The Development of DME vehicle and DME engine. Isuzu s Outlook for Future Commercial Vehicle

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1 11/13/213 1/19 The Development of DME vehicle and DME engine 8 th Asian DME Conference Jakarta, Indonesia November 13-14, 213 Shigehisa Takase Isuzu Advanced Engineering Center, Ltd. Isuzu s Outlook for Future Commercial Vehicle 2/19 Better fuel consumption and cleaner emissions for diesel engine with affordable price Electrical power utilization in commercial vehicle Energy diversity Probable reserves 16 years Renewable energy resource Fuel Cell Battery 118 years Coal 46.2 years Oil Uranium 25 years Shale gas 58.6years Natural Gas 8years Shale oil Reduce use of fossil fuels Extrication from dependence on oil Saving oil Low carbon society Natural gas resource CNG Oil resource Diesel engine Thermal efficiency improvement Cost reduction DME HEV 1

2 CO2( kg/km kg/km-ton) Fuel efficiency 11/13/213 CO 2 Emission from Commercial Vehicle 3/19 Commercial vehicles II Less CO2 emissions for freight and passenger transportation CO2 emission in [kg/km] increases relative to mass of vehicle PC LCV Required technologies Improvement of engine thermal efficiency Promotion of energy diversification Vehicle weight reduction LD MD :CO2 emission [kg/km] :CO2 emission [kg/km-ton] CO2 emission in [kg/km-ton] lowest considering freight hauling Load capacity (ton) HD Improvement of Fuel Efficiency and NOx Emission Trade-off 4/19 Worse Better [g/kwh] 16 Post PNLTR NOx.4 [g/kwh] 9 PNLTR NOx.7 NOx emission Engine downsizing Improvement in turbo charging, EGR Improvement in aftertreatment Improvement in turbo charging, EGR and injection system High expansion ratio with variable valve actuation Further combustion improvement Targe Optimization of engine operation range Use t of recovered energy *PNLTR; Post New Long Term Regulation Worse 2

3 11/13/213 Development of DME engine and trucks 5/19 Developed DME engines and DME vehicles in IAEC Emission Regulation (>3.5ton) JPN Euro NST NLT PNLT PPNLT EuroⅣ EuroⅤ EuroⅥ DME vehicle Feasibility study Public road test Commercial use To Promotion stage NLT PNLT PNLT PNLT City Bus MD Crane Truck LD Truck MD 3.5 ton Truck (Niigata/Kanto) DME Engine 6HH1 engine NA 4HL1 engine (NST base) NA 4HK1 engine (NLT base) TC *NST; New short term NLT; New long term PNLT; Post new long term PPNLT; Post PNLT DME medium-duty truck 6/19 DME ELF;NPR75 Main tank DME Vehicle Name ELF Type NPR75N Kai Length 6425mm Width 221mm Height 317mm Wheel Base 3395mm Vehicle Person 2 Payload 34kg Empty Vehicle Weight 436kg Gross Vehicle Weight 787kg Fuel Tank x Number 135L x 2 Transmission 6MT Body Type Wing Van Body Weight 145kg Type 4HK1-TCN Kai Cylinder, Valve Arrangement L4, SOHC Bore x Stroke φ 115mmX125mm Displacement 5193cc Charge Type VGS Turbo-charged with Intercooler Ignition Type Compression ignition Compression Ratio 17.5 Engine Fuel injection Equipment Common rail Injection Type Direct Injection Common Rail Pressure 6MPa Max Nozzle Hole No. - Dia. 7-φ.35mm After Treatment Oxidation Catalyst Pre+Main Emission Regulation Post New Long Term Fuel Consumption Regulation Conformed CO 2 Conversion Sub tank Vehicle ; PKG-NPR75N modified 29 / 8 Approval by Minister 29 / 9 Registration for commercial use Engine ; 4HK1 (base; NLT) FIE ; Common rail, Max 6MPa Emission equip.; Massive EGR,Oxidation catalyst Emission Level ; JE5 T3 category, NOx.56[g/kwh] Performance ; Equivalent to base diesel Range ; 7~8 km The operating-tests have been conducted within EFV21* project since 29. DME trucks were used by two transportation companies for actual transportation service in two areas of Japan. *EFV21; Environmentally Friendly Vehicle 21 st Century project of Ministry of Land, Infrastructure and Transport 3

4 11/13/213 DME fuel supply equipment 7/19 Fuel transfer Filter Sub tank DME fuel supply system 135L tank x2(main/sub) with In-tank pump Fuel supply control Excess flow control Fuel transfer control Filling coupling;one on right side of vehicle In-tank pump Engine Press. Balance Main tank Press. gage Return Injector P T PRV In-tank pump Solenoid valve Filter P P/L Filling Quick coupling Solenoid valve P T Press. gage Filter Max 3MPa T P Supply pump T P Fuel temperature sensor Fuel pressure sensor Verification test of medium duty trucks 8/19 DME truck s demonstration experiments have been conducted in the regions on the maps below. Niigata Area 7 th Asian DME conference was held. Japan Sea Niigata Nagaoka Mileage was approx. 2km/day Tochigi Prf. Niigata Prf. Muikamachi Mileage was approx. 25km/day Oyama Kounosu Saitama Prf. Tokyo Ichihara Chiba Prf. Kanto Area 4

5 11/13/213 Result of Kanto area truck 9/19 The truck in Kanto area was operated mainly on urban road and highway. Its fuel consumption was almost equal to the mileage standard level. Also used for Bio-DME demonstration at Yokohama in May 21. DME filling demonstration was conducted in Nov. 211, at post-conference special event. BioDME(5%)-DME demonstration May 24 1 Total mileage : 11,143 [km] Total duration : 1 year and 9 months Fuel consumption : 3.97 [km/l with DME] = 7.38 [km/l with Diesel fuel*] Average payload : 21 [kg] DME filling demonstration Nov *Heating value conversion Result of Niigata area truck 1/19 The truck in Niigata area was operated mainly on urban and highway in which it snowed in winter. Its fuel consumption was less than that in Kanto area because the rolling resistance of tires are higher. Winter tire was used throughout the year. Total mileage : 136,826 [km] Total duration :3 year and 7 months Fuel consumption : 3.81 [km/l with DME] = 7.9 [km/l with Diesel fuel*] Average payload : 13 [kg] *Heating value conversion Vehicle exhibition at 7 th Asian DME conference Nov 11 5

6 PM [g/kwh] CO2 [g/kwh] CO, NOx, NMHC [g/kwh] CO2 [g/kwh] 11/13/213 Chassis Dynamometer test / NOx-CO 2 11/19 Transient mode: Japan JE5 mode Category :T3 (7.5t < GVW 8t) Loading Condition: Empty, Half, Full Start Condition: Hot, Cold Ref. diesel vehicle emission level ; NLT Comparison with DME vehicles and reference diesel DME vehicle ; 2,km Ref. Diesel vehicle; 2,km Empty Half Full PNLT NOx [g/kwh] Cold NLT Ref.Diesel DME_Niigata DME_Kanto Emissions of DME vehicles decreased compared with that of the reference vehicle. NOx decreased by 7% CO 2 decreased by 7-8% (TtW) DME vehicle meets the latest regulation with specifications which has complied with previous regulation. TtW; Tank to Wheel Chassis Dynamometer test / NOx, CO, NMHC, PM 12/ Kanto Niigata CO NOx NMHC Kanto Kanto Kanto Niigata Niigata Niigata initial 2,km 5,km initial 2,km 5,km Transient mode: Japan JE5 mode Category :T3 (7.5t < GVW 8t) Loading Condition: Half Start Condition: Hot DME vehicle ; initial/2,km/5,km CO2 Kanto Kanto Kanto Niigata Niigata Niigata initial 2,km 5,km initial 2,km 5,km PM Kanto Kanto Kanto Niigata Niigata Niigata initial 2,km 5,km initial 2,km 5,km Trends in test results CO;slight increase NOx;slight increase (Niigata) NMHC;showed no trend CO 2 ;slight increase (Kanto) PM;slight increase (Niigata) PM might be derived from engine oil and/or fuel additives. Needed to continue research with respect to oxidation catalyst, EGR system and other. NMHC; Non-Methane Hydrocarbons 6

7 HCHO, CH3OH [ppm] HCHO, CH3OH [ppm] CH4, DME [ppm] CH4, DME [ppm] 11/13/213 Chassis Dynamometer test / FT-IR analysis 13/ Engine out JE5 Mode Test CH4 DME CH3CHO HCHO CH3CHO Time [sec.] DME HCHO CH Tail-pipe out JE5 Mode Test CH4 DME CH3CHO HCHO Time [sec.] DME CH4 CH3CHO Emissions of the DME vehicles on transient mode were measured by FT-IR. Most of the emission HC component from the DME engine were CH 4 and DME. HCHO (Formaldehyde) and CH 3 CHO(Acetaldehyde) were hardly detected at tail-pipe out. It may be considered that DME does not correspond to NMHC as air pollutants. Improvement of fuel supply equipment 14/19 Over-filling prevention valve Valve with EFV ;Excess Flow Valve Sub tank Engine Injector Fuel filter P T Fuel transfer Feed pump P Common rail P PRV P/L M/Valve Main tank Supply to Engine T Supply pump P T In-Tank Pump Return to Tank Liquid Quick Coupling for Pressure balanced filling Vapor Further fuel supply equipment Higher response of Feed pump on Engine demand Reducing of Engine return fuel Pressure balanced filling system 7

8 Compressor Compressor CO 2 Emission [g/kwh] 11/13/213 Further improvement of NOx and CO 2 trade-off 15/19 DME diesel with LPL-EGR system has good potential to meet the next emission regulation with better CO2 emission (Tank to Wheel) Mode:JE5 Category:T3 LPL-EGR.4 HPL-EGR What is further improvement? Compression ratio Nozzle diameter Injection pressure Etc. CO 2 :-7.3% NOx:-61.3% CO 2 :-3.3% (vs. Base condition:-1.4%) NOx Emission [g/kwh] 4HK1 engine (NLT base) Base(Diesel) Base(DME) LPL-EGR(DME) Target (CO2:-1%, NOx:<.7g/kWh) Base(Diesel):Corresponded to new longterm regulation (NOx:<2.g/kWh) LPL-EGR:Low Pressure Loop EGR system 2. Comparison of Diesel and DME engine system 16/19 State of the art Diesel engine after Cooler Intake Diesel fuel EAS* must require to fulfill beyond EURO V EAS are also require low Sulfur fuel (Issue for developing countries) High pressure injection system Turbine Urea EAS* Exhaust After-treatment System Air Intake DOC DPF SCR DOC Exhaust DME Diesel engine after Cooler Intake DME fuel Simple EAS (Cost benefit) Flexible EGR configuration (Cost benefit) DME fuel equipment must be replaced. (Engine parts are similar to base diesel) Turbine Urea DME engine for EURO VI trucks could be achieved with simpler configuration Air Intake DOC Exhaust 8

9 GVW [ton] 11/13/213 Next Generation environmentally friendly Commercial Vehicle( until 25 ) 17/ EV/HEV/CNG City Bus Heavy Duty Truck Sightseeing Bus Intercity Bus CNG DME HEV Fuel Cell DDF 1 Medium Duty Truck 5 2 Light Duty Truck HEV/PHV EV Light Commercial Vehicle High efficiency Diesel Engine , Mileage [km/day] Conclusion 18/19 We have developed the DME engines and DME vehicles for the last decade. DME vehicle is now at a level that can be introduced into the market as a monitor vehicle. Emission performance of DME combustion is excellent. Fuel efficiency of DME engine is equal to conventional diesel. DME is one of the alternative fuels for diesel engines. We aim further for lower emissions. We will continue to study the optimization of DME combustion. Utilization of DME synthesized from natural gas and other resources is more effective in environmental performance. 9

10 11/13/213 19/19 Thank you for your kind attention! 1