Development of CNG Direct Injection Diesel-Cycle Engine Masaki Okada* Senior Specialist, Department No.

1, Engine Design and Development, Isuzu Motors Limited. Co-researchers: Hiroyuki Sugii and Tetsuya Wakao, Isuzu Motors limited John Cryer, Robbie Dickson, Buerebista Ursu, Westport Innovations Inc.

Abstract Isuzu Motors Limited (Japan) and Westport Innovations Inc. (British Columbia, Canada), with support from the New Energy and Industrial Technology Development Organization (NEDO of Japan) and the Japan Gas Association, completed the worlds first vehicle operating test for the compressed natural gas hot surface ignited direct injection (CNG-DI) diesel-cycle engine, providing the feasibility of the technology for commercialization. This project entitled The Commercial Development of High-efficiency, Ultra-low Emission CNG Vehicles, was carried out from 2001 to March 2004. Objectives of the project were 1., to improve thermal efficiency by 25%or more over the Otto cycle; and, 2., to achieve at least 75% lower emissions than the minimum standard at the time of initial low-emission regulations (ultra-low-emission vehicles; ULEV) The ELF was used as the base vehicle (load capacity: 2 tons) and succeeded in achieving these objectives. The model vehicle participated in Michelins Challenge Bibendum 2003 in California and won Gold Awards in the emission and fuel efficiency categories, and a Silver in the vehicle noise category, capturing the attention of domestic and international industry watchers with its closeto-commercialization performance. The ELF uses a 4.5-liter diesel engine as its base engine, with a power and torque of 100kw/2200rpm and 500Nm/1000rpm, respectively. In this case the engine was equipped with a 25 MPa common-rail CNG (mono fuel) direct injection system, an on-board compressor, hot surface ignition system, variable nozzle turbo, a urea-SCR catalyst (NOx reduction) and an oxidation catalyst (HC reduction) for clean emission. In the development, Westport provided full support for the fuel supply, ignition and associated control systems. Many special features are incorporated in the engine. The natural gas compressor was used to raise the injection pressure up to 25 MPa. The natural gas injector uses a magnetostrictive actuator. Some unique features are incorporated in the part of the ignition system. To study the combustion process, STAR-CD and WC-ERC (the University of Wisconsin-Madison Engine Research Center) program was employed. Today we are able to accurately reproduce the actual combustion on the computer. Although we have overcome significant challenges, in the future, we aim for higher specific output engines and better customer attributes (reliability, fuel economy, noise and vibration). Here I would like to continue to provide actual data and present the benefit of the CNG-DI diesel-cycle engine.

1. Purpose Isuzu Motors Limited Carried out this project with support from Westport Innovations (prototype fuel, ignition and associated control systems). Moreover, many of development expense were supported by the New Energy and Industrial Technology Development Organization and the Japan Gas Association. Japans transportation sector has a very strong dependence on oil, at 98%, compared to other sectors, and the growth rate for oil consumption is also high. It is crucial for Japan, an energy-importing nation, to introduce and develop alternative energies for oil. Urban air pollution problems are driving the need and the desire for clean natural gas vehicles. The currently available natural gas vehicles, however, are not comparable to conventional diesel vehicles in fuel consumption, a fact that is a major obstacle to their general acceptance. From the perspectives of alternative energy development, low emission and the prevention of global warming, it is therefore an important and urgent issue to develop a natural gas vehicle with fuel consumption comparable to diesel vehicles as well as ultra-low emission. Based on the above, our objective was to develop a high-efficiency, ultra-low emission commercial natural gas vehicle that would be an alternative to commercial diesel vehicles. 2. Study objective The objective was to develop an engine with the following target values and demonstrate that it can be a viable alternative through tests using an actual vehicle with the engine. (1) To improve the engine cycle efficiency by 25% or more: Parameter for efficiency: CO2 emission G-13 Mode Target for this project Average emission (g/kWh) 640 or less Test gas = 13A (Note) Conventional mixer system 800

(2) To reduce emission by 75% or more of the maximum values allowed in the emission regulation at the time of project commencement. (meeting ultra-low-emission vehicle requirements) Test gas = 13A NMHC 0.18

G-13 Mode Average emission (g/kWh)

NOx 0.85

CO 16

3. Roadmap to the targets 3.1 Different fueling systems of CNG Fig. 1 shows different types of CNG fueling systems. They are divided into two major types: Otto cycle and Diesel cycle. In addition, there are pre-mixing before cylinder input, In-cylinder pre-mixing, and injection immediately before combustion (or during combustion). Fig.2 shows our evaluation of the commercial viability of each type.

Otto Cycle

Diesel Cycle
Carburetor type stoichiometric MPI Type stoichiometric

Operating Stability

Fuel Economy

Reliability/ Durability

Cost

Packaging

Remarks
Efficiency is not great. Can use TWC for low emissions.

8 8 7 5 7 8 9

5 5 6 7 8 10 10

8 8 8 6 5 5 7

10 9 10 7 6 5 5

9 9 9 8 6 6 5

Efficiency is not great. Can use TWC and has better emissions than above. Improvement in efficiency, but not as good as diesel. Stability not has good, reliability not has good, HC emissions can be an Improvement in efficiency over all above, not as good as diesel, not proven, lower reliability potential. Efficiency is not great. Can use TWC and has better emissions than above. Improvement in efficiency over all above. Needs optimization. Very good potential for efficiency. Single fuel. May have best potential for reliability and efficiency, more complex, more expensive, dual fuel.

Pre-Mixed

Direct Injection

Carburetor type lean Direct Injection Type with spark plug

Mixer

SPI/MPI

GDI

Dual-Fuel

Mono-Fuel

MPI Type with pilot

Direct injection Type with glow plug

Diesel Oil Pilot

Glowplug ignition
Direct Injection Type with pilot

Fig. 1 Various Combustion Systems for CNG

Fig.2 Technical Evaluation for Each Combustion Systems

3.2 G-13 Mode test cycle and performance of currently available engines Fig. 3 shows the 13 operating conditions of the G-13 Mode. The sizes of circles depict the relative weight of each condition toward the composite result. As shown, the G-13 Mode covers a fairly high load range even though it is supposed to be focused on the low load range. A currently mass-produced CNG engine that has been very well received in the marketplace produces approximately 800 g/kWh of CO2. Its NOx, HC, and CO emission values are as shown in Table 1 in the G-13 Mode; it is an extremely clean engine thanks to the use of a three-way catalyst.
100 80
11 10

G13 mode (g/kWh)

8

Load (%)

60

Production CNG Vehicle emission performance Initial

40 20 0 0
1,4

13

12

CNG vehicle emission Guideline 2000 Test gas

20 Idle

40

60

80

100

Fig. 3 G-13 mode: Japanese Emission Test Conditions and Weighting

Engine Speed (%)

Table 1 Emission of Production CNG Engine

In order to reduce CO2 to 640 g/kWh as targeted, a 25% improvement in thermal efficiency is required since (800 640)/640 = 0.75, which represents an unattainable target when using the well-known in-cylinder direct injection Otto cycle alone. An introduction of some innovative technologies at the same time is undoubtedly required. 3.3 Selection of combustion systems and prognosis of target achievement

From the results of a simulation study, it had been known that the suggested approach of conventional technology with modifications, or stratified combustion combined with the pre-mixing in-cylinder

direct injection, would be extremely difficult to handle (refer to Fig. 4). Based on these factors and the efficiency improvement target, we decided to choose the in-cylinder direct injection diesel cycle. Table 2 shows the components to be modified and improved to the benchmark (current levels) and their estimated contributions to the improvement in fuel economy (CO2). The basic approach was to modify the diesel engine combustion system to include natural gas direct injection, hot surface ignition combustion approach. This would allow the engine to retain high thermal efficiency, a hallmark of diesel engines and use Isuzus extensive and proven knowledge of diesel-type combustion systems. If successful, it would be possible to exceed the targets by a large margin. The overall approach was planned in such a way that it would be possible to go back to the conventional technology with additional modifications (pre-mixing in-cylinder direct injection) at anytime since it was still an untested and unproven technology. We also felt that a high efficiency in the compressor pump system might become a key to success.
1.00E+05

Scheme
Disuse Throttle Valve Lean Combustion=1.4 Lean Combustion=2.0 Compression Ratio Compression Ratio Decrease Mechanical Loss Miller Cycle Combustion Inprovement High Torque @ Low rpm Fuel Supply Loss

G13 Mode Fuel Economy Decrease Ratio

1.00E+04
A/F Monitoring point

Ignition timing

TDC

5 3 9 2 3 3 5 10 7 5

Local A/F

1.00E+03

1.00E+02
31.0

1.00E+01
Start of Injection

Average A/F

Total

25

29

1.00E+00 70 90 110 130 150 170

Crank angle (deg)

Table 2 Improved Items of CO2 (Fuel Economy) and The Contribution

Fig. 4 The results of a stratified combustion study by CFD

4. Engine development 4.1 Vehicle and base engine and their target performances Our target was to produce a vehicle performance equivalent to the currently available CNG vehicle with a higher torque and lower engine speed for better fuel economy (CO2). Fig. 5 shows the performance curves of the conventional CNG engine and the CNG-DI engine of this project. Fig. 6 the vehicle performance curves. The base engine, transmission, and differential gear were selected from the models currently commercially available so that the study could commence without manufacturing special components. For durability, the target was set to fall within the range already verified by the base engine.

110 100 90 80

600

CNG-DI target power

500

400

Torque(Nm)

Power(kW)

CNG-DI Target torque CNG Base Eng. Torque

70 60 50 40 30 500

300

200

100

1000

1500

2000

2500

3000

0 3500

Engine Speed (rpm)

Vehicle speed (Km/h)

Fig. 5 Engine Performance Diagram

Fig. 6 Vehicle Performance Diagram

The figures show that a very significant difference lies in the torque characteristics. This curve was considered possible due to cleaner burning nature of CNG such as no smoke even when the excess air ratio is small in comparison to diesel. An ELF with its payload at 2 tons was used as the base vehicle, and the engine was selected based on 4H* - TC at 4.5 liters. Table 3 shows the main specifications of the vehicle, ELF, and Table 4, those of the engine.
CNG-DI Vehicle Fuel Body type Occupant Maximum payload Number of cylinder Bore Stroke Displacement Air intake system Engine Injection system Compression ratio Ignition system Power Torque Transmission Overall length Overall width
Dimensions

Base CNG Vehicle Tilt cab

In-line 4 Turbocharger with intercooler Direct injection Glow plug ignition Rear

CNG-DI Number of cylinder In-line 4

valves (InletExhaust

Remark

NA Gas mixerVenturi type Spark ignition

Valve system Bore Stroke Displacement Air intake system Injection system Injection pressure Combustion chamber Compression ratio Ignition system

Turbocharger with intercooler Direct injection MaxMPa type Glow plug ignition Same as diesel engine

Same as base diesel engine Same as base diesel engine Variable nozzle With fuel compressor system Variable lift control Same as base diesel engine Same as base diesel engine With closed shield Same as base diesel engine

Overall height Wheel base

Tread Front Vehicle mass GVW Front Rear

Weight

Swirl ratio Cam

Tire size

Table 3 Comparison of Main CNG Vehicle Specifications Between Production and Prototype

Table 4 Main Engine Specifications

4.2 Target, approach, and results for each system The overall engine system configuration is shown in Fig. 7. The sub-systems unique to this prototype are described below 1. Fuel system Fig. 8 shows the outline of the ISUZU and Westport fuel system configuration. The maximum pressure for in-cylinder direct injection of fuel was set at 25 MPa. The reasoning behind this is shown in Fig. 9: the maximum internal pressure of the cylinders of the engine during operation was 15 MPa; fuel can be injected during combustion; and, the injection pressure should be higher than the cylinder

Engine speed (rpm)

CNG Base Eng. Power

Running Resistance & Driving force

CNG-DI Vehicle Base CNG Vehicle

internal maximum pressure by 5 MPa at the minimum. The latter is to ensure the stable sealing capability of gas seal valves under the internal pressure of cylinders. Also considered was the fact that this was a technology under development and the possibility of testing the engine up to 18 MPa with EGR, etc.
Urea tanl module
Air Urea tank Air Cleaner Variable nozzle turbocharger HC catalyst Air temp sensor NO Temp. NOx sensor sensor Urea catlyst Temp. sensor NOx sensor CH3 catalyst Urea pump

Silensor

Exhaust gas

EGR cooler EGR valve Eletrical control cut-off valve Common rail Fuel pressure sensor One-way valve Regulator Eletrical control cut-off valve Relief valve Accumulator

FUEL CONDITIONING UNIT

fuel filter Manual Cut-off valve

Crank angle sensor Cam angle sensor Glowplug Water Temp. sensor

One-way valve

Relief valve

Intercooler Inlet manifold

HYDRAULIC CONTROL PANEL

Manual Cut-off valve Heat exchanger Pressure sensor Electrical control Throttle valve Boost sensor Air temp. sensor

COMPRESSOR MODULE

Fuel filter Spool valve Compressor

Heat exchanger

Oil pressure pomp Temp sensor Pressure sensor

Fuel temp. sensor Eletrical control cut-off valve CNG filling

Oil pressure tank

Relief valve

CNG tank

Main tap

Fig. 7 Entire System of CNG Engine

CNG TANK

25

SPOOL VALVE H62 COMPRESSOR HYDRAULIC FILTER HYDRAULIC TANK GAS FILTER ACCUMULATOR HYDRAULIC PUMP

Pressure (MPa)

PRESSURE REGULATOR

20

Pressure difference For injection control>MPa

15

Pressure difference For nozzle sealMPa

HYDRAULIC PRESSURE RELIEVE VALVE

10

=12boost1.5bar =18boost1.5bar
5

0 -90
HYDRAULIC AFTERCOOLER

90

Crank angle (deg)

Fig. 8 Fuel Delivery System

Fig. 9 Maximum Combustion Pressure In Comparison to Fuel Injection Pressure

Fig. 10 shows a prototype injector assembly. The injection characteristics are shown in Fig. 11, which shows injection can be made over the entire range from idle, torque, and power as targeted (controllable). The cross section of this injection nozzle is shown in Fig. 12, with a magnetostrictive element employed for direct needle lift control. The coil surrounding the element produces a magnetic field by inputting electrical current from outside. The element has a different degree of displacement depending on the strength of the magnetic field; it is possible to control the needle lift with the electrical power input. Fig. 11shows the relationship between the needle lift, duration and injected quantity.

120 110 100

Flow @ idle mg/Injection@25MPa 13A Flow @ max torque [mg/Injection]@25MPa 13A Flow @ max power [mg/Injection]@25MPa 13A

100% Lift 75% Lift 50% Lift 25% Lift

Mass flowmg/injection)

90 80 70 60 50 40 30 20 10 0 0 500 0.75CAD at 500rpm 1000 1500 2000 2500 3000

Duration sec 30CAD at 2200rpm

13CAD at 900rpm

Fig. 10 Injector Assembly

120 110 100

Fig. 11Characteristic of Fuel Injection on Injection Nozzle (25 MPa)

100% Lift 75% Lift 50% Lift 25% Lift

Mass flowmg/injection)

90 80 70 60 50 40 30 20 10 0 0

500

1000

1500

2000

2500

3000

Durationsec

Fig. 12 Sectional Structure of Injector

Fig. 13 Characteristic of Fuel Injection on Injection Nozzle (10 MPa)

This is one of significant features of the common-rail injection system employed in this engine, because one of the primary aims of this project is to control combustion. In other words, it was our strong desire to retain the feature of diesel engines: while the pre-mixing combustion is relatively difficult to control, the diesel combustion is controllable from the ignition timing to combustion conditions (diffusion combustion). Diesel fuel is liquid, and the internal pressure of the common rail (injection pressure into the cylinders) is fully changeable as intended through a few repeated injections. Gaseous fuels are, on the other hand, compressive and difficult to control to produce the optimum common rail pressure even with rapid changes in the operating range on the engine side. This new injector, however, controls the needle lift and produces the same effect as if the pressure is changed in the common rail. Fig. 13 shows the injection characteristics at 10 MPa. As a matter of fact, the comparison between Fig. 11and Fig. 13 indicates that a 50% lift at 25 MPa produces a virtually equal injection volume as a 100% lift at 10 MPa. It represents exactly the same effect of freely changing the common rail pressure cycle by cycle. It has been shown that this feature is extremely beneficial in noise reduction as well as in stable ignition and combustion in the idling and light load range (relatively low fuel flow). Fig. 14 is a schematic of the hydraulic system for the compressor. Fig. 15 shows a cross section of a

fuel compressor which has a free-floating piston that divides the cylinder into a compression chamber, which is filled with fuel and a drive chamber which is filled with hydraulic fluid. Meanwhile a use of two compressors as a pair replacing the supply pump on the diesel engine with an oil pump for compressor has produced a highly efficient compressor system
TO COMPRESSOR Highpressure Atmosphere pressure Low pressure circuit

FILTER PRV

Cylinder
Common rail Working
Oil room

HYDRAULIC MOTOR

COOLER

oil

Gas room

Fuel tank
TURBO SUPPLY

Floating piston

Magnet

Sensor

Fig. 14 Compressor System

Fig. 15 Cross Section of Compressor

2. Ignition system. ISUZU and Westport developed the continuous heat, hot surface ignition system that is employed in this engine. The system utilizes specially shielded glow plug to generate the hot surface. The shield completely encloses the glow plug and is employed for stable ignition, reliability and durability. Fig. 16 shows the relative orientation of injection nozzle with a hot surface system mounted in the cylinder head at an inclined angle. The successful demonstration of this ignition system in the Elf truck and the performance and efficiency results achieved in test cells have shown that this concept has great potential. However, the selected plug takes somewhat longer to warm up the glow plug. More works is needed not only in the temperature increase characteristics but also in reliability and durability.
intercooler

Intake Exhaust

Exhaust
Catalyst Air cleaner Electrical throttle valve Variable nozzle turbo Air Cleaner EGR cooler EGR valve

Intake

Fig. 16 Installation of Glow Plug to Cylinder Head

Fig. 17 Intake and Exhaust System

3. Air intake and exhaust system Fig. 17 shows an outline of the air intake/exhaust system. For the purpose of conducting different studies, an electric air intake controller was installed. The EGR system has its connecting passageways and the cooler doubled in size in order to allow up to twice as much volumetric flow as that of base diesel engine. Note that the EGR mixing point with intake is actually the inlet of the turbo because there is no black smoke generated.

Fig. 18 illustrates the variable nozzle-turbo charger system, and a photo of the system is Fig. 19. The system controls the boost and has a feedback for VNT position.

Fig. 18 Variable Nozzle Turbo Charger (VNT) System

Fig. 19 Appearance of Variable Nozzle Turbo Charger (VNT)

4. Other modifications Principal areas of the engine remain the same as the base diesel engine; for instance, the combustion chamber of the piston has the same shape, with a compression ratio of = 18.0. Cooling and lubrication systems are also the same as in the base diesel engine. 4.3 Noise and vibration Latest diesel engines are common rail types and, combined with pilot injection and other technological advances, are far superior in vibration and noise to conventional diesel engines. Fig. 20 shows a noise comparison between the latest diesel engine model under development at Isuzu and the engine studied in this project. It was noted that our engine had a jarring noise (2000 to 4000 Hz), occurring every two revolutions.
Local area noise (Engine uppper 50cm) 90 85 80 SPL(dBA) 75 70 65 60 55 50 200 250 315 400 500 630 800 1000 1250 1600 2000 2500 3150 4000 5000 CNG-DI 50% 1000 89.4 DIESEL 50% 1000 87.7
120m 80m 280m 240m [s] (Nominal Values) Autospectrum(Top) - Mark 1 Working : CNG_50_1000 : Input : Time Capture Analyzer

CNG-DI 50%Load 1000rpm

[dB(A)/20.0u Pa] 90.0 86.8 82.8 79.6 76.4 73.2 69.2 66.0 62.8 59.6 55.6 52.4 49.2 46.0 42.0 38.8 35.6 32.4 28.4 24.4 20.4 17.2 14.0 10.0

200m

160m

40m

1k

2k

Frequency (Hz)

3k [Hz]

4k

5k

6k

Fig. 20 Comparison of Engine Noise (The Newest Diesel Engine vs. CNG-DI)

Fig. 21 Search for Noise Source at the Frequency Band between 2k and 4kHz

Fig. 21 shows one example of such noise. The subsequent study found that the cylinder heads were acting as speakers for the injectors seating noise. Today it has been improved to a degree such that this noise is virtually inaudible. The combustion noise was demonstrated to be sufficiently low in comparison with that of diesel engines. Fig. 22 shows one example. In fact, the noise heard at the start of the vehicle is quite mellow, without any resemblance to the noise of the diesel cycle. It is

likely caused by the fact that CNG has one less physical transition as in gas ignition combustion than diesel as in liquid gas ignition combustion.
A* CNL = CPL + SA + A- weight
CNL [dB(A)]: CPL [dB] : SA [dB] : A weight : Combustion Noise Level Cylinder Pressure Level Structure Attenuation (Audibility Compensation - A)
(%)
500

160
Pmax (MPa), Comb. noise (dBA)

140 120

; CNG - DI ; Diesel

1.0
450 400

4.0

1.0
350

2.0

1.0
1.5

Load (Nm)

100 80 60 40 20

Converted by *

300 250 200 150 100 50

1.3 1.5 2.0

1.0 1.3

4.0

0
PmaxComb. noise Pmax Comb. noise Pmax Comb. noise

0 800 1000 1200

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

Full load 1000rpm

Full load 1500rpm

Full load 2200rpm

Fig. 22 Differences of Combustion Noise

Fig. 23 Coefficient of Variation of Combustion (COV; Pmax) before Fine Tuning

Fig. 23, on the other hand, shows the fluctuation of maximum combustion pressure, the factor affecting vibration, by coefficient of variation of Pmax (maximum peak cylinder pressure). As seen, there is no problem since fluctuation is within 5% over the entire range, thereby satisfying the target.

4.4 Combustion related simulation by CAE 1. Simulation approach Fig. 24 describes the development of simulation in each phase, with the aim of faithfully simulating the airflow compression gas injection mixing/ignition combustion expansion in the cylinder so that computation can reach the level of sufficient agreement with actual test results. STAR-CD was employed for flow analysis from compression to spraying/flow, WC-ERC combustion model, developed by the Wisconsin University Engine Research Center, was used in combination with STAR-CD from ignition to combustion.
Grasp fuel spray in and around glow plug Grasp optimum ignition condition used CFD* Cylinder pressure Grasp air flow compression stroke
14000 12000 10000 8000 6000 4000 2000 -90 -70

Grasp optimum combustion condition used CFD*

Compression stroke -50 -30

0 -10 TDC

10 CombustionExpansion stroke 30 50

* CFD ; Computational Fluid Dynamics

Fig. 24 Simulation of Combustion Process

10

 2. CAE results and engine test Since not much was known on the relationship between fuel jets and ignition, computation studies were conducted by changing different factors contributing to combustion at three levels in a 27-run structured design in order to find out how mixing affected combustion. They were followed by a study in 9-run design to obtain the contributing ratio to combustion and optimum level of each factor. One such example is presented in Fig. 25. The surface temperature of glow plug and injection pressure, among other things, were found to have large impacts on combustion.

Factor AIn-cylinder temp.() BCylinder pressure (bar) CInjection pressure (bar) DInjection hole (mm) EInjection duration (ms) FInjection angle () GInjection angle () HGlow plug temp. () IShield & Glow gap (mm)

First 400 50 100 0.1 0.3 7.6 7.3 1050 0.100 JGlow plug & Shield relative position (mm 0

Second 550 70 120 0.15 0.6 13.6 9.7 1200 0.225 2

Third 700 90 140 0.2 0.9 19.6 12.1 1350 0.350 4

Fig. 25

A Sample of CFD Analysis

The most difficult part was the transition from ignition to combustion. In the ERC model, CNG combustion was not calibrated; we selected to determine them out by matching them to test results. Initially we focused on test results from shock tube experiments. Pressures were successfully simulated with great accuracy, but we were troubled by little success in the ignition to combustion process. It was finally understood that there is a fundamental difference in the subject and actual ignitions. In other words, it was a difference between the combustion process of high temperature oxidation at 2000 or higher of a shock tube and that of low-temperature oxidation premixing/diffusion combustion in the cylinder. Subsequently this problem was resolved, but this gap between the data and the simulation was a wake-up call: the true simulation of combustion is impossible unless the injection characteristics in actual combustion are accurately reproduced. It was therefore decided that we do some more work on the accurate simulation of actual injection. Fig. 26 shows such an example. In order to ensure if this simulation actually matched the real injection, methane was injected into a constant pressure vessel and observed (Fig. 27), and the result was closely compared with the computation results.

Fuel passage

Hole Inlet Hole outlet

Lift porsion Sack and hole portion

Fig. 26

Duplication of Fuel Injection

Fig. 27Injection Visualization

11

Fig. 28 shows the results from the experiment and the computation plotted together in one chart. Although there are still some differences in the absolute values, a very close simulation to the actual engine data became possible from the start of combustion, timing and profile of pressure changes (thermal generation). Thus it is now indicated that computer simulations are now possible using different values of different parameters, a very valuable tool indeed from now on. This is one of the innovations we have led the world. Fig. 29 shows one example of such analysis of injection to combustion in the cylinder.
exp.#1_cyli. 100Nm SOI: -15 ATDC exp.#2_cyli. ditto exp.#3_cyli. ditto CFD -A01 ( 100Nm, SOI: -15 ATDC ) exp.#1_cyli. 300Nm SOI: -15 ATDC exp.#2_cyli. ditto exp.#3_cyli. ditto CFD -B01 ( 300Nm, SOI: -15 ATDC ) exp.#1_cyli. 475Nm SOI: -15 ATDC exp.#2_cyli. ditto exp.#3_cyli. ditto CFD -C01 ( 475Nm, SOI: -15 ATDC ) A01Aft (100_-15) B01Aft (300_-15) C01Aft (475_-15)

15

P [MPa]

10

0 -20 -10 0 10 20 30 40 50 60

C.A.(deg)

Fig. 28 Comparison of Simulation and Actual Fuel Injection P-

Fig. 29 A Sample of Pictorial Playback According To Combustion Process

5. Development of aftertreatment 5.1 Allocation of emission between engine and aftertreatment Fig. 30 shows the allocation of emission between the engine (with EGR) and aftertreatment in order to achieve the target emission levels. In other words, the engine was to reduce NOx to 10 12 g/kWh by itself without any processing in the G 13 Mode, which was then to be further reduced by EGR to 4 4.5 g/kWh.
Final Target g/kW g/kW g/kWh Before catalyst Target (Engine out) g/kW g/kW g/kWh

g/kW g/kWh

Reduction by EGR

Reduction ratio by catalyst (Target)

Fig. 30 Contribution of Emission Reduction Thus the target level would become reachable by aftertreatment, accomplishing a reduction of 80 to 85% in NOx from this level. It was indeed the target for NOx reduction of aftertreatment. The target for NMHC was a 90% or more reduction through aftertreatment. NMHC was presumed to account for 20% of THC, and the THC was tuned to produce 9 g/kWh or less before catalyst.

12

5.2 System selection and basic study (gas model) Fig. 31 shows an overview of the systems involved in the aftertreatment selection, in which candidates were first listed up for study. For the reduction of HC, a study using a model gas was conducted to select a coating material with higher oxidation property because of the high stability of CH4. Fig. 32 shows the sample a coating material with pt/pd series was selected. Table 5 provides the overview of characteristics of the candidate agents for the reduction of NOx. HC-SCR catalyst was eliminated from the selection pool early in the process due to its conversion ratio. Studied were NOx absorber (LNT) and urea-SCR catalysts. In the case of LNT, it was found that a) it would unlikely produce the target conversion rate; b) the cost would be higher than other options for the same level of NOx reduction (approximately twice or more of SCR); and, c) it would not reduce CH4 and therefore require the engine to control injection and combustion for the reduction process to occur due to the need for unsaturated gas of CO or C3H8 and higher hydrocarbons. These led to the final selection of the urea-SCR catalyst. Fig. 33 shows one example of the basic study of LNT catalyst.
ENGIN ENGINE
Mainly function of catalyst
1 Oxidation catalyst : For CH4 conversion For CH4 conversion (Mianly low load)

100 90 80

CH4 conversion(%)

Turbo charger

2 Oxidation catalyst : 3 Oxidation catalyst : 4 SCR catalyst :

(Mianly high load)

70 60 50 40 30 20 10

Pt/Pd system A NO oxidation catalyst Pt system Pt/Pd system B Pt/Pd system C

For chang NONO2 & CH4 conversion For NOx conversion For prevention of ammonia slip

5 Oxidation catalyst :

Urea injector

50

100

150

200

250

300

350

400

450

500

550

600

Catalyst inlet Temp

Fig. 31 Possible After Treatment system (Proposal)

Item
No conversion prospect

Fig. 32 Selection Test of Catalyst for CH4

100 90 80

HC-SCR catalyst

Lean NO trap catalyst

Urea-SCR catalyst
8090
1.6-2.1% (Include urea cost)

2030 2-5%

6070 12%

Fuel economy prospect Durability Light-off temp. Catalyst size Weight Packaging Infrastructure Engine control

NOconversion%

200-300Pt series 350-500Base metal series

70 60 50 40 30

300450
times as displacement

200600
times as displacement Increase (Urea tank & systems)

times as displacement

catalyst only

catalyst only

Urea tank & Injection system Urea No need combustion control

High potential performance ( Need Urea system Installation and down sizing catalyst

Urea-SCR low temp active type

20 10 0 100 150 200 250 300 350 400 450 500 550 600

Post injection

Rich-lean combustion control

Low conversion Hard to control Rich/Lean

LNT High temp active type

Total evaluate

Low conversion

Catalyst inlet temp.

Table 5 Comparison of Characteristic of NOx Catalysts

Fig. 33 Basic Test of NOx Absorbed Catalyst

Fig. 34 describes one example of coating material tests with a model gas for SV ratio (catalyst size) which was conducted to determine the urea-SCR catalyst. When urea-SCR catalyst was chosen, the study of coating material properties for ammonia catalyst was initiated using a model gas in consideration of urea slip.

13

100 90

Position

Catalyst size

Temp. Pressure loss (Prospect) (Prospect) 750 700 700 650 600 600 18 (kPa) 6.6 (kPa) 5.4 (kPa) 4.9 (kPa) 5.3 (kPa) 2.3 (kPa)

Remarks
200cell/cell thickness 60 m Metal honeycomb 400cell/cell thickness 6mill Ceramic honeycomb 300cell/cell thickness 8mill Ceramic honeycomb 400cell/cell thickness 6mill Ceramic honeycomb 400cell/cell thickness 6mill Ceramic honeycomb 400cell/cell thickness 6mill Ceramic honeycomb

NOconversion%

80 70 60 50 40 30 20 10 0 100 150 200 250 300 350 400 450 500 550 600

Low temp. active type High temp. active type

SV 30000 O2 10 H2O 6 NO 200ppm 200ppm NH3 Temp rise speed 5 /min

Pre-Turbo 35.5mm 70mm Oxidation catalyst Post-Turbo 5.66" 4.84" Oxidation catalyst Post-Turbo 5.66" 4.84" Oxidation catalyst Under floor 7.5" 7" NO Oxidation catalyst Under floor 12" 9" Urea-SCR catalyst Under floor 4" 9" CH3-slip catalyst

Catalyst inlet temp.

Fig. 34 Basic Test of Urea SCR Catalyst

Table 6 Estimation of Exhaust Pressure Drop for Each Catalyst

Fig. 35 Pre-Turbo HC Catalyst In addition, the target for the total back pressure was set at 20kPa or less from the beginning since incorporating these catalysts after the engine would increase the back pressure, thus affecting efficiency. Table 6 shows the calculated backpressure of each catalyst. As seen, the backpressure is high at 18 to 20kPa with these catalysts alone; the use of catalysts at the turbo intake for HC reduction was therefore abandoned. Fig. 35 shows a prototype HC catalyst system for the entrance of the turbo. 5.3 SCR system 1. System and rig test results Fig. 36 shows the system drawing of the SCR catalyst. Isuzu has been engaged in the R&D of urea-SCR catalysts for heavy-duty engines but only in the air-assisted uniform injection approach of urea water solution over the exhaust pipes. Since this study was for light-duty vehicles, which have no high-pressure air sources, there was no choice but to employ the direct injection of urea water.
HC Oxidation catalyst

Engine ECU Urea injector

CNG Engine

Urea Injection ECU

Urea control PC

Temp. sensor

NO Oxidation Catalyst Urea Pump

SCR Catalyst

Tank

Fig. 36 Urea SCR Catalyst System

14

In our system, a large amount of urea water is constantly circulated at a certain pressure, and injections are made through the control of the duty ratio by an electromagnetic valve in its circuit. Fig. 37 is a photo of the injection device, while Fig. 38, an example of injection characteristics.
40 35 30 Mass flow (g/m) 25 20 15 10 5 0 0 0.1 0.2 0.3 0.4 0.5 Duty ratio
Min. Target

Max. Target

Duty ratio A/(A+B)

Fig. 37 Appearance of Urea SCR Injector

Fig. 38 Characteristic of Urea SCR Injector

2. Novel concepts for better efficiency in uniform atomization and vaporization. As shown in the picture, the urea water injector has one injection hole with a reflector panel set at a 45-degree angle. The mounting position and other factors for the injector were studied using CAE in order to ensure that the resultant spray would enter the catalyst uniformly and fully vaporized. Fig. 39 shows one such example. For the reduction of actual emissions, different exhaust pipe configurations were studied to produce better uniformity of atomization and vaporization. It was finally concluded the cone-shaped piping produced favorable results. The photos in Fig. 40 are the tested exhaust pipes.
Exh. Gas temp. Low load & rpm Urea injector position SCR Catalyst

Exhaust gas flow

Diameter

Impactor

Fig. 39 Urea Flow Simulation with Injection, diffusion and Vaporization by CAE

Fig. 40 Prototype Diffuser Cone and Exhaust Pipe System

15

Urea-SCR catalysts reduce NOx through the below three chemical reactions as deoxidation. 4N2 + 6H2O 4NO + 4NH3 + O2 7N2 + 12H2O 6NO2 + 8NH3 NO + NO2 + 2NH3 2N2 + 3H2O It was known in the literature that Urea-SCR catalysts achieve a high efficiency when NO and NO2 are introduced to the catalyst at approximately half and half. Diesel engines predominately emit NO, therefore, for high efficiency, an oxidation catalyst is required to convert some NO to NO2 before introducing to SCR catalyst, especially in a low temperature condition. Thus, as represented in Fig. 36, a possibility of placing NO oxidation catalyst before the Urea injector was studied. Fig. 41 is an example of the rig test conducted to select a coating material to oxidation NO to NO2 by a model gas. In this instance, a significant improvement in the NOx reduction was seen by converting NO to NO2 in a low-temperature condition (at relatively low temperatures in the G13 Mode), as shown in Fig. 42.
98 89 79 81 75 98

100 90 80 Pt/Pd sytem A NO oxidation catalyst Pt system Pt/Pd system B Pt/Pd system C

100 91 90 80 71 84 79 8383 84 100 84

100 83

99

NO conversion(%)

NOx conversion (%)

70 60 50 40 30 20 10 0 50 100 150 200 250 300 350 400

70 60 50 42 40 30 20 10 0 33 46

64 56 43 W/O Oxidation Catalyst W/ Oxidation Catalyst

450

500

550

600

M2

M3

M5

M6

M7

M8

M9

M10

M11

M12

IDLE

TOTAL

Catalyst inlet temp.

MODE NUMBER in G13Mode

Fig. 41 Basic Selection Test of Oxidation Catalyst for NO

Fig. 42 Effect of NO Oxidation Catalyst converted NO to NO2 on G13 Emission Test

6. Tuning of engine and emission 6.1 Initial test results and future subject. Table 7 shows the target values in the initial stage for each emission and combustion stability, etc., as well as the test results. The engine characteristics at that time are presented in Fig. 43 to 45 (mapping of NOx, HC, and CO.) Fig. 46 shows the NOx emission volume, with or without EGR, and the effect of the catalyst in each mode.
(ppm)
500 450

1 1 0 0

Measurement point Initial test result Engine out Target Without EGR, Catalyst) Engine out

NOx

THC

CO

CO2

COV level Target achievem ent <5%

Load (Nm)

400 350

7 0 0

1100
300 250 200 150

4 0 0

700 400 250 160

1 6 0 2 5 0

8.7 12

5.82 6.5

6.47 15

626 600

120
100 50 0 800 1000 1200

1 2 0

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

Table 7 Coarse Emission Test Results before Fine Tuning

Fig. 43 Characteristic of NOx before Fine Tuning

16

(ppm)
500 450 400 350

(ppm)
500 450

3 0 0

2 0 0 0

2000 900 700 2000

1 0 0 0

30 30 50 100 200

2 0 0

400 350

1 0 0

Load (Nm)

500 900 300 700 1000

9 0 0

300 250 200 150 100 50 0 800 1000 1200

Load (Nm)

300 250 200 150

5 0

7 0 0

3 0

5 0 0

300

2 0

100 50

500 500
800 1000 1200

3 0 0

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

Fig. 44 Characteristic of HC before Fine Tuning

10 8 6 4 2 0

Fig. 45 Characteristic of CO before Fine Tuning

6 COV (%)
200
CO (g/h)

COV (%)

4 2 0 300 CO (g/h) NOx (g/h)

1800 1600 1400 1200 1000 800 600 400 200 0

Decrease by EGR Decrease by timing retard NOx Con. After the tail pipe

100 200 0 100

THC (g/h)

150 50 25 0 500 0

0 300
NOx (g/h)

150

THC (g/h)

250

2 (g/h)

15000

2 (g/h)

17000

7500

8500

10

11

12

0 -5 0 5 10 15 20
EGR ratio

0 0 2 4 6 8 10 12 14 Injection timingBTDC)

Fig. 46 Characteristic of EGR before Fine Tuning

Fig. 47 Investigation of Contribution of Injection Timing and EGR to Emission Reduction

One example of the study on the contributing factor for different emission properties by changing, among other things, injection timing and EGR ratio is presented in Fig. 47. Fig. 48 shows one example of the studies done for reduction rate and ammonia slip by changing the urea-SCR conditions. Fig. 49 shows the temperature of engine exhaust gas at different points in the after flow in each of the G 13 Mode. This figure illustrates the challenges of reaching targeted the thermal efficiency (no negative influence on CO2) while increasing the exhaust temperature (for utilizing catalyst by maintaining the temperature at the catalyst activation temperature or higher.)

17

1000 900 800

Dummy pipe intead of oxidation catalyst and cone-shaped for diffusion pipe Dummy pipe instead of oxidation catalyst and accelerated mixing chanber Initial pipes

800 700 600

NH3slip (ppm)

Exaust gas temp. (k)

700 600 500 400 300 200 100 0 0.0

500 400
Test

300 200 100 0 1 2 3 4 5 6 7 8 9 10

Test2 Test3 Test4

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

11

12

NOx and Urea equivalent ratio

ModeNO.

Fig. 48 NOx Conversion Ratio and NH3 Slip for each mode on G13 Emission Test

Fig. 49 Exhaust Temperature for each mode on G13 Emission Test

6.2 Final specifications and results Fig. 50 describes the finalized aftertreatment system. A unit that has a double function of HC catalyst and NO oxidation catalyst is placed before the urea-SCR catalyst; no ammonium slip catalyst was placed behind the SCR catalyst after it was verified that it was indeed unnecessary.
Urea injection ECU

Engine ECU

Urea control PC

CNG-DI Engine

Japan G13 mode

SCR catalyst

NOx

NMHC

CO

CO2

COV (%)

(g/kWh) (g/kWh) (g/kWh) (g/kWh)

Oxidation catalyst
Urea pump

Diffusion cone

Final result Target

0.51
0.85

0.10
0.18

<0.01
16

631
640

<5

Tank

Fig. 50 Drawing of Final After Treatment System Table 8 shows the results of the final tuning.

Table 8 Final Emission Test Result

18

As seen from this table, all targets were achieved. The engine characteristics are shown in 51 to 55 (emission: NOx, HC, CO, Pmax, , etc.)
(ppm)
500 450 400 350

(ppm)
500

1 0 0

9 0
450

100 80 60

60 40
8 0

400 350

6 0

Load (Nm)

300 250 200 150 100 50

Load (Nm)

20

6 0

300 250 200

4 0

4 0

10

20 40
2 0

20

10

20

2 0
150

10
1 0

1 0

100 50 0

20 60 90
800 1000 1200

40
0 800

40
1400 1600 1800 2000 2200

10
1000 1200

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

E n gin e S p e e d

(r p m )

Fig. 51 Diagram of NOX with Final Engine Specifications

500 450 400 350
500 450 400 350

Fig. 52 Diagram of HC with Final Engine Specifications

(kPa)

1 5 0 0 0

15000 14000 13000 12000

1 2 0 0 0 1 4 0 0 0

1 3 0 0 0

Load (Nm)

Load (Nm)

300 250 200 150 100 50

300 250 200 150 100 50 0

ALL AREA

0 ppm

8600 7500

8 6 0 0

7 5 0 0

0 800 1000 1200

800

1000

1200

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

E n gin e S p e e d

1400

1600

(r p m )

1800

2000

2200

Fig. 53 Diagram of CO with Final Engine Specifications

Fig. 54 Diagram of Pmax with Final Engine Specifications

(lamda) 4
500 450

1.5
400 350

2.5 2.0 1.5 2.5 2.0

2

Overall length Overall width Wheel base Occupant

1.5

Load (Nm)

300 250 200 150 100 50 0 800

2.5

Overall height Maximum payload

3.0

GVW

4.0
1000 1200

4.0
1400 1600 1800 2000 2200

E n gin e S p e e d

(r p m )

Fig. 55 Diagram of Excess Air Ratio () with Final Engine Specifications

Table 9 Summary of Main Vehicle Specifications

19

7. Vehicle development 7.1 Vehicle specification The target performance for the vehicle was, as mentioned earlier, based on the 2-ton ELF-CNGV, a very popular model currently available on the market with fuel economy and driveability that replicate those of diesel vehicles rather than those of gasoline vehicles. Fig. 56 shows the appearance of the developed vehicle, while Table 9 presents its major specifications. 7.2 Vehicle layout and development Fig. 57 shows the assembly of the frame and components. Fig. 58 shows simplified schematics of different systems in the vehicle. Fig. 59 is an electrical plan for coordination and control of these systems. There is the main engine ECU, CNG-related ECU, and emission-related ECU (for urea-SCR), all integrated through CAN BUS for control as a vehicle.

Fig. 56 Appearance of Completed Vehicle

Air cleaner

Urea supply system

Tank

Silencer

Oxidation catalyst

Urea catalyst

Acumulator

Fuel compressor

Heat exchanger

Regulator

Tank

Fig. 57 Drawing of Layout Plan for Vehicle

Fig. 58 Schematics of Different System Layout

20

Crank angle sensor Cam angle sensor

Intake throttle position sensor VNT position sensor VNT control Intake throttle drive Injector drive Glowplug drive MAP sensor Inlet air temp. sensor Common rail pressure sensor Fuel temp. sensor

Sub Engine Control Module

Urea Injector Control module

60

50

Glowplug driver

Injector driver

AP sensor Idle switch Switch A/C switch Glow relay Check engine ramp Common rail
Pressure sensor Echo relay

Main Engine Control Module

Ignition switch Starter switch

EXH. Brake

Vehicle Interface Module

EXH. Brake ramp Glowplug ramp EXH. Brake ramp switch Stop ramp relay Clutch switch Neutral switch Vehicle speed sensor

Battery

Compressor module

Parking swwitch

Injector EGR cooler

EGR valve drive
EGR valve position sensor Main relay

Vehicle function
Battery Tachometer

IAT sensor

Idle up volume

Vehicle speed Km/

40

30

20

10

0
EXH. Brake Solenoid valve

5000

10000

15000

20000

25000

Drive distance

Fig. 59 Electric Wiring Diagram of Control System

Fig. 60 Drive Route for Fuel Consumption Test

8. Results of driving test 8.1 Validation of basic performance The validation was performed not only for fuel economy and driveability, but also to achieve a diesel-equivalent level in low-end torque and exhaust braking as well as a practical level in response, vibration and noise. 8.2 Evaluations at Bibendum 2003 The study vehicle was entered in Bibendum 2003; a competition organized by Michelin that was held from September 23 to 25, 2003 in California. The participating vehicles went through strict evaluations based on ISO. Our vehicle earned the following awards in recognition of our achievements: A) Fuel economy: Gold medal (absolute values not published); a diesel vehicle ran the same course for comparison; a distance of 14 miles (approx. 22.5 km) including 45 abrupt starts and stops. Fig. 60 shows the driving pattern. B) Emission: application by document; Gold medal (including the validation of J-G13 Mode and SCR functionality) C) Noise (acceleration): 70.4 dB(A); Silver medal; D) Acceleration: 47.1 miles per hour; Bronze (internal test before the event: 56 57 miles per hour) due to facing wind and slopes; E) General driveability test, including a rally to the Golden Gate Bridge; (approximately 60 km in the suburb and approximately 40 km of freeway driving). The vehicle successfully completed the run, receiving the checker flag.

21

9. Summary and future challenge 9.1 Summary We succeeded in the incorporation of an ISUZU and Westport hot surface ignition CNG-direct injection diesel cycle engine in a commercial vehicle and its operation as a complete vehicle for the first time in the world. As seen in the records at the Bibendum, it was demonstrated that the vehicle has satisfied all the parameters of a vehicle at a high level, indicating the high potential of this technology for commercialization in the near future. It is a significant milestone. 9.2 Future subjects a) Pursuit of full reliability and durability: Refinement of ISUZU and Westport fuel, ignition and control systems as required for full commercialization. b) Further improvements in emission and fuel economy: the test mode for emission will be changed from G-13 to transition mode. Better fuel economy and cleaner emission must be pursued in line with this change. In addition, commercialization without urea-SCR catalyst should be explored; and, c) Price reduction, lighter weight, and smaller size must be worked at along with the issues in a) for the eventual commercialization and sophistication of each system. I would like to take this opportunity to sincerely thank all those involved for their extraordinary dedication and support, without which we could not possibly have completed and operated the vehicle in such a short time with such demanding targets. I am certain we can deliver even greater developments of this technology. REFERENCES 1. G. Zakis, H C. Watson, 2003, "Alternative Ignition System for CNG in Diesel Applications", IPC12-D32. 2. P. Ouellette, Westport, 2000,"High pressure Direct Injection (HPDI) of Natural Gas in Diesel Engine", NGV2000. 3. T. Komada, Mitsui Eng'ng & Ship, 2004"The Large Gas Injection Engine", ENGINE TECHNOLOGY 30. 4. M. Shioji, Kyoto Unv. 2001,"Study & Research for Ignition and Combustion System of High Performance Natural gas Engine" JGA-Report. 5. M. Oguchi, JARI, 2001,"Research & Evaluation of High Efficiency Natural Gas Vehicle" JGA-Report. 6. M. Okada, Isuzu Motors, 2003,"The Commercial Development of High-Efficiency, Ultra-Low Emission CNG Vehicles" NEDO-Report.

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