INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 1 SP B0 Status presentation, outline E.ON Ruhrgas - Engine tests on oil influence

INGAS meeting, Oulu, May 25INGAS meeting, Oulu, May 25thth/26/26thth, 2011, 2011

INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain

1

SP B0 Status presentation, outline

E.ON Ruhrgas- Engine tests on oil influence on fuelling system components

JBRC: - Numerical simulations on the influence of gas quality on engine operation

- Engine tests on gas quality impacts

GDF Suez- Numerical simulations on the influence of gas quality on engine operation (extended matrix of gases)

MEMS:- Gas quality sensor tests



2

WP 4: Engine tests at E.ON Ruhrgas

Influence of compressor oil in CNG– Oil residues from the fueling station may deposit in CNG car

components and affect the operation of the engine – Aim of test: determination of tolerable oil content in gas

pressure regulator source: Bosch

source: Daimler

• relevant amounts of oil can occur in the high pressure and in the low pressure parts ot the gas train

• fouling of valves and regulators by high viscous oil particles may cause malfunctions

c



3Seite 3

Details of investigation

General test conditions: Test engine: Daimler M271 NGT (former car

MB 200 NGT) Pressure regulator heated (90 oC) Injecting of a constant amount of oil Changing engine operating parameters

(medium and high load range) At night no test operation for simulation of

conditions similar to the vehicle Test time per test series 200 operating hours Injection valves from Siemens

Planned measurement program: Variation of oil content (about 5 - 70 mg/m3) Test different type of oil (synthetic/mineral oil) Impact of temperature at the pressure

regulator/ gasrail Different injectors (standard / enhanced)

Metering system for oil with control unit



4Seite 4

Test series with synthetic and mineral oil

Results after 200 hours test operation:

Only 10-15% of the injected synthetic oil and less than 10% of the mineral oil (70 mg/m3) is found in the gas line again.

• The remaining oil is burned in the engine Solid oil deposits were not formed on relevant components (pressure

regulator, piping and fuel injectors)

Gas railMarginal amount of oil after test period



5

B0 WP performed / in progress JBRC

505

505

510

510

51551

5

505

505

510

510

51551

5

0 0.025 0.05 0.075 0.1 0.125 0.15

EGR [1]

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

C3

H8_

fuel

[1]

0.05

0.05

0.1

0.1

0.15

0.15

0.15

0.2

0.20.25

0.25

0.25

0.3

0.3

0.35

0.05

0.05

0.1

0.1

0.15

0.15

0.15

0.2

0.20.25

0.25

0.25

0.3

0.3

0.35 Tpist

Knock_fraction

Imep 21 bar, 1800 RPM, ignition timing 20°BTDC

Combination of influence of fuel composition and control interventions on engine behavior – Example



6


Influence of combined control interventions on engine behavior – Example: Limit Gas L2

2.1

2.1

2.2

2.2

2.2

2.3

2.3

2.3

2.4

2.4

2.4

2.5

2.5

2.5

2.62.6

2.6

2.7

2.7

2.7

2.8

2.8

2.1

2.1

2.2

2.2

2.2

2.3

2.3

2.3

2.4

2.4

2.4

2.5

2.5

2.5

2.62.6

2.6

2.7

2.7

2.7

2.8

2.8

-24 -22 -20 -18 -16 -14 -12IgnTmg [deg]

0

0.05

0.1

0.15

0.2

EG

R [

1]

0.02 0.02

0.02

0.02

0.02

0.02

0.040.04

0.04

0.04

0.04

0.04

0.060.06

0.06

0.06

0.06

0.06

0.08

0.08

0.08

0.08

0.08

0.08

0.1

0.1

0.1

0.1

0.1

0.1

0.120.12

0.12

0.12

0.12

0.12

0.14

0.14

0.14

0.14

0.16

0.16

0.16

0.16

0.18

0.18

0.18

0.18

0.18

0.18

0.2

0.2

0.2

0.2

0.22

0.22

0.22

0.2

2

0.24

0.240.24

0.26

0.26

0.26

0.26

0.28

0.28

0.280.

28

0.3

0.3

0.3

0.32

0.320.32

0.34

0.34

0.34

0.36

0.3

6

0.36

0.38

0.02 0.02

0.02

0.02

0.02

0.02

0.040.04

0.04

0.04

0.04

0.04

0.060.06

0.06

0.06

0.06

0.06

0.08

0.08

0.08

0.08

0.08

0.08

0.1

0.1

0.1

0.1

0.1

0.1

0.120.12

0.12

0.12

0.12

0.12

0.14

0.14

0.14

0.14

0.16

0.16

0.16

0.16

0.18

0.18

0.18

0.18

0.18

0.18

0.2

0.2

0.2

0.2

0.22

0.22

0.22

0.2

2

0.24

0.240.24

0.26

0.26

0.26

0.26

0.28

0.28

0.280.

28

0.3

0.3

0.3

0.32

0.320.32

0.34

0.34

0.34

0.36

0.3

6

0.36

0.38

Boost_press

Knock_fraction

RW, L2, RPM 1800, lambda 1, IMEP 21



7


Sensitivity of -sensor voltage to fuel composition variationExample – Various content of carbon dioxide in fuel blend

0.3

0.4

0.5

0.6

0.7

0.8

0.9

0 600 1200 1800 2400 3000 3600time [s]

U

LS

[V]

0

0.1

0.2

0.3

0.4

vCO

2/(v

CO

2+vT

NG

) [1

]

LSVm LSVX vCO2



8


Relationship between knock sensor outputand knock intensity from evaluation of indicator diagram

Example – Various content of propane in fuel blend

0

10

20

30

40

50

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1HR at Knock Onset

Cyc

le #

10.84% Propane AKR=0.1V12.5%Propane AKR=0.35V14.1% Propane AKR=2V



9

GDF SUEZ Results and Study in progress:GDF SUEZ Results and Study in progress:Guidelines to compensate the impact of a fuel Guidelines to compensate the impact of a fuel gas composition variation on power output gas composition variation on power output and emissions and emissions

[D.B0.7] GDF SUEZ/CVUT JBRC [D.B0.7] GDF SUEZ/CVUT JBRC



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[D.B0.7] GDF SUEZ - Methodology description[D.B0.7] GDF SUEZ - Methodology description



11

[D.B0.7] GDF SUEZ – Study range[D.B0.7] GDF SUEZ – Study range

GDF SUEZ Study Range Values

Engine control parameters

EGR rate (%) 0-15

Ignition timing (°) 10 – 40

Boost pressure (bar) 1.4 - 2.6

Relevant engine control parameters [D.B0.6]

JBRC functioning points [D.B0.7]

Engine maps [D.B0.5]

-3 functioning points at different engine speeds, using JBRC experimental points:

1200 rpm 1800 rpm 2400 rpm

-Engine maps issued from the GDF SUEZ calibration results

Error margin below 8% (more about 1 – 2% on average) from experimental to simulated values



12

G20 L1 L2 L3 L4 L5

Description

Pure methaneLow CVHigh MN

High CVLow MN

Influence of H2

Influence of H2 and N2

Composition CH4 vol% 100 75,31 87,18 84,56 77,58 66,94

N2 vol% 0 19,21 0,55 0,53 0,69 8,18

CO2 vol% 0 1,50 1,69 1,64 0,14 1,34

C2H6 vol% 0 3,18 7,51 7,28 1,09 2,82

C3H8 vol% 0 0,54 2,40 5,33 0,35 0,48

n-C4H10 vol% 0 0,17 0,33 0,32 0,12 0,15

i-C4H10 vol% 0 0 0,22 0,21 0 0

n-C5H12 vol% 0 0,04 0,04 0,04 0,02 0,03

i-C5H12 vol% 0 0 0,05 0,05 0 0

C6H14 + vol% 0 0,05 0,03 0,03 0,01 0,05

H2 vol% 0 0 0 0 20,00 20,00

[D.B0.7] GDF SUEZ – Matrix of limit gases[D.B0.7] GDF SUEZ – Matrix of limit gases



13

[D.B0.7] GDF SUEZ First results[D.B0.7] GDF SUEZ First resultsIgnition timing, crucial engine parameterIgnition timing, crucial engine parameter

Out of the three engine parameters, ignition timing is obviously one crucial engine parameter: Optimum value for power output exists; Also effects over exhaust gas emissions and knock occurrence.

Depending on the ignition timing, effects of EGR rate and boost pressure change and control strategies must be adapted.



14

[D.B0.7] GDF SUEZ[D.B0.7] GDF SUEZStudy in progressStudy in progress

Optimum value- Does this optimum value change depending on gas quality?

- Does the adjustments performed in order to reach this optimum can be correlated to some gas property?

- Extension of the results to exhaust gas temperature and structure temperature in order to check study range with regard to engine constraints



15

Gas sensor field test

• 1 year test within 2 vehicles(VW Caddy, Passat)

• concept works fine

• significant change of methane number between CH and D (Nurnberg)

70

75

80

85

90

95

100

105

05/10 06/10 07/10 08/10 09/10 10/10 11/10 12/10 01/11 02/11 03/11 04/11 05/11

met

han

e n

um

ber

[--]

date [MM/YY]

Field Test Gas Sensor

Baregg CH ESSO D

Orbassano I Windisch CH

Re-Fill Caddy½ tank

Passat



16

CRF lab tests

• values AVL / test CRF / deviation G25 = 104 / 95 / -9 Gxy = 75 / 70 / -5 Torino = 85 / 83 / -2 G20 = 100 / 98 / -2 H2,20% = 80 / 70 / -10

H2,40% = 60 / 70 / +10

Barca1 = 76 / 78 / +2

Barca2 = 77 / 78 / +1

• measured values within

the tolerance of the sensor

• larger errors at some engine set points,

due to possible backpressure

values AVL

test CRF

deviation

G25 104 95 -9

Gxy 75 70 -5

Torino 85 83 -2

G20 100 98 -2

H2,20% 80 70 -10

H2,40% 60 70 +10

Barcelona 1 76 78 +2

Barcelona 2 77 78 +1



17

Methane Number

Gas Density H/C ratio Calorific value

• Engine max performance;

• Engine efficiency;

• Exhaust temperature control

• A/F metering;

• Emission control;

• Instantaneous fuel consumption computation;

• Vehicle residual range (if tank cng temperature available)

• Boost pressure

Parameters of interest

Finality

Sensor family

less expensive,

simple design,

more robust

more complex design,

better accuracy for LHV

CRF application considerations

Documents

INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 1 SP B0 Status presentation, outline E.ON Ruhrgas - Engine tests on oil influence