Sustainable surface transport
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| The technology steps requires a European, rather than a national approach, because qualified universities, research institutes and industries are all spread out in the EU. Then 11 countries are represented in the partnership dealing with different subjects (see Fig. 2.2) such as, for example, Germany, France, Switzerland and Czech Republic for sub-project B0 where gas quality, composition and supply is considered.
Being the research / development of vehicles running on natural gas a very important topic at the worldwide level, other international research activities are taken into account such as those in USA and, particularly, in California. Then InGas will establish contacts with US EPA and CARB (California Air Resource Board) maintaining a yearly exchanged of information with the involved organizations. Evolution of vehicle characteristics (inertia, aerodynamics, rolling resistance, etc.) can strongly affect the future impact of the research on the CO2 emission reduction; however, the position assumed by the EU will dictate a friendly environmental trend able to counteract the negative requests which can arrive from the market. However the THC emission limits present a severe challenge for the compliance of future CNG propulsion concepts with the emission standards. The typical high exhaust gas temperatures of a gasoline engine (and also of a today's CNG) are the consequence of a bad fuel economy since the internal energy is not transformed into work during the engine process but emitted in form of energy (temperature) in the exhaust gas. Therefore, each engine concept aiming at a better fuel efficiency leads to lower exhaust gas temperatures, and thus gets into conflict with the THC emission limits. For instance this tendency is clearly demonstrated for lean operation, de-throttling by variable valve actuation, turbo-charging (turbocharger as a temperature sink, even for cases with no increase in fuel economy), and higher compression rates. In case of CNG engines low exhaust temperatures present a special challenge for exhaust aftertreatment since methane as the main THC emission component has the highest catalytic light-off temperature of all hydrocarbons. From these considerations, it appears that a strong progress in exhaust gas aftertreatment technology is required in order to further decrease the fuel consumption and therefore to lower emissions of CO2. 3.2 Dissemination and/or exploitation of project results, and management of intellectual property 3.2.1 Dissemination and/or exploitation of project results The proposal, if retained for EC funding, will join the coordination action ULYSSES (典he future propulsion as ONE system, lead by CRF; this represents an important step in the dissemination of the project results. Furthermore, through ULYSSES, it will be possible to account for all new projects dealing with the development of propulsion systems and the use of alternative fuels, thus favouring the cross-fertilization of knowledge developed by the projects. Participants interested to the dissemination of knowledge are mainly represented by universities, research institutes and engineering companies; however, original equipments manufacturers (OEMs) too can be involved. Subjects to be disseminated are research results at the various stage of the given work-package execution, while means of dissemination are papers presented in congresses, lecture in ad-hoc universities courses, etc. Table 3.1 shows the main dissemination of knowledge expected in InGas; of course further dissemination subjects can be defined during the progress of work. The table is organized according to the following items: planned date type (e.g.: paper for a conference, publication, academic lesson, seminar, etc.) audience (e.g.: professional, students, customers, etc.) countries (e.g.: national, EU, worldwide) size of audience (e.g.: persons attending the event) partner responsible / involved (e.g.: Prague university, AVL, FEV, etc.)
Papers for conferences (e.g. CAPOC, SAE)Professional, Customers, Students WorldwideApprox. 300 to >1000All Partners of SPB2 The exploited results of InGas are defined as knowledge having a potential for industrial or commercial application in research activities or for developing, creating or marketing a product or process or for creating or providing a service. Table 3.2 shows the main exploitable results which are expected by the InGas activity; of course further exploitable results can be delivered during the progress of work. The table is organized according to the following items: sub-project (e.g.: A3) exploitable knowledge (description) (e.g.: Ultra-lean burn combustion of SI engine) exploitable product(s) or measure(s) (e.g.: Specific knowledge of ultra-lean burn combustion) sector(s) of application (e.g.: Automotive and supply industry) timetable for commercial use (e.g.: 2010) patents or other IPR protection (e.g.: Pre-existing patents and patent applications) owner and other partner(s) involved (e.g.: FEV)
Sub-projectExploitable knowledge (description)Exploitable product(s) or measure(s)Sector(s) of applicationTimetable for comer-cial usePatents or other IPR protectionOwner & other partners involvedA1Cycle by cycle intake air control by electro-hydraulic system溺ultiair systemfor multi-cylinder enginesInternal Combustion Engines2013Pre-existing patents and patent applicationCRF A1Specific management of the turbocharging group for A/F ratio controlDedicated strategies integrated in the EMSInternal Combustion Engines2011Pre-existing patents and patent applicationCRFA1Specific management for automatic adaptation of the engine parameters to fuel quality and blend compositionDedicated strategies integrated in the EMSInternal Combustion Engines2011Pre-existing patents and patent applicationCRFA1Specific management for faster light off of the catalyst Dedicated strategies integrated in the EMSInternal Combustion Engines2012CRF / IFPA1Dedicated catalyst formulation and design for CH4 high conversion efficiencyAftertreatment exhaust systemInternal Combustion Engines2012PatentsECOCATA2Engine management functionalities for Gas direct injection engines ECU with dedicated functionalities for gaseous fuelsAutomotive supply industry2012Patent applicationsCONTIA2Functionalities for cylinder pressure based ECUUse of cylinder pressure based functions at gasoline and Diesel applicationsAutomotive supply industry2011CONTIA2Mixture formation in CNG DI enginesSpecific knowledge on the simulation of CNG mixture formationAutomotive industry2010PTA2Split injection combustion for Gas enginesSpecific knowledge on split injection for Gas enginesAutomotive and supply industry2011Patent applicationsAVLA2Lean stratified combustion for Gas enginesSpecific knowledge on lean stratified combustion of gaseous fuelsAutomotive and supply industry2011Pre-existing patents and Patent applicationsAVL / DAIA2Gas DI injection systemGas DI injectors (CNG, Hydrogen)Automotive supply industry2015Patent applicationsSiemens A2Turbocharged Gas DI engineIntegrated Gas DI powertrainAutomotive industry2015Patent applicationsDAIA3Definitions and capability limits of a boosted turbulence assisted lean burn CNG combustion systemSpecific Know-How on behavior and demands of boosting systems and combustion systems Automotive OEMs and suppliersImmediate after completion of the projectPre existing know how and patent on lean burn combustion system; new inventions will be covered by patent applicationFEVA3Knowledge on aftertreatment systems for highly lean burn CNG combustion systemSpecific Know-How on behavior and demands of aftertreatment systems Automotive OEMs and suppliers2013Pre-existing patents and patent applicationOPEL, HTB0Information about Gas quality range in EuropeSpecific Know-HowAutomotive industry Immediate after completion of the taskGDF SUEZ/ EON-RUHR B0H2 compatibility of CNG componentsSpecific Know-HowStorage manufacturer after completion of the projectEON-RUHR
Specific Know-HowAutomotive industry, gas industry, Institution Immediate after completion of the projectGDF SUEZ / EON-RUHR /CRF B0Gas quality sensor ProductAutomotive industry, gas industry2012 MEMS / EON-RUHR B0Knowledge about gas quality impact on state-of-the-art and advanced CNG enginesSpecific Know-howAutomotive industry 2011GDF SUEZ/ CVUT-JBRC B1Knowledge on CNG vessels based on alternative fibre conceptsAdvanced thermoset/thermoplastic type IV vesselsAutomotive supply industry2011XperionB1Knowledge on automotive serial production concepts for CNG vesselsSpecific knowledge on CNG vessels productionAutomotive OEMs and suppliers2011XperionB1Pre-normative knowledge on improved test procedures for CNG vesselsRecommendations for further modifications of EC regulationRegulatory bodies2011BAM/
B2New catalyst formulations for low-temperature methane conversionCatalytic converter and specific know-how about new catalyst synthesis routesAutomotive and supply industry, other industries for air purification2011Patents ICSC: PL 183796 PL 166598 Patents POLIMI ICSC, POLIMI, DELPHI,
DAI, KATCONB2Control strategies for methane/NOx abatementSpecific knowledge for system management and ECU functionsAutomotive and supply industry2012Patents DAIDAI, AVL, DELPHI, ICVT, KATCONB2Catalyst/heat exchanger modelingSimulation tool for control strategies and system efficiency predictionAutomotive and supply industryCommer-cial use to be determinedICVT, POLIMI, DELPHI, DAI, ICSC, AVL, KATCONB2Integrated catalytic heat exchanger/concept/ control strategyIntegrated catalytic heat exchangerAutomotive and supply industry2012Patents ICVT: WO2004/099577A1 US2006/0096282A1ICVT, DELPHI, DAI, AVL, KATCONSPA1 Expected impact/ exploitation CNG vehicles actually available on the market are for the most part based on 渡aturally aspiratedengines, which are affected by the loss of volumetric efficiency due to the gaseous nature of the injected fuel. Beside the respect of future emission standards and the reduction of GHG emissions, the challenge the market is asking to CNG vehicles for the next years is represented by the upgrading of their performance and by obtaining a fun to drive feeling comparable to the modern reference diesel engines. So, future CNG powertrains will match high power density with an increase in the engine efficiency and extremely low emissions. The approach proposed in SPA1 is based on the stoichiometric approach within the wider part of the operating range of the engine, thus ensuring the best efficiency in terms of pollutant reduction; the downsizing + turbocharging scheme will provide the expected increase both of the power density and of the low-end torque characteristic. The integration of the electronic control of the air at the intake is the incoming technology allowing a sensitive reduction of the pumping loss in throttled engines and the opportunity to have specific distribution laws within the same camshaft geometry. This innovative approach will provide a strong competitiveness to CNG within the other alternative fuel pathways and will constitute an important step to the validation for the incoming industrial production. During the project duration, very important outcomes will follow the development of the engine/vehicle subcomponent: from the emission point of view the study / development of a dedicated catalyst will provide answers to the basic concern of methane fast light off, with an outcome that could be applied to a wider family of engine configuration. Concerning the engine control system, the development and the integration of innovative SW strategies devoted to face the use of different kind of NG composition and also the opening towards the NG/H2 blends are an important step when considering that in the EU scenario different sources of NG will be distributed (from biogas to SNG ｨC Synthetic Natural Gas issue from biomass), as well as NG/H2 blends will constitue an important technological bridge to the introducion of pure hydrogen in the transportation sector. SPA2 Expected impact/ exploitation For CNG powered vehicles, the European Commission plans a 2% market share in 2010, 5% in 2015 and 10% for 2020, leading to a strong CO2 reduction effect (at least 20% per vehicle when compared to a gasoline powered vehicle). Mercedes Car Group has just started with CNG vehicles: The E200 NGT, the first full-sized CNG vehicle is on the market, and in 2008 a CNG powered version of B class will follow. When targeting, however, 10% of the passenger car fleet for about 2020, a strong increase in sales of CNG powered vehicles has to be strived for. In order to reach these targets, CNG propulsion has to get more attractive even for premium vehicles, to be achieved by a growing density of CNG fuel stations all over Europe as well as an increased drive range (> 300km) which in turn can mainly be affected by an optimized fuel economy. Consequently, an optimized fuel economy for CNG vehicles has a double impact on CO2 reduction, a direct one as well an indirect one by an increased attractivity of CNG propulsion concepts. Expected outcome of subproject A2 are new CNG engine concepts with an improved fuel consumption by more than 15%, to be achieved by monovalent engine design optimized for CNG operation, lean combustion and downsizing / turbocharging enabled by a high-response engine concept using CNG direct injection. Therefore, a strong impact on CO2 emission reduction can be expected from the outcome of subproject A2, as well as a gain of attractivity and market share for Mercedes Car Group on the emerging markets for CNG vehicles. Direct gas injection strategies and combustion system layout for this new engine concept represent the basis for a low emission mono-fuel vehicle being capable to fulfil future emission legislations at reduced fuel consumption, which leads to a significant contribution to the planned CO2 reduction. Direct injection is the key technology to combine lowest CO2 emissions without performance compromise. The knowledge out of the combustion development is basis for a strengthened market position of an engineering company like AVL and the leading rule of Europe regarding technologies for CO2 reduction. The injector technology itself plays a key rule in developing gas direct injection vehicles to production readiness. The competitiveness of the injection system can only be ensured by consequent optimization regarding costs and packaging. With the development of an advanced gas direct injection system for CNG and also other gaseous fuels like Hydrogen Siemens CT can strengthen the market position of Siemens AG in this field. CONTI planes a start of serial production development of the ECU system in 2011. The developed advanced functionalities for gas direct injection will be transferred and reused also in Hydrogen application for zero CO2 emission vehicles. Cylinder pressure based functions can be used at gasoline and diesel applications depending on the evaluated improvement potential. SPA3 Expected impact/ exploitation The SP A3 partners envisage an exploitation & dissemination of the INGAS results by commercialization of advanced automobiles and automotive products as well as engineering service on highly advanced research fields of automotive area. The production of advanced vehicles aims to strengthen the competitiveness of the involved OEM. OPEL is interested to apply its INGAS results for the next generation of the advanced CNG vehicles. FEV is interested in commercialization through offering engineering services for highly advanced CNG combustion systems and boosting strategies for such engines. Haldor Tropsoe will commercialise its results through offering advanced and tailor-made coatings for aftertreatment systems of CNG vehicles. Both involved Universities are interested in improving their academic lessons and offering engineering services.
SP B0 is to a large extent dedicated to support the activities in other subprojects. Generally, the contribution of SP B0 therefore serves to the impact of the project as a whole. One specific aspect of B0 is its contribution to the knowledge base available for future possible standardisation processes in Europe. Standardisation terms will have to take into account as well CNG technology performance aims as energy supply requirements. GDF SUEZ and E.ON Ruhrgas will introduce the B0 results into the relevant national and European standardisation commitees.
alternative advanced CNG engine concepts develope in this project and alternative fuels will be useful in the political discussion. SPB1 Expected impact/ exploitation The SP B1 partners envisaged an exploitation & dissemination of the INGAS results by commercialising advanced automotive products as well as by influencing the international Regulations, Codes and Standards. The development of advanced storage components and modules aims to strengthen the competitiveness of the three industrial partners CRF, Xperion and Ventrex by enabling a serial production of advanced storage systems above several 10.000 units per year. In detail, Xperion intends to bring lightweight and low cost Type IV CNG vessels to the market. Ventrex interest is to apply the INGAS results for the next generation of the advanced CNG storage components, such as the inner tank valves and pressure regulators. CRF痴 objective is a commercial viability of highly integrated automotive CNG storage modules comprising CNG and gasoline storage tanks and components as well as mechanical and safety functions. The target is to achieve the same vehicle assembly times as for conventional gasoline or diesel vehicles in an on-line assembly process. Furthermore, a 50% reduction of working hours compared to the currently used assembly on a lifting platform is envisaged. The INGAS assessments on regulatory aspects should result in the description of an alternative regulation concept replacing the current safety factors in the ECE R 110 by design-specific test values. This concept shall yield a higher quantitative and overall safety by reflecting demonstrated design properties in new or improved test procedures. It is intended to address these recommendations via the national representatives (e.g. Germany and Austria) in the international regulation bodies. SPB2 Expected impact/ exploitation The development of an advanced exhaust aftertreatment system for methane and NOx removal of CNG vehicles represents a key step is the commercialisation of CNG vehicles with regard to the stringent EU6 Emissions Standards. The main impact expected from an advanced exhaust system is to allow the implementation of new engine technologies and combustion processes for further decreasing fuel consumption and consequently CO2-emissions. Additionally, the technological approach defined in SPB2 offers enough variability to be considered for a large implementation in all types of CNG powered vehicles like passenger cars, busses or trucks. DAI has already introduced the CNG concept on different markets with e.g. the bivalent Mercedes E-Class and the monovalent Citaro-bus. An introduction on the market of the bivalent concept for the B-Class is planed for the year 2008. It is expected that the share of CNG powered vehicles will grow rapidly in the next years ( 2% market share in 2010, 5% in 2015 and 10% in 2020) and that monovalent CNG vehicles will represent the next technological standard associated with new engine concepts and combustion processes. For being in compliance with the different emission standards and especially with the EU6 regulations the demand for catalyst concepts will represent a real market for catalyst suppliers. Delphi as one of the leading catalyst suppliers in the world would benefit from such a trend and would be in the position to ensure the commercialisation of the aftertreatment system developed in the project. Furthermore the development of dedicated engine operation strategies for an advanced exhaust aftertreatment system will strengthen the market position of an engineering company like AVL by the knowledge increase in this field and will ensure tremendous progress in CO2 reduction technologies. 3.2.2 Management of intellectual property The approach to Foreground management and IPR is detailed and regulated in the Consortium Agreement, which each partner will be required to sign. Some of the major aspects covered are shortly indicated below. The Grant Agreement including this Annex I and II will take precedence over the Consortium Agreement in case of any ambiguity. Confidentiality: each partner will treat information from other partners as confidential and will not disclose them to third parties unless it is obvious that the information is already publicly available. The partners shall impose the same obligations to their employees and suppliers. Ownership of Foreground: Foreground is owned by the partner/s who carried out the work generating the Foreground, or on whose behalf such work has been carried out. If a partner wishes to assign its Foreground to a third party it should inform the other partners and request their consent, which should not unreasonably be withheld. Patents: partners who own patentable Foreground may (and are encouraged to) at their own expense make applications for patent or similar form of protection and shall supply details of each such application to the other partners. Access Rights: Background: each partner is and remains the sole owner of its intellectual and industrial property rights over its Background. The partners shall identify and list in the Consortium Agreement the Background over which they don稚 grant access rights (excluded Background). Access Rights for the performance of the project: Each of the partner agrees to grant to each of the other partners royalty-free, non-exclusive ACCESS RIGHTS in respect of their Foreground and, subject to legitimate interests of the respective owner, Background to the extent needed for the performance of the Project. Yüklə 452,44 Kb. Dostları ilə paylaş:
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