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SP B0 Status presentation, outline

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

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SP B0 Status presentation, outline

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  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 • 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 Influence of compressor oil in CNG • 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 pressure regulator source: Bosch source: Daimler c

  3. Details of investigation • 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) • 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 Metering system for oil with control unit Seite 3

  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 rail Marginal amount of oil after test period Seite 4

  5. B0 WP performed / in progress JBRC Combination of influence of fuel composition and control interventions on engine behavior – Example

  6. B0 WP performed / in progress JBRC Influence of combined control interventions on engine behavior – Example: Limit Gas L2

  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. 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. [D.B0.7] GDF SUEZ/CVUT JBRC GDF SUEZ Results and Study in progress: Guidelines to compensate the impact of a fuel gas composition variation on power output and emissions

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

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

  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. [D.B0.7] GDF SUEZ Study in progress • 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 Optimum value

  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. 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

  17. CRF application considerations Parameters of interest Finality Sensor family less expensive, simple design, more robust more complex design, better accuracy for LHV

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