The results of motor tests of DME by Volvo

The results of motor tests of DME by Volvo

H. Salsing

Volvo Power Train Sweden

Thursday, 30 August 2007, 16:40 – 17:25

Handout of presentation slides

DME as Alternative Fuel in the Diesel DME as Alternative Fuel in the Diesel

Engine Engine

Henrik Salsing

Henrik Salsing

Outline of Presentation

• The Volvo Group

• Driving forces for alternative fuels

• DME Background

• DME in a diesel engine

Volvo Aero

Buses

Construction

Equipment Volvo Penta Financial Services

BA Asia Incl. Nissan Diesel Mack Trucks Renault Trucks Volvo Trucks

Organisation

Mack Trucks

Renault Trucks

Volvo Trucks

Volvo Aero

Financial Services AB Volvo

Business Areas

Business Units

Volvo 3P

Volvo Powertrain Volvo Parts

Volvo Information Technology, Volvo Technology Corporation & Others Volvo Logistics

BA Asia Including

Nissan Diesel

Volvo Penta Construction

Equipment Buses

Sales and Employees Worldwide 2006

ASIA

OTHERS SOUTH

AMERICA

EUROPE

NORTH AMERICA

3 890 5%

2 160 3%

57 900 69%

14 820 18%

4 420 5%

Sales 52%

Sales 8%

Sales 30%

Sales 5%

Sales 5%

Engines*

* Engine Production 2006, 9-18 liter displacement

(excluding licensees / minority JV’s)

KamAZ MAN Scania Cummins Weichai Power Caterpillar Daimler

Volvo Powertrain

72000

67000

52000

14400 Sourced

CAT 167000, Perkins 3000 Tot 170000

Cummins 123000, CDC 11000Tot 134000 146000

Grey bars = Year 2005 Production Volume

Mack MP8

Some Driving Forces for Engine Development

• Lower fuel consumption and higher power

• Higher reliability

• Reduced environmental impact

Emission Regulations Europe

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16

0 1 2 3 4 5 6 7 8

NOx [g/kWh]

Particulate Matter [g/kWh] Euro2 (1996)

Euro3 (2000)

Euro4 (2005) Euro5 (2009)

Euro6 (2012)

Emission Legislation

• ^Combustion

• Exhaust gas aftertreatment

• Alternative Fuels

Emission Regulations the US

0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16

0 1 2 3 4 5 6 7 8

NOx [g/kWh]

Particulate Matter [g/kWh] US94US98US04

US07 US10

CO ₂ and the Global Warming

Source: Global Warming Art

http://www.globalwarmingart.com/wiki/Image:Carbon_Dioxide_400kyr_Rev_png

Ca rb on d io xi de n eu tra l fu el s

Ca rb on d io xi de n eu tra l fu el s

Alternative Fuels Examples

• Fischer-Tropsch

• ^Methanol

• ^Ethanol

• ^FAME

• ^DME

DME Background

• What is DME?

• Why should DME be used in diesel engines?

• DME in diesel engines

Historical Perspective

• Used as propellant in spray cans

• Industrial solver

• ^{In 1995}

• Affordable production technique

• Research indicated excellent diesel fuel

• Growing areas, such as domestic gas

What is DME?

• Condensed gas at 5bar

• Colour of water

• Ether-like smell

• No health effects

DME Background

• Why DME in Diesel Engines?

• Potentially renewable

• High life cycle efficiency

• Low exhaust emissions

Natural Gas Biomass Coal Feedstock

Production Process

End User

DME Background

• Why DME in a Diesel Engine?

• Potentially renewable

• High life cycle efficiency

• Low exhaust emissions

0 100 200 300 400 500 600 Farmed wood

Diesel DICI with DPF CNG bi-fuel Remote natural gas Coal Farmed wood Waste wood via BL Remote natural gas Coal Farmed wood Waste wood via BL

Feed Stock

Energy input [MJ/100km]

Ethanol Synthetic

diesel DME

Energy Input to Drive 100km

Conventional fuels

Adapted from: WELL-TO-WHEELS ANALYSIS OF FUTURE AUTOMOTIVE FUELS AND POWERTRAINS IN THE EUROPEAN CONTEXT, Version 2b May 2006, EUCAR concawe

Comparison of DME and Diesel Fuel

Property DME Diesel

Phase atmospheric conditions Gas Liquid Heating value [MJ/kg] 28.8 42.9 Density, 15°C [kg/m ³ ] 671 836 Viscosity, 40°C [m ² /s]x10 ^-6 0.18 2.92

Cetane number >55 53

Stoichiometric A/F ratio 9.0 14.6

Base Line Engine

• Volvo D9A 300 Euro3

• Six cylinder, 9.4L in-line Heavy Duty Engine

• Volvo D9A 300 DME prototype

• DME Fuel Injection Equipment

• Long root EGR system

DME Fuel Injection Equipment

DME High Pressure Pump DME Common Rail

Diesel – DME

Specific Carbon Monoxide Emission

0 2 4 6 8 10

A25 A50 A75 A100

S p eci fi c C O [ g /kW h ]

Diesel

Diesel – DME

Specific Hydrocarbon Emissions

0 0.2 0.4 0.6 0.8 1

A25 A50 A75 A100

S p ec if ic H C [ g /k Wh]

DME DME w Cat Diesel

0 200 400 600 800 1000

A25 A50 A75 A100

C onc e n tr at ion N O x [ ppm ]

DME w Cat Diesel

Diesel – DME

NO _X Concentration

Fuel Consumption and NO _X – A50

0 0.5 1 1.5 2 2.5 3 3.5

340 350 360 370 380 390 400 410 420 430

Brake Specific Fuel Consumption [g_DME/kWh]

Specific NOx [g/kWh] SOI=17 CAD BTDC

SOI=19 CAD BTDC SOI=24 CAD BTDC

Increasing

amount of

EGR

Objectives of Engine Tests within Renew

• DME fuel grade specification

• Why?

• Substitute chemical grade with “fuel” grade to reduce cost

• Investigate Engine Performance

• Regulated emissions

• Unregulated emissions

• Fuel consumption

• Suggest fuel grade

• Long term effects on engine not included

Layout – Blending Apparatus

• 6.6 wt% Methanol

• 3.3 wt% Water

DME Water – Methanol

On-line blending

Engine

10wt%

Only

Only

p & Purge Valve

0 0.5 1 1.5 2 2.5

0 5 10 15 20

EGR [%]

Specific NOx [g/kWh]

- Neat DME - 3.3wt% Water - 6.6wt% Methanol

- 3.3 Water + 6.6wt%

Methanol

• No significant effect of impurities on

emissions

• Combustion is however slightly affected

The Influence of Water and Methanol

Impurities on Emissions

Particulate Matter

• Diesel Engine

• Chart will be added that shows particle size versus number of particles

• ^{DME Engine}

• Various load points

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

1 10 100

Millions

Particle Diameter [nm]

Particle Concentration [Number/cm³]

Chemical Energy to Work in the Engine

• Several chemical and physical steps must take place before the fuel’s chemical energy can be released

• Varies during the combustion process

• Ignition delay

• Premixed combustion

• Diffusion combustion

• Late combustion

• In-cylinder pressure evaluated => possible to

analyse the heat release from the fuel

0 20 40 60 80 100 120 140

340 360 380 400 420 440

Crank Axel Position [CAD]

RoHR [J/CAD]

• Typical Rate of Heat Release for DME

Results

Start of injection End of injection

-10 10 30 50 70 90 110

-5 0 5 10 15 20 25 30 35 40

Crank Axle Position [CAD]

Rate of Heat Release [J/CAD]]

The Influence of Water and Methanol Impurities on Combustion

M:0wt%

W:0wt%

M:0wt%

W:3.3wt%

M:6.6wt%

W:0wt%

M:6.6wt%

W:3.3wt%

Summary

• Renewable fuel

• High life cycle efficiency

• Low exhaust emissions can be achieved

• Different fuel injection system

• Adapted combustion system to reach optimum performance

• No effect of water and methanol impurities