Dual-fuel Technology. Bosch Diesel Dual-Fuel Systems. Anibal Zambotti Motivation. Bosch CNG Experience

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1 1 2 Motivation Bosch CNG Experience 3 Diesel-Gas System Concept 4 Engine Results in Test Bench 5 Project Main Targets 6 7 Economical Feasibility Study Conclusions Dual-fuel Technology Anibal Zambotti Anibal.zambotti@br.bosch.com 1 DS/PJ-DF 09/10/2010 Robert Bosch GmbH All rights reserved, also regarding any disposal, exploitation, reproduction, editing,

2 1 2 Motivation Bosch CNG Experience 3 Diesel-Gas System Concept 4 Engine Results in Test Bench 5 Project Main Targets 6 7 Economical Feasibility Study Conclusions Dual-fuel Technology 2 DS/PJ-DF 09/10/2010 Robert Bosch GmbH All rights reserved, also regarding any disposal, exploitation, reproduction, editing,

3 World under Fuel Alternative Pressure! Unstable Oil Price Pollution Natural Resources Renewable Fuels Global Warming 3

4 Motivation & Market Trends Market Developed Countries (USA, EU, Japan) Emerging markets Drivers & Enablers CO2 reduction Emissions Costs (operational costs reduction and low taxation) Alternatives Hybrid Electric Hydrogen Natural Gas Bio-diesel Ethanol Natural Gas Biofuels and Natural Gas are economically feasible and available solutions for several markets. 4

6 Bosch history with Natural Gas st Spark ignited CNG engine with Bosch system launched in the EU market 4 new applications to be launched in the EU, India and China markets 4 new applications to be launched in the Indian and Japanese markets The development of the CNG spark ignited engine injection & ignition systems allowed Bosch to improve its product portfolio providing reliable components with state of the art technology to the market 6

7 Bosch history with Diesel Dual-Fuel Start researching the Dual-Fuel technology with mechanical Diesel injection systems using CNG First emissions homologation in Brazil of a Dual-Fuel Diesel / CNG powered engine Start of research with electronically controlled Diesel injection systems Dual-Fuel system development for applications with Natural Gas, Biomethane and Ethanol for original vehicles Robert Bosch, worldwide leader in development and application of the Diesel technology, is dedicating its knowledge and experience to the development of a Dual-Fuel system, using the state of the art technology in components and software. 7

9 Diesel-Gas System Concept Dual-Fuel Operational Modes Alternative fuels Other features Existent Diesel engines, adapted with a second injection system to manage the NG fuel injection and the air control. The basic configuration of the original Diesel engine remains unchanged. Ignition by Diesel injection. Possible to operate either in original Diesel Mode or in Diesel-NG Mode, with significant substitution of Diesel by the Natural Gas. System components and software compatible with: Natural Gas (CNG & LNG) and Biomethane. Knock control strategy, diagnosis and monitoring function in Diesel-NG mode, closed loop strategy. Diesel-Gas integrates the high performance of diesel engines with the fuel flexibility. 9

10 10 Bosch Diesel Dual-Fuel Systems Diesel-Gas System Layout Add-on system possible to be applied over any electronic fuel injection system (CRS, UPS, UIS ) CNG pressure regulator 02 Boost pressure & temperature sensor 03 Throttle valve 04 Boost actuator 05 Lambda sensor 06 CNG ECU 07 Diesel ECU 08 CNG storage tank 09 Engine speed sensor 10 Accelerator pedal 11 CNG injector 12 Knock sensor 13 Coolant temperature sensor 14 Diesel injector 15 Phase sensor 16 High pressure pump 17 Diesel common rail 18 Fuel filter 19 Oxidation catalyst 20 Diesel tank 21 CNG pressure & temperature sensor 22 CNG rail

11 Diesel-Gas components supplied by Bosch CNG Rail FCA with DS-M1-TF Dual-Fuel ECU EGC10 Throttle Valve RKL-E1 0 2 Sensor LSU4.9 Knock Sensor KS-4-S CNG Injector NGI2-CP 11

12 Diesel-Gas benefits to the customer Fuel cost reduction Emissions compliance Fuel flexibility Maintenance and lifetime Affordable cost Maximize substitution rate of diesel by Natural Gas or Biomethane Keeps same emissions level of engine on Diesel-only mode with enhanced particulate material, NOx and CO 2 emissions Allows driver to switch between Diesel-NG and Diesel-only modes with the same performance Reliability and tradition of Diesel engines Estimated ~10% of increase in the vehicle acquisition costs 12 Diesel-Gas keeps original integrity of the Diesel engines providing the same performance and fuel consumption efficiency still benefiting of high scale production

14 Diesel-Gas prototype engine research Research with a Diesel prototype engine with EGR Calibration parameters: Natural gas feed pressure ~ 9bar Multipoint injection (2 injectors / cylinder) Steady-state calibration on test cell Brazilian field Diesel Engine data: Diesel engine with CRSN Power: rpm 6 cylinder, 7.2 L EGR and electronic turbo control 14

15 Diesel-Gas prototype engine research Research with a Diesel prototype engine with EGR Calibration targets: maximize the substitution ratio and substitution efficiency of dual-fuel Diesel-Gas combustion comparing to original Diesel as reference. Success factors: stable combustion; same engine performance; >85% average diesel substitution rate in steady-state condition; no undesirable side-effects. Controlled parameters: Diesel injection timing Diesel injection quantity and pressure Natural gas injection timing Natural gas injection quantity Air flow Restrictions: Knock occurrence measurement through combustion pressure behavior and knock sensor signal Out of scope: dynamic calibration 15

16 Diesel-Gas research results - Torque Research with a Diesel prototype engine with EGR 13 Mode Test Engine Torque (N.m) / Substitution Rate % 90% 99% 98% 95% 97% 93% 91% 93% 90% 88% 90% rpm Substition Rate DF Diesel 100% 80% 16 Same original Diesel engine performance achieved on dual-fuel mode

17 Diesel-Gas research results - Efficiency Research with a Diesel prototype engine with EGR 13 Mode Test Total Engine Efficiency (%) Efficiency = Engine power / Fuel heat content 50% 35% 40% 41% 42% 32% 41% 42% 42% 29% 35% 39% 38% 32% 38% 40% 42% 32% 40% 41% 38% 29% 35% 36% 36% 0% rpm DF Diesel Engine thermal efficiency similar to original Diesel mode 17

18 Diesel-Gas research results - Efficiency Research with a Diesel prototype engine with EGR 13 Mode Test Engine Consumption (g/kw.h) 350,00 242,59 235,62 214,11 204,64 199,89 197,93 188,81 180,27 263,41 236,08 208,70 199,58 201,99 193,08 188,15 199,54 293,79 263,00 239,85 214,61 220,10 215,39 213,26 216,57 0, rpm DF-Diesel DF-NG Diesel (1 g Diesel = 42 kj = 0.9 g NG) Engine specific consumption slightly lower in dual-fuel mode 18

19 Diesel-Gas research results - Efficiency Research with a Diesel prototype engine with EGR 13 Mode Test Lambda 3,3 2,81 1,92 1,71 1,56 2,55 2,00 1,79 1,61 2,63 2,37 1,96 1,76 1,5 1,54 1,50 1,50 1,51 1,50 1,54 1,57 1,5 1,57 1,52 1, rpm DF Diesel Lambda experiments show lambda close of 1,55 for best combustion efficiency 19

20 Diesel-Gas research results - Efficiency Research with a Diesel prototype engine with EGR 13 Mode Test Combustion Pressure (bar) 150,0 0,0 115, , ,0 84,0 77,0 78,0 56,0 49,0 60,0 54,5 100,0 100,0 100,0 83,0 81,0 76,0 55,0 60,0 36,0 30,0 30,0 120, rpm Diesel-NG Diesel Combustion Pressure in average is lower than original Diesel mode 20

21 Diesel-Gas research results Emissions Research with a Diesel prototype engine with EGR 13 Mode Test Emissions Reduction 10% PM (g/kw.h) Nox (g/kw.h) CO2 (g/kw.h) -16% -100% -80% EGR enabled in Diesel original mode EGR disabled in Diesel-NG mode NOx Potential for strong reduction considering EGR or SCR aftertreatment Calibration strategy would allow NOx and PM emissions enhancement in dual-fuel mode with possible original Diesel EGT customization 21

23 Diesel-Gas project main targets Average substitution rate Environmental conditions Gas quality Vehicle configuration Duty-cycle Target 85% Performance & drivability Diesel original performance Emissions enhancement Performance requirement Environmental conditions Aftertreatment configuration NOx PM HC CO CO2 80% % - NOx reduction depends on Diesel EGT strategy 23

25 Economical Feasibility Study Information of typical urban bus application¹ Substitution rate Diesel/NG price relationship Vehicle acquisition cost Vehicle maintenance costs Specific consumption Mileage/day Vehicle resale 75% 55% (Diesel at 1,72BRL²) 10% add-on to original Diesel vehicle ~original Diesel vehicle Worst case = original Diesel vehicle ~350km/day ~70% depreciation during 7 years Based on the following bibliografy: 1 Conceição, Guilherme Wilson. A Viabilidade Técnica e Ambiental da Inserção do Gás Natural Veicular em Frotas de Transporte Coletivo Urbano de Passageiros, MA Thesis, Universidade Federal do Rio de Janeiro, Reference to ANP fuel prices dated from Aug. 27 th, Dual-Fuel edg Flex allows transp. companies to end up a period of 7 years with very positive cash-flow considering possibility to resell the vehicle ROI expected to not exceed 1,5 years Dual-fuel edg Flex fits market economic requirements

27 Conclusions Alternative fuels for Diesel engines are demanded in several markets due to political, economical and environmental aspects. In most markets transportation companies need confidence to acquire alternative fuels powered vehicles where: Flexibility is important Shall keep original Diesel engine operation characteristics unchanged Shall have feasible vehicles acquisition and operational costs Vehicle resale market is mandatory for companies operational cash-flow Alternative fuels may represent the most prominent emissions reduction factor worldwide. Significant CO2 reduction is also mandatory worldwide. If flexibility is not necessary (Diesel mode only for limp-home function) less complex aftertreatment systems would be possible due to engine emissions trade-off curves improvement by substituting Diesel per alternative fuels (i.e. DPF not necessary and SCR calibration to reduce lower level of NOx than the Diesel original engines). 27

28 We shape the future of Diesel Thank you! 28