1. 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 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. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 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

3. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 3 Seite 3 Details of investigation General test conditions:  Test engine: Daimler M271 NGT (former car MB 200 NGT)  Pressure regulator heated (90 o C)  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/m 3 )  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

4. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 4 Seite 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/m 3 ) 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 rail Marginal amount of oil after test period

5. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 5 B0 WP performed / in progress JBRC Combination of influence of fuel composition and control interventions on engine behavior – Example

6. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 6 B0 WP performed / in progress JBRC Influence of combined control interventions on engine behavior – Example: Limit Gas L2

7. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 7 B0 WP performed / in progress JBRC Sensitivity of -sensor voltage to fuel composition variation Example – Various content of carbon dioxide in fuel blend

8. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 8 B0 WP performed / in progress JBRC Relationship between knock sensor output and knock intensity from evaluation of indicator diagram Example – Various content of propane in fuel blend

9. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 9 GDF SUEZ Results and Study in progress: Guidelines to compensate the impact of a fuel gas composition variation on power output and emissions [D.B0.7] GDF SUEZ/CVUT JBRC

10. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 10 [D.B0.7] GDF SUEZ - Methodology description

11. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 11 [D.B0.7] GDF SUEZ – Study range GDF SUEZ Study RangeValues 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. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 12 G20L1L2L3L4L5 Description Pure methane Low CV High MN High CV Low MN Influence of H 2 Influence of H 2 and N 2 CompositionCH4vol% 100 75,3187,1884,5677,5866,94 N2vol% 0 19,210,550,530,698,18 CO2vol% 0 1,501,691,640,141,34 C2H6vol% 0 3,187,517,281,092,82 C3H8vol% 0 0,542,405,330,350,48 n-C4H10vol% 0 0,170,330,320,120,15 i-C4H10vol% 0 00,220,2100 n-C5H12vol% 0 0,04 0,020,03 i-C5H12vol% 0 00,05 00 C6H14 +vol% 0 0,050,03 0,010,05 H2vol% 0 00020,00 [D.B0.7] GDF SUEZ – Matrix of limit gases

13. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 13 [D.B0.7] GDF SUEZ First results Ignition 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. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 14 [D.B0.7] GDF SUEZ Study 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. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 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) ½ tank Passat

16. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 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  H 2,20% = 80 / 70 / -10  H 2,40% = 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 G2510495-9 Gxy7570-5 Torino8583-2 G2010098-2 H 2,20% 8070-10 H 2,40% 6070+10 Barcelona 17678+2 Barcelona 27778+1

17. INGAS meeting, Oulu, May 25 th /26 th, 2011 INGAS INtegrated GAS Powertrain 17 Methane Number Gas DensityH/C ratioCalorific 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