7 th Asian DME Conference (Niigata, Japan) Commercial perspectives in Japan Development status of DME vehicle in Japan November 16, 2011 Naoki SHIMAZAKI 1
1. The latest technology in our clean diesel engine 2
Research Target * as the Future Diesel Engine *This research project was conducted from 2004 to 2010. Research Target (PPNLT) - NOx : 0.4[g/kWh] - PM : 0.01[g/kWh] - Fuel Economy : 10% improvement Emission regulations Japan 0.2 New Short Term / 2003-04 0.18 Steady State (D13 Mode) Dual Mode Combustion System High BMEP for Fuel Economy PM [g/kwh] 0.1 PPNLT Engine load Conventional Combustion + After treatment Devices PCI Combustion at low load condition. New Long Term / 2005 0.027 Transient Mode (JE05 Mode) 0.01 0.4 0.7 2 3.38 4 NOx [g/kwh] Post New Long Term / 2009 Engine speed PCI Combustion:Premixed Compression Ignition Combustion 3
Key Technologies to meet PPNLT regulation 2) Variable Valve Actuation Cam-less system 1) Ultra High Pressure Injection 300MPa common rail fuel injection system 3) Multi-stage Boosting 3-stage turbocharger EGR Valve Intake after EGR Cooler Cooler Exhaust One way Bypass Valve Valve High pressure stage DPF + DeNOx 4) Massive EGR with Precision Control 6) DPF Low pressure EGR 5) Engine Control Engine control algorithms Compressor Variable Geometory turbine Middle pressure stage 7) SCR Air Low turbine pressure stage Exhaust + 8) HEV Improvement of conversion efficiency of aftertreatment devices at low temperature condition 4
Current Status of our Research Works We have met our target. However, the cost of diesel engine will be increased to meet future regulations. Next our challenges are to reduce cost and fuel consumption. Target Improvement of Fuel consumption (%) 12% 10 5 0 NOx-FC Trade-off Variable Valve Actuation After treatment (DPF,SCR) Injection system 3-stage Boosting + Massive EGR Base Engine 0 0.4 1 2 3 4 NOx (g/kwh) 5
2.Next generation vehicles 6
Next Generation Vehicles LPG vehicle DME vehicle (Monitoring) EV Bus (Developing) CNG vehicle (on sale) HEV (on sale) Plug-in HEV (Monitoring) http://www.isuzu.co.jp/world/technology/low/index.html 7
Weight density and volume density of various energy The use of hydrogen and battery are possible for passenger cars, but light oil and DME are the main fuel as for commercial vehicle. (Wh/kg) CNG LNG Light oil Weight density 10000 1000 Hydrogen(35MPa) The next generation battery (Forecast in 2030) DME LPG Gasoline 100 Lithium ion 10 5000 10000 (Wh/L) Volume density 8
Comparison between CO2, fuel consumption and exhaust emission of JE05 mode Ave.Thermal efficiency% CO2 g/kwh 40 35 30CNG 25 1200 1100 1000 900 800 700 600 Target Target DME Turbo DME NA Light oil (Turbo)+DPF DME-NA DME-TC Light oil-tc CNG 0 0.5 1 1.5 2 2.5 NOx[g/kWh] New long term Engine DME can reduce NOx with same thermal efficiency level for light oil. DME has good potential to be highly efficiency and clean with cost effective. 9
CO2 reduction target and countermeasure 100% CO 2 Thermal efficiency 50% The best thermal efficiency Average thermal efficiency with running (10 15orJE05) There is a limit for thermal efficiency improvement to realize the CO2 reduction target in Japan. It is predicted that the shifts to new energy from about 2020 are indispensable. TargetCO 2 DE-Cost PC HEV GE DE CO 2 DE HEV DE DE-CO2 For PM,NOx CV DE HEV For NOx, SFC DE HEV As the DME vehicle don t require DPF, the practical use fuel consumption is better than 2-10% light oil vehicle with low cost. DME vehicle is low cost because DPF and De-NOx catalyst are not necessary. New energy Biomass, electricity 0% 2000 2010 2020 C.Y. 2030 2050 DE pinhev, Heat regenerate HEV Heat regenerate The limit value with the engine The limit value with HEV For further reduction of CO2,replacing energy to bio-mass or electricity will be essential. 2.0 Cost 1.0 80%Reduction 10
3. Development of DME Vehicle 11
Outline of our DME vehicle development Ministry of Land, Infrastructure, Transport and Tourism project EFV ; Environmentally Friendly Vehicle 12
Development of DME engine and trucks Developed DME engines and DME vehicles in IAEC DME 6HH1 engine Medium-Duty DME City Bus DME 4HL1 Engine Medium-Duty 3.5 ton DME Crane Truck Commercial Use Light-Duty 2 ton DME Truck Medium-Duty 3.5 ton DME Truck (Niigata) Medium-Duty 3.5 ton DME Truck (Chiba) 13
DME injection system Injector Solenoid Supply pump DME spray Intake Valve Plunger Chec k Valve Comparison between DME & Diesel spray Nozzle Nozzle D=0.35mm D=0.25mm 60MPa 140MPa Test Rig 60MPa 140MPa Overall equivalence ratio 8 7 6 5 4 3 2 1 0 0 DME Diesel Ambient press. : 4.5MPa Ambient temp. : 800K Injection period:2.0msec Diesel fuel:φ0.25, 60 [MPa] Diesel fuel:φ0.18, 200 [MPa] DME:φ0.35, 60 [MPa] DME:φ0.3, 100 [MPa] DME:φ0.25, 200 [MPa] 0.5 1.0 1.5 Time after the start of injection [msec] Spray tip penetration [mm] 80 140MPa 100MPa 70 140MPa 60 50 40 60MPa 100MPa 60MPa 20MPa 20MPa 30 20 10 0 0 0.5 1.0 1.5 2.0 2.5 Time after the start of injection [msec] Konno, SAE paper 2010-01-0880 14
Medium duty truck for commercial use Two Medium duty DME trucks have developed and the operating-tests has conducted within EFV21 project since 2009. DME trucks were used by two trucking companies for actual transportation service in two areas of Japan. Fuel movement Vehicle Engine GVW 7940kg/7930kg Payload 3500kg Fuel Tank 135L 2 Displacement 5193cc Compression Ratio 17.5:1 Charge Type VGS with Intercooler EGR System HPL-EGR Fuel Injection System Common Rail for DME After Treatment Device Only DOC Exhaust Gas Regulation Post New Long Term Sub-tank In-tank pump Same pressure Main-tank Return to tank In-tank pump M/valve M/valve Quick coupling Supply to engine Filling Ref. :Hara, SAE paper 2011-01-1961 P T : Pressure measurement : Temperature measurement Engine Injector PRV P/L P T P Supply pump 15
Demonstration area of medium duty trucks DME truck s demonstration experiments have been conducted in the regions on the following map. Niigata Area Japan Sea Niigata Nagaoka Running distance is approx. 200km/day Tochigi Prf. Niigata Prf. Muikamachi Running distance was approx. 250km/day Oyama Kounosu Saitama Prf. Tokyo Ichihara Chiba Prf. Ref. :Hara, SAE paper 2011-01-1961 Kanto Area 16
Result of Kanto area truck The truck test data at the end of March 2010 in Kanto area. State of Running Test Kanto Area Start Date of Running 5 November 2009 Days of Running 340days Kind of Course Urban, Highway Load Capacity Outward: 2000kg (Average) Return: Empty Average Running Distance per Day 250 km Total Running Distance 84,000km Total Fill Ration of Fuel 21,650L Fuel Consumption for DME 3.88km/L Fuel Consumption Converted into Diesel Oil 7.2km/L The truck in Kanto area mainly ran on urban road and highway. Its fuel consumption rate was around 7.24km/L which is almost equal to the mileage standard level. This truck was also used for Bio-DME demonstration at Yokohama. Ref. :Hara, SAE paper 2011-01-1961 Bio-DME demonstration 17
Result of Niigata area truck The truck test data at the end of March 2010 in Niigata area. State of Running Test Niigata Area Start Date of Running 18 November 2009 Days of Running 310days Kind of Course Urban, Highway Load Capacity Outward: 1700kg (Average) Return: Empty Average Running Distance per Day 200 km Total Running Distance 62,000km Total Fill Ration of Fuel 16,590L Fuel Consumption for DME 3.76km/L Fuel Consumption Converted into Diesel Oil 7.0km/L The truck in Niigata area has mainly run on urban road and highway in which it snows in winter. Its fuel consumption rate was less than that in Kanto area because the rolling resistance of tires are higher ( winter tires ). Ref. :Hara, SAE paper 2011-01-1961 18
4.Further Study for lower Emissions DME Vehicle 19
Further improvement of NOx and BSFC trade off In LPL-EGR system, the working gas at the turbine increased compared with that in HPL-EGR system, when EGR was used. Soot free feature of DME enables the LPL-EGR system to take EGR gas after the turbine outlet. <HPL (High Pressure Loop) -EGR system> Air Compressor I/C Intake throttle EGR valve EGR cooler Cata(1.9L) Exhaust Cata(5.1L) Turbine <LPL (Low Pressure Loop) -EGR system> EGR path Engine Air Intake throttle Compressor I/C EGR path EGR valve EGR cooler Cata(1.9L) Exhaust Turbine Cata(5.1L) Engine Ref. :Hara, SAE paper 2011-01-1961 20
Comparison of EGR system at steady state operation BSFC DME [g/kwh] The changing EGR system from HPL to LPL improved the NOx-BSFC trade-off. BSFC on the LPL-EGR system decreased by 6% in around 0.7g/kWh of NOx compared with that of the HPL-EGR system. 390 380 370 360 350 340 330 EGR 40% * EGR 30% * EGR 35% * Subscript "DME" indicates BSFC for DME. Subscript "DO" indicates BSFC converted into Diesel Oil. 1600rpm, 150mm 3 /st (85%Load) Pinj=40MPa, VGS=60% EGR 28% * EGR 26% * EGR 24% * LPL-EGR HPL-EGR 250 240 230 220 BSFC DO [g/kwh] 320 EGR EGR 32% * * : Average of EGR 210 33% 310 * rate change 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6% BSFC NOx [g/kwh] improved EGR rate reached 40% in the LPL-EGR system *BSFC : Brake Specific Fuel Consumption JSAE 20119314/ SAE 2011-01-1961 21
Comparison of EGR system at transient operation (JE05 mode) PPNLT target -3% Hara et al. SAE paper 2011-01- 22
Thank you for your kind attention. 23