INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 1 SP BO – 24M PR reviewed MMWork PerformedWP Development of Recalculation

INGAS Review Meeting, Brussels, 8 April 2011INGAS Review Meeting, Brussels, 8 April 2011

INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain

1

SP BO – 24M PR reviewedSP BO – 24M PR reviewed

MM Work Performed WP Development of Recalculation Routine HR – Depending on Fuel Composition

2.4 Derivation of Mathematical Expression of Effect Factors, Constant Determination Verification of Convergence

B0.2

2.5 Testing Recalculation Procedure by Comparison with Experimental Results B0.2

6 Preparation of Input Data; Systematic Simulation; Transformation into Legible Form B0.2

Knock Identification; Description; Simulation

4.5 Experimental Data Analysis, Pre-processing, Determination of Correction Coefficients Functionality and Plausibility Testing

B0.2

Experimental Data Acquisition and Pre-processing

6.6 Experiments Preparation & Performing; Elaboration of Experimental Results B0.4

1 Data Pre-processing for GdF-SUEZ B0.4

1 Compilation of D.B0.6 B0.4

24 Total

JBRC activities during P2 Paragraph 3.4- chapter 3 of 24M PR Reviewer(s) recommendations at page 4 of Technical Review Report



SP B0 – Response to deliverables / milestones rejectedSP B0 – Response to deliverables / milestones rejected

DB0.1: Study on gas compositions in Europe (topic LNG)The description of the supply with LNG covers an appropriate part of the report. The different sources and compositions of LNG are listed in detail. LNG qualities with ethane contents larger than 10% are as yet typical only for Lybian LNG, but low MN may also be caused by propane and butane amounts in LNG. The spectrum of LNG compositions is quite larger and most of them are non-critical for engine operation.

Unit / Gas Algeria Arzew Lybia Nigeria Norway Egypt

Damietta Egypt Idku Equatorial Guinea

CO2 Mol. %

N2 Mol. % 0.6 0.7 0.1 0.8 0.08 0 0

O2 Mol. %

CH4 Mol. % 88 81.6 91.3 91.8 97.7 97.2 93.4

C2H6 Mol. % 9 13.4 4.6 5.7 1.8 2.3 6.5

C3H8 Mol. % 2 3.7 2.6 1.3 0.2 0.3 0

n-C4H10 Mol. % 0.5 0.7 1.4 0.4 0.2 0.2 0

Sum Mol. % 100.1 100.1 100.0 100.0 100.0 100.0 99.9

Mol. Weight kg/kmol 18.1648 19.3550 18.0187 17.4713 16.4421 16.5339 16.9387

Upper cv kWh/m³ 11.590 12.246 11.589 11.162 10.706 10.772 11.001

Lower cv kWh/m³ 10.473 11.085 10.470 10.075 9.646 9.707 9.921

Density kg/m³ 0.7703 0.8211 0.7641 0.7407 0.6968 0.7008 0.7180

Wobbe index kWh/m³ 14.6190 14.9600 14.6770 14.3577 14.1968 14.2444 14.3711

MN - 72.9 65.9 70.9 78.5 90.2 88.8 84.0




DB0.1: Study on gas compositions in Europe (topic LNG)Since the low methane number of heavy LNG qualities is relevant for present and future CNG, one of the limit gases, namely L3 with a Methane Number of 62, is defined to represent this type of LNG. L3 ist a synthetically produced mixture with an ethane content of 14 % and an propane content of 6 %, leading to a Methane Number of 62.

Description

L1

Low cv: G27

L2high cv and

low MN: approx.

North sea gas

L3high cv and

very low MN: approx.

heavy LNG

L4Influence H2:

approx. russian gas +

20% H2

L5Influence H2 + N2: approx. L-Gas + 20% H2

Composition CH4 Vol.-% 82 90 80 78.5 69

N2 Vol.-% 18 8

CO2 Vol.-%

C2H6 Vol.-% 7 14 1.5 3

C3H8 Vol.-% 3 6

n-C4H10 Vol.-%

H2 Vol.-% 20 20

Properties cv Hs kWh/m3 8.605 11.536 12.576 9.185 8.466

cv Hi kWh/m3 7.747 10.420 11.391 8.236 7.592

WI Ws kWh/m3 10.851 14.663 15.216 13.47 11.910

Standard density kg/m3 0.7707 0.7585 0.8371 0.5698 0.6192

Methane number - 105 74.2 62.3 76.9 75.2




E.ON Ruhrgas: DB0.3 Study on H2 embrittlement of CNG 1 tanksHythane fuelling issues

• Aim of the study (budget 25.000 €) was the description of the existing situation and of the current knowledge about the H2 influence on steel cylinders. It explains especially, that the knowledge about the crack propagation in presence of CNG/H2-mixtures is insuffient and needs further research. This research, however, exceeds the scope of the study.

• The idea to reduce the the number of cycles is to be understood only as a possible approach to solve the problem, derived from the regulations for H2-steel tanks, and not as a practical near-term solution. An on-board monitoring of filling cycles is of course not implemented in the present CNG fleet and would mean an expensive retrofit measure.

• From the marketing view, it is necessary that existing CNG vehicles will be allowed to fill up at future hythane fueling stations using the standard filling nozzles. Therefore, the goal of further research should be an increase of the tolerable H2-content up to values larger than two percent, without reduction of load cycles.

• The safe operation with hythane (H2 > 2%) without reduction of load cycles has still to be verified by research.



5


10

12

14

16

18

20

22

1000 1500 2000 2500 3000Speed [rpm]

bmep

[bar

]

bmep_VGTbmep_proposal

JBRC – Selection of Testing EngineDB0.5 Annex APages 13 and 20 of Technical Review Report

Before Project Start

6 Month Meeting

579

1113151719212325

0 1000 2000 3000 4000 5000 6000Speed [rpm]

bmep

[bar

]

SPsA TargetsAvailable on the marketJBRC_WGJBRC-Proposal

NA CR = 11-13.5

TC CR = 12.5

SC CR = 9.5

TC CR = 12



6


JBRC – Selection of Testing Engine DB0.5 Annex APages 13 and 20 of Technical Review ReportKnock Simulation

it

t

dt0

11

uTp 18508exp1013.8 14

GRI-Mech 3.0 Reaction Mechanism (53 components/325 reaction)

In-cylinder Pressure and End Gas TemperatureGenerated by Model or Experiment Evaluation

Integration Increment

Engine Speed

No Empirical Calibration Necessary



7


JBRC – Future “Hythane” Certification DB0.6 Annex 25 Pages 13 and 20 of Technical Review Report

Regulation No. 83Annex 10a

Further NG reference fuel

New kind of fuel! / ?

Regulation No. 101 Annex 6, § 1.4.3

for vehicles with a positive ignition engine fuelled with hythane

2CO.273.0CO.429.0HC.727.0560.01375.0FC

FC Exhaust HC CH4

FC Exhaust HC Hythane

Comparison

Test Bench Data




DB0.6: Special focus on Hydrogen

• The influence of Hydrogen on the engine functioning has been studied in DB0.6, and are presented in Annex 16 and 17. A paragraph has been added in DB0.6 to highlight the influence of content of hydrogen (up to 40%mol) on different control parameters.

• The hythane® composition (20% vol. hydrogen in 80% vol. natural gas) has also been studied. According to the results, it seems that using directly hythane® in engines does not seem to require any drastic engine adjustment.

• Nowadays, there is no reference fuel containing more than 20% vol. of hydrogen. For instance, for the demonstration made in Dunkerque (France) concerning the use of hythane® in buses, a special dispensation was necessary. Moreover studies could be performed at the European level to recognize the gas mixtures, such hythane®, as regular fuels.




MEMS: DB0.14 Feasibility report of a low cost gas quality sensor Cost/benefit considerations • The change in gas composition can affect the efficiency, performance, emissions and operating behavior of

gas engines. The impact of a gas quality sensor depends as well on the engine design and operation, as on the parameters of the gas quality changes.

• The indirect gas quality discrimination based on the lambda sensor has a restricted performance (low sensitivy and low signal dynamics with respect to cv measurement). Compared to this solution, the improved gas quality information in combination with the availability of the signal in advance of the combustion enlarges the scope of engine control optimization for performance and emissions by adjusting the ignition timing, injection timing and boost pressure.

The sensor will provide new options for the engine control in the sense of operational enhancements, additional diagnostics and driver information (cruising range).

• Engines for heavy duty vehicles, derived from a Diesel engine, are not equipped with knock sensing. Power losses of up to 20% are the result of unavoidably high safety margins to the knock line. For the NGV manufacturer, the cost of the gas quality (in this case MN) sensor is readily leveled with the technical and competitive advantage.

• Upcoming INGAS engine tests are to provide other findings about the efficiency and performance gains through the use of a gas quality sensor.

• Monetary benefit may be derived from consumption improvements, but this effect is expected to be low.



SP B0.5 – Updated activities planningSP B0.5 – Updated activities planning

MEMS: Low cost gas quality sensor

• Extensive Motor test bench tests ongoing at CRF, Torino, until end of April 2011– First results positive: most important gas mixtures correctly analyzed

– inconsistency of reference data detected as used until today

• Road test on MEMS’s own NGV continued;

• Tailoring of application specific sensor modul -> cost reduction

10



11

SP xx – Additional technical informationSP xx – Additional technical information



12

SP xx – Response to Reviewers’ commentsSP xx – Response to Reviewers’ comments

Documents

INGAS Review Meeting, Brussels, 8 April 2011 INGAS INtegrated GAS Powertrain 1 SP BO – 24M PR reviewed MMWork PerformedWP Development of Recalculation