Sustainable surface transport

3. NOx abatement under lean conditions ｨC For small and mid-size engines (< 2 liter swept volume) as they are typical for CNG engines, the urea-SCR technology is not competitive with regard to the cost since the typical devices of this technology path (like urea injection equipment) do not scale ideally with the engine size as the NSC does (NSC volume is proportional to engine volume, at fixed rates precious metal/volume). It is however not clear, if a NSC regeneration by a transient rich spike is viable at all, due to the stability and the low reactivity of the methane molecule. Therefore the specific result of this task will be an assessment of the viability of a technology using a NSC for NOx abatement in the exhaust of a lean CNG. The NSC technology as described in Fig. B2.1 for methane oxidation will also be combined with a heat exchanger but only basic principle feasibility will be demonstrated. The potential of the NSC technology for CNG engines will be examined on the engine test bench in a serial configuration.

Fig. B2.1 Exhaust purification unit, consisting of a counter-current heat exchanger with an integrated three-way catalyst (TWC) and a (catalytic) fuel burner.

State of the art

Target
HC conversion (Ü=1)

90% (bivalent)

90% (monovalent)

CH4 lightoff temperature (Ü=1)

400ｰC

330ｰC
NOx conversion (Ü>1)

No value

>50%

Tab. B2.1 Specific targets of SPB2

C. Concise description of the work-packages (WPs) of SPB2

Figure B2.3 represents the general structure of SPB2. The achievement of the objectives is ensured by a strong interaction of SPB2 with the other subprojects as well as by an internal smart interconnection between the different tasks and partners (14 deliverables). The arrows indicate the transfer of hardware and/or knowledge within or between the workpackages and to/from the other subprojects.

Additionally, 3 milestones have been defined in order to assess the compliance of the work progress with the original plan and to ensure the application of corrective measures if necessary. If it appears that at midterm the potential is not demonstrated and can not be achieved within the remaining time in the project, corrective measures implying a stronger involvement of the engine management have to be considered.

Fig. B2.2 Flowchart of SPB2 work -packages and interactions with other SPs

WP B2.1 Requirements/Boundary Conditions ｨC The relevant information about e.g. fuels, exhaust, engine characteristics, ECU functions, testing conditions is collected and dispatched to the partners for a common working basis and as a guideline concerning the boundary conditions. A first set of conditions is defined at the beginning of the project and readjusted later depending on the inputs coming from the other subprojects.
WP B2.2 Advanced Catalyst Development ｨC The objective is the development of new catalyst formulations for methane oxidation under stoichiometric as well as under lean conditions. A commercial TWC is used as a reference material for assessing the potential of new promising formulations, based on a further development of the Pd technology and on mixed oxides considering a variety of supports. A second aspect of the work-package is the development of a modelling tool based on commercial available software for methane oxidation and the generation of kinetic data for further incorporation in a global Exhaust Aftertreatment Technology (EAT) model including the thermal management of the EAT (see WP B2.3). Furthermore, different operation strategies based on lambda variation are investigated with synthetic exhaust on a laboratory set-up to enhance the reactivity potential of the catalysts for methane oxidation and NOx reduction under lean conditions.
WP B2.3 Exhaust Heating/Catalyst Concepts ｨC A first aspect of the work consists in the design of the system considering a catalyst/heat exchanger integrated approach as represented on Fig. B2.1. The whole system has to be modelled for an optimized dimensioning and for the development of thermal control strategies. Based on the simulation and lab-scale results, a heat integrated EAT prototype with a methane catalyst will be designed and manufactured for engine.
WP B2.4 Engine Testing/EAT System Management ｨC The exhaust aftertreatment technology is implemented on an engine test bench for calibration and further development under real exhaust conditions. The system is adapted to the engine coming from SP A2 and equipped with the latest technology and features developed in that SP. Strategies for assessing and enhancing the performance of the whole system under steady state conditions are developed and facilitate a further optimization under transient conditions.
WP B2.5 EAT System Integration/Optimization ｨC An engine equipped with the latest technologies developed in SP A2 (e.g. injection system, ECU, combustion process) and set-up in SP A2 is delivered for a further improvement of the heat exchanger operation and the catalytic activity for methane oxidation under transient conditions. After integration of the exhaust aftertreatment system the whole system is calibrated and prepared for a final validation in SP A2 to demonstrate the potential of the whole system in compliance with the Euro 6 HC emission standards.

1.3.2 Timing of the different WPs and their components (Gantt chart)

1.3.3 Detailed work description broken down into work packages
Table 1.3a Workpackage List
Table 13.b.1 Deliverable List (SPAi)

Table 13.b.2 Deliverable List (SPBi)

Table 13.b.3 Periodical Reporting.
During the course of the project, the Consortium in accordance with the 敵uidance Notes on Project Reporting for FP7 Collaborative Projects, Networks of Excellence, Coordination and Support Actions, Research for the benefit of Specific Groups (in particular SMEs)(Version 07/03/2008) will provide:

The deliverables identified and specified in the previous Deliverables lists.

A periodic report within 60 days of the end of each reporting period (including the last reporting period). The reporting periods are defined in Article 4 of the Grant Agreement (annual base).

The periodic report will include:

PERIODIC ACTIVITY REPORT (PAR)

An overview, including a publishable summary, of the progress of work towards the objectives of the project, including achievements and attainment of any milestones and deliverables. This report should include the differences between work expected to be carried out in accordance with the Description of Work and that actually carried out.

In the middle of the reporting period an INTERIM ACTIVITY REPORT (IAR) will be provided including progress of work towards the objectives of the project and achievements.
PERIODIC MANAGEMENT REPORT (PMR):

An explanation of the use of the resources, and

A Financial Statement (Form C ｨC Annex VI of the Grant Agreement) from each beneficiary and each third party, if applicable, together with a summary financial report consolidating the claimed Community contribution of all the beneficiaries (and third parties) in an aggregate form, based on the information provided in Form C by each beneficiary.

Financial statements should be accompanied by certificates, when this is appropriate (see Article II.4.4 of the Grant Agreement).

At the end of the project, the Consortium will submit within 60 days after the end of the project:

FINAL REPORT. This final report shall comprise:

A final publishable summary report covering results, conclusions and socio-economic impact of the project.

A report covering the wider societal implications of the project, in the form of a questionnaire, including gender equality actions, ethical issues, efforts to involve other actors and to spread awareness, as well as the plan for the use and dissemination of foreground.

In accordance with the above general provisions the following reports will be provided:
Report@ MonthContentsIAR017Interim Activity ReportPAR0113Periodic Activity ReportPMR0113Periodic Management Report IAR0219Interim Activity ReportPAR0225Periodic Activity ReportPMR0225Periodic Management Report IAR0331Interim Activity ReportPAR0337Periodic Activity ReportPMR0337Periodic Management Report FR38Final ReportTable 1.3c Summary Effort (Man-Months) Table
PartnerNumberPartner Short NameSPA1SPA2SPA3SPB0SPB1SPB2TOTAL1CRFIT180,54103287,52AVLAT106,241,6147,83FEVDE1121124EON RUHRDE30305------6DAIDE19,832,752,57SAPT SV30308GMPT-GDE10109GDF SUEZFR232310IFPFR242411CNR-IMIT18,718,712TU GRAZAT16,116,113ECOCATFI34255914CONTIDE353515SIEMENS DE34,934,916PTIT383817CHALMERSSV242418HTDA242419RWTHDE40,640,620MEMSCH9921CVUT-JBRCCZ686822XPERIONDE383823VENTREXAT202024BAMDE545425WRUTPL575726DELPHILX151527ICVTDE45,245,228POLIMIIT525229ICSC PASPL565630KATCONLX151531OPELDE1414TOTAL273,3233,9254,6134272282,51450,3

Table 1.3e List of Milestones

Milestone NumberMilestone NameWPExpected Del. DateMeans of verification (*)MA1.1Availability of the CNG multiair turbocharged engineA1.118Compliance between 殿s designand 殿s builtprototype engine; preliminary assessment 澱y analysisof simulation results in terms of performances and emission of with reference to Tables 1.3 and A1.1MA1.2Engine steady state calibration data setA1.524Assessment of prototype engine performance and emission in steady state operationMA1.3Availability of the validator vehicleA1.624Compliance between 殿s designand 殿s builtvalidator vehicle; preliminary assessment 澱y analysisof simulation results in terms of performances and emission with reference to Tables 1.3 and A1.1MA2.1Concept for Injection System Generation 2 proofedA2.210澱y analysisassessment respect to Tables 1.3 and A2.1MA2.2Potential of combustion system demonstratedA2.416澱y testsassessment respect to Tables 1.3 and A2.1MA2.3Test vehicle assessment shows potential for target achievementA2.526Compliance between 殿s designand 殿s builtvalidator vehicle; Preliminary assessment of theoretical and experimental results respect to Tables 1.3 and A2.1MA3.1Completion of boosting device A3.218Compliance between 殿s designand 殿s builtsub-system; preliminary assessment 澱y analysisof theoretical and simulation results in order to estimate the impact of the sub-system optimisation in terms of performances and emission at vehicle level with reference to Tables 1.3 and A3.1MA3.2Completion of aftertreatment system design A3.218MA3.3Design of Powertrain PackagingA3.218MB0.1Assessment of methods for compensation of fuel quality changesB0.219Preliminary comparison between experimental and theoretical results provided by modelsMB0.2Feasibility of a gas quality sensor conceptB0.521Assessment of preliminary testing results respect to the targetMB1.1Concept for advanced pressure vesselB1.218Preliminary assessment by comparison of theoretical and experimental results in order to estimate the impact of the sub-systemMB1.2Concept for advanced pressure regulator and inner tank valveB1.324MB1.3Concept for advanced storage moduleB1.424Assessment by comparison of theoretical and experimental results with reference to fig. B1.1MB1.4Concept for advanced CNG vehicleB1.527Layout design of advanced CNG vehicleMB2.1Aftertreatment Concept assessmentB2.311Preliminary assessment respect to Table B2.1MB2.2Potential heat exchanger concept/new catalyst formulation demonstratedB2.418Theoretical and experimental assessment of results respect to table B2.1MB2.3Principle feasibility demonstratedB2.531Final results validation respect to Table B2.1

(*) ARTEMIS cycle will be considered as a reference for real life emissions and it will be take into account in all steps of design and validation.

Table 1.3f Tentative schedule of Project Review
Review no.Tentative timingPlanned venue of reviewCommentsR1After project month: 12Bruxelles (BE)

EUCAR premises

Participant:

CORE GROUP

Analysis of yearly reports and deliverables scheduled within the first year.

Preliminary assessment of the results respect to the targets conducted by projecting the preliminary results with reference to Table 1.3e.R2After project month: 24Bruxelles (BE)

EUCAR premises
Participant:

CORE GROUP

Analysis of yearly reports and deliverables scheduled within the second year.

Preliminary assessment of the results respect to the targets conducted by projecting the preliminary results with reference to Table 1.3e.R3End of Project

(month 36)To be defined
Participant:

General AssemblyFinal assessment during the Final General Assembly

Table 1.3d Description of Work
The following tables detail the work to be carried out within the different Sub-Projects.
For each Sub-Project:

General Structure

Title

Summary (including details about starting date and duration)

Partner contributions (man-months efforts)

Related Work-packages

Milestones

Gantt

have been included.
For each Work-Package:

Title

Summary (including details about starting date and duration)

Partner contributions (man-months efforts)

Deliverables

Gantt

Detailed description (task by task)

have been included.

1.3.4 Graphical presentation of the components showing their interdependencies

1.3.5 Risk identification and contingency plans

SPA1 Potentials risks & corrective actions

Potentials risksCorrective actionsWP A1.1 - Base engine development- fluidodynamic characteristics of the turbocharger group not fully compliant with performance target vs fuel flexibility (use of NG and NG+H2 blends).

Results coming from air path simulation will provide the feasibility indicators: as fallback solution TC group will be tuned only for NG characteristics.WP A1.2 - Engine control system development and calibrationCompatibility of std lambda probe with NG / H2 blends with high content in hydrogen Fallback solution: use of dedicated lambda probe (availability on the market to be checked) for 斗ean shiftcompensation.Management of the TC group, switching strategy from stoichiometric approach to lean burn one: effect on emissions and driveability.The operating zone of switching could be revised in terms of engine speed / charge for take into account driveability issues.Respect of the temperature/pressure limits inside the combustion chamber vs engine performancesImproving of the engine coolant system for temperature concerns (circulation pump / coolant internal distribution); pressure limitations, on the contrary, have to be managed with overboosting/spark advance timing calibration. If necessary, more robust design for the pistons / rings can be introduced: need for a design review of the engine. WP A1.3 - Combustion process investigationsComplexity of the air / fuel mixing process visualisation when considering different gas fuel quality.Fallback solution: using NG taking into account differences in injection duration.EGR ratio achievable on the N.A. engine smaller than the TC oneBuild up of a prototype system for high exhaust gas recycling flow rate.WP A1.4 - Aftertreatment system developmentBack flow pressure of the aftertreatment device not in line with the performance requirements.Use of different geometry of the catalyst substrate / different volume distribution.Catalyst performance in terms of light off and conversion efficiency will not be tested in terms of durability over the requirements of E5 standards (160000 km)Catalyst behaviour can be evaluated adopting the Deterioration Factor proposed by the EU Commission. WP A1.5 - Fuel storage system integration studyTarget volume depending on the vehicle range request not in line with the integration standard proposed.Design review of the trunk compartment. WP A1.6 - Global assessment on the validator vehicleEmissions level not in line with the project target Revision of the exhaust lay out / formulation, effect of the SW strategies during catalyst light off.Fun to drive achieved not in line with the project targetAnalysis of the gear box ratio definition vs fuel economy trade off.

SPA2 Potentials risks & corrective actions

Potentials risksCorrective actionsWP A2.1 Risk of reduced capability for stratified operation with centrally mounted injector.Main focus on charge stratification for emission target (engine start and catalyst heating). Main operation in stoichiometric DI operation.WP A2.2 Failure of injector stability. Fallback solution for a DI Injector does not exist: Project stop.WP A2.3Availability of basis engine parts due to stop of series production.Fallback solutions are the change to another basis engine (together with a general re-planning of SP A2.) or reproduction of the basis engine parts.Problems with Electromagnetic compatibility (EMC) of the ECUIdentification of the sources, improved electromagnetic shieldingWP A2.4Limitation of the computational and memory resources of the prototyping ECURemoving or diminution of non- or low relevant functions for a validator application.WP A2.5Availability of engine test bench.Fallback solutions are a time displacement or outsourcing of the engine tests.Insufficient low-end torque for down-sizing / down-speeding and to achieve target performanceDevelopment loop for boosting device optimization ｨC Evaluation of the potential of alternative solutions for low engine speed assistance like compressor or E-boosterDurability of the sub systemsReason has to be identified; redesign and improvements has to be worked out and be realizedWP A2.6Insufficient installation space in validator vehicle for prototype ECU componentsRemoving of non-relevant components (e.g. air-condition compressor)No relevant success in HC aftertreatment (SP B2).Fallback position: Only combustion strategies with low HC emission and sufficiently high exhaust gas temperature can be considered.Availability of roller test bench.Fallback solution is a time displacement.
SPA3 Potentials risks & corrective actions

Potentials risksCorrective actionsWP A3.1 Concept phase and design specificationsNo technical risksWP A3.2 Components, engine design and procurementMechanical testing of ICE boosting device and exhaust aftertreatment system. High risk for ICE regarding incylinder peak pressure. Moderate risk for boosting and aftertreatmentRedesign and improvement out of test resultsPackage design of CNG engine and transmission into vehicle infrastructure:

Moderate technical riskRedesign including more cost intensive actions WP A3.3 Component, engine and powertrain testingInteraction of two turbochargers under packaging restrictions:

High riskFall-back solution redesign of packaging area, just applicable for technology validatorCat conversion behaviour under given engine out emission level: High riskFall-back solution redesign of catalyst with higher share of active materialCarryover of the SCE results to a multi cylinder engine: High riskRedesign and modified calibration including more cost intensive actions Implementation of powertrain functionalities into the control unit: Moderate riskRedesign including more very cost intensive actions WP A3.4 Boosted lean burn gas engineVehicle calibration with regard to driveability, efficiency, emissions: High riskFinal challenge for the project. If there are just poor results for reduction of emissions or efficiency or if the driveability is not acceptable the calibration only can be improved to reach two or one target(s)

SPB0 Potentials risks & corrective actions

Potentials risksCorrective actionsWP B0.1 CNG Study Gas quality range in Europe / H2 influence / WTT analysisNo technical risks, WP B0.2 Simulation of gas quality influenceUnsatisfying precision of the model and conformity of measurement and simulation data

Use of additional information sources for the assessment of gas quality influence (data from additional engine tests, literature) WP B0.3 Limit gas supplyNo technical risks, but cost and time risks depending on intensity and schedule of the ordering of the gas compartments by the partnersWP B0.4 Engine bench tests on gas quality impactLimited significance of the basis tests (carried out with a state-of-the-art CNG engine) for advanced CNG engines

Delayed time schedule of the tests because of problems arising executionCombination of the WPB0.4 results with the results of the A1-A3 advanced engine tests

Shift of the time margins. WP B0.5 Gas quality identification / gas sensor developmentGas sensor development: insufficient performance, missing of economic targetsUse of standard engine sensor signals or change of engine design parameter towards lower gas quality sensitivity WP B0.6 WTW AnalysisNo technical risks

SPB1 Potentials risks & corrective actions

Potentials risksCorrective actionsWP B1.1 CNG Storage System RequirementsNo technical risksWP B1.2 Development & validation of lightweight, low cost composite vesselsThermoset vessel development:

technical risks regarding parallel optimization of all automotive constraints as cost, weight, reliability.Fall-back solution available with well understood vessel design.Thermoplastic vessel concepts:

technical risks, especially with regard to thermal behaviour.Application of high temperature thermoplastics for the matrix structure, but cost constraints have to be assessed.Reliable liner-boss interface connection with a minimum number of metal partsFall-back solution available for liner boss interface with higher number of metal parts.Availability of 斗ow costfibre with adequate quality at acceptable cost.Short term: Application of standard fibre concepts at higher cost;
Medium term: cooperation with fibre supplier for development of a specific 殿utomotivefibre concept.WP B1.3 Advanced storage system componentsElectronic proportionally controlled pressure regulator: High technical risk regarding constraints of high reliability, accurate pressure control and high flow dynamics.Fall-back solution available: binary-controlled pressure regulator.Highly integrated inner tank valve:
High technical risk regarding integration of all valve functions within limited dimension, while ensuring at the same time cost-effective, automated serial production concepts.Applying standard valve designs as outer tank component.WP B1.4 Storage Module ConceptsHighly integrated storage module which is intrinsically safer than conventional solutions which respects necessary constraints, e.g. weight, volume, costs, assembly/disassembly, maintenance and safety requirements.Fall-back solution designed as split module, the storage module can be assembled from several main parts.WP B1.5 Advanced CNG Vehicle ConceptsNumerical simulations of different crash load cases: Availability of reliable crash data to predict the dynamic behaviour of the complex composite structure.Applying a simplified crash model using generic data.

SPB2 Potentials risks & corrective actions

Potentials risksCorrective actionsWP B2.1: Requirements/Boundary conditionsNo technical risksWP B2.2: Advanced Catalyst Development- No suitable catalyst formulation identified with regard to low light-off temperature (< 330ｰC)
- NSC-technology for NOx removal not suitable for CNG lean application due to poor NO/SOx-regeneration efficiency with methane- Further development of current Pd-technology with increased PM-content or/and engine measures or/and enhanced focus on heat exchanger technology for increasing the exhaust temperature ┻ increase in cost and fuel consumption
- Consideration of an alternative DeNOx technology like urea-SCR ┻ Increase in complexity and cost

- Further decrease of engine-out NOx-emissions ┻ increase in fuel consumptionWP B2.3: Exhaust Heating/Catalyst Concepts- Coating of heat exchanger with catalyst washcoat not successful

- Fuel penalty during cold start for heating the heat exchanger (thermal mass)- Development of an alternative concept with serial arrangement of heat exchanger and catalyst brick ┻ increase in system volume and loss in catalytic efficiency

- Engine cold start measures coupled to re-dimensioning of the heat exchanger ┻ loss in catalytic efficiencyWP B2.4: Engine Testing/EAT System Management- Long-term durability of catalyst not demonstrated- Development of engine measures for catalyst protection ┻ increase in fuel consumptionWP B2.5: EAT System Integration/Optimization- Potential of the concept not demonstrated