INGAS –Report Partner Input Year II
31.07.2017
Partner Input for work package activities in the Project
INGAS
Company Name
Author
IFP Energies nouvelles
Stephane ZINOLA
Stephane RAUX
Subproject
Period
INGAS – SPA1
01.10.2009 – 30.09.2010
1 Summary and Discussion
0D simulations were conducted for turbo matching phase. Four different turbochargers
were considered in this phase. Calculations pointed out that the Garrett GT1444
equipped with variable geometry turbine was the best competitor to improve the full
load engine performances. Moreover, this turbocharger could also enhance the
maximum torque at low engine speed. This solution will be tested soon on the engine
bench.
Five catalysts with advanced formulation dedicated to CNG applications were tested on
the engine test bench. Two of them showed good potential to be compliant with the
next Euro 6 regulation. These two prototypes will be tested on the mule vehicle by CRF
to validate the global aftertreatment system.
2 Technical Progress during the last 12 months
2.1 WPA 1.1 - Task A1.1.2 : Turbocharger matching
2.1.1 Planned objectives & starting point
Data from 4 turbochargers were provided to IFP from CRF. Reference of each one is
summarized in the Table A.1.1. 1 :
Compressor
Turbine
RHF3_BRL315_04
RHF3_TTW62P105NR
Garrett GT1238 (conf 2)
C224(38) 60 Trim 0.38 A/R
-
Garrett GT1446 (conf 3)
C224(46) 55 Trim 0.46 A/R
T202(43) 72 Trim 0.67 A/R
VGT Garrett GT1444 (conf 4)
C224(44) 60 Trim 0.44 A/R
T213(39)T84AR074vh65
IHI 150 CV (conf 1)
Table A.1.1. 1 References of studied turbochargers
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2.1.2 Progress of work
First, the data from CRF were digitalised in order to be used into 0D model.
Then, pressure losses were modelled from experimental data and GT Power model
from CRF (Fig. A1.1. 1).
0.5
Air filter
0.45
Exaust line
Pressure losses (bar)
0.4
Air cooler
0.35
0.3
2
y = 3E-06x - 0.0003x + 0.0144
0.25
0.2
2
y = 9E-07x - 9E-05x + 0.006
0.15
0.1
2
0.05
y = 2E-07x + 5E-05x - 0.0021
0
0
50
100
150
200
250
300
350
400
450
-0.05
Gaz flow (kg/h)
Fig. A1.1. 1 : Pressure losses model
From this, compressor maps adaptation was led. The following figures present the
standard engine full load curve with the different possible compressors maps.
1) IHI 150 CV compressor map (Fig. A1.1. 2)
This compressor has a too small surge margin at 2000 rpm.
3.5
Pressure Ratio (t/t) P2c/P1c
0.7
3.0
0.68
220000
0.66
2.5
0.64
200000
2.0
180000
0.62
160000
0.6
1.5
140000
0.55
1.0
0.00
0.05
0.10
0.15
Corrected Air Flow (Kg/s)
0.20
Fig. A1.1. 2 : Full load running condition with the standard IHI compressor map
2) Garrett GT1238 compressor map (Fig. A1.1. 3)
According with these characteristics, this compressor offers an important benefit
considering the surge limit. Nevertheless, the limit with the choke line is reduced and
probably could not allow the full speed performances. The maximum engine speed
allowed is probably lower than 4750 rpm.
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3.5
0.7
Pressure Ratio (t/t) P2c/P1c
280000
3.0
260000
0.68
0.66
2.5
240000
220000
0.64
2.0
0.62
200000
180000
0.6
1.5
140000
160000
0.55
1.0
0.00
0.05
0.10
0.15
Corrected Air Flow (Kg/s)
0.20
Fig. A1.1. 3 : Full load running condition with the Garrett GT1238 compressor map
3) Garrett GT1446 compressor map (Fig. A1.1. 4)
Full load running conditions with engine speed higher than 3000 rpm are obtained with
the maximum compressor efficiency. In these conditions, the same intake pressure
could be probably obtained with lower exhaust back pressure.
3.5
Pressure Ratio (t/t) P2c/P1c
0.7
3.0
220000
0.68
200000
0.66
2.5
180000
0.64
2.0
0.62
160000
140000
0.6
1.5
120000
100000
1.0
0.00
0.55
0.05
0.10
0.15
Corrected Air Flow (Kg/s)
0.20
Fig. A1.1. 4 : Full load running condition with the Garrett GT1446 compressor map
4) Garrett GT1444 compressor map (Fig. A1.1. 5)
This turbocharger includes a variable turbine geometry. The characteristics are nearly
the same than the GT1416 compressor.
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3.5
0.72
Pressure Ratio (t/t) P2c/P1c
240000
3.0
0.7
220000
2.5
0.68
200000
0.66
0.64
180000
2.0
160000
0.62
1.5
0.6
140000
120000
0.55
1.0
0.00
0.05
0.10
0.15
Corrected Air Flow (Kg/s)
0.20
Fig. A1.1. 5 : Full load running condition with the Garrett GT1444 compressor map
From the simulation phase, the fit of GT1446 or GT1444 compressor with the Fiat
engine could be satisfactory.
Finally, the simulations were computed for the turbine adaptation. Focus was done on
the VGT turbine of the GT1444 turbocharger. Maps for 10, 20, 30, 40, 60, 80 and 100%
vane positions were used for these simulations. They were performed up to obtain the
turbine / compressor power equilibrium. For these calculations the surge line limitation
was not taken into account. In these conditions the maximum reachable BMEP are
presented with Fig. A1.1. 6. According with the turbine power, 15 bars BMEP could be
obtained at 1100 rpm, but only 11 bars could be effectively reached due to the surge
limit.
max. BMPE allowed
30
BMEP (bar)
25
40 %
20
Target
60 %
30 %
80 %
15
10
100 %
5
0
500
1500
2500
3500
4500
5500
Engine speed (rpm)
Fig. A1.1. 6 : Full load simulation with VGT GT1444 turbocharger
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Conclusion of the turbocharger matching phase
GT1444 turbocharger (C224 (44) 60 Trim 0.44 AR compressor in association with
T213(39)T84AR074vh65 variable geometry turbine) is the best competitor to improve
the full load engine performances. This variable turbine geometry offers the potential to
improve the low speed engine performance. From 1000 to 1500 rpm the main limitation
could probably being obtain with the surge line of the compressor. At full engine speed,
the 100% opening turbine position is significantly higher than the inlet section
necessary to limit the intake pressure. For engine speed higher that 2500 rpm, the VGT
turbine also offers a higher efficiency than a fixed geometry turbine with an opened
waste gate.
Deliverable
Deliverable DA1.2 : Turbocharger matching and experimental validation results were
submitted in month 15.
2.1.3 Deviations & corrective actions
No deviation was encountered for this task.
2.2 WPA 1.1 - Task A1.1.3 : Engine compression ratio
optimization
2.2.1 Planned objectives & starting point
This task is divided into several subtasks :
Subtask 1: Evaluation of the base engine - compression ratio = 9.8:1 – and comparison
with CRF results
Subtask 2 : 3D simulation to determine optimal compression ratio
Subtask 3 : Evaluation of the improved engine with optimal compression ratio
determined in subtask 2 and turbocharger targeted in WPA 1.1 – Task A1.1.2.
2.2.2 Progress of work
Subtask 1 is now completed and is summarized herein.
Subtask 2 has begun with the experimental data from the subtask 1.
Preparation of the subtask 3 is currently in progress with the supply of the new
hardware configuration (new pistons for optimal CR, VGT turbocharger, adapted
exhaust manifold, flanges, ... )
Subtask 1: Evaluation of the base engine
The base engine with compression ratio = 9.8:1 was evaluated on the engine test
bench Fig. A1.1. 7.
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Fig. A1.1. 7 : Base engine in the IFP Energies nouvelles test bench
Full load evaluation :
Set constraints for the engine tests were :
- maximum permitted temperature inlet turbine = 950 °C
- maximum permitted cylinder pressure (Pcyl max + 3σ) = 105 bars
Maximum performance at full load is plotted in Fig. A1.1. 8and Fig. A1.1. 9.
250
Torque (N.m)
200
150
Torque Nm
100
CRF Torque curve
50
0
1000
1500
2000
2500
3000 3500 4000 4500
Engine speed (tr/min)
5000
5500
6000
Fig. A1.1. 8 : Torque curve at full engine load
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120
Brake power (kW)
100
80
60
40
Brake power kW
CRF Power curve
20
0
1000
2000
3000
4000
Engine speed (tr/min)
5000
6000
Fig. A1.1. 9 : Power curve at full engine load
Maximum torque and power values are in line with the CRF results. Nevertheless, the
engine speed for maximum torque is 2500 rpm instead of 2040 rpm for CRF. It is
explained by the difference of intake system (standard system for IFP, "MultiAir" for
CRF).
Part load evaluation :
The base engine was operated on 4 engine speeds (1000 rpm, 2000 rpm, 3500 rpm
and 5500 rpm) from 1 bar of BMEP to full load. Then the power losses and fuel
consumption were evaluated with the Willans lines method.
24
1000 rpm : WMEP = 1.78 bar and WSFC (eq. Gasoline) : 212.9 g/kW/h - R2 = 0.99992
2000 rpm WMEP = 2.05 bar and WSFC (eq. Gasoline) : 196.4 g/kW/h - R2 = 0.99995
3500 rpm WMEP = 2.29 bar and WSFC (eq. Gasoline) : 196.6 g/kW/h - R2 = 0.99990
5500 rpm : WMEP = 2.43 bar and WSFC (eq. Gasoline) : 210.4 g/kW/h - R2 = 0.99994
22
20
18
BMEP (bar)
16
14
12
10
8
6
4
2
0
0
20
40
60
Fuel flow (mg/cycle/L displacement)
80
100
Fig. A1.1. 10 : Part load evaluation : Willans lines at 1000, 2000, 3500 and 5500 rpm
These results will be helpful to evaluate the part load behaviour of the optimised engine
in the subtask 3.
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2.2.3 Deviations & corrective actions
No deviation was encountered on this task.
2.3 WPA1.4 - Task A1.4.4 :Catalyst evaluation at the test bench
2.3.1 Planned objectives & starting point
Catalysts were received from ECOCAT for evaluation at test bench at the mid of
February 2010. The aim of this task was to evaluate the 5 catalysts regarding their
conversion efficiencies and their light-off temperatures.
2.3.2 Progress of work
ECOCAT catalysts are based on metallic substrates. Their diameter is 125 mm and
their length is 120 mm. It corresponds to a volume of 1,4 liters. Their cell density is 500
cpsi. All the catalysts have been aged by ECOCAT with the RAH procedure during 40
hours.
Characteristics of the 5 ECOCAT catalysts are detailed in the Table A.1.4. 1.
#1
#2
#3
#4
#5
Sample
9255
9256
9257
9258
9259
Proto n°
23208
23207
23209
23210
23211
PGM loading(g/ft3)
120 g/ft3
120 g/ft3
200 g/ft3
200 g/ft3
250 g/ft3
Pd:Rh
11:1
23:1
19:1
39:1
Pd-only
Cost
€€
€
€€€€
€€€
€€€€€
Table A.1.4. 1 : ECOCAT catalysts characteristics
Two kinds of tests were led to evaluate each catalyst :
1) Variations of equivalence ratio
The objective is to determine the best equivalence ratio regarding the conversion tradeoff for HC, CO and NOx and the equivalence ratio sensitivity.
Tests were done under steady state condition on the 3000 rpm - 7 bar BMEP with G20
(pure methane) fuel. The test conditions were :
-
Exhaust flow = 110 kg/h
-
T inlet catalyst ~ 500 °C
-
GHSV (Gas Hourly Space Velocity) ~ 166 000 h-1
The best results in terms of equivalence ratio sensitivity and maximum conversion
efficiency were obtained for the prototype #23210. The conversion efficiency vs.
lambda is plotted in Fig. A1.4. 1.
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600
90%
580
80%
560
70%
540
60%
520
50%
500
40%
480
Conversion efficiency (%)
100%
30%
460
Temperature (°C)
31.07.2017
HC (dry)
20%
440
CO
NOx (dry)
10%
420
T°inlet catalyst
T° 60 mm inside catalyst
0%
0.95
0.96
0.97
0.98
0.99
1.00
1.01
1.02
1.03
1.04
400
1.05
Lambda (-)
Fig. A1.4. 1 : Catalyst #23210 - 200 g/ft3 - Pd:Rh = 39:1 - Conversion efficiency vs.
lambda
The catalysts #23211 also presents satisfying performance under the same criteria.
2) Light-off tests
The catalyst is warmed-up from 100 °C to 500 °C on the same operating point,
3000 rpm – 7 bar, with the optimal equivalence ratio determined above.
The light-off temperatures at different conversion rates were computed for each specie.
Lower light-off temperature for HC and CO oxidation were obtained for prototype
#23211 that contains palladium only (250 g/ft3). The light-off profiles are drawn in Fig.
A1.4. 2.
100%
90%
Conversion (%)
80%
70%
60%
50%
40%
30%
20%
10%
HC
CH4
NOx
O2
CO
0%
100
150
200
250
300
350
Tin catalyst (°C)
400
450
500
Fig. A1.4. 2 : Catalyst #23211 - 250 g/ft3 – Pd only – Light-off test results
Catalyst #23210 also presents good light-off performance, but is slightly less efficient
than #23211, especially for HC conversion.
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Conclusion of catalyst evaluation phase
Equivalence ratio sensitivity tests :
In steady state conditions (temperature inlet catalyst = 500 °C, GHSV = 166 000 h -1),
the prototype #23210 (200 g/ft3 ; Pd:Rh = 39:1) presents the largest equivalence ratio
range and the maximum conversion rate for HC (80%), CO and NOx (90%).
Light-off tests :
In light-off tests conditions, the prototype #23211 (250 g/ft 3 ; Pd only) displays the
lowest light-off temperatures, but the catalyst #23210 (200 g/ft3 ; Pd:Rh = 39:1) could
be also convenient.
As a conclusion, the two best formulations #23210 and #23211 will be kept for tests on
the validator vehicle by CRF within the WPA1.5.
2.3.3 Deviations & corrective actions
No deviation was encountered on this task.
3 Status of Deliverables and Milestones1
Tables 1. DELIVERABLES
WP N.°
Del N
Deliverable
name
DA1.2
Turbocharger
matching and
experimental
validation results
A1.1
DA1.3
Compression ratio
determination study
DA1.12
Experimental
evaluation of the
catalyst behaviour in
terms of conversion
efficiency and light
off at the engine test
bench.
Lead
Participant
Nature
Dissemination
level
Due
delivery
date from
Annex I
Delivered
Yes/Not
CRF
Report
CO
Month
15
Yes
A1.1
CRF
Report
CO
Month
15
Draft
A1.4
ECO
CAT
Report
CO
Month
27
Not
Actual/forecast
delivery date
Comments
Month 24
1 One table for the Deliverables and one for the Milestones for every SP
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Tables 2. MILESTONES
Milestone No.
Milestone name
Due Achievement date from Annex I
Achieved
Yes/Not
Actual/forecast
delivery date
Comments
4 Sub Project management: main issues
The SP leader should report a list of the SP meetings, dates and venues, and describe
if problems occurred during the first year of the project, how they have been solved and
which was the impact of the project, (if any). Moreover, the SP leader should add an
updated planning of the activities of the SP, putting in evidence eventual changes or
delays and their influence on the project. If there has been dissemination activities,
please describe them in this section.
5 Publishable Summary
Every SP leader will have the role to prepare one and half page max containing this
“publishable summary related to the 1° year activities of his Sub project.
This section should be of suitable quality to enable direct publication by the
Commission. This report should include a summary description of the project
objectives, a description of the work performed since the beginning of the project, a
description of the main results achieved so far, the expected final results and their
potential impact and use. Welcome appropriate diagrams, photographs and so on…
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