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CNG Technology for HD Vehicles,CNG Technology for HD Vehicles,Opportunities and ChallengesOpportunities and Challenges
Ulf LundqvistUlf Lundqvist
AVLMTC,AVLMTC, SwedenSweden
AVL ITC , 2007AVL ITC , 2007--0404--2424
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Contents of presentationContents of presentation
Market driversMarket drivers
Boundary conditionsBoundary conditions
CNG combustion conceptsCNG combustion concepts
CNG system requirementsCNG system requirements
Technology routesTechnology routes
EMSEMS
ConclusionsConclusions
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Drivers for gas as a fuel for HDDrivers for gas as a fuel for HD -- enginesengines
Emission legislationEmission legislation
Economical (Fuel cost, Incentives)Economical (Fuel cost, Incentives)
Environmental friendly (Company Image)Environmental friendly (Company Image)
Extremely low PM emissionsExtremely low PM emissions
Reduces COReduces CO22 --emissions by 20emissions by 20--25%25%
NoiseNoise
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Boundary conditions for HD CNGBoundary conditions for HD CNG -- enginesengines
CNGCNG engine based on a diesel engineengine based on a diesel engine
Thermal loadThermal load (Cylinder head, Exhaust manifold,(Cylinder head, Exhaust manifold,
Turbo)Turbo)
Throttled operationThrottled operation (Piston ring package, valve steam(Piston ring package, valve steamsealing)sealing)
Homogeneous combustionHomogeneous combustion (Top land clearance,(Top land clearance,squish area, combustion room, crevices)squish area, combustion room, crevices)
Spark plug installationSpark plug installation
Valve seat wear due to low soot combustionValve seat wear due to low soot combustion
Dedicated engine designDedicated engine designCommonality in partsCommonality in parts
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EmissionEmission targetstargets
Emission Standard in the ETC cycle
0,020,02
N.AN.A
N.AN.A
N.AN.A
PTPT
(g/kWh)(g/kWh)
5,05,01,61,60,780,785,455,45Euro3Euro3
2,02,00,650,650,400,403,03,0EEVEEV
2,02,01,11,10,550,554,04,0Euro5Euro5
3,53,51,11,10,550,554,04,0Euro4Euro4
NOxNOx
(g/kWh)(g/kWh)
CHCH44
(g/kWh)(g/kWh)
NMHCNMHC
(g/kWh)(g/kWh)
COCO
(g/kWh)(g/kWh)
RowRow
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The gas combustion systemThe gas combustion system
NONOxx HCHC
33--Way Cat.Way Cat.OxOx -- Cat.Cat.
LambdaLambda ~1.7~1.711
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Gas concepts for HD applicationsGas concepts for HD applications
MonoMono fuelfuel
Operates only on CNG (LPG)Operates only on CNG (LPG)
BiBi -- fuelfuel
Operates either on CNG or PetrolOperates either on CNG or Petrol
DualDual -- fuelfuel
Operates on CNG and Diesel or only DieselOperates on CNG and Diesel or only Diesel
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Gas concepts for HD applicationsGas concepts for HD applications
StoichiometricStoichiometric Lean BurnLean Burn
BiBi fuelfuel
HD TruckHD Truck
engines withengines withNOx < 1 g/kWhNOx < 1 g/kWh
Spark ignitedSpark ignited Compression ignitedCompression ignited
DualDual fuelfuelMonoMono fuelfuel
HD TruckHD Truck
engines withengines withNOx > 1 g/kWhNOx > 1 g/kWh
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Gas concepts for HD applicationsGas concepts for HD applications
Spark Ignited Stoichiometric MonoSpark Ignited Stoichiometric Mono -- fuelfuel
+ High performance in NA engines+ High performance in NA engines
+ Lambda 1 control strategies already developed for gasoline+ Lambda 1 control strategies already developed for gasoline
engines, however the strategy has to be adopted for gasengines, however the strategy has to be adopted for gas
+ Potential for very low emissions with 3+ Potential for very low emissions with 3--way catalyst, however theway catalyst, however the
catalyst need to be optimized for methanecatalyst need to be optimized for methane
+ High Octane number of CNG gives good fuel economy+ High Octane number of CNG gives good fuel economy
-- High thermal load on engine parts (compared to diesel)High thermal load on engine parts (compared to diesel)
-- Cooled EGR needed for high performanceCooled EGR needed for high performance
-- Hot EGR beneficial for good fuel economy at part loadHot EGR beneficial for good fuel economy at part load
-- Increased pumping losses at part load compared to lean burn.Increased pumping losses at part load compared to lean burn.--Spark plug durability is an issueSpark plug durability is an issue
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Gas concepts for HD applicationsGas concepts for HD applications
Spark Ignited Lean burn MonoSpark Ignited Lean burn Mono -- fuelfuel
++ Thermal load comparable with dieselThermal load comparable with diesel
+ Performance comparable with diesel engines+ Performance comparable with diesel engines
+ Low fuel consumption. (Comparable with diesel)+ Low fuel consumption. (Comparable with diesel)
+ Low part load fuel consumption.+ Low part load fuel consumption.
+ EEV potential with Ox+ EEV potential with Ox cat and advanced control algorithmscat and advanced control algorithms
-- High voltage ignition system requiredHigh voltage ignition system required
-- Need supercharging for high performanceNeed supercharging for high performance
-- Euro 6 emission level will require NOx aftertreatmentEuro 6 emission level will require NOx aftertreatment
--Spark plug durability is an issueSpark plug durability is an issue
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Gas concepts for HD applicationsGas concepts for HD applications
Compression Ignited Lean burn DualCompression Ignited Lean burn Dual -- fuelfuel
+ Flexible, can utilize diesel for long range and gas for+ Flexible, can utilize diesel for long range and gas for
environment and economy reasons.environment and economy reasons.
+ Potential for low emissions due to high lean limit+ Potential for low emissions due to high lean limit
+ Low fuel consumption at part load due to high lean limit+ Low fuel consumption at part load due to high lean limit
+ No issues with spark plug durability+ No issues with spark plug durability
-- If the engine is optimized for CNG operation, the need forIf the engine is optimized for CNG operation, the need for
lower compression ratio will give an increase in fuellower compression ratio will give an increase in fuel
consumption in diesel operating mode. This will also lead toconsumption in diesel operating mode. This will also lead tostartabilitystartability problems in the diesel mode.problems in the diesel mode.
-- Expensive engine compared to an SIExpensive engine compared to an SI engine.engine.
-- Requires control over diesel injection equipment by the EMSRequires control over diesel injection equipment by the EMS
-- Stratified direct injected gas gives high NOxStratified direct injected gas gives high NOx -- emissionsemissions
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The impact of lambda and ignition timing onThe impact of lambda and ignition timing onthermal efficiency, with lean burn at full loadthermal efficiency, with lean burn at full load
34
35
36
37
38
39
40
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
Thermale
fficiency(%)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
PmeanPmean = 18 bar, N = 1500 rpm= 18 bar, N = 1500 rpm
IgnitionIgnition timingtiming
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PmeanPmean = 18 bar, N = 1500 rpm= 18 bar, N = 1500 rpm
The impact of EGR on thermal efficiency, with leanThe impact of EGR on thermal efficiency, with leanburn at full loadburn at full load
34,535
35,5
36
36,537
37,5
38
38,539
39,5
40
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
Thermale
fficiency(%)
Lambda 1,65 No EGR
3% EGR
8% EGR
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01
2
3
4
5
6
78
9
10
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
Instabilityofcombustion
(%)
Lambda 1,65 No EGR
3% EGR
8% EGR
PmeanPmean = 18 bar, N = 1500 rpm= 18 bar, N = 1500 rpm
The impact of EGR on combustion stability, withThe impact of EGR on combustion stability, withlean burn at full loadlean burn at full load
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0
1
2
3
4
5
6
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
SpecificHC(g/kWh) Lambda 1,65 No EGR
The impact of ignition timing on HC emissions,The impact of ignition timing on HC emissions,with lean burn at full loadwith lean burn at full load
PmeanPmean = 18 bar, N = 1500 rpm= 18 bar, N = 1500 rpm
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The impact of lambda and ignition timing onThe impact of lambda and ignition timing onthermal efficiency, with lean burn at part loadthermal efficiency, with lean burn at part load
PmeanPmean = 4,5 bar (25%), N = 1500 rpm= 4,5 bar (25%), N = 1500 rpm
23
24
25
26
27
28
29
30
0 2 4 6 8
Specific NOx (g/kWh)
Thermale
fficiency(%)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
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The impact of lambda and ignition timing onThe impact of lambda and ignition timing oncombustion stability, with lean burn at part loadcombustion stability, with lean burn at part load
02
4
6
8
10
12
14
16
0 2 4 6 8 10
Specific NOx (g/kWh)
Instabilityofcombustion
(%)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
PmeanPmean = 4,5 bar (25%), N = 1500 rpm= 4,5 bar (25%), N = 1500 rpm
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The impact of EGR on thermal efficiency, withThe impact of EGR on thermal efficiency, withlean burn at part loadlean burn at part load
PmeanPmean
= 4,5 bar (25%), N = 1500 rpm= 4,5 bar (25%), N = 1500 rpm
23
25
27
29
0 2 4 6
Specific NOx (g/kWh)
Thermale
fficiency(%)
Lambda 1,65 No EGR
3% EGR
8% EGR
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Fuel injection equipment for HD CNGFuel injection equipment for HD CNGenginesengines
Carburetor / MixerCarburetor / Mixer
+ Excellent mixing between gas and air+ Excellent mixing between gas and air
+ Low cost+ Low cost
+ Robust+ Robust
-- Poor transient controlPoor transient control
-- Deficient fuel cut capabilitiesDeficient fuel cut capabilities
-- Fuel quality adaptation complicatedFuel quality adaptation complicated
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Fuel injection equipment for HD CNGFuel injection equipment for HD CNGenginesengines
Single Point injectionSingle Point injection
+ Good mixing between gas and air+ Good mixing between gas and air
+ Low demand on injector quantity range.+ Low demand on injector quantity range.(Multiple arrangement possible)(Multiple arrangement possible)
-- Transient controlTransient control
-- Fuel cut capabilitiesFuel cut capabilities
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Fuel injection equipment for HD CNGFuel injection equipment for HD CNGenginesengines
Multipoint port fuel injectionMultipoint port fuel injection
+ Excellent fuel cut capabilities+ Excellent fuel cut capabilities
+ Excellent transient control+ Excellent transient control
-- Mixing of gas and air could be an issueMixing of gas and air could be an issue
-- Higher demand on injected quantity rangeHigher demand on injected quantity rangeof the injectorsof the injectors
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Fuel injection equipment for HD CNGFuel injection equipment for HD CNGenginesengines
General requirements on gas injectorsGeneral requirements on gas injectors
Low pressure (approx. 2 bar) enables full usageLow pressure (approx. 2 bar) enables full usageof the CNG tank.of the CNG tank.
For port injection arrangements sufficientFor port injection arrangements sufficientinjected quantity range of the injector isinjected quantity range of the injector isessentialessential
DurabilityDurability
Operation in cold conditionsOperation in cold conditions
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Fuel injection equipment for HD CNGFuel injection equipment for HD CNGenginesengines
General requirements on gas pressureGeneral requirements on gas pressureregulatorregulator
LowLow hysteresishysteresis
Precise pressure control (Can bePrecise pressure control (Can becompensated by the control system)compensated by the control system)
DurabilityDurability
Operation in cold conditionsOperation in cold conditions
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Spark ignition system for HD CNGSpark ignition system for HD CNGenginesengines
General requirements on ignition systems for HD enginesGeneral requirements on ignition systems for HD engines
Generally a commercial vehicle user expects longer serviceGenerally a commercial vehicle user expects longer serviceintervals than passenger car userintervals than passenger car user
CNG lacks cooling effect in rich mode unlike liquid fuels whichCNG lacks cooling effect in rich mode unlike liquid fuels whichleads to higher thermal load on the spark plug. (Stoichiometricleads to higher thermal load on the spark plug. (Stoichiometricengines)engines)
The high octane number of CNG permits a high compressionThe high octane number of CNG permits a high compressionratio which gives higher ignition voltage. This is somewhatratio which gives higher ignition voltage. This is somewhatcompensated with an earlier optimum ignition timing.compensated with an earlier optimum ignition timing.(Stoichiometric engine)(Stoichiometric engine)
In lean burn operation the torque loss is successfullyIn lean burn operation the torque loss is successfullycompensated withcompensated with turbochargingturbocharging. However the increased boost. However the increased boostpressure in combination with the required late spark timing forpressure in combination with the required late spark timing forlow NOx gives extremely high ignition voltage.low NOx gives extremely high ignition voltage.
S k i i i f HD CNG
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Spark ignition system for HD CNGSpark ignition system for HD CNGenginesengines
OC12 Tndspnning med olika gnistgap
fullast
0
5
10
15
20
25
30
35
40
45
50
0 500 1000 1500 2000 2500
Varvtal [n/min]
S
pnning
[V]
0,7 mm
0,6 mm
0,4 mm
Ignition voltage as function ofIgnition voltage as function of
engine speed and spark gapengine speed and spark gap
Engine speedEngine speed
Ignition
Ignitionvo
ltage
vo
ltage((kVkV))
f f C GE h t ft t t t f HD CNG
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Exhaust aftertreatment for HD CNGExhaust aftertreatment for HD CNGenginesengines
Spark Ignited Stoichiometric MonoSpark Ignited Stoichiometric Mono fuelfuel
ThreeThree way catalystway catalyst
Spark Ignited Lean burn MonoSpark Ignited Lean burn Mono fuelfuel
Oxidation catalyst at NOx > 1 g/kWhOxidation catalyst at NOx > 1 g/kWh
SCR at NOx < 1g/kWhSCR at NOx < 1g/kWh
Compression Ignited Lean burn DualCompression Ignited Lean burn Dual fuelfuel
Oxidation catalyst at NOx > 1 g/kWhOxidation catalyst at NOx > 1 g/kWh
SCR at NOx < 1g/kWhSCR at NOx < 1g/kWh
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Demands on after treatment systems forSpark Ignited Stoichiometric MonoSpark Ignited Stoichiometric Mono fuelfuel
HD gas engineHD gas engine
Adopted for Methane
High conversion rate for CH4
Low light off temperature
High durability
Wide lambda window
Three Way Catalyst for HC, CO and NOx
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Demands on after treatmentsystems Lean burn gas engineLean burn gas engine
High conversion rate
Low light off temperature
High durability
Oxidation catalyst for HC and CO
Selective Catalytic Reduction for NOx
Adopted for Methane
Wide temperature window
Combination with Ox cat
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Lean Burn CatalystLean Burn Catalyst
LIGHTLIGHT--OFF PERFORMANCE FOR 1000 h ENGINE AGED CATALYST (KEMIRA)OFF PERFORMANCE FOR 1000 h ENGINE AGED CATALYST (KEMIRA)
0
20
40
60
80
100
150 200 250 300 350 400 450 500
CO METHANE ETHANE PROPANE ACETALDEHYDE
CONVERSION, %CONVERSION, %
TEMPERATURE, CTEMPERATURE, C
CATALYST: KLN3 Pt:Pd 1:4 250 g/ftCATALYST: KLN3 Pt:Pd 1:4 250 g/ft
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Three Way Catalyst for gas engines
50
100
Con
versionEfficiency(%
)
1.00.96 1.04
Lean SideRich Side
0
CO
THCNOx
CNG Window
Gasoline Window
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Measures to decrease engine out HCMeasures to decrease engine out HC -- emissionsemissions
Measures to decrease engine out HCMeasures to decrease engine out HC emissionsemissions
Valve timingValve timing
Piston bowl geometryPiston bowl geometryOptimization of ring packageOptimization of ring package
Eliminating crevices and dead volumes.Eliminating crevices and dead volumes.
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Measures to decrease engine out HCMeasures to decrease engine out HC -- emissionsemissions
Installation of the fast fid measuringInstallation of the fast fid measuringprobe in the exhaust port.probe in the exhaust port.
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Measures to decrease engine out HCMeasures to decrease engine out HC -- emissionsemissions
PP
MHC
PP
MHC
TimeTime
Measurement of crank angel resolved HCMeasurement of crank angel resolved HC
emissions with 4 different camshaftsemissions with 4 different camshafts
Fast FIDFast FID
Std. CamStd. CamCam. 1Cam. 1 Cam. 3Cam. 3
Cam. 2Cam. 2
EVOEVO
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Fast catalyst deactivation in transient drivingFast catalyst deactivation in transient driving
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Reason for fast catalyst deactivationReason for fast catalyst deactivation
Misfiring during motoring conditionsMisfiring during motoring conditions
Measures for eliminating misfireMeasures for eliminating misfire
Fuel cut under a certain inlet manifold pressureFuel cut under a certain inlet manifold pressure
and over a certain engine speedand over a certain engine speed
Note:Note:
Fuel cut is also needed for good driving quality,Fuel cut is also needed for good driving quality,
but it requires multipoint injection system.but it requires multipoint injection system.
Fast catalyst deactivation in transient drivingFast catalyst deactivation in transient driving
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Technology routes for HD CNG enginesTechnology routes for HD CNG engines
Engine concept for Euro 3Engine concept for Euro 3
Lean burnLean burn
Oxidation catalyst requiredOxidation catalyst required
Closed loop control required to protect the catalyst fromClosed loop control required to protect the catalyst frommisfire during fuel quality variationsmisfire during fuel quality variations
Fuel cut during deceleration required in order to preventFuel cut during deceleration required in order to preventmisfire to damage the catalystmisfire to damage the catalyst
Wide band lambdaWide band lambda sondsond
High voltage ignition systemHigh voltage ignition system
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Technology routes for HD CNG enginesTechnology routes for HD CNG engines
Engine concept for Euro 5 and EEVEngine concept for Euro 5 and EEV
Lean burnLean burn
Oxidation catalyst requiredOxidation catalyst required
Closed loop control required to protect the catalyst from misfirClosed loop control required to protect the catalyst from misfireeduring fuel quality variations. Due to the small margin towardsduring fuel quality variations. Due to the small margin towardslean out misfire, the lambda control is much more critical thanlean out misfire, the lambda control is much more critical thanin the Euro 3 case.in the Euro 3 case.
Fuel cut during deceleration required in order to prevent misfirFuel cut during deceleration required in order to prevent misfireeto damage the catalystto damage the catalyst
Wide band lambdaWide band lambda sondsond
High voltage ignition systemHigh voltage ignition system
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Technology routes for HD CNG enginesTechnology routes for HD CNG engines
Engine concept for Euro 6 (Stoichiometric)Engine concept for Euro 6 (Stoichiometric)
Stoichiometric combustionStoichiometric combustion
Cooled EGRCooled EGR
Closed loop lambda control with catalyst lightClosed loop lambda control with catalyst light--off strategies.off strategies.
ThreeThree way catalyst optimized for methaneway catalyst optimized for methane
High voltage ignition systemHigh voltage ignition system
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Technology routes for HD CNG enginesTechnology routes for HD CNG engines
Engine concept for Euro 6 (lean burn)Engine concept for Euro 6 (lean burn)
Lean burnLean burn
SCR (Selective catalytic reduction)SCR (Selective catalytic reduction)
Closed loop control required to protect the catalyst fromClosed loop control required to protect the catalyst frommisfire during fuel quality variations.misfire during fuel quality variations.
Fuel cut during deceleration required in order to preventFuel cut during deceleration required in order to preventmisfire to damage the catalystmisfire to damage the catalyst
Wide band lambdaWide band lambda sondsond
High voltage ignition systemHigh voltage ignition system
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EMS requirementsEMS requirements
The lean burn gas engine need an advanced EMS toThe lean burn gas engine need an advanced EMS to
Provide the engine with optimized lambda andProvide the engine with optimized lambda and
Ignition timing in the complete speed torqueIgnition timing in the complete speed torqueenvelope, in a closed loop mannerenvelope, in a closed loop manner
Compensate for different fuel qualities stillCompensate for different fuel qualities still
fulfilling performance and emission demandsfulfilling performance and emission demands Enhance drivability with EEnhance drivability with E--gas and boostgas and boost
controlcontrol
Enable fuel cut for enhanced drivability andEnable fuel cut for enhanced drivability andcatalyst handlingcatalyst handling
Torque control improvement with ignition andTorque control improvement with ignition andlambda strategieslambda strategies
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Gas engine EMSGas engine EMS
Fuel Injectors
WB O2 sensor
Engine
Engine Speed
Temperature inputs
Manualy PTO
Ignition Control
Fuel Control
ETC
Fuel
Control
Engine Speed
Mass Air Flow
WB O2 sensor
Ignition
Control
Engine Speed
Mass Air Flow
Knock sensor
Idle Control and PTO
Idle Control and PTO
6*Ignition coils
6*Fuel injectors
Ignition Coils
Lambda
Knock
Knock
Knock
ETC MAF
Crank position 58X
Electronic Throttle Control
Mass Air Flow
Engine Speed
Temperature sensors
Pressure sensors
CNG EMS for WT 615
CAM position
CAM
Idle
Control
& PTO
Gas engine EMSGas engine EMS
Gas engineGas engine
EMSEMSStd. engineStd. engine
EMSEMS
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With cooled EGR, temperature limit forWith cooled EGR, temperature limit for
turbocharger can be met even withturbocharger can be met even withstoichiometric operation at full load.stoichiometric operation at full load.
The higher temperature level, as compared toThe higher temperature level, as compared to
the diesel engine, requires special efforts to allthe diesel engine, requires special efforts to allexhaust gas related components. (Without EGR)exhaust gas related components. (Without EGR)
The ThreeThe Three--Way catalyst is available but need toWay catalyst is available but need to
be optimized for methane operation.be optimized for methane operation. The thermal efficiency with stoichiometricThe thermal efficiency with stoichiometric
operation using EGR is lower than with leanoperation using EGR is lower than with leanoperation, especially at part load.operation, especially at part load.
Conclusions (2)Conclusions (2)
Stoichiometric operationStoichiometric operation
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Gas Engine ServicesGas Engine Services
Design evaluation of existing gas enginesDesign evaluation of existing gas engines
Evaluation of different gas systems suppliersEvaluation of different gas systems suppliers
Development of a tailored gas EMSDevelopment of a tailored gas EMS
Conversion of existing diesel engine designsConversion of existing diesel engine designsfor operation on gaseous fuelsfor operation on gaseous fuels
Design of new gas enginesDesign of new gas engines
Design of high turbulence piston bowlsDesign of high turbulence piston bowls
Application of gas supply systemsApplication of gas supply systems
Manufacture of prototype enginesManufacture of prototype engines
Engine development and optimization onEngine development and optimization ontransient test bedstransient test beds
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Thank you for your attention!Thank you for your attention!
M.scM.sc. Ulf Lundqvist. Ulf LundqvistAVL MTCAVL MTC
Key Account ManagerKey Account Manager
Phone: +46 (0)8 500 65 696Phone: +46 (0)8 500 65 696
Mobile: +46 (0)70 8 26 79 11Mobile: +46 (0)70 8 26 79 11
Fax: +46 (0)8 500 283 28Fax: +46 (0)8 500 283 28
EE--mail:mail: [email protected]@avlmtc.com