The company AVL MTC The company AVL MTC

Founded 1988
Independent Company 1998
In the AVL-group 2002
Situated outside Stockholm
(Sweden)
4 HD transient engine
testcells (500 800 kW)
1 HD chassidyno
1 LD engine testcell
3 LD chassidynos
1 Motorcycle dyno
CNG Technology for HD Vehicles,
CNG Technology for HD Vehicles,
Opportunities and Challenges
Opportunities and Challenges
Ulf Lundqvist Ulf Lundqvist
AVLMTC, AVLMTC, Sweden Sweden
AVL ITC , 2007
AVL ITC , 2007
-
-
04
04
-
-
24
24
Contents of presentation
Contents of presentation

Market drivers
Market drivers

Boundary conditions
Boundary conditions

CNG combustion concepts

CNG combustion concepts

CNG system requirements

CNG system requirements

Technology routes
Technology routes

EMS
EMS

Conclusions
Conclusions
Drivers for gas as a fuel for HD
Drivers for gas as a fuel for HD
-
-
engines
engines

Emission legislation
Emission legislation

Economical (Fuel cost, Incentives)

Economical (Fuel cost, Incentives)

Environmental friendly (Company Image)

Environmental friendly (Company Image)

Extremely low PM emissions

Extremely low PM emissions

Reduces CO
Reduces CO2 2
-
-
emissions by 20
emissions by 20
-
-
25%
25%

Noise
Noise
Boundary conditions for HD CNG
Boundary conditions for HD CNG
-
-
engines
engines
CNG
CNG

engine based on a diesel engine

engine based on a diesel engine

Thermal load
Thermal load (Cylinder head, Exhaust manifold, (Cylinder head, Exhaust manifold,
Turbo) Turbo)

Throttled operation
Throttled operation (Piston ring package, valve steam (Piston ring package, valve steam
sealing) sealing)

Homogeneous combustion
Homogeneous combustion (Top land clearance, (Top land clearance,
squish area, combustion room, crevices) squish area, combustion room, crevices)

Spark plug installation

Spark plug installation

Valve seat wear due to low soot combustion

Valve seat wear due to low soot combustion
Dedicated engine design
Dedicated engine design

Commonality in parts
Commonality in parts
Emission
Emission
targets
targets
Emission Standard in the ETC cycle
0,02 0,02
N.A N.A
N.A N.A
N.A N.A
PT PT
(g/kWh) (g/kWh)
5,0 5,0 1,6 1,6 0,78 0,78 5,45 5,45 Euro3 Euro3
2,0 2,0 0,65 0,65 0,40 0,40 3,0 3,0 EEV EEV
2,0 2,0 1,1 1,1 0,55 0,55 4,0 4,0 Euro5 Euro5
3,5 3,5 1,1 1,1 0,55 0,55 4,0 4,0 Euro4 Euro4
NOx NOx
(g/kWh) (g/kWh)
CH CH4 4
(g/kWh) (g/kWh)
NMHC NMHC
(g/kWh) (g/kWh)
CO CO
(g/kWh) (g/kWh)
Row Row
The gas combustion system
The gas combustion system
NO
NOx x
HC
HC
3
3
-
-
Way Cat.
Way Cat.
Ox
Ox
-
-
Cat.
Cat.
Lambda
Lambda
~1.7
~1.7 1
1
Gas concepts for HD applications
Gas concepts for HD applications
Mono
Mono

fuel
fuel
Operates only on CNG (LPG)
Operates only on CNG (LPG)
Bi
Bi
-
-
fuel
fuel
Operates either on CNG or Petrol
Operates either on CNG or Petrol
Dual
Dual
-
-
fuel
fuel
Operates on CNG and Diesel or only Diesel
Operates on CNG and Diesel or only Diesel
Gas concepts for HD applications
Gas concepts for HD applications
Stoichiometric
Stoichiometric
Lean Burn
Lean Burn
Bi
Bi

fuel
fuel

HD Truck
HD Truck
engines with
engines with
NOx < 1 g/kWh
NOx < 1 g/kWh
Spark ignited
Spark ignited Compression ignited
Compression ignited
Dual
Dual

fuel
fuel Mono
Mono

fuel
fuel

HD Truck
HD Truck
engines with
engines with
NOx > 1 g/kWh
NOx > 1 g/kWh
Gas concepts for HD applications
Gas concepts for HD applications
Spark Ignited Stoichiometric Mono
Spark Ignited Stoichiometric Mono
-
-
fuel
fuel
+ High performance in NA engines + High performance in NA engines
+ Lambda 1 control strategies already developed for gasoline + Lambda 1 control strategies already developed for gasoline
engines, however the strategy has to be adopted for gas engines, however the strategy has to be adopted for gas
+ Potential for very low emissions with 3 + Potential for very low emissions with 3- -way catalyst, however the way catalyst, however the
catalyst need to be optimized for methane catalyst need to be optimized for methane
+ High Octane number of CNG gives good fuel economy + High Octane number of CNG gives good fuel economy
- - High thermal load on engine parts (compared to diesel) High thermal load on engine parts (compared to diesel)
- - Cooled EGR needed for high performance Cooled EGR needed for high performance
- - Hot EGR beneficial for good fuel economy at part load Hot EGR beneficial for good fuel economy at part load
- - Increased pumping losses at part load compared to lean burn. Increased pumping losses at part load compared to lean burn.
- -Spark plug durability is an issue Spark plug durability is an issue
Gas concepts for HD applications
Gas concepts for HD applications
Spark Ignited Lean burn Mono
Spark Ignited Lean burn Mono
-
-
fuel
fuel
+
+ Thermal load comparable with diesel Thermal load comparable with diesel
+ Performance comparable with diesel engines + Performance comparable with diesel engines
+ Low fuel consumption. (Comparable with diesel) + Low fuel consumption. (Comparable with diesel)
+ Low part load fuel consumption. + Low part load fuel consumption.
+ EEV potential with Ox + EEV potential with Ox cat and advanced control algorithms cat and advanced control algorithms
- - High voltage ignition system required High voltage ignition system required
- - Need supercharging for high performance Need supercharging for high performance
- - Euro 6 emission level will require NOx aftertreatment Euro 6 emission level will require NOx aftertreatment
- -Spark plug durability is an issue Spark plug durability is an issue
Gas concepts for HD applications
Gas concepts for HD applications
Compression Ignited Lean burn Dual
Compression Ignited Lean burn Dual
-
-
fuel
fuel
+ Flexible, can utilize diesel for long range and gas for
+ Flexible, can utilize diesel for long range and gas for
environment and economy reasons.
environment and economy reasons.
+ Potential for low emissions due to high lean limit
+ Potential for low emissions due to high lean limit
+ Low fuel consumption at part load due to high lean limit
+ Low fuel consumption at part load due to high lean limit
+ No issues with spark plug durability
+ No issues with spark plug durability
-
-
If the engine is optimized for CNG operation, the need for
If the engine is optimized for CNG operation, the need for
lower compression ratio will give an increase in fuel
lower compression ratio will give an increase in fuel
consumption in diesel operating mode. This will also lead to
consumption in diesel operating mode. This will also lead to
startability
startability
problems in the diesel mode.
problems in the diesel mode.
-
-
Expensive engine compared to an SI
Expensive engine compared to an SI

engine.
engine.
-
-
Requires control over diesel injection equipment by the EMS
Requires control over diesel injection equipment by the EMS
-
-
Stratified direct injected gas gives high NOx
Stratified direct injected gas gives high NOx
-
-
emissions
emissions
The impact of lambda and ignition timing on
The impact of lambda and ignition timing on
thermal efficiency, with lean burn at full load
thermal efficiency, with lean burn at full load
34
35
36
37
38
39
40
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
T
h
e
r
m
a
l

e
f
f
i
c
i
e
n
c
y

(
%
)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
Pmean
Pmean
= 18 bar, N = 1500 rpm
= 18 bar, N = 1500 rpm
Ignition Ignition timing timing
0
1
2
3
4
5
6
7
8
9
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
I
n
s
t
a
b
i
l
i
t
y

o
f

c
o
m
b
u
s
t
i
o
n


(
%
)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
Pmean
Pmean
= 18 bar, N = 1500 rpm
= 18 bar, N = 1500 rpm
The impact of lambda and ignition timing on
The impact of lambda and ignition timing on
combustion stability, with lean burn at full load
combustion stability, with lean burn at full load
Pmean
Pmean
= 18 bar, N = 1500 rpm
= 18 bar, N = 1500 rpm
The impact of EGR on thermal efficiency, with lean
The impact of EGR on thermal efficiency, with lean
burn at full load
burn at full load
34,5
35
35,5
36
36,5
37
37,5
38
38,5
39
39,5
40
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
T
h
e
r
m
a
l

e
f
f
i
c
i
e
n
c
y

(
%
)
Lambda 1,65 No EGR
3% EGR
8% EGR
0
1
2
3
4
5
6
7
8
9
10
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
I
n
s
t
a
b
i
l
i
t
y

o
f

c
o
m
b
u
s
t
i
o
n


(
%
)
Lambda 1,65 No EGR
3% EGR
8% EGR
Pmean
Pmean
= 18 bar, N = 1500 rpm
= 18 bar, N = 1500 rpm
The impact of EGR on combustion stability, with
The impact of EGR on combustion stability, with
lean burn at full load
lean burn at full load
0
1
2
3
4
5
6
0 2 4 6 8 10 12 14
Specific NOx (g/kWh)
S
p
e
c
i
f
i
c

H
C

(
g
/
k
W
h
)
Lambda 1,65 No EGR
The impact of ignition timing on HC emissions,
The impact of ignition timing on HC emissions,
with lean burn at full load
with lean burn at full load
Pmean
Pmean
= 18 bar, N = 1500 rpm
= 18 bar, N = 1500 rpm
The impact of lambda and ignition timing on
The impact of lambda and ignition timing on
thermal efficiency, with lean burn at part load
thermal efficiency, with lean burn at part load
Pmean
Pmean
= 4,5 bar (25%), N = 1500 rpm
= 4,5 bar (25%), N = 1500 rpm
23
24
25
26
27
28
29
30
0 2 4 6 8
Specific NOx (g/kWh)
T
h
e
r
m
a
l

e
f
f
i
c
i
e
n
c
y

(
%
)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
The impact of lambda and ignition timing on
The impact of lambda and ignition timing on
combustion stability, with lean burn at part load
combustion stability, with lean burn at part load
0
2
4
6
8
10
12
14
16
0 2 4 6 8 10
Specific NOx (g/kWh)
I
n
s
t
a
b
i
l
i
t
y

o
f

c
o
m
b
u
s
t
i
o
n


(
%
)
Lambda1,65
Lambda1,60
Lambda1,55
Lambda1,50
Pmean
Pmean
= 4,5 bar (25%), N = 1500 rpm
= 4,5 bar (25%), N = 1500 rpm
The impact of EGR on thermal efficiency, with
The impact of EGR on thermal efficiency, with
lean burn at part load
lean burn at part load
Pmean
Pmean
= 4,5 bar (25%), N = 1500 rpm
= 4,5 bar (25%), N = 1500 rpm
23
25
27
29
0 2 4 6
Specific NOx (g/kWh)
T
h
e
r
m
a
l

e
f
f
i
c
i
e
n
c
y

(
%
)
Lambda 1,65 No EGR
3% EGR
8% EGR
Fuel injection equipment for HD CNG
Fuel injection equipment for HD CNG
engines
engines
Carburetor / Mixer
Carburetor / Mixer
+ Excellent mixing between gas and air + Excellent mixing between gas and air
+ Low cost + Low cost
+ Robust + Robust
- - Poor transient control Poor transient control
- - Deficient fuel cut capabilities Deficient fuel cut capabilities
- - Fuel quality adaptation complicated Fuel quality adaptation complicated
Fuel injection equipment for HD CNG
Fuel injection equipment for HD CNG
engines
engines
Single Point injection
Single Point injection
+ Good mixing between gas and air
+ Good mixing between gas and air
+ Low demand on injector quantity range.
+ Low demand on injector quantity range.
(Multiple arrangement possible)
(Multiple arrangement possible)
-
-
Transient control
Transient control
-
-
Fuel cut capabilities
Fuel cut capabilities
Fuel injection equipment for HD CNG
Fuel injection equipment for HD CNG
engines
engines
Multipoint port fuel injection
Multipoint port fuel injection
+ Excellent fuel cut capabilities
+ Excellent fuel cut capabilities
+ Excellent transient control
+ Excellent transient control
-
-
Mixing of gas and air could be an issue
Mixing of gas and air could be an issue
-
-
Higher demand on injected quantity range
Higher demand on injected quantity range
of the injectors
of the injectors
Fuel injection equipment for HD CNG
Fuel injection equipment for HD CNG
engines
engines
General requirements on gas injectors
General requirements on gas injectors

Low pressure (approx. 2 bar) enables full usage

Low pressure (approx. 2 bar) enables full usage
of the CNG tank.
of the CNG tank.

For port injection arrangements sufficient

For port injection arrangements sufficient
injected quantity range of the injector is
injected quantity range of the injector is
essential
essential

Durability
Durability

Operation in cold conditions

Operation in cold conditions
Fuel injection equipment for HD CNG
Fuel injection equipment for HD CNG
engines
engines
General requirements on gas pressure
General requirements on gas pressure
regulator
regulator

Low
Low
hysteresis
hysteresis

Precise pressure control (Can be

Precise pressure control (Can be
compensated by the control system)
compensated by the control system)

Durability
Durability

Operation in cold conditions

Operation in cold conditions
Spark ignition system for HD CNG
Spark ignition system for HD CNG
engines
engines
General requirements on ignition systems for HD engines General requirements on ignition systems for HD engines

Generally a commercial vehicle user expects longer service Generally a commercial vehicle user expects longer service
intervals than passenger car user intervals than passenger car user

CNG lacks cooling effect in rich mode unlike liquid fuels which CNG lacks cooling effect in rich mode unlike liquid fuels which
leads to higher thermal load on the spark plug. (Stoichiometric leads to higher thermal load on the spark plug. (Stoichiometric
engines) engines)

The high octane number of CNG permits a high compression The high octane number of CNG permits a high compression
ratio which gives higher ignition voltage. This is somewhat ratio which gives higher ignition voltage. This is somewhat
compensated with an earlier optimum ignition timing. compensated with an earlier optimum ignition timing.
(Stoichiometric engine) (Stoichiometric engine)

In lean burn operation the torque loss is successfully In lean burn operation the torque loss is successfully
compensated with compensated with turbocharging turbocharging. However the increased boost . However the increased boost
pressure in combination with the required late spark timing for pressure in combination with the required late spark timing for
low NOx gives extremely high ignition voltage. low NOx gives extremely high ignition voltage.
Spark ignition system for HD CNG
Spark ignition system for HD CNG
engines
engines
OC12 Tndspnning med olika gnistgap
fullast
0
5
10
15
20
25
30
35
40
45
50
0 500 1000 1500 2000 2500
Varvtal [n/min]
S
p

n
n
i
n
g

[
V
]
0,7 mm
0,6 mm
0,4 mm
Ignition voltage as function of
Ignition voltage as function of
engine speed and spark gap
engine speed and spark gap
Engine speed Engine speed
I
g
n
i
t
i
o
n
I
g
n
i
t
i
o
n
v
o
l
t
a
g
e
v
o
l
t
a
g
e
( (
k
V
k
V
) )
Exhaust aftertreatment for HD CNG
Exhaust aftertreatment for HD CNG
engines
engines
Spark Ignited Stoichiometric Mono
Spark Ignited Stoichiometric Mono

fuel
fuel

Three Three way catalyst way catalyst

Spark Ignited Lean burn Mono
Spark Ignited Lean burn Mono

fuel
fuel

Oxidation catalyst at NOx > 1 g/kWh Oxidation catalyst at NOx > 1 g/kWh

SCR at NOx < 1g/kWh SCR at NOx < 1g/kWh

Compression Ignited Lean burn Dual
Compression Ignited Lean burn Dual

fuel
fuel

Oxidation catalyst at NOx > 1 g/kWh Oxidation catalyst at NOx > 1 g/kWh

SCR at NOx < 1g/kWh SCR at NOx < 1g/kWh

Demands on after treatment systems for
Spark Ignited Stoichiometric Mono
Spark Ignited Stoichiometric Mono

fuel
fuel
HD gas engine
HD gas engine
Adopted for Methane
High conversion rate for CH
4
Low light off temperature
High durability
Wide lambda window
Three Way Catalyst for HC, CO and NOx
Demands on after treatment
systems
Lean burn gas engine
Lean burn gas engine
High conversion rate
Low light off temperature
High durability
Oxidation catalyst for HC and CO
Selective Catalytic Reduction for NOx
Adopted for Methane
Wide temperature window
Combination with Ox cat
Lean Burn Catalyst
Lean Burn Catalyst
LIGHT LIGHT- -OFF PERFORMANCE FOR 1000 h ENGINE AGED CATALYST (KEMIRA) OFF PERFORMANCE FOR 1000 h ENGINE AGED CATALYST (KEMIRA)
0
20
40
60
80
100
150 200 250 300 350 400 450 500
CO METHANE ETHANE PROPANE ACETALDEHYDE
CONVERSION, % CONVERSION, %
TEMPERATURE, C TEMPERATURE, C
CATALYST: KLN3 Pt:Pd 1:4 250 g/ft CATALYST: KLN3 Pt:Pd 1:4 250 g/ft
Three Way Catalyst for gas engines
50
100
C
o
n
v
e
r
s
i
o
n

E
f
f
i
c
i
e
n
c
y
(
%
)
1.0
0.96 1.04
Lean Side
Rich Side
0
CO
THC
NOx
CNG Window
Gasoline Window
Measures to decrease engine out HC
Measures to decrease engine out HC
-
-
emissions
emissions
Measures to decrease engine out HC
Measures to decrease engine out HC

emissions
emissions

Valve timing
Valve timing

Piston bowl geometry

Piston bowl geometry

Optimization of ring package

Optimization of ring package

Eliminating crevices and dead volumes.

Eliminating crevices and dead volumes.
Measures to decrease engine out HC
Measures to decrease engine out HC
-
-
emissions
emissions
Installation of the fast fid measuring
Installation of the fast fid measuring
probe in the exhaust port.
probe in the exhaust port.
Measures to decrease engine out HC
Measures to decrease engine out HC
-
-
emissions
emissions
P
P
M

H
C
P
P
M

H
C
Time
Time
Measurement of crank angel resolved HC
Measurement of crank angel resolved HC

emissions with 4 different camshafts

emissions with 4 different camshafts
Fast FID
Fast FID
Std. Cam Std. Cam
Cam. 1 Cam. 1
Cam. 3 Cam. 3
Cam. 2 Cam. 2
EVO EVO
Fast catalyst deactivation in transient driving
Fast catalyst deactivation in transient driving
Reason for fast catalyst deactivation
Reason for fast catalyst deactivation

Misfiring during motoring conditions

Misfiring during motoring conditions
Measures for eliminating misfire
Measures for eliminating misfire

Fuel cut under a certain inlet manifold pressure

Fuel cut under a certain inlet manifold pressure
and over a certain engine speed
and over a certain engine speed
Note:
Note:
Fuel cut is also needed for good driving quality,
Fuel cut is also needed for good driving quality,
but it requires multipoint injection system.
but it requires multipoint injection system.
Fast catalyst deactivation in transient driving
Fast catalyst deactivation in transient driving
Technology routes for HD CNG engines
Technology routes for HD CNG engines
Engine concept for Euro 3
Engine concept for Euro 3

Lean burn Lean burn

Oxidation catalyst required Oxidation catalyst required

Closed loop control required to protect the catalyst from Closed loop control required to protect the catalyst from
misfire during fuel quality variations misfire during fuel quality variations

Fuel cut during deceleration required in order to prevent Fuel cut during deceleration required in order to prevent
misfire to damage the catalyst misfire to damage the catalyst

Wide band lambda Wide band lambda sond sond

High voltage ignition system High voltage ignition system

Technology routes for HD CNG engines
Technology routes for HD CNG engines
Engine concept for Euro 5 and EEV Engine concept for Euro 5 and EEV

Lean burn Lean burn

Oxidation catalyst required Oxidation catalyst required

Closed loop control required to protect the catalyst from misfir Closed loop control required to protect the catalyst from misfire e
during fuel quality variations. Due to the small margin towards during fuel quality variations. Due to the small margin towards
lean out misfire, the lambda control is much more critical than lean out misfire, the lambda control is much more critical than
in the Euro 3 case. in the Euro 3 case.

Fuel cut during deceleration required in order to prevent misfir Fuel cut during deceleration required in order to prevent misfire e
to damage the catalyst to damage the catalyst

Wide band lambda Wide band lambda sond sond

High voltage ignition system High voltage ignition system

Technology routes for HD CNG engines
Technology routes for HD CNG engines
Engine concept for Euro 6 (Stoichiometric)
Engine concept for Euro 6 (Stoichiometric)

Stoichiometric combustion
Stoichiometric combustion

Cooled EGR
Cooled EGR

Closed loop lambda control with catalyst light

Closed loop lambda control with catalyst light
-
-
off strategies.
off strategies.

Three
Three

way catalyst optimized for methane

way catalyst optimized for methane

High voltage ignition system

High voltage ignition system
Technology routes for HD CNG engines
Technology routes for HD CNG engines
Engine concept for Euro 6 (lean burn)
Engine concept for Euro 6 (lean burn)

Lean burn Lean burn

SCR (Selective catalytic reduction) SCR (Selective catalytic reduction)

Closed loop control required to protect the catalyst from Closed loop control required to protect the catalyst from
misfire during fuel quality variations. misfire during fuel quality variations.

Fuel cut during deceleration required in order to prevent Fuel cut during deceleration required in order to prevent
misfire to damage the catalyst misfire to damage the catalyst

Wide band lambda Wide band lambda sond sond

High voltage ignition system High voltage ignition system

EMS requirements
EMS requirements
The lean burn gas engine need an advanced EMS to
The lean burn gas engine need an advanced EMS to

Provide the engine with optimized lambda and

Provide the engine with optimized lambda and
Ignition timing in the complete speed torque
Ignition timing in the complete speed torque
envelope, in a closed loop manner
envelope, in a closed loop manner

Compensate for different fuel qualities still

Compensate for different fuel qualities still
fulfilling performance and emission demands
fulfilling performance and emission demands

Enhance drivability with E

Enhance drivability with E
-
-
gas and boost
gas and boost
control
control

Enable fuel cut for enhanced drivability and

Enable fuel cut for enhanced drivability and
catalyst handling
catalyst handling

Torque control improvement with ignition and

Torque control improvement with ignition and
lambda strategies
lambda strategies
Gas engine EMS
Gas engine EMS
Fuel Injectors
WB O2 sensor
Engine
Engine Speed
Temperature inputs
Manualy PTO
Ignition Control
Fuel Control
ETC
Fuel
Control
Engine Speed
Mass Air Flow
WB O2 sensor
Ignition
Control
Engine Speed
Mass Air Flow
Knock sensor
Idle Control and PTO
Idle Control and PTO
6*Ignition coils
6*Fuel injectors
Ignition Coils
Lambda
Knock
Knock
Knock
ETC
MAF
Crank position 58X
Electronic Throttle Control
Mass Air Flow
Engine Speed
Temperature sensors
Pressure sensors
CNG EMS for WT 615
CAM position
CAM
Idle
Control
& PTO
Gas engine EMS
Gas engine EMS
Gas engine
Gas engine
EMS
EMS
Std. engine
Std. engine
EMS
EMS

Increased lambda is more efficient than EGR for

Increased lambda is more efficient than EGR for
NOx
NOx
-
-
control.
control.

Thermal load equal to diesel operation

Thermal load equal to diesel operation

For the reduction of unburnt hydrocarbons and

For the reduction of unburnt hydrocarbons and
CO an oxidation catalyst is required.
CO an oxidation catalyst is required.

Min load operation must be handled with fuel

Min load operation must be handled with fuel
cut.
cut.

High voltage ignition system required.

High voltage ignition system required.
Conclusions (1)
Conclusions (1)
Lean operation
Lean operation

With cooled EGR, temperature limit for

With cooled EGR, temperature limit for
turbocharger can be met even with
turbocharger can be met even with
stoichiometric operation at full load.
stoichiometric operation at full load.

The higher temperature level, as compared to

The higher temperature level, as compared to
the diesel engine, requires special efforts to all
the diesel engine, requires special efforts to all
exhaust gas related components. (Without EGR)
exhaust gas related components. (Without EGR)

The Three
The Three
-
-
Way catalyst is available but need to
Way catalyst is available but need to
be optimized for methane operation.
be optimized for methane operation.

The thermal efficiency with stoichiometric

The thermal efficiency with stoichiometric
operation using EGR is lower than with lean
operation using EGR is lower than with lean
operation, especially at part load.
operation, especially at part load.
Conclusions (2)
Conclusions (2)
Stoichiometric operation
Stoichiometric operation
Gas Engine Services
Gas Engine Services

Design evaluation of existing gas engines

Design evaluation of existing gas engines

Evaluation of different gas systems suppliers

Evaluation of different gas systems suppliers

Development of a tailored gas EMS

Development of a tailored gas EMS

Conversion of existing diesel engine designs

Conversion of existing diesel engine designs
for operation on gaseous fuels
for operation on gaseous fuels

Design of new gas engines

Design of new gas engines

Design of high turbulence piston bowls

Design of high turbulence piston bowls

Application of gas supply systems

Application of gas supply systems

Manufacture of prototype engines

Manufacture of prototype engines

Engine development and optimization on

Engine development and optimization on
transient test beds
transient test beds
Thank you for your attention!
Thank you for your attention!
M.sc M.sc. Ulf Lundqvist . Ulf Lundqvist
AVL MTC AVL MTC
Key Account Manager Key Account Manager
Phone: +46 (0)8 500 65 696 Phone: +46 (0)8 500 65 696
Mobile: +46 (0)70 8 26 79 11 Mobile: +46 (0)70 8 26 79 11
Fax: +46 (0)8 500 283 28 Fax: +46 (0)8 500 283 28
E E- -mail: mail: ulf.lundqvist@avlmtc.com ulf.lundqvist@avlmtc.com