Development status of DME vehicle in Japanaboutdme.org/aboutdme/files/ccLibraryFiles/... · DME...

1ISUZU ADVANCED ENGINEERING CENTER, LTD.

Development status of DME vehicle in Japan

November 16, 2011

Naoki SHIMAZAKI

7th Asian DME Conference (Niigata, Japan)Commercial perspectives in Japan


1. The latest technology in our clean diesel engine


Research Target (PPNLT)- NOx : 0.4[g/kWh]- PM : 0.01[g/kWh]- Fuel Economy : 10% improvement

0.2

0.1

2 4

PM [g

/kW

h]

Japan

New Short Term / 2003-040.18

Steady State (D13 Mode)

0.027New Long Term / 2005Transient Mode (JE05 Mode)

0.01

0.7 3.380.4

NOx [g/kWh]

Post New Long Term / 2009

Emission regulations

PPNLT

Research Target* as the Future Diesel Engine

Conventional Combustion+ After treatment Devices

PCI Combustionat low load condition.

Engine speed

Engi

ne lo

ad

High BMEP for Fuel Economy

Dual Mode Combustion System

PCI Combustion：Premixed Compression Ignition Combustion

*This research project was conducted from 2004 to 2010.


1) Ultra High Pressure Injection

DPF+

DeNOx

5) Engine Control

3) Multi-stage Boosting

6) DPF

2) Variable Valve Actuation

7) SCRImprovement of conversion efficiency of aftertreatment devices at low temperature condition

Key Technologies to meet PPNLT regulation

4) Massive EGR with Precision Control

afterCooler

EGRCooler

EGRValve

BypassValve

One wayValve

Highpressure

stage

Middlepressure

stage

Lowpressure

stage

Air Exhaust

Intake

Exhaust

CompressorVariable

Geometoryturbine

turbine

afterCooler

EGRCooler

EGRValve

BypassValve

One wayValve

Highpressure

stage

Middlepressure

stage

Lowpressure

stage

Air Exhaust

Intake

Exhaust

CompressorVariable

Geometoryturbine

turbine

3-stage turbocharger

Cam-less system

Engine control algorithms

300MPa common railfuel injection system

Low pressure EGR

8) HEV+


Current Status of our Research Works

0 1 2 3 4NOx (g/kWh)

12%

0.4

0

Impr

ovem

ent o

fFu

el c

onsu

mpt

ion

(%)

Target

Base Engine

3-stage Boosting + Massive EGR

Injection systemAfter treatment(DPF,SCR)

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.

10

5

NOx-FC Trade-offVariable Valve Actuation


2.Next generation vehicles


Next Generation Vehicles

LPG vehicle

CNG vehicle (on sale)

HEV (on sale)

DME vehicle (Monitoring)

Plug-in HEV (Monitoring)

EV Bus (Developing)

http://www.isuzu.co.jp/world/technology/low/index.html


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.

10000

1000

100

105000 10000

(Wh/kg)

(Wh/L)

Wei

ght

den

sity

Volume density

Light oil

Gasoline

CNG

Hydrogen(35MPa)

Lithium ion

The next generation battery(Forecast in 2030)

DMELPG

LNG


Comparison between CO2, fuel consumption and exhaust emission of JE05 mode

25

30

35

40

600

700

800

900

1000

1100

1200

0 0.5 1 1.5 2 2.5NOx[g/kWh]

DME-NA

DME-TC

Light oil-TC

CNG

Ave

.The

rmal

effic

ienc

y%C

O2

g/kW

h

DME NA

DME TurboLight oil

(Turbo)+DPFTarget

Target

CNG

・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.

New long term Engine


CO2 reduction target and countermeasure

PC

GEHEV

DECV

2000 2010 2020 2030 2050

The best thermal efficiency

DE-Cost

1.0

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.

DE-CO2

50%

100%

0%

CostThermalefficiency

CO2

2.0

Average thermal efficiency with running

（10・15orJE05）

TargetCO2New energyBiomass, electricity

80%Reduction

DE HEV

For PM,NOx

For NOx, SFC

DE HEVDE

HEVHeat regenerate

The limit value with the engine

DE CO2

DE HEV pinHEV, Heat regenerate

The limit value with 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.

C.Y.

DME vehicle is low costbecause DPF and De-NOx catalyst are not necessary.

For further reduction of CO2,replacing energy to bio-mass or electricity will be essential.


3. Development of DME Vehicle


Outline of our DME vehicle developmentMinistry of Land, Infrastructure, Transport and Tourism project

“EFV” ; Environmentally Friendly Vehicle


DME 4HL1 Engine

Light-Duty 2 ton DME Truck

Medium-Duty DME City BusDME 6HH1 engine

Medium-Duty 3.5 ton DME Crane Truck

Developed DME engines and DME vehicles in IAEC

Development of DME engine and trucks

Medium-Duty 3.5 ton DME Truck (Chiba)

Medium-Duty 3.5 ton DME Truck (Niigata)

Commercial Use


DME injection system

140MPa60MPa

80

70

60

50

40

30

20

10

00.50 1.5 2.0 2.51.0

Time after the start of injection [msec]S

pray

tip

pene

tratio

n [m

m]

20MPa

60MPa

100MPa140MPa80

70

60

50

40

30

20

10

00.50 1.5 2.0 2.51.0

Time after the start of injection [msec]S

pray

tip

pene

tratio

n [m

m] 140MPa

100MPa60MPa20MPa

140MPa100MPa60MPa20MPa

140MPa100MPa60MPa20MPa

140MPa60MPa

DME spray

DieselDME

NozzleD=0.35mm

NozzleD=0.25mm

0 0.5 1.0 1.50

1

2

3

4

5

6

7

8

Time after the start of injection [msec]

Ove

rall

equ

ival

ence r

atio

Ambient press. : 4.5MPa Ambient temp. : 800K Injection period:2.0msec

DME:φ0.3, 100 [MPa]DME:φ0.35, 60 [MPa]

Diesel fuel:φ0.25, 60 [MPa]Diesel fuel:φ0.18, 200 [MPa]

DME:φ0.25, 200 [MPa]

Comparison between DME & Diesel spray

Solenoid

Check ValvePlunger

Intake Valve

Test Rig

Injector Supply pump

Konno, SAE paper 2010-01-0880


PRV

T

P/L

P

P

Filling

Quick coupling

Samepressure

Fuel movement

Sub-tank

Main-tank

In-tank pump

In-tank pump

M/valve

M/valve

Supply to engine

Return to tank

EngineInjector

Supply pump

P : Pressure measurement

T : Temperature measurement

PRV

T

P/L

P

P

Filling

Quick coupling

Samepressure

Fuel movement

Sub-tank

Main-tank

In-tank pump

In-tank pump

M/valve

M/valve

Supply to engine

Return to tank

EngineInjector

Supply pump





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.

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 GasRegulation

Post New Long Term

Vehic

leEngi

ne

Ref. :Hara, SAE paper 2011-01-1961


★Ichihara

★Oyama

Kounosu★

Tochigi Prf.

Saitama Prf.

Chiba Prf.

Tokyo

Kanto Area

Niigata Area

Japan Sea

★Niigata

★Muikamachi

★Nagaoka

Niigata Prf.

Demonstration area of medium duty trucksDME truck’s demonstration experiments have been conducted in the regions on

the following map.

Running distance was

approx. 250km/day

Running distance is

approx. 200km/day



5 November 2009Days of Running 340daysKind of Course Urban, Highway

Load CapacityOutward: 2000kg (Average)

Return: EmptyAverage Running Distance

per Day250 km

Total Running Distance 84,000kmTotal Fill Ration of Fuel 21,650L

Fuel Consumption for DME 3.88km/LFuel Consumption

Converted into Diesel Oil7.2km/L

Kanto Area

Sta

te o

f R

unnin

g Test

Start Date of Running

Result of Kanto area truck

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.

Bio-DME demonstration

The truck test data at the end of March 2010 in Kanto area.



18 November 2009Days of Running 310daysKind of Course Urban, Highway

Load CapacityOutward: 1700kg (Average)

Return: EmptyAverage Running Distance

per Day200 km

Total Running Distance 62,000kmTotal Fill Ration of Fuel 16,590L

Fuel Consumption for DME 3.76km/LFuel Consumption

Converted into Diesel Oil7.0km/L

Niigata AreaStart Date of Running

Sta

te o

f R

unnin

g Test

Result of Niigata area truck

The truck test data at the end of March 2010 in Niigata area.

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”).



4.Further Study for lower Emissions DME Vehicle


Compressor

Turbine

I/C

EGR cooler

EGR valve

Intake throttle

Engine

Cata(5.1L)

Air

Exhaust

Cata(1.9L)

Compressor

Turbine

I/C

EGR cooler

EGR valve

Intake throttle

Engine

Air

Exhaust

Cata(1.9L)

Cata(5.1L)

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.

<LPL (Low Pressure Loop) -EGR system>

<HPL (High Pressure Loop) -EGR system>

Further improvement of NOx and BSFC trade off


EGR path

EGR path


• EGR rate reached 40% in the LPL-EGR system

Comparison of EGR system at steady state operation

JSAE 20119314/ SAE 2011-01-1961

BSFC

DM

E [g

/kW

h]

310

320

330

340

350

360

370

380

390

NOx [g/kWh]0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0

1600rpm, 150mm3/st (85%Load)Pinj=40MPa, VGS=60%

EGR33%*

EGR32%*

EGR35%*

EGR40%*

HPL-EGRLPL-EGR

EGR30%*

EGR28%*

EGR26%*

EGR24%*

* : Average of EGR rate change

BSF

CD

O [g

/kW

h]

210

220

230

240

250

Subscript "DME" indicates BSFC for DME. Subscript "DO" indicates BSFC converted into Diesel Oil.

6% BSFCimproved

*BSFC : Brake Specific Fuel Consumption

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.


Comparison of EGR system at transient operation (JE05 mode)

-3%

PPNLT target

Hara et al. “ ” SAE paper 2011-01-


Thank you for your kind attention.

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