1. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 1 18 Month Meeting Paris, Subproject A2, Turbo DI CNG Engine Alois Fürhapter, AVL List GmbH INGAS Subproject SPA2

2. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 2 SPA2 Partner Main Involvement INGAS Subproject SPA2 Injection System CFD Simulation Transparent engine investigation Engine design and HW procurement ECU and I/O interfaces Engine testing Vehicle testing Vehicle Calibration SP Management Vehicle setup Engine Calibration Combustion development Daimler Continental Siemens

3. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 3 Project Structure INGAS Subproject SPA2

4. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 4 Time Schedule SPA2 (last 6-month period) – Status May (Proj.month 20) INGAS Subproject SPA2 Draft version delivered Deliverable postponed today

5. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 5 Deliverable List SPA2 (month 1-18) – Status May (Proj.month 20) INGAS Subproject SPA2 Due to the problems with injector Gen 2 deliverables DA2.6 and 2.12 are postponed Approval of new injector concept planned for mid of July => DA2.6 4 5 9 12 13 9 17 Draft 22 24

6. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 6 INGAS Subproject SPA2 Milestones – Status May (Proj.month 20) 24 ?

7. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 7 Time Schedule SPA2 (coming 6-month period) INGAS Subproject SPA2 today

8. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 8 Deliverable List SPA2 (month 13-18) INGAS Subproject SPA2 Request for modification of DoW and deliverable list was necessary

9. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 9 INGAS Subproject SPA2 Deliverable List SPA2 (month 18-24) incl. new deliverables Only 1 new deliverable planned for the actual period – DA2.13. Suggestion: DA2.13 is a side issue not to be implemented in ECU or vehicle. So first complete combustion development and base calibration if the new injectors work, after that the potential of a cylinder pressure guided ECU can be assessed. 4 5 9 12 13 9 DA2.17Analysis of mixture formationA2.4.2RCO32 DA2.18Final summary of transient performanceA2.5.1+A2.5.4RCO33 A2.1.2 + A2.2.1 A2.2.4 A2.2.3 + A2.2.4 A2.4.3 + A2.4.4 A2.6.2 + A2.6.3 + A2.6.4 Update! 18 22 24 26

10. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 10 Next Steps SPA2 (month 18-24) –Daimler/AVL: Solve remaining and new open issues on engine HW – camphaser speed, blow-by system improvement and chaindrive –AVL: Catalyst testing for SPB2 with measurement of H2 content in raw exhaust gas and port injection as fall-back solution till DI injectors are available. –Siemens: Development and build of injectors Generation 2.1 with new lift transformer for all 3 engines incl. spare parts. –AVL: Combustion development with focus on catalyst heating including further transparent engine tests. Full load investigations. Mapping –Conti: Assistance with base-mapping and function development. Start of vehicle calibration. –PT/AVL: Correlation between new transparent engine results and 3D CFD simulation. INGAS Subproject SPA2

11. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 11 Main Changes to Plan / Problems –MCE HW Problems with cam phasing not yet fixed 100% - very slow phasing – evaluation is in progress. Fall back solution by calibration possible. Chain drive failure – new engine in setup – reason clarified (material) –Injectors for MCE tests Injectors Gen 2 failure analysis showed problem with the lift transformer, new nozzle group works well. Different to DoW Siemens is developing a new lift transformer variant. Due to the fact that no fall-back solution for CNG-DI injectors is available a failure of the new injector is critical and mean probably a project stop. –Combustion development Due to injector failure critical delay for combustion development with DI Fall back solution with port injection was set up. All testing that is representative also with port injection is done with this solution. Correlation measurements are already done. INGAS Subproject SPA2

12. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 12 Main Changes to Plan / Problems –According to the DoW “1.3.5 Risks identification and contingency plans” for SPA2 the failure of injector stability is mentioned. Due to the fact that no fall-back solution for a DI injector exists this can be a reason for project stop! Actually we do not 100% know if the new injector will work sufficiently It exists the possibility that the injector will work sufficiently for testbed operation but not for vehicle operation incl. driveability and emission target fulfilment. Therefore three scenarios are possible: 1) Injector does not work neither for testbed nor for the vehicle 2) Injector is sufficient for further testbed investigations 3) Injector works properly – A vehicle operation is possible INGAS Subproject SPA2

13. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 13 Scenario 1: –The consequence would be a project stop for SPA2. Some final measurements on testbed should be done to close some open issues to have at least a minimum benefit regarding assessment of combustion system – Eventually with directly driven injector? Scenario 2: –The planned testbed investigations should be done to such an extend that a final assessment for the DI combustion system can be done and to have data for simulation. The full assessment on the demo vehicle can be skipped – maybe only driveability demonstration if engine start works. Scenario 3: –Due to the already existing delays a full function development and calibration for the demonstrator vehicle will be not possible. One possibility would be a driveability demonstration including emission tests without EAT demonstrator from SPB2. INGAS Subproject SPA2

14. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 14 18 Month Meeting Paris, Subproject A2, Status AVL (month 13-18) Turbo DI CNG Engine Alois Fürhapter, AVL List GmbH INGAS Subproject SPA2

15. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 15 WPA2.4 Combustion System Development –Setup of MCE on the test bed at AVL: Changes since last meeting on engine setup –Several changes on camphasers to enable / improve control behaviour –Implementation of port injection as fall back solution till new DI injectors are available –Blowby system was set up and tested Next steps –Additional measurement locations to monitor chain drive and tensioner –Setup of new base engine due to damage of chain drive –Improvement of Blowby system setup INGAS Subproject SPA2

16. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 16 INGAS Subproject SPA2 Guidance twisted at side of tensioner Reason most probably wrong material for high thermal load Redesign of chain guides in progress – in the meantime engine operation at low engine speed

17. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 17 INGAS Subproject SPA2 Camshifting test @2000/2bar Intake camshaft shifting speed: ~75°CA/sec black: ECU setpoint; red: ECU actual; blue: Measurement indication (avg 100 cycles)

18. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 18 INGAS Subproject SPA2 Camshifting test @2000/2bar Exhaust camshaft shifting speed: ~25°CA/sec black: ECU setpoint; red: ECU actual; blue: Measurement indication (avg 100 cycles)

19. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 19 WPA2.4 Combustion System Development –Task 2.4.1 Definition of boundary conditions for aftertreatment development in SPB2: Different operation strategies in stationary operation were investigated. Work within SPA2 finished and documented in DA2.11 –Additional tests within SPB2: Measurements with H2 measurement INGAS Subproject SPA2

20. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 20 INGAS Subproject SPA2 1600 rpm/ 3.41 bar Example for H2 Measurement for SPB2 (loadpoint 1600rpm/3.41bar) –In rich conditions a significant H2 content in the exhaust gas can be measured (up to 2% at Lambda 0.9) –Aftertreatment experts from SPB2 expect that the H2 can be used for regeneration of a Denox cat in a lean/ultralean combustion system.

21. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 21 WPA2.4 Combustion System Development –Task 2.4.2 Analysis of mixture formation: A second measurement block on transparent engine was done. An improved setup was used with higher tracer and special camera LIF images evaluation is done In the second measurement block the following measurements were done: –Repetition of some of the first measurements –Different injection strategies in catalyst heating operation –Measurement in a plane normal to cylinder axis through piston window –1500rpm full load, 0.9bar boost pressure Statistical evaluation of mixture formation was done: –New evaluation method was established INGAS Subproject SPA2

22. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 22 INGAS Subproject SPA2 Transparent engine setup

23. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 23 INGAS Subproject SPA2 To Excimer Laser Beam splitter Mirror Lens Mirror Lens Camera Transparent engine setup Optical setup for double sided planar LIF (II)

24. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 24 INGAS Subproject SPA2 Transparent engine setup Optical access to the combustion chamber Intake valves Exhaust valves Vertical Laser light sheet Spark plug Injector Pressure transducer Camera position Horizontal Laser light sheet Piston with glass window View through piston window

25. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 25 INGAS Subproject SPA2 EOI 220° EOI 70° EOI 50° Fuel LIF: 2000 min -1, 3 bar IMEP, statistical evaluation - Variation of EOI

26. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 26 INGAS Subproject SPA2 EOI 50 EOI 70 EOI 220 Fuel LIF: 2000 min -1, 3 bar IMEP, statistical evaluation - Variation of EOI

27. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 27 INGAS Subproject SPA2 EOI 50 EOI 70 EOI 220 Fuel LIF: 2000 min -1, 3 bar IMEP, statistical evaluation - Variation of EOI

28. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 28 INGAS Subproject SPA2 Fuel LIF: 2000 min -1, 3 bar IMEP, statistical evaluation Variation of EOI: Summary –Comparison to earlier investigations: The principal behaviour is the same – higher backpressure promotes cloud spray In detail the jet shape is different – maybe due to different injector sample (Gen2)?

29. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 29 INGAS Subproject SPA2 1.5 mm 3.0 mm 4.0 mm Fuel LIF: 2000 min -1, 3 bar IMEP – Variation of injector position, EOI 50deg CA

30. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 30 INGAS Subproject SPA2 1.5 mm 3.0 mm 4.0 mm Cloud Umbrella 2000 min -1, 3 bar IMEP – EOI 50deg CA, Variation of injector position, LIF: Probability of fuel distribution “cloud” and “umbrella”

31. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 31 INGAS Subproject SPA2 4 mm 3 mm 1.5 mm Fuel LIF: 2000 min -1, 3 bar IMEP – Variation of injector position, EOI 50deg CA

32. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 32 INGAS Subproject SPA2 2000 min-1, part load, EOI 50 deg CA b TDC Injector position 1.5 mm, stratified combustion, Fuel LIF

33. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 33 INGAS Subproject SPA2 2000 min-1, part load, EOI 50 deg CA b TDC Injector position 1.5 mm, stratified combustion, Fuel LIF horizontal

34. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 34 INGAS Subproject SPA2 2000 min-1, part load, EOI 50 deg CA b TDC Injector position 1.5 mm, stratified combustion, Fuel LIF horizontal

35. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 35 INGAS Subproject SPA2 Image time: 55° CA b TDC Cycle 15 16 17 18 19 Image time: 5° CA b TDC EOI: 50° CA bTDC SA: 20° CA bTDC LIF image: 55° CA bTDC Flame image: 5° CA bTDC

36. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 36 INGAS Subproject SPA2 Cycle 20 21 22 23 24 EOI: 50° CA bTDC SA: 20° CA bTDC LIF image: 55° CA bTDC Flame image: 5° CA bTDC

37. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 37 INGAS Subproject SPA2 Cycle 25 26 27 28 29 EOI: 50° CA bTDC SA: 20° CA bTDC LIF image: 55° CA bTDC Flame image: 5° CA bTDC

38. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 38 INGAS Subproject SPA2

39. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 39 INGAS Subproject SPA2 2000 rpm 3 bar, EOI 50° variation of injector position, summary –The statistical image evaluation shows that low fuel density in the middle of the combustion chamber (“umbrella shape”) causes a bad combustion with high probability –A stabile “cloud jet” would lead to better combustion stability

40. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 40 INGAS Subproject SPA2 Fuel LIF: 1200 min -1, catalyst heating operation, statistical evaluation: –Investigations with different injection strategies were performed under cat heating conditions with late ignition: Single early injection – homogeneous mixture Double injection 1st early, 2nd in compression - charge stratification and rich mixture in the piston bowl Double injection 1st early, 2nd after TDC at the end of the first combustion Tripple injection 1st early, 2nd and 3rd after TDC at the end of first combustion

41. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 41 INGAS Subproject SPA2 0-500 0-70 0-30

42. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 42 INGAS Subproject SPA2 0-30

43. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 43 INGAS Subproject SPA2

44. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 44 INGAS Subproject SPA2

45. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 45 INGAS Subproject SPA2 220 EOI 220/55 220/40 220/35 220/30 1200 min-1, catalyst heating, different double injection timings EOI1/EOI2

46. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 46 INGAS Subproject SPA2 1200 min-1, catalyst heating, postinjection at EOI2=-100

47. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 47 INGAS Subproject SPA2 1200 min-1, catalyst heating, postinjection at EOI2=-100

48. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 48 INGAS Subproject SPA2

49. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 49 INGAS Subproject SPA2

50. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 50 INGAS Subproject SPA2

51. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 51 INGAS Subproject SPA2

52. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 52 INGAS Subproject SPA2

53. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 53 WPA2.4 Combustion System Development –Task 2.4.2 Analysis of mixture formation: Conclusion: –Fluctuations in combustion are caused by fluctuations in jet formation (“cloud” vs. “umbrella” shape of jet) – with new measurement equipment and evaluation method a good correlation between “bad” cycles and “umbrella” shape jet can be seen –Signal / noise ratio could be improved dramatically with new setup –Investigations regarding injection strategies for catalyst heating operation showed interesting results that have to be proven on MCE –Double injection similar to gasoline DI does not have a significant benefit for catheating –Post injection shows interesting potential to increase temperature and decrease row emissions – soot formation might be a problem Next steps: –Depending on results from MCE investigation a short 3rd measurement block may be done INGAS Subproject SPA2

54. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 54 WPA2.4 Combustion System Development –Task 2.4.3 Combustion system development on MCE: Further full load evaluations (with new TC) have been done – also with MPI some reference measurements were performed Investigations for blow-by system optimization (supported by MBtech) Tests for catalyst heating strategies with double / multi injection based on results from transparent engine First base mapping for the primary parameters (camtiming, ignition, injection,…) in a limited speed / load range up to 4000rpm INGAS Subproject SPA2

55. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 55 WOT Performance –CNG DI with Intake and Exhaust camphaser shows nearly similar low-end torque performance than state-of-the-art gasoline GDI TC engine –DI with Intake phasing only shows similar performance than MPI with intake and exhaust phasing – scavenging with MPI critical due to exothermic reaction in catalyst! –Without camphasing MPI has significant performance decrease (max-torque at 2500rpm) –Compared to gasoline the CO 2 emission is reduced by more than 30% in full load (e.g. at 3500rpm - 37%) INGAS Subproject SPA2

56. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 56 WOT Performance –As expected lower boost pressure is necessary with CNG DI –Advantage in transient response is expected and has to be investigated –TC speed at 3500rpm (110kW) is already on the limit with MPI -> advantage for DI expected. So DI will enable a low-end torque setup of TC with benefit for rated power.  Has to be investigated with full VVT functionality and DI INGAS Subproject SPA2

57. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 57 Catalyst heating –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 INGAS Subproject SPA2

58. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 58 Catalyst heating –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. INGAS Subproject SPA2

59. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 59 INGAS Subproject SPA2 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

60. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 60 WPA2.4 Combustion System Development –Task 2.4.3 Combustion system development on MCE: Conclusion: –With the actual TC configuration and utilization of the full potential (scavenging + late direct injection) the low-end torque performance is in the range of a state-of-the-art gasoline TC-GDI engine –Max torque (>300Nm@1500rpm)  INGAS target fulfilled –CO2 reduction compared to gasoline TC-GDI is more than 30% in full load due to better efficiency (no knock limitation & no enrichment) and fuel properties –First catalyst heating tests with different strategies on MCE show a significant potential that is worth to be investigated more in detail Next steps: –Further full load evaluation up to rated speed –Further tests for catalyst heating strategies with double / multi injection together with particulate measurement in the case of post injection –Full base mapping for the primary parameters (camtiming, ignition, injection,…) – maybe done with MPI as a first step. INGAS Subproject SPA2

61. INGAS 18 months Meeting, Paris, 20-21 May 2010 INGAS INtegrated GAS Powertrain 61 WPA2.4 Combustion System Development –Changes / Problems compared to plan: HW reliability of engine components and injector Delay in combustion development – first assessment of potential earliest end of 2nd quarter 2010 possible Base mapping possible when HW is reliable – danger of engine damage (chain drive) Investigations to assess potential of cylinder pressure guided ECU postponed INGAS Subproject SPA2