II-Workshop-ConferenzaGNL-Masciali.pdf

CONFERENZA GNLRoma, 21 Gennaio 2014

Speaker:Gabriele Masciali, Sales Manager

Limpiego del gas naturale liquefatto (GNL) nei trasporti stradali.Normative, standard e tecnologie.

Content

-Ecomotive Solutions A short presentation

- Retrofitting Process Dual Fuel d-gid Technology

- Diesel Dual Fuel & LNGLNG: more green energy in less space

- LNG Retrofitting Case in ItalyDevelopment, Data and Considerations

-Ecomotive Solutions A short presentation




Company Headquarters

since 1991

Ecomotive Solutions is a company of the HOLDIM group, which includes several enterprises specialized in the development of electronic platforms in automotive.

Since 1991 a global, innovative approach to support the creation of a new generation of products for the market: tomorrows technology already available today

- Ecomotive SolutionsA Short Presentation




Diesel Fuel Fuel Definition

In a Diesel Dual Fuel system, the engine can still run on 100% diesel fuel.DDF technology does not involve irreversible changes to the basic engine which still works just like a diesel engine where a high percentage of cleaner fuel is burnt.

Diesel Dual Fuel (DDF) refers to an engine working with

Diesel and Natural Gas simultaneously.A small pilot injection of diesel oil ignites the Air + Natural Gas mixture, that is controlled and injected into the intake manifold.

DIESEL

Diesel Engine

Diesel Dual Fuel (DDF) d-gid ECU

(Engine Control Unit)Natural Gas(Methane)

d-gid can also manage dual fuelapplications using Biogas, Syngas,Hydrogen,

(*) The gas injection is managed and controlled by d-gid Man software

d-gid DDF Technology Diesel & Gas Injection Control

Original diesel injection signal

Gas injection processed by d-gid

d-gid Man: management software for the gas injection (*)

(*)

CAN-BUS Data

d-gid real time gas injection processing

Original ECU (Engine Control Unit)

Gas injectors controlledby d-gid

d-gid Diesel Dual Fuel Layout

or LNG

Complete Four Stoke Diesel Cycle

Inta

ke

ExhaustManifold

Turbo Charger

InletManifold

Air

Dual Fuel Phased InjectionThe gas is injected into the intake manifold, close to the intake valve, phased with the engine cycle. The mixture of air + gas enters the cylinder while the inlet valve is open (Intake Stroke). The injection of natural gas ends before the intake valve closes.

Injected Natural Gasquantity is controlled by d-gid DFF ECU

Natural Gas NG Injectors

Inta

ke

Co

mp

ressio

n

Ign

itio

n

InletManifold

ExhaustManifold

Turbo Charger

Injected Diesel quantity is controlled by d-gid DDF ECU

Air



Complete Four Stoke

Diesel Cycle

Very Good

Inta

ke

Co

mp

ressio

n

Ign

itio

n

Po

we

r

Exh

au

st

Ove

rla

p

InletManifold

ExhaustManifold


Turbo Charger

ExhaustManifold

Exhaust gasescleaner thanks to

NG Phased Injection

Air from the intake manifold

Air

Exhaust gases

Good


Complete Four Stoke

Diesel Cycle

Low impact on the architecture of the engine, which remain a standard Diesel cycle engine: 100% fullback Diesel at any time. No irreversible modification achieved.

Possibility to switch between Diesel/Gas mixture and 100% Diesel mode simply by pressing an on/off selector.

Automatic set to 100% diesel when the natural gas tank is empty or in case of trouble detection.

The engine does not decrease performance and efficiency in DDF mode: torque and power outcomes remain practically unvaried.

Emission levels improved.

Carbon footprint/emission reduced.

Improved engine oil quality determined by high reductions of carbon emission.

Engine noise reduced up to 5db thanks to natural gas smoother combustion.

Significant reductions of operating costs thanks to Diesel-Gas substitution.

Diesel Fuel Fuel Advantages

Liquefied Natural Gas (LNG)

Liquefied natural gas or LNG is natural gas(predominantly methane, CH4) that has been converted to liquid form for ease of storage or transport.

Liquefied natural gas takes up about 1/600th the volume of natural gas in the gaseous state.

It is odorless, colorless, non-toxic and non-corrosive.

The liquefaction process involves removal of certain components, such as dust, acid gases, helium, water, and heavy hydrocarbons, which could cause difficulty downstream. The natural gas is then condensed into a liquid at close to atmospheric pressure (maximum transport pressure set at around 25 kPa (4 psi)) by cooling it to approximately 162 C

http://en.wikipedia.org/wiki/Natural_gashttp://en.wikipedia.org/wiki/Methanehttp://en.wikipedia.org/wiki/Odorlesshttp://en.wikipedia.org/wiki/Transparency_and_translucencyhttp://en.wikipedia.org/wiki/Toxicityhttp://en.wikipedia.org/wiki/Toxicityhttp://en.wikipedia.org/wiki/Toxicityhttp://en.wikipedia.org/wiki/Corrosive_substancehttp://en.wikipedia.org/wiki/Corrosive_substancehttp://en.wikipedia.org/wiki/Corrosive_substancehttp://en.wikipedia.org/wiki/Liquefaction_of_gaseshttp://en.wikipedia.org/wiki/Acid_gashttp://en.wikipedia.org/wiki/Heliumhttp://en.wikipedia.org/wiki/Hydrocarbonhttp://en.wikipedia.org/wiki/Condensation

GNL/LNG1,8 Litres

Liquid at -162C

CNG5 Litres

NG Compressed at 220 bar

DIESEL1 Litre

Volume Vs. Fuels Energy Content

=DIESEL

=

FuelEmissions

kgCO2/kWh

Wood 0.39

Peat 0.38

Lignite 0.36

Hard coal 0.34

Fuel oil 0.28

Diesel 0.27

Crude oil 0.26

Kerosene 0.26

Gasoline 0.25

Refinery gas 0.24

LPG 0.23

Natural gas 0.20

Carbon Footprint Benefits

DAF FX 460 EURO5Equipped with d-gid LNGDiesel Dual Fuel System

First Italian Diesel Dual Fuel LNG Truck Retrofit

Emission test made by

European Joint Research Centre JRC in Ispra ITALY

Tested Vehicle:

DAF XF 460 EURO5

Hi Pressure StorageNatural GasCompressed at 220 bar

Cryogenic StorageLiquid Natural Gas

at -162C 8 bar

LNG Heat Exchanger

NG pressureregulatorInput 220 barOutput 23 bar

d-gid ECU can easily manage both LNG and CNG according with desired Diesel Dual Fuel strategy

NG injection NG injection

LNGLiquid Natural Gas

Cryogenic Tank Storage

CNGCompressed Natural Gas

Hi-pressure Cylinders Storage

d-gid Flexible Dual Fuel LNG/CNG System

NG press.

23 bar

NG press.

23 bar

NG pressureregulatorInput Output 3 bar

Reach Stacker KALMAR DRF 450

Cummins QSM11 355

Engine Model: QSM11-335

Engine Type: 6 Cylinders, in Line

Displacement: 10.8 L

Rated Speed: 2100 rpm

Rated Power: 250 kW(335 HP)

Max.

Torque/Speed:1674 N.m @1400rpm

Aspiration

Method:T-charged & Intercooled

Emission

Standard:Tier III

- d-gid Dual Fuel system platform development on Cummins QSM11 engine.- Engine dedicated Dual Fuel d-gid ECU firmware development. - Engine safety parameters acquisitions for engine reliability purpose (temperatures, pressures, etc.) - Engine operative loads Dyno simulation. - Dual Fuel mapping with target on keeping original torque/power point to point referring to operative engine specifications.

Activities Developed on the Engine Dynamometer

A preliminary activity was to dismantle the original Cummins engine from Kalmar Reach Stacker and transfer it on an engine dynamometer.

Developed Activities on Dyno

Ph

ase 1

-DRF450 on board installation of d-gid dual fuel system. - QSM11 Engine work validation after reassembling on vehicle. (static phase)- DRF450 Reach Stacker validation test in field. (active work phase)

- Original Diesel Test- Dual Fuel LNG Test

- Data acquisition and comparison.

Activities Developed in Field

A preliminary activity was to mount back the Cummins engine on Kalmar Reach Stacker.

Developed Activities in Field

Ph

ase 2

Exhaust Temperature

0

100

200

300

400

500

600

700

800

800 1000 1100 1200 1400 1600 1700 1800 1900 2000

Rpm [rpm/min]

xh

au

st

Te

mp

era

ture

[C

]

Originale

Dual Fuel

Cummins QMS11 Retrofit Data Comparison

Oil Temperature

82

84

86

88

90

92

94

96

98

100

800 1000 1100 1200 1400 1600 1700 1800 1900 2000

RPM [rpm/min]

Oil

Te

mp

era

ture

[C

]

Originale

Dual Fuel

Power

0

50

100

150

200

250

300

350

400

800 1000 1100 1200 1400 1600 1700 1800 1900 2000

Rpm [rpm/min]

Po

we

r [H

p]

Originale

Dual Fuel

Diesel Consumption

0,0

10,0

20,0

30,0

40,0

50,0

60,0

70,0

80,0

800 1000 1100 1200 1400 1600 1700 1800 1900 2000

Giri [rpm/min]

Co

ns

um

o G

as

oli

o [

lt/h

]

Originale

Dual Fuel

Natural Gas Consumption (Metano)

0,00

5,00

10,00

15,00

20,00

25,00

30,00

35,00

40,00

800

1000

1100

1200

1400

1600

1700

1800

1900

2000

Giri [rpm/min]

Co

ns

um

o M

etn

o [

kg

/h]

Dual Fuel

Cummins QMS11 Retrofit Data Comparison

30%

Peak DieselPeak CH4

50%Average

70%

Substitution Rate

Thank You

Documents

II-Workshop-ConferenzaGNL-Masciali.pdf