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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
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
2INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
Introduction – Answers to Reviewers Comments
DAIMLER
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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
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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)
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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
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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.
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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.
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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.
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WPB2.2 : Advanced Catalyst Development
ECOCAT
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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
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SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments
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
1,7
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
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SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments
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
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SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments
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
0
10
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90
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100 150 200 250 300 350 400 450 500 550 600Temperature before catalyst, °C
Co
nv
ers
ion
, %
896 6-PdCeO2-Al2O3
640 REF (Pd)
Fresh
THC Conversion in Light-off performance
0
10
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50
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70
80
90
100
100 150 200 250 300 350 400 450 500 550 600Temperature before catalyst, °C
Co
nv
ers
ion
, %
896 6-PdCeO2-Al2O3
640 REF (Pd)
Aged
Significant performance improvement achieved in respect of the reference at lean conditions
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SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments
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)
THC Conversion in Light-off performance
0
10
20
30
40
50
60
70
80
90
100
100 150 200 250 300 350 400 450 500 550 600Temperature before catalyst, °C
Co
nv
ers
ion
, %
896 6-PdCeO2-Al2O3640 REF (Pd)
THC Conversion in Light-off performance
0
10
20
30
40
50
60
70
80
90
100
100 150 200 250 300 350 400 450 500 550 600Temperature before catalyst, °C
Co
nv
ers
ion
, %
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
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SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments
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
10
20
30
40
50
60
70
80
90
100
T=60s T=30s T=20s T=10s
Time [min]
CH
4 con
vers
ion
[%]
T = 450°C
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SPB2/WPB2.2 – Response to Reviewers’ commentsSPB2/WPB2.2 – Response to Reviewers’ comments
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)
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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
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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)
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WPB2.3 : Exhaust Heating/Catalyst Concepts
USTUTT
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• 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.
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• 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
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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?
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• Model / Prototype geometric parameters:
WPB2.3 Development work Cold start strategy development work (DB2.9)
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!
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WPB2.3 Development work Cold start strategy development work (DB2.9)
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 ?
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• Resulting emission values for methane
WPB2.3 Development work Cold start strategy development work (DB2.9)
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
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WPB2.3 Development work Cold start strategy development work (DB2.9)
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
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• Resulting emission values for methane
WPB2.3 Development work Cold start strategy development work (DB2.9)
MK2 prototype
EU6 THC emission limit
Bypass and Emicat switch time
Very short initial energy input is sufficient!
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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!
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WPB2.4 : Engine Testing/EAT System Management
AVL
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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.
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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]
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SPB2 WPB2.4 – AVL – Updated planning
See roadmap from Dr. Weibel
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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
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• 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
0
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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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100 150 200 250 300 350 400 450 500
Temp. before cat [deg C]
Me
tha
ne
Co
nv
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[%
],
Te
mp
. ris
e in
ca
taly
st
[K]
0,96
0,97
0,98
0,99
1,00
Lam
bd
a fo
r o
pti
mu
m c
on
v.
effi
cien
cy [
-]
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)
0
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100 150 200 250 300 350 400 450 500
before cat temp. [deg C]
Met
han
e C
on
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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
SPB2 WPB2.4 – AVL - Additional technical information
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
35INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
1600rpm 3,4bar / catalyst #1Comparison between balanced and unbalanced operation
0
20
40
60
80
100
120
140
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0,90 0,95 1,00 1,05 1,10 1,15
Lambda [-]
Te
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
SPB2 WPB2.4 – AVL - Additional technical information
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
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
36INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
SPB2 WPB2.4 – AVL - Additional technical information
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
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
37INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
Conclusion/Road map SPB2
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
38INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
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
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
39INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
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)
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
40INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
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
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
41INGAS “reviewer meeting”, “Brussels”, “April 2011”INGAS “reviewer meeting”, “Brussels”, “April 2011”
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