INGAS INtegrated GAS Powertrain INGAS “reviewer meeting”, “Brussels”, “April 2011” 1 Reviewer Meeting, Brussels, 8 th April, 2011 SPB2 Aftertreatment for

INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain

1INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”

Reviewer Meeting, Brussels, 8th April, 2011

SPB2Aftertreatment for Passenger Car CNG Engine

Aftertreatment system for PC CNG gas engine with special regard on CH4 conversion,

assessment of options for NOx abatement



Introduction – Answers to Reviewers Comments

DAIMLER



1. Counter current HEX with 3-way catalyst (TWC)

SPB2: Technical Approach

Methane

air

Cold startburner

TWC

TWC

- Integrated system (catalytic coated HEX) - Amplification of adiabatic temperature rise- Efficient control of catalyst operation temperature

3. Engine measures - for faster light-offwithout fuel penalty- Lambda strategies for enhanced CH4 conversion

TWC

2. Improved catalyst material for better CH4-lightoff

Three technological approaches for improving the methane conversion



SPB2: Technologies and Approach (modifications Amendment II)

Development of specific active methane oxidation catalysts (WPB2.2) Catalyst preparation (precious metal and metal oxide technologies) Test of powdered catalysts, structured catalysts, substrates (metal and ceramics) Characterization studies

Development of a dedicated thermal management system (WPB2.3) Design and set-up of an integrated exhaust gas heating device (catalytic coated HEX) Modelling of heating device and catalytic combustion, simulation of behaviour Manufacturing, testing and optimisation of HEX

Development of operation strategies on engine test bench (WPB2.4) Identification of engine measures for faster light-off Testing of catalyst materials and HEX Optimization of operation strategies for improved CH4-Conversion

Demonstration of an exhaust gas aftertreatment system for Euro 6 (WPB2.5) Set-up of CNG engine and vehicle with the exhaust aftertreatment system (transient bench) Optimization of the catalyst heating including cold-start Demonstration of the system performance (Euro 6 legislation) in NEDC on engine test bench Validation of the catalyst activity in a vehicle configuration for Euro 6 compliance (SPA2)



Reasons for delay:DB2.10 delayed from month 21 to 31: Additional effort necessary for finalizing the 2d HEX bench prototype due to more stringent technical

boundary conditions. Lab unit deliveredDB2.11 delayed from month 22 to 32: Availability of engine test bench/mechanical engine problems and delayed delivery HEX1/CatalystsDB2.12 delayed from month 24 to 32: Delay in the delivery of raw materials from suppliers. Feed back from current engine tests not available

for finalisation of 2d generation of catalyst samples

MB2.2 and MB2.3 delayed: Extension of SP duration of 3M

SPB2: Deliverables/Milestones

Del. N Deliverable Name Responsible Nature Due Date (month) Delivery Date (month)

DB2.1 Fuel requirements to B0 DAI R 3 delivered/approved P1DB2.2 Reference catalyst Ecocat P 3 delivered/approved P1DB2.3 Boundary/testing conditions DAI R 4 delivered/approved P1DB2.4 CH4-kinetics/model Polimi R 10 delivered/approved P1DB2.5 2 laboratory prototypes Delphi P 10 delivered/approved P1DB2.6 Bench prototype 1 Delphi P 13 delivered/approved P2DB2.7 Catalyst samples Gen. 1/new formulations Ecocat P 16 delivered/approved P2DB2.8 CH4/NOx strategy DAI R 18 delivered 26DB2.9 EAT operation strategy 1 USTUTT R 18 delivered 22/revised 30DB2.10 Bench/vehicle prototype 2 Delphi P 21 delayed 31DB2.11 EAT operation strategy 2 AVL R 22 delayed 32DB2.12 Catalyst samples Gen. 2/new formulations Ecocat P 24 delayed 32DB2.13 Vehicle/EAT/Strategy to SPA2 DAI AVL R 31 delayed 37DB2.14 Results summary/assessment DAI R 33 delayed 39

Milestone N Milestone Name Due Date (month) Delivery Date (month)

MB2.1 Concept decision 11 delivered/approved P1MB2.2 Potential heat exchanger concept 18 delayed 32MB2.3 Principle feasibility 33 delayed 37



SPB2: WPB2.2 – General Comments

- Compiling mistake occurred during PDF conversion.- Catalyst definition corrected.

- Availability of DI-injectors.- At last review meeting the MPI procedure has been presented.- Delay due to availability of DI injectors extension of project duration required.

- Challenging work and delay in delivery of raw materials.- Feed back from engine bench delayed.

- 2d Gen of catalysts not available.- Feed back from engine bench about lambda-sweep delayed.



SPB2: WPB2.2 – Comment 1

In the 24M progress report it is mentioned that the reference catalyst has been improved with incorporation of Pt. The new material demonstrates a better thermal stability and therefore a better THC activity after 40 and 80h ageing.

Additionally new catalyst formulations based on Pd/CeO2/Al2O3 and Pd/Al2O3 have been developed at POLIMI and ICS/PAS and exhibit a better CH4 conversion than the reference material at equivalent PGM-loading (6% wt).

Moreover the development of a new control strategy based on lambda-sweep allows better conversions for all Pd-based catalysts.



SPB2: WPB2.2 – Comment 2

There is no fundamental modification of the heat exchanger concept. The counter currentflow technology is further developed as described in the DoW. One essential developmentaspect of the system consists in the cold start strategy where especially the coated zone ofthe HEX has to be heated up very fast.

First studies reported in the 24M PR and in DB2.9 demonstrate that this burner system is not fully suitable for such an application. Therefore a new cold start concept based on a bypass system has been developed taking advantage of the direct flow of hot gases from the engine in the U-turn section. However, if there should be a need for additional energy input during cold start, an electrically heated catalyst (Emicat) can be incorporated in the bypass line.



WPB2.2 : Advanced Catalyst Development

ECOCAT


10INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011” 10

SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments

Comment on ”lower efficiency of catalyst prototypes versus reference one”

Reference catalyst has been improved with incorporation of Pt in the Pd-Rh washcoat New material demonstrates a better thermal stability and better THC activityafter 40 and 80 h ageing

New catalyst formulations based on Pd/CeO2/Al2O3 and Pd/Al2O3 have been developed by POLIMI and ICSC-PAS

Better methane conversion was exhibited compared to the reference material at equivalent PGM-loading (6-% wt)

A development of a new control strategy based on lambda-sweep allows better conversions for Pd-based catalysts

At 450°C methane conversion was improved from ca. 20 % up to 90 % under lambda sweep (0,98-1,02) compared to the constant feed Ideal operation point is correlated to temperature and lambda: sligthly rich operation under transient conditions improves CH4 conversion




1 1 11,1

1,0 1,0

1,8

1,6

1,51,4

1,1

1,3

1,8

1,5

1,9

1,7

1,4

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0

0,2

0,4

0,6

0,8

1

1,2

1,4

1,6

1,8

2

THC CO NOx

Re

lati

ve

em

iss

ion

Pd-Rh/ Fresh Pt-Pd-Rh/ Fresh Pd-Rh/40 h Aged

Pt-Pd-Rh/40 h Aged Pd-Rh/80 h Aged Pt-Pd-Rh/80 h Aged

Fresh Fresh40 h 40 h 40 h80 h 80 h 80 hFresh

Engine results (relative emissions) for the 40 and 80 hours aged Pd-Rh and Pt-Pd-Rh catalysts

A small amount of Platinum has been incorporated in the reference washcoat formulation Engine tests carried out on a bi-fuel vehicle showed a significant reduction of the deterioration factors for all the measured emissions




50 000 h-1 aged 5 h 600 deg + 10h 800 deg

0

20

40

60

80

100

100 200 300 400 500 600 700Temperature [oC]

CH

4 c

on

vers

ion

[%

]

Pd-2-Puralox

Pd-6-Puralox

Ecocat

Pd-6-Puralox(org)

Pd-10-Puralox

Catalytic performance of Puralox supported Pd catalysts (Pd-Al2O3) in relation to Ecocat reference sample (after ageing at 600°C and 800°C –GHSV=50000 h-1)

After most severe treatment, two Puralox‐supported catalysts, Pd 6Puralox (org) and Pd 10 Puralox, show higher activity than the Ecocat reference




Catalytic performance of Pd- CeO2--Al2O3 material compared to the Ecocat reference sample (in lean conditions as fresh and after HT-700°C/20h – GHSV=50 000 h-1)

THC Conversion in Light-off performance

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100 150 200 250 300 350 400 450 500 550 600Temperature before catalyst, °C

Co

nv

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, %

896 6-PdCeO2-Al2O3

640 REF (Pd)

Fresh


0

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Co

nv

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, %

896 6-PdCeO2-Al2O3

640 REF (Pd)

Aged

Significant performance improvement achieved in respect of the reference at lean conditions




Catalytic performance of Pd-CeO2-Al2O3 material compared to the Ecocat reference sample (in λ=1 conditions as fresh and after LS-1030°C/20h aged (LS = lean 10 min + stoichiometric 50 min) – GHSV=50 000 h-1)


0

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896 6-PdCeO2-Al2O3640 REF (Pd)


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Co

nv

ers

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, %

896 6-PdCeO2-Al2O3

640 REF (Pd)

At stoichiometric conditions after ageing the new sample has better light off performance; as fresh both the samples (the reference and Pd-CeO2-Al2O3) have comparable performance

Fresh Aged




150 200 250 300 350 400 450 500 550 6000

10

20

30

40

50

60

70

80

90

100 GHSV=100000h-1

GHSV=50000h-1

CH

4 con

vers

ion

[%]

Temperature [°C]

Ramp UP

Identification of superior and more stable CH4 conversion performances under -sweep (0.98-1.02) than under constant feed conditions

-sweepConstant feed

Improvement by the operation strategy (reference catalyst)

0 3 6 9 12 15 18 21 24 27 300

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T=60s T=30s T=20s T=10s

Time [min]

CH

4 con

vers

ion

[%]

T = 450°C




Ideal operation point is correlated to temperature and lambda Sligthly rich operation under transient conditions improves CH4 conversion

Improvement by the operation strategy (reference catalyst)



SPB2/WPB2.2 – Low cost claimed by EcocatSPB2/WPB2.2 – Low cost claimed by Ecocat

Ecocat is involved to do the the up-scaling, coating and the producing of the catalysts for the further tests in laboratory and in engine In addition, the improvement of the reference catalyst has been a task during the period Due to the very challenging work to develop an efficient methane catalyst with early light off together with good NOx abatement there have been delays in the materials development which have been postponed the majority of the coating and up-scaling works of the 2nd generation catalysts to the third year of the project In addition, no feed-back from the engine test for the 1st generation samples has been available due to the delays in the engine bench activities in SPA2 and WPB2.4. The feed-back is needed to guide the catalyst material development for the most efficient way Therefore, the up-scailing of the 2nd generation materials and the preparation of the samples to the engine bench testing will be done during the third year of the project Limited resources have delayed the work in Ecocat



SPB2/WPB2.2– Updated activities planningSPB2/WPB2.2– Updated activities planning

Up-scaling and the coating trials of the new catalyst formulations based on Pd/CeO2/Al2O3 and Pd/Al2O3 which have been developed by POLIMI and ICSC-PAS are in progress in Ecocat

Results available on M32 meeting (May 25-26, Finland)

These 2nd generation samples will be then coated and tested in laboratory scale(real catalysts)

Simultaneously the proto samples will be prepared for the engine tests in AVL/Daimler

Deliverable DB2.12 Catalyst samples Gen.2/new formulations will be createddelayed on M32 (originally planned on M28)



WPB2.3 : Exhaust Heating/Catalyst Concepts

USTUTT



• Development of different cold start strategies for coated heat exchangeraccording to DB2.9 (USTUTT): Option 1: Cold start burner (section 2.5.1 of DB2.9) Option 2: Cold start burner and/or bypass system (section 2.5.2 of DB2.9) Option 3: EMICAT® and bypass system (section 2.5.3 DB2.9)

WPB2.3 Outline referring to reviewer’s comments

• Reviewer’s comment related to technical issues of WP B2.3:

• Answer: Inconsistent numbering due to later .pdf conversion. Countercurrent hex is still the essential part of our concept! Challenges and possible solutions for cold start will be described in this

presentation.



• Challenges / Drawbacks: Thermal inertia and countercurrent hex strongly retard heat-up

of catalyst section during cold start Secondary emissions and back pressure sensitivity of fuel burner

• Solutions:

Reduce material thickness (realized for MK2 prototypes)

Use bypass system and electric heater (EMICAT ®) instead of cold start burner

WPB2.3 Development work Cold start strategy development (DB2.9)

Lambda-sensitivity of TWC requires additional lambda control of fuel burner

No impact on lambda value if electric heater or bypass is applied

Original design:

Challenges / solutions during cold start phase



WPB2.3 Development work Cold start strategy development work (DB2.9)

Bypass strategy

• Normal mode:Exhaust flows through

inflow and outflow channels of hex

• Bypass mode (test bench only!):

Hex is separated from exhaust flow

Protection of hex in case of engine malfunction

• Cold start mode:Hot exhaust enters hex

at U-turn and exits through outflow channels.

Cat. light-off temperature can be further reduced with H2 / CO – rich exhaust

• Basic idea: Feed hot engine exhaust directly into coated end of heat exchanger

Is the engine exhaust sufficient as heat input?



• Model / Prototype geometric parameters:


Parameter MK1 prototype MK2 prototype Computer model

Total channel height hc 2.9 mm 2.9 mm 2.9 mm

Channel width wc 2x50 mm 2x50 mm 100 mm

Total cross section 0.0168 m2 0.0168 m2 0.0162 m2

Number of channels 4x27 4x27 53

Metal sheet thickness sm 0.15 mm 0.15 mm 0.15 mm

Thickness fins 0.15 mm 0.075 mm 0.15 / 0.075 mm

Cells per inch hex / cat 16 / 30 30 / 30 16 / 30 and 30 / 30

Cell densities hex / cat 133/250 cpsi 250/250 cpsi 133/250 and 250/250

Overall length L 300 mm 300 mm 300 mm

Coated length Lc 120 mm 100 mm 120 / 100 mm

Compromise between hex efficiency and pressure drop!




Bypass system; simulated network: Hot gas source as additional support during cold start

• Cold start mode:During first 92 seconds

of NEDCRequired time period

found by optimizationConstant hot gas

support

• Normal mode:During remaining

NEDCT-controlled hot gas

support

I/0 Flap as new element

Is the bypass during cold start alone with a state-of-art catalyst heating strategy sufficient ?



• Resulting emission values for methane


MK2 prototype

EU6 THC emission limit

Significant reduction of THC emissions compared to originally proposed solution

Remaining gap without auxiliary heating could be closed with appropriate engine operation strategies (e.g. „cylinder unbalancing“)

Bypass switch time




Additional option: EMICAT and bypass system:

• Cold start mode:During first 92 seconds

of NEDCT-controlled EMICAT

support (analogous to hot gas support)

No additional gas feed required

• Normal mode:During remaining

NEDCNo further heating

support



• Resulting emission values for methane


MK2 prototype

EU6 THC emission limit

Bypass and Emicat switch time

Very short initial energy input is sufficient!



WPB2.3 Conclusions

• Simulations underlined importance of thermal inertia during cold start: MK2 prototype will be significantly lighter due to reduced fin thickness.

• For efficient cold start, a bypass strategy was developed:

Bypass operation only during cold start (92s)

The Emicat® system is a very promising amendment to the bypass strategy.

Special engine operation strategies (“unbalanced cylinders”) produce a CO/H2-rich exhaust during cold start and could make additional heating obsolete.

• In combination with a heat exchanger, only very short operation periods of cold start support required! → Auxiliary heat remains in the system!



WPB2.4 : Engine Testing/EAT System Management

AVL



SPB2 WPB2.4 – AVL - Answers to Reviewer Comments

Comment on “catalyst characterization based on MPI engine not in line with revisedDoW and delays”:

Characterization on MPI:In the last review meeting it was explained that the catalyst characterization tests can alsobe done with MPI instead of DI. Comparison measurements have been done to prove thatthe exhaust gas composition is similar. This work-around was necessary because nosufficiently working DI injectors were available. Waiting for DI components would havecaused additional delays. From the technical point of view there is no disadvantage to dothe catalyst characterization (at stabilized conditions) with MPI instead of DI. For furtherinvestigations regarding catalyst heating after cold start and strategies for fast catalystlight-off for sure DI injectors will be used. These investigations are in progress and are partof the investigations within the next month.Delays:It is right that there are significant delays, therefore AVL recommends an extension of theproject duration for 3-6 month. Reason of the delay is the availability of DI injectors asalready mentioned several times.



SPB2 WPB2.4 – AVL - Answers to Reviewer Comments

Comparison of exhaust gas composition at Lambda 1, using different operation strategiesThe diagram below shows the exhaust gas composition range with different operation strategies. With the used

configurations (MPI balanced / unbalanced) for TWC characterization the exhaust gas composition is in the same range as it is with direct injection. So the results done with MPI are valid also for DI

THC

MPI or DI operation / Variation of composition due to unbalancing

DI operation / Variation of composition due to homogenization (injection timing)

MPI operation / balanced (as used for catalyst characterization step 2 / balanced)

MPI operation / unbalanced (as used for catalyst characterization step 2 / unbalanced)

CH4 CO O2NOx

5000 5%

3000

2000

4000

1000

0

4%

3%

2%

1%

0

CO

, O

2 [

%]

TH

C,

CH

4,

NO

x [p

pm]



SPB2 WPB2.4 – AVL – Updated planning

See roadmap from Dr. Weibel



SPB2 WPB2.4 – AVL - Additional technical information

Done in the last month: 5 different samples were characterized with the same procedure that allows the comparison

of conversion rate for the different formulations Also the strategy of cylinder unbalancing was tested. As already reported this strategy allows

to increase the CO content in the exhaust gas that leads to higher exothermic reaction and so better conversion efficiency

Actually the effect of Lambda oscillation is investigated for the different catalyst formulations and the optimization of the parameters for this oscillation

Next Steps: Characterization of 2 samples with alternative catalyst formulations Conversion efficiency after ageing of all 7 catalyst formulations

Catalyst Characterization



• Peak of conversion reached with rich mixture• Exact positioning of conversion peak is

temperature and/or engine operating point dependant

• Improvement of light off through adaption of lambda strategy

• Further improvement expected with usage of advanced engine operating strategies (cylinder unbalancing)

Methane conversion & Temperature rise in cat1600rpm/4.7bar bmep

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0,850 0,900 0,950 1,000 1,050 1,100 1,150

Lambda [-]

Met

han

e C

on

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[%

],

Tem

p. r

ise

in c

atal

yst

[K]

Cat #2a

Cat #1

Comparison after PreconSummary Best points from Characterisation Step2

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Temp. before cat [deg C]

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tha

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],

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. ris

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taly

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[K]

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bd

a fo

r o

pti

mu

m c

on

v.

effi

cien

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-]

Cat #1 Methane conv.

Cat #1 Temp. rise

Cat #2a Methane conv.

Cat #2a Temp. rise

Cat #1 Lambda opt.

Cat #2a Lambda opt.

Cat #2a

Cat #1

Comparison before PreconSummary Quick Characterisation (Lambda 1.00 +/-0.005)

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before cat temp. [deg C]

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], T

emp

. ris

e in

cat

alys

t [K

]

Cat #1 CH4 Conv.

Cat #1 delta T

Cat #2a CH4 Conv.

Cat #2a delta T

Cat #2aCat #1




1600rpm 3,4bar / catalyst #1Comparison between balanced and unbalanced operation

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Lambda [-]

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mp

.Ra

ise

in c

ata

lys

t [K

]M

eth

an

e c

on

ve

rsio

n [

%]

Traise in cat

Methane conversion

TRaise in cat / unbalanced

Methane conversion / unbalanced


This example of the comparison between balanced an unbalanced cylinders shows the significant increase in conversion efficiency. Also the Lambda range with high conversion is much wider than with balanced cylinders

Catalyst Characterization

Significantly more exothermic reaction due to CO increase




Setup and first tests were done Together with UNI Stuttgart the operation strategy for the different phases can now be

defined. The phases are (similar to conventional catalysts without Heat exchanger)

Phase 1: Catalyst heating – Time before catalyst light-off Phase 2: Catalyst warm-up – Time from CO light-off to full conversion Phase 3: Normal operation Phase 4: Keeping HEX warm in low load phases

Heat exchanger (test bed prototype #1) testing:

TWC(to compare sizes)

Flaps



Conclusion/Road map SPB2



SPB2: Summary / Conclusion (24M Meeting)

WPB2.2: Advanced catalyst development

- Developed mixed oxides are better than systems described in the literature but not alternatives for Pd based catalysts

- Novel active Pd based formulations have been indentified and scaled up for real catalytic testing, showing better performances than the reference catalyst

- Additional Pt on reference catalyst improved durability

- Sulfur poisoning is an issue for the Pd based catalysts, but regeneration is feasible

- Operation strategy based on optimal controlling of lambda oscillation and lambda setting provide improvement of catalyst performances

- Implementation of the NSC technology on a CNG engine possible. Regeneration of NSC with H2 generated in the rich phase



WPB2.3: Exhaust heating – Catalyst concepts

- Identification of EAT operation strategy on laboratory scale

- Cold start strategies identified for efficient HEX heat up

- Identification of hex design improvements. Implementation on 2d generation HEX

- 1st generation of laboratory and bench scale HEX successfully manufactured

WPB2.4: Engine testing / EAT system management

- Baseline testing performed both with DI and MPI

- Engine measures for faster lightoff identified

- EAT/CH4 catalyst evaluation started – 2 formulations are tested in preconditioned condition. Improvement of light-off through adaption of lambda strategy

- HEX system on engine test bed ready for testing

SPB2: Summary / Conclusion (24M Meeting)



SPB2: Road Map Catalyst / HEX testing (24M Meeting)

INGAS - SPB2 New Time TableYear2 Year3

Month Main Partner 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

DB2.6 Bench proto.1 (Delphi)DB2.7 Catalyst samples Gen.1/new formulations (Ecocat)

Input Deliverables DB2.8 CH4/NOx operation strategy (DAI)DB2.9 EAT Operation strategy 1 (ICVT)

DB2.10 Bench/vehicle proto.2 (Delphi)DB2.12 Catalyst samples Gen.2/new formulations (Ecocat)

WPB2.4: Engine Testing/EAT System ManagementLeader: AVLPartner: DAI, ICVTTaskB2.4.1: Engine/EAT Set-up/Base Line Investig. AVL

AVL

TaskB2.4.2: EAT/CH4-Catalyst Evaluation AVL, DAI HEX CH4 Cat. HEXDB2.11 EAT operation strategy 2 (AVL)

WPB2.5: Engine Bench System Integration/OptimizationLeader: AVLPartner: DAI, Delphi, ICVTTaskB2.5.1: System Integration/Calibration AVL HEX

TaskB2.5.2: System Management/Optimiz.Transient AVL HEX CH4 Cat. HEX + Cat. In SPA2DB2.13 Vehicle/EAT/Strategy to A2 (DAI)

DB2.14

Results Summary/Assessment

to B0.2 (DAI)

MilestonesMB2.2 Potential Heat exchanger Concept/New Catalyst Formulation demonstrated

MB2.3 Principle Feasibility demonstrated

Catalysts tested: Catalysts tested: Catalysts tested:Pd/Rh 170 g/ft3 Pd/CeO2 200 g/ft3 Best formulationPd/Rh 200 g/ft3 Pd/CeO2 300 g/ft3Pd/Rh 300 g/ft3 New formulationPt/Pd/Rh 200 g/ft3

Catalysts tested:Pd/Rh 170 g/ft3Pd/Rh 200 g/ft3Pd/Rh 300 g/ft3Pt/Pd/Rh 200 g/ft3

Catalysts tested:Pd/CeO2 200 g/ft3Pd/CeO2 300 g/ft3New formulation ?

Catalysts tested:Best formulation



SPB2: Road Map Catalyst / HEX testing (New Time Table)

Catalysts:Pd/Rh 170 g/ft3Pd/Rh 200 g/ft3Pd/Rh 300 g/ft3Pt/Pd/Rh 200 g/ft3

Catalysts:Pd/Al2O3 300 g/ft3Pd/CeO2 300 g/ft3

Catalysts:Best formulation

Deliverable/MS: New delivery date

New time table

INGAS - SPB2 New Time TableYear2 Year3

AprilMonth Main Partner 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

DB2.6 Bench proto.1 (Delphi)DB2.7 Catalyst samples Gen.1/new formulations (Ecocat)

Input Deliverables DB2.8 CH4/NOx operation strategy (DAI)DB2.9 EAT Operation strategy 1 (ICVT)

DB2.10 Bench/vehicle proto.2 (Delphi)DB2.12 Catalyst samples Gen.2/new formulations (Ecocat)

WPB2.4: Engine Testing/EAT System ManagementLeader: AVLPartner: DAI, ICVTTaskB2.4.1: Engine/EAT Set-up/Base Line Investig. AVL

AVL

TaskB2.4.2: EAT/CH4-Catalyst Evaluation AVL, DAI HEX CH4 Cat. HEXDB2.11 EAT operation strategy 2 (AVL)

WPB2.5: Engine Bench System Integration/OptimizationLeader: AVLPartner: DAI, Delphi, ICVTTaskB2.5.1: System Integration/Calibration AVL HEX

TaskB2.5.2: System Management/Optimiz.Transient AVL HEX CH4 Cat. HEX + Cat. In SPA2 HEX + Cat in SPA2DB2.13 Vehicle/EAT/Strategy to A2 (AVL)

DB2.14 Results Summary/Assessment

MilestonesMB2.2 Potential Heat exchanger Concept/New Catalyst Formulation demonstrated

MB2.3 Principle Feasibility demonstrated

Documents

INGAS INtegrated GAS Powertrain INGAS “reviewer meeting”, “Brussels”, “April 2011” 1 Reviewer Meeting, Brussels, 8 th April, 2011 SPB2 Aftertreatment for