INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
18 Month Meeting Paris,
Subproject B2,
Status AVL (month 13-18)
Marko Certic, AVL List GmbH
INGAS 18 months Meeting, Paris, 20-21 May 2010
1
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• Technical approach / Innovations – Engine Concept
– New engine concept with central injector position will enable a good
charge stratification capability and sufficient space for the mounting of
the Piezo injectors
Spark Plug
Central Injector
New cylinder head design for Multi
cylinder engines (Daimler)
INGAS 18 months Meeting, Paris, 20-21 May 2010
2
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• WPB2.4 Engine Testing/EAT System Management:
• Main objectives of WPB2.4 are:
–
–
–
–
–
To do baseline tests as input for the catalyst development
To perform engine tests with new catalyst formulations
To perform engine tests with EAT system
To develop operation / calibration strategies for EAT system
To evaluate the emission potential of EAT system
• Status Summary of WPB2.4:
– Baseline testing (task B2.4.1) finished, data evaluated and delivered to
Daimler
– EAT/CH4-Catalyst Evaluation (task B2.4.2) will start in second half of 2010
– In A2 subproject different strategies for catalyst heating investigated using
only technology available on the engine
– MCE engine is having different hardware problems causing delay also in A2
project (camshafts phasing, cylinder head damage, DI injector not stabile,
blow-by system)
– Due to the problems with DI Injectors engine temporally converted to MPFI
INGAS 18 months Meeting, Paris, 20-21 May 2010
3
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• Task B2.4.1 Engine/EAT Set-up/Baseline Investigations:
• Baseline investigations
– Measurements according to defined testing plan conducted with
additional H2 measurements of engine out emissions
– In addition same measurement program done also with MPFI, w/o H2
• EAT set-up in preparations
– EAT prototype (full size) still not available
– for work on the engine test bed bypass for the exhaust gases is planed
in order to prevent overheating of the EAT
INGAS 18 months Meeting, Paris, 20-21 May 2010
4
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• Measurement program for baseline investigations with H2 analysis
LFNR
N
PMEFF
MD
PEFF
-
1/min
bar
Nm
kW
1
750
0.72
10.3
0.809
2
1200
0.72
10.3
0.809
3
1600
2.01
28.66
4.801
4
1600
3.41
48.76
8.169
5
1600
4.71
67.37
11.287
6
1800
3.4
48.55
9.153
7
1800
6.02
86.08
16.229
For every load point adjust lambda in range 1.1 – 0.9 in 0.02 steps and measuring
H2, CO, CH4, NOX, NO, O2, lambda raw emissions before catalyst.
That means 10 measurements for each engine load point, if possible with cold coolant.
Hold engine load until concentrations become nearly state or ~3min.
INGAS 18 months Meeting, Paris, 20-21 May 2010
5
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
Results of baseline investigations with H2 analysis
750 rpm/ 0.72 bar
INGAS 18 months Meeting, Paris, 20-21 May 2010
1200 rpm/ 0.72 bar
6
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
Results of baseline investigations with H2 analysis
1600 rpm/ 2.00 bar
INGAS 18 months Meeting, Paris, 20-21 May 2010
1600 rpm/ 2.00 bar
7
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
Results of baseline investigations with H2 analysis
1600 rpm/ 3.41 bar
INGAS 18 months Meeting, Paris, 20-21 May 2010
1600 rpm/ 3.41 bar
8
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
Results of baseline investigations with H2 analysis
1600 rpm/ 4.71 bar
INGAS 18 months Meeting, Paris, 20-21 May 2010
1800 rpm/ 3.40 bar
9
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
Results of baseline investigations with H2 analysis
1800 rpm/ 6.02 bar
INGAS 18 months Meeting, Paris, 20-21 May 2010
1800 rpm/ 6.02 bar
10
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• During baseline catalyst
inveastigations increase of the
HC emissions noticed and
documented
• Cause is still not found
• Shortly afther catalyst
investigatoins cylinder head
was replaced which brought
HC emissions to previous level
INGAS 18 months Meeting, Paris, 20-21 May 2010
11
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• Task B2.4.2 EAT/CH4-Catalyst Evaluation:
• Preparations for advanced catalyst investigations in progress.
Testing plan defined together with Daimler.
• EAT testing plan still not fully defined
– Catalyst characterisation to be performed as for other advanced
prototypes
– Strategy for the most efficient catalyst heating still open, potential of the
engine itself still not fully investigated within A2
INGAS 18 months Meeting, Paris, 20-21 May 2010
12
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
Test Procedure for Advanced Catalyst Characterization
Quick-Characterization fresh TWC
Pre-Conditioning TWC
Characterization TWC
Aging TWC
Characterization TWC
INGAS 18 months Meeting, Paris, 20-21 May 2010
13
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
M271 InGAS 1.8l
Catalyst Heating Investigation
Spark Angle (SA) sweep
2010_02_12.001 D[1,9]
2010_04_09.001 D[1,5]
Reference curve
Page 6 - Exhaust Gas Temperatures
THC_EO
THC_EO
THC_EO
CH4_EO
400
200
THC_EO
CH4_EO
CH4_EO
THC_EO
THC_EO
CH4_EO
CH4_EO
0
NOX_EO
NOX_EO
NOX_EO
NOX_EO
NOX_EO
500
NOX - Emission
NOX_EO [ppm]
400
300
200
100
NOX_EO
0
IMEP-Var
VPI
Smoke [Bosch]
10
SM_VAL2
0.10
5
SM_VAL
0.05
SM_VAL2
SM_VAL2
SM_VAL2
SM_VAL2
0.00
250
300
350
400
450
500 550 600
T_bef_cat [°C]
650
700
750
800
850
900
14
VPI
15
VPI
VPI
VPI
VPI
200
INGAS 18 months Meeting, Paris, 20-21 May 2010
800
600
SM_VAL2 [FSN]
– Comparison of INGAS CNG DI engine
with different injection strategies with a
Euro 4/5 gasoline engine using HSP
• Combustion stability of INGAS
engine is very good with late ignition.
• Also the HC raw-emissions are low –
lower than gasoline engine.
• Due to the very late ignition (>30deg
aTDC) needed for an exhaust gas
temperature comparable to gasoline
engine (e.g. 750°C) the NOx raw
emission is higher, especially
because also the exhaust gas
massflow is significantly higher 
next slide
• First shots with postinjection (green
points) show a significant potential
N [1/min] BMEP [bar]
1200
0.99
1200
0.99
1200
1.00
EOI=240° bTDC+double-inj., Lambda=1.05, T_W_O=4 1200
1.00
MPFI, Lambda=1.00, T_W_O=40°C
1200
1.05
TGDI Gasoline, Lambda=1, T_W_O=40°C
1200
0.97
HC - Emission
• Catalyst heating
Description
EOI=220° bTDC, Lambda=1.00
EOI=220° bTDC, Lambda=1.05
EOI=240° bTDC, Lambda=1.05, T_W_O=40°C
THC_EO [ppm]
File name
2010_02_11.002 D[1,1]
2010_02_11.002 D[1,3]
2010_02_12.001 D[1,15]
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
M271 InGAS 1.8l
Catalyst Heating Investigation
Spark Angle (SA) sweep
2010_02_12.001 D[1,9]
2010_04_09.001 D[1,5]
Reference curve
Page 6 - Exhaust Gas Temperatures
20
MF_THCEO
MF_THCEO
MF_THCEO
10
MF_THCEO
MF_THCEO
MF_THCEO
MF_NOXEO
MF_NOXEO
MF_NOXEO
MF_NOXEO
MF_NOXEO
0
40
30
20
10
MF_NOXEO
0
MF_EXH
MF_EXH
MF_EXH
MF_EXH
MF_EXH
60
MF_EXH
40
MF_IA [kg/h]
MF_IA
MF_IA
MF_IA
MF_IA
20
MF_IA
60
MF_IA
40
20
250
300
350
400
450
500 550 600
T_bef_cat [°C]
650
700
750
800
850
900
15
MF_EXH [kg/h]
NOX - Emission
MF_NOXEO [g/h]
50
200
INGAS 18 months Meeting, Paris, 20-21 May 2010
40
30
Smoke [Bosch]
– Comparison of INGAS CNG DI engine
with different injection strategies with a
Euro 4/5 gasoline engine using HSP
• Emissions in g/h show that the NOx
emissions are more than 2 times
higher compared to gasoline.
• First tests with postinjection (green
points) show here a significant
advantage. Up to now about 620°C
could be reached with HCs at the
level of single injection but NOx ¼ of
single injection  Next step is to
increase temperature to at least
750°C at half the raw emissions of a
gasoline DI. So some space is left
for longer catalyst heating needed
for light-off with Methane.
N [1/min] BMEP [bar]
1200
0.99
1200
0.99
1200
1.00
EOI=240° bTDC+double-inj., Lambda=1.05, T_W_O=4 1200
1.00
MPFI, Lambda=1.00, T_W_O=40°C
1200
1.05
TGDI Gasoline, Lambda=1, T_W_O=40°C
1200
0.97
HC - Emission
• Catalyst heating
Description
EOI=220° bTDC, Lambda=1.00
EOI=220° bTDC, Lambda=1.05
EOI=240° bTDC, Lambda=1.05, T_W_O=40°C
MF_THCEO [g/h]
File name
2010_02_11.002 D[1,1]
2010_02_11.002 D[1,3]
2010_02_12.001 D[1,15]
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• Catalyst heating
– No significant difference between DI and MPI for homogeneous operation
– Significantly lower gaseous emissions at same exhaust gas temperature for
postinjection, but combustion stability and soot emission have to be improved
80
InGAS DI single
70
InGAS MPFI
InGAS DI double
60
Refernce gasoline same T_ex
Refernce gasoline opt
50
40
30
20
10
0
MF_NOXEO
MF_THCEO
MF_EXH
IMEP-Var
SA
SM_VAL2
(multiplied by 100)
T_bef_cat
(divided by 10)
[g/h]
[g/h]
[kg/h]
[%]
[°CAaTDC]
[FSN]
[°C]
INGAS 18 months Meeting, Paris, 20-21 May 2010
16
INGAS INtegrated GAS Powertrain
INGAS Subproject SPB2
• Next Steps AVL (month19-24)
– Advanced catalyst testing according to test procedure with
• engine out emissions (before cat) including H2
• tailpipe emissions (after cat) including H2
– EAT System set-up and testing
• set-up on engine test bed and commissioning (special measures to prevent
overheating of the full scale prototype to be implemented)
• basis evaluation same as for other prototype catalysts
• development of the engine running strategies for EAT with and w/o gas
burner
INGAS 18 months Meeting, Paris, 20-21 May 2010
17