2.18
Expected Results: Due to favourable fuel properties and dedicated functionalities a significantly improved transient response compared to a gasoline engine is expected. Milestones: MA2.3 Test vehicle assessment shows potential for target achievement
AVL
DAI
PT
SIEMENS
CONTI
0
RTD
24
21.9
0
0
0
2
23.9
In task A2.5.1 an optimization of the transient response, especially at low engine speed is done to enable down speeding. New methodologies are used on the transient test bed to optimize the parameters for best engine response. The deep analysis of the interaction between combustion system, boosting system and calibration in transient conditions represents a new approach to optimize low-end torque performance of a natural gas engine. AVL does the whole combustion development, testing and calibration. CONTI supports with function development for transient operation. The outcome will be documented in deliverable DA2.18 (new!)
Task
A2.5.2
Start [month]
14
4
0
0
0
1.5
5.5
AVL: The improvement potential by a cylinder pressure guided control concept (via separate control-unit) is evaluated. CONTI will support the activities with providing the necessary HW and SW interfaces for the separate control unit. A first assessment of the potential is done and reported in DA2.13
Task
A2.5.3
9
6
2.9
0
0
5
13.9
After the HW freeze and the assessment of the different operation strategies in full load and partload (DA2.12) a base calibration stationary and transient is done. AVL does primarily the testbed work assisted by the application know-how of CONTI for their specific new ECU functionality. DAI supports regarding vehicle specific calibration. A mapping of the engine on the test bed repesents a final summary of the combustion system development and is delivered in DA2.14.
Task
A2.5.4
Start [month]
14
0
0
0
0
8.5
8.5
CONTI: In parallel to the test bed development, one generation 2 engine is used for function development and transient testing in the test vehicle. The strategies from A2.5.1 and A2.4.3 are tested in the vehicle and base calibration for the vehicle related functionalities is done. Chassis dyno tests are performed, main focus is put on proofing the developed strategies from the engine test bed. Also the whole system integration issue is assessed in the early vehicle develpment phase. The results will be documented together with the testbed reults of task A2.5.1 in DA2.18(new!)
WPA2.6 Summary
Sub - Project
Partnership
Main WP Objectives. Test vehicles are procured for SPA2 and SPB2 and set-up. Development of the vehicle dedicated ECU functionalities to meat the targets regarding emission and driveability. Final calibration of the engine in the validation vehicle with the advanced aftertreatment system from SPB2. Final testing of the validation vehicle on the chassis dyno with the target to meat Euro 6 emission standards and 140gCO2/km.
AVL
DAI
PT
SIEMENS
CONTI
0
DEM
A2.6.3
Task
Partnership
Expected Results: A vehicle validator as technology carrier that meats Euro 6 emission limits and -35% CO2 emission compared to the gasoline version at the same or better driving performance.
AVL
DAI
PT
SIEMENS
CONTI
0
DEM
14
0
6.7
0
0
1.5
8.2
In task A2.6.1 the vehicles are procured and prepared for integration. Adaptation for the engines generation 2 are done. One vehicle will be set-up as test vehicle for WPA2.5 for calibration and transient development immediately when the MCE generation 2 is available. Another vehicle will be set-up with one of the MCE engines generation 2 and delivered to SPB2 as test vehicle for the exhaust gas aftertreatment system. The main task is done by DAI due to their specific vehicle know-how. ECU and wiring related parts are done and assisted by CONTI. The second test vehicle represents the deliverable DA2.15 to SPB2.
Task
A2.6.2
10
2.9
7.9
0
0
2
12.8
In task A2.6.2 intensive driveability and emission calibration work in the test vehicle is done. Several tests on the chassis dyno are performed to optimize fuel consumption and emission behaviour in the NEDC as well as in off cycle operation. The work is shared between DAI and CONTI depending on the specific tasks. AVL: Calibration Support regarding thermodynamical aspects DA2.16 as the final validation vehicle represents the drive- and feel-able result of this task.
Task
A2.6.3
Start [month]
10
0
0
0
0
1
1
CONTI: Task A2.6.3 represents a work task in which additional functionalities are developed to meat the requirements regarding emission and driveability. The inputs and demands are coming from the calibration team as a feed back from the vehicle testing on the chassis dyno in task A2.6.2. Also new inputs from the aftertreatment system (SPB2) have to be considered. -> DA2.16 as the final validation vehicle represents the drive- and feel-able result of this task
Task
A2.6.4
6
0
2
0
0
0.5
2.5
DAI: In task A2.6.4 the final calibration of the demonstrator vehicle is done. Therefor the test vehicle from SPB2 is handed over to SPA2 equipped with an advanced exhaust gas aftertreatment system. A fine calibration for this new exhaust gas system is done combining the know how from task A2.6.2 and the new possibilities offered by the exhaust gas aftertreatment system to optimimize fuel consumption under keeping emission limits. The final deliverable comes out of this task and is the validation vehicle -> DA2.16 CONTI: Calibration support
SPB2
WP1
EngineLayout
SPA3 Summary
Sub - Project
SUMMARY
Partnership
Main SP Objectives. The SP A3 predominantly focus on engine operation with high air excess to enable high specific power and moderate levels of NOx-emissions to ensure a sufficient conversion in an external NOx-reduction system. The development of a sophisticated control strategy results in an improved driveability. Mixture formation will be investigated both, as a port fuel injection as well as a low pressure DI injection. Next to exclusive NG operation, the influence of NG/H2-mixtures on the combustion process will be investigated. In detail: High boosted lean burn gas engine ( 1 or 2 stage turbo charging) Port fuel injection or low pressure DI injection (< 10 bar) w/o stratified charge combustion w or w/o high EGR NOx aftertreatment system Improved driveability by model based power train control strategy Influence of NG / H2 mixture on combustion process
FEV
GMPT-G
GMPT-S
CHALMERS
HT
RWTH
RTD
Start [month]
Start [month]
Start [month]
Start [month]
WP
A3.2
WP
A3.3
WP
A3.4
Milestone
Deliverables
MA3.1,.2,.3
Work-Package
A3.1
SUMMARY
Deliverables
DA3.1
Partnership
Main WP Objectives. Definition of base engine, vehicle and guidelines; Lay-out concept, basic specifications for main components, model and calculations. Draft design of main components.
FEV
GMPT-G
GMPT-S
CHALMERS
HT
RWTH
RTD
Total
17.5
12
7.3
9
6
14.4
66.2
DELIVERABLES
Deliverable
DA3.1
Report on definitions of vehicle and power train and draft lay out of the power train
Task
Definition of base engine and vehicle with fuel consumption and performance
A3.1.1
Task
Design specifications of the power train and draft lay out
A3.1.2
Task
A3.1.3
Task
A3.1.4
Task
A3.1.5
Task
A3.1.6
Milestone
Deliverables
DA3.1
Work-Package
A3.1
DESCRIPTION OF WORK
Start Date [Month]
Deliverables
DA3.1
Partnership
Expected Results:The performance targets regarding power output, emission behaviour and fuel consumption the base engine will be determined. According to the A3-strategy high demands are made on the boosting- and aftertreatment-devices. In the first step modelling on these topics are done. After modelling and preliminary calculations the respective specifications will be defined (Interaction between subprojects A3 and B2). Decision regarding boosting, if single-stage is sufficient or advanced two-stage has to be applied. Vehicle related design specifications concerning engine and fuel system packaging as well as the first layout of the control strategy will be done inbetween this work package (Interaction between sub-project A3 and sub-project B1).
FEV
GMPT-G
GMPT-S
CHALMERS
HT
RWTH
RTD
Total
17.5
12
7.3
9
6
14.4
66.2
6
6
6
6
6
6
Task
A3.1.1
Definition of base engine and vehicle with fuel consumption and performance
Start [month]
Definition of the diesel-based origin engine in consideration of future vehicle preparation and with respect to DI diesel equivalent engine efficiency and power/torque performance. Determination of the aspired emission-level. DA3.1 FEV, RWTH: Contribution of combustion related aspects GMPT-G/-S: Manufacturer support (engine-/vehicle data)
Task
A3.1.2
Design specifications of the power train and draft lay out
Start [month]
12
11
2.4
0.9
0
0
9.6
23.9
Basic specifications of the combustion system. Essential parameters are the compression ratio, the piston layout and the intake port design to generate sufficient in-cylinder turbulence with respect to obtain short combustion duration and the lay out of the charge exchange including draft layout of the boosting device (simulations). DA3.1 FEV, RWTH: Specification of the combustion system GMPT-G/-S: Support concerning hardware- and technical data delivery
Task
A3.1.3
Start [month]
Support to B1 regarding packaging, pressure regulations and boundary conditions GMPT-G
Task
A3.1.4
Start [month]
10
2
6
0.9
0
0
0.8
9.7
Based on the draft design of the powertrain a draft packging design of the vehicle will be made; DA3.1 GMPT-G/-S: Packaging study FEV, RWTH: Informations concerning NG related engine changes
Task
A3.1.5
Start [month]
Task
A3.1.6
Start [month]
12
2.5
0
0
0
0
2.4
4.9
First layout of the engine control strategy with respect to the lean operating mode. Development of control strategies to control the charging pressure and to optimise the transient response. DA3.1 FEV, RWTH: All mentioned aspects (equally distributed)
WPA3.2 Summary
Sub - Project
Work-Package
A3.2
SUMMARY
Partnership
Main WP Objectives. Design of engine and subsystems, based on design guide-lines of WPA3.1, with deep interactions with modelling and calculations tasks. Procurement of subsystems and engine
FEV
GMPT-G
GMPT-S
CHALMERS
HT
RWTH
RTD
18
Type
R
Task
A3.2.1-4
Responsible
ALL
Deliverable
DA3.3
Delivery of 4 multi cylinder base engines and 2 transmissions from GMPT-G to FEV
Task
Modelling, design, procurement and rig test of the boosting device
A3.2.1
Task
A3.2.2
Task
A3.2.3
Task
A3.2.4
Milestone
Deliverables
MA3.3
MA3.1
MA3.2
DA3.3
DA3.2
Work-Package
A3.2
DESCRIPTION OF WORK
Start Date [Month]
Partnership
Expected Results: The results of this WP are the design data of boosting device, aftertreatment system and internal combustion engine as well as the first laboratory samples and its test results on rig testing. The design data will be elaborated with strong interaction with the simulation work.
FEV
GMPT-G
GMPT-S
CHALMERS
HT
RWTH
RTD
Modelling, design, procurement and rig test of the boosting device
Start [month]
9
12.5
0.8
1.5
0
0
8
22.8
Computer aided design, and simulation of boosting device according to engine specific high air flow requirements with improved efficiency and packaging requirements. Supplier selection and hardware procurement. Mechanical testing of the boost system on a rig test. DA3.2 FEV, RWTH: Modelling and rig tests GMPT-G/-S: Hardware- and technical data delivery
Task
A3.2.2
Start [month]
6
1
0
12
12
7
0
32
Design, simulation and rig testing of exhaust aftertreatment system with extra focus on Nox reduction. Initial calculations using simulation tools such as global kinetics ans CFD will be used for definition of possible catalytic converter alternatives for methane oxidation and lean NOx reduction. Second step will be to evaluate these alternatives in laboratory rig for subsequent vehicle performance testing in next WP. DA3.2 FEV: Delivery of NG related engine process data GMPT-S, CHALMERS, HT: All mentioned aspects (equally distributed)
Task
A3.2.3
Start [month]
12
15.5
1.8
0
0
0
3.2
20.5
Lean burn high turbulence combustion simulation for the combustion chamber lay out. Cylinder head and piston design and procurement. Modify existing high volume production engine to the specific requirements of a high boost lean burn CNG combustion system. Procurement of engines and CNG specific parts. Assembly of CNG engines in prototype shop. Mechanical testing of the engine. DA3.2; DA 3.3 FEV: Simulation and hardware modification; Engine build up (prototype) RWTH: Simulation support GMPT-G: Hardware procurement
Task
A3.2.4
Start [month]
9
0
5
0
0
0
0

Documents

INGAS meeting, Brussels, 31 March 2010 INGAS INtegrated GAS Powertrain 1 INGAS project – Year 1 Review Meeting