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GAS ENGINE NEWS

RD 14/293101.1 Unrestricted

Ricardo Information Services – Gas Engine News – May to July 2014

RICARDO INFORMATION SERVICES

GAS ENGINE NEWS

MAY – JULY 2014

Edited by Donna Wild

RD 14/293101.1 Unrestricted Page 2


CONTENTS

MARKETS AND REGULATIONS .................................................................................................................4 Regulations and air quality ..............................................................................................................4 Markets ...............................................................................................................................................4

AUTOMOTIVE GAS ENGINE/VEHICLE DEVELOPMENTS .......................................................................7 Light Duty Engines/Vehicles ............................................................................................................7 Medium/Heavy Duty Engines/Vehicles ...........................................................................................8 General automotive, inc. in-service test results ......................................................................... 11

STATIONARY, OFF-HIGHWAY, MARINE, LOCOMOTIVE AND TOTAL ENERGY SYSTEMS ............. 13 Engines and Systems .................................................................................................................... 13

ENGINE AND FUEL SYSTEMS COMPONENTS ..................................................................................... 19

RESEARCH AND COMPUTER SIMULATION ......................................................................................... 22 Fuel/Air Mixing and Combustion .................................................................................................. 22 Fuels and Fuel Composition ......................................................................................................... 25 Emissions, Engine Design and Performance .............................................................................. 31

FORTHCOMING CONFERENCES ............................................................................................................ 36



Notes Gas Engine News is a quarterly newsletter, published by the Ricardo Information Services Department. It summarizes the published literature on gas engines for all applications. Items included in this publication are based on literature added to the Ricardo Library from May to July 2014. Copies of the source documents may be obtained by quoting the Library reference, which appears in bold at the bottom of each article. An additional charge is made for this service. Other products offered by Ricardo Information Services include: Powerlink - An online database containing over 250,000 abstracts of engine and vehicle literature EMLEG - Worldwide exhaust emissions legislation summaries online

New Engine News Contents - summaries of main technical features of new engines of all types and applications

Fuels & Lubricants News Contents - Developments in fuel and lubricants technology as applied in engines and vehicles

Control & Electronics News Contents - control, electrical and electronic engineering. Practical applications and research & technology

Transmissions News Contents - New and modified transmissions, and driveline technology

Components News Contents - Internal combustion engine components, materials, research and design.

Vehicle Engineering News Contents - All aspects of vehicle engineering including chassis, brakes, electrical, powertrain and transmissions, including a review of new vehicles.

Fuel Economy News Contents - Fuel economy improvement, weight reduction, practical examples of vehicle applications

Alternative Powertrain News Contents – Fuel cell, hybrid and electric powertrains as well as alternative combustion systems

Contact details - Roland Christopher, Information Manager, Ricardo UK Ltd Tel. +44 (0) 1273 794230, email: [email protected]. Ricardo has used reasonable endeavours to ensure that the information supplied in this service is correct. However, no responsibility or liability can be accepted for any errors or omissions. Entries in this publication do not imply endorsement of any product or service by Ricardo.

mailto:[email protected]



MARKETS AND REGULATIONS

Regulations and air quality

LOW EMISSION HGV TASK FORCE: RECOMMENDATIONS ON USE OF METHANE AND BIOMETHANE IN HGVS UK Department for Transport It is widely recognised that the UK needs to significantly reduce its greenhouse gas emissions. HGVs are responsible for over 20% of domestic transport emissions. Displacing diesel with methane, and particularly biomethane, can provide significant carbon savings which are unmatched by any other currently available measures. This would also help the UK to meet EU air quality standards by reducing emissions from diesel. This document considers a range of issues which will affect the use of methane and biomethane in HGVs and supplements the Low Emission HGV Task Force recommendations for enabling the greater use of gas in HGVs This document has been developed in consultation with members of the Low Emission HGV Task Force working group. It contains views and information from a range of sources including industry experts, Government Departments and published research. Contents: Introduction - Context: reducing carbon emissions - Scope - The Rationale - Summary Scenarios for a future gas HGV fleet Vehicles - Carbon performance - Air Quality Refuelling infrastructure - Liquefied Natural Gas (LNG) - Compressed Natural Gas (CNG) Supply of methane and biomethane - Natural gas and biomethane pathways - UK natural gas supply Biomethane Overview of the costs and benefits of using methane - The drivers for fleet operators - Costs for operators - Benefits - Wider benefits - Synergies with wider government policy objectives Case Study: Howard Tenens. See Electronic Document 6929 (London, UK; UK Department for Transport, 2014, 21pp & 53pp (Annex).)

Markets 38TH POWER GENERATION ORDER SURVEY - GROWTH FOR ALL REPORTED DRIVER TYPES Diesel & Gas Turbine Worldwide’s Power Generation Order Survey is part one of three surveys designed to provide details on the markets of large horsepower reciprocating engines, steam turbines and gas turbines used in power generation, marine propulsion and mechanical drive applications. The Power Generation Order Survey includes reciprocating engines starting at 500 kW, gas turbines rated 1.0 MW and above, and steam turbines. The year 2013 revealed growth for all reported driver types in our annual Power Generation Order



Survey. Reciprocating engine orders total 31816 units, beating last year’s count by 0.4%. Gas turbine orders rose by 58% compared to last year’s report. The 2014 Survey reveals 710 gas turbine orders, while 447 orders were reported in the 2013 Survey. Steam turbine orders set a new high-water mark for the Power Generation Order Survey this year, logging 163 units, a 27% increase compared to the 2013 Survey. Tables show - Reciprocating Engine (Diesel, Dual-Fuel & Gaseous-Fuel) Power Generation Orders January-December 2013, Gas Turbine Power Generation Orders January-December 2013, Steam Turbine Power Generation Orders January-December 2013, Combined Regional Total For All Reported Driver Types January-December 2013. See Electronic Document 6958 (Diesel & Gas Turbine Worldwide, May 2014, pp54, 56 & 60.) VII POWER GENERATION REPORT - SOLID GROWTH FOR GEN-SET MARKET SEEN IN 2014 The market for gensets under 500 kW in the United States covers a wide range of applications, from providing temporary power for tailgaters or camping to the more business end of critical functions that can be lifesaving or ensure continuity of the many important day-to-day activities. Adding all this together indicates that the gen-set is indeed more than just a "box that produces power.” Tables show - 2013 US genset production, The outlook for US genset production. Includes supplier highlights form Polaris, Cummins Power Generation, Generac, Kohler and Himoinsa. See Doc.145719 (Diesel Progress North American Edition, Apr 2014, pp36, 38-41.) 2014 MECHANICAL DRIVE ORDER SURVEY - SHALE SETS THE TONE Diesel & Gas Turbine Worldwide's Mechanical Drive Order Survey is part two of three surveys designed to provide details on the markers of larger reciprocating engines, steam turbines and gas turbines used in power generation, marine propulsion and mechanical drive applications. Data is divided into three reports in order to provide a more in-depth look at each market segment. The Mechanical Drive Order Survey is devoted to engine orders for mechanical drive applications including pumps, compressors, oil exploration machinery, rail and other industrial applications. The 2014 Mechanical Drive Order Survey (2013 order data) reported 4453 total orders (all reported drive types), a 27% decline in total orders compared to last year’s survey. It is important to note that fluctuations in OEM participation beyond our control do influence year-over-year comparison. As revealed in past Mechanical Drive Order surveys, as shale goes, so goes prime mover orders within the mechanical drive segment. Capacity issues, natural gas pricing concerns and myriad regulatory hurdles have slowed shale activity around the world. The result: order books in 2013 marked the second straight year of decline. There were bright spots within the mechanical drive landscape. Rail continues to show promise for OEMs supplying prime movers to that market. More and more countries are adding to their rail infrastructure and adding capacity in both passenger and freight transit. Analysts report that North America continues to be a top market for rail prime mover applications, followed by India, Brazil and Australia. The timeline of tightening emissions regulations moves almost in tandem with advances in LNG technology. This will provide opportunities in the rail sector for manufacturers able to meet the challenge. Tables show - Mechanical Drive Gas Turbine Orders Jan-Dec 2013, Mechanical Drive Steam Turbine Orders Jan-Dec 2013, Mechanical Drive Reciprocating Engine Orders Jan-Dec 2013 Graph shows – Gas Turbines Orders, Steam Turbine Orders, Combined Geographic Totals (All Driver Types) Jan-Dec 2013, Reciprocating Engine Orders. See Electronic Document 6949 (Diesel & Gas Turbine Worldwide, Jun 2014, 5pp.) BP STATISTICAL REVIEW OF WORLD ENERGY JUNE 2014 BP Contents: Oil - Reserves - Production and Consumption



- Prices - Refining - Trade movements Natural gas - Reserves - Production and Consumption - Prices - Trade movements Coal - Reserves and Prices - Production and Consumption Nuclear energy - Consumption Hydroelectricity - Consumption Renewable energy - Other renewables consumption - Biofuels production Primary energy - Consumption - Consumption by fuel. See Electronic Document 6969 and Electronic Document 6970 (Historical Data Workbook) (London, UK; BP, Jun 2014, 63rd edition, 48pp.)



AUTOMOTIVE GAS ENGINE/VEHICLE DEVELOPMENTS

Light Duty Engines/Vehicles

DRIVING DUAL-FUEL - PART ONE In the first of a two-part piece, this article reviews the strides being taken with dual-fuel that are not only helping to save the planet, but doing so on standard diesel engines and saving hauliers cash. Just last month, the European GFV (Gaseous Fuelled Vehicles) working group came close to draft standards for Euro 6 heavy-duty dual-fuel retrofits. Pundits agree that these – including the unburnt hydrocarbon emissions envelope – should be ratified within months. Equally, on the gas stations front – gas grid-connected and LNG tanker-fuelled – sites are being opened by, among others, high-profile operators, such as Howard Tenens, Tesco and Brit European. Either way, the growth in uptake of dual-fuel on Euro 5 trucks has been near exponential, albeit starting from a low base. Admittedly, some of that action must in part be attributed to the 50-50 funding provided under the £23 million TSB (Technology Strategy Board) and DfT (Department for Transport) demonstration programme, which aims to encourage the use of low-carbon commercial vehicles, while also enabling further development and providing feedback, both for other operators and to inform government policy. Tesco, John Lewis, Robert Wiseman Dairies, Brit European, JB Wheaton, Howard Tenens and BOC are among 13 companies leading the trial projects that, in all, involve some 40 firms (operators, OEMs, most of the main dual-fuel converters and associated service companies) and 360 converted trucks. Covers - cost savings, CNG, LNG, biomethane, refuelling, conversion. See Doc.145788 (Transport Engineer, Oct 2013, pp10-13.) EXPLORING THE MARKET FOR COMPRESSED NATURAL GAS LIGHT COMMERCIAL VEHICLES IN THE UNITED KINGDOM Loughborough University This paper examines the potential market for natural gas as a transportation fuel in the light commercial vehicle sector in the United Kingdom. In order to understand this market and identify barriers to growth and possible solutions interviews were conducted with a number of professionals with experience in this market. These interviews were open and exploratory enabling the application of grounded theory techniques in analysis. Clear priorities for potential users were cost and carbon reduction and the main constraint a lack of refuelling infrastructure. Small scale and low cost policy interventions were identified, at national level including maintaining tax differentials; easing payload restrictions; and limited support for refuelling facilities alongside local policy initiatives, for example, restoring the exemption from the London Congestion Charge for gas vehicles, that could help to kick-start the market at least at a niche level. Covers - vans. See Doc.145825 (Transportation Research Part D, Jun 2014, Vol. 29, pp22-31, 51 refs.) NEW OPEL MERIVA: WHISPER-DIESEL NOW WITH SUPER-ECONOMICAL 95 HP Adam Opel The new Opel Meriva impresses with its new range of economical gasoline, LPG and diesel engines. The highlight is the ultra-modern 1.6 CDTI that is now available in three output levels: 100 kW/136 hp, 81 kW/110 hp, and new in the range, the 70 kW/95 hp. The brand new 70 kW/95 hp 1.6 CDTI comes with Start/Stop as standard and is available with a low-friction six-speed manual transmission. It replaces the previous generation 1.3-litre diesel with the same output and increases maximum torque by 100 to 280 Nm. The new whisper-diesel version also reduces consumption and CO2 emissions. See Electronic Document 6960 (Russelsheim, Germany; Adam Opel, 18 Jun 2014, Press release, 2pp.)



Medium/Heavy Duty Engines/Vehicles

AN EFFICIENT DIRECT-INJECTION OF NATURAL GAS ENGINE FOR HEAVY DUTY VEHICLES Westport Innovations To maximize payback for operators, it is important that natural gas engines for heavy-duty on-road applications minimize fuel consumption. To directly replace a diesel engine for a given vehicle mass and duty cycle, the natural gas engine also needs to match the diesel's power and torque characteristics. This paper reports the results of a development project to increase the torque and power of Westport's 15-litre 356 kW pilot-ignited, late cycle direct injection of natural gas engine by 10%, while matching or improving efficiency and maintaining emissions compliance. The strategies evaluated to achieve these objectives were to recover some of the exhaust energy with a power turbine, to increase the injector flow area to avoid excessively long combustion durations and to reduce the compression ratio to keep peak cylinder pressure below its maximum limit. The use of simplified aftertreatment, including a partial-flow DPF and smaller exhaust oxidation catalysts, was evaluated to take advantage of natural gas' lower emissions. Of these, reduced compression ratio, higher flow injectors, and a smaller oxidation catalyst were selected for inclusion in the final engine hardware. The modified engine was then recalibrated to achieve the higher-torque targets. Engine performance was demonstrated over the ESC 13-mode steady-state cycle. The target torque and power were achieved, with a maximum torque of 2570 Nm between 1200 and 1500 RPM and a peak power of 401 kW at 1490 RPM. Peak efficiency was 42%, with cycle average efficiency of 39.4%. Tailpipe emissions were not significantly increased compared to the US EPA 2010 emissions certified 356 kW engine over the same duty cycle. Covers - high pressure direct injection (HPDI) system, exhaust energy recovery, flow injector, reduced compression ratio. See SAE 2014-01-1332 (2014, 11pp.) UK PROJECT PROBES DUAL-FUEL POTENTIAL A new two-year project into dual-fuel (CNG-diesel) heavy-vehicles is kicking off in the UK, promising to shed light into both the promise and the challenges of this alternative powertrain approach. The trial will test 41 Euro V vehicles, spanning models from a range of different vehicle manufacturers. Emissions Analytics has been brought in as the independent test house to assess the effectiveness of the dual-fuel conversions, and will use its portable emissions measurement system (PEMS) to gather results. PEMS consists of a gas analyser that measures the gases (CO2, NOx, etc) coming out of the exhaust pipe. A particulate machine is used to monitor the solid matter. The vehicles aren’t tested in a laboratory, but in the field. They are taken from Swindon to Manchester and back. First they perform the trip on diesel. The next day they perform the same run on a dual-fuel configuration. “It’s on the real roads, real operation with our equipment mounted on it,” Nick Molden, Founder and Chief Executive of Emissions Analytics, told Automotive World. The project, ‘Evaluation of Natural Gas Trucks and Refuelling in Swindon’, is looking at three key areas: methane slip, particulates and fuel economy. See Doc.145674 (Automotive World, 7 May 2014, 2pp.) THE NEW EURO VI NATURAL GAS ENGINE FOR MERCEDES-BENZ MEDIUM DUTY COMMERCIAL VEHICLES Daimler As part of renewing the portfolio for Mercedes-Benz branded commercial vehicle engines, Daimler Trucks has introduced completely new, high efficient Diesel engines that comply with the Euro VI emissions standard for the heavy duty and medium duty model series. Particularly in the context of ecologically motivated customers and urban applications, natural gas engines offer a cost-effective alternative to their Diesel counterparts due to the more favourable CO2 balance associated with the natural gas itself and the lower noise emissions generated by the engine. This is why Daimler Trucks has supplemented the OM93x model series to include a natural gas model, the M936NGT, which also complies with the Euro VI emissions standard. This engine has an inline, six-cylinder configuration that offers the same performance as the single-stage turbocharged Diesel model rated to 1200 Nm torque and 220 kW power



output. To realize a robust exhaust gas aftertreatment system, the operative concept defined was based on a three-way catalytic converter in conjunction with stoichiometric combustion. The actuator and sensor systems as well as the functions of the control unit were adapted accordingly for the Otto-cycle engine requirements. The engine is designed for ‘Natural Gas only’ operation using compressed natural gas (CNG) and features externally cooled, high-pressure exhaust-gas recirculation. As is the case with the Diesel engine, an asymmetric turbine geometry turbocharger is fitted that was further developed to meet the special requirements of the NGT engine. Combustion is based on the Miller cycle, whereby one part of the theoretically possible cylinder charge is intentionally omitted through altered inlet valve timing. As such, one part of compression is transitioned to the charging system for the same effective cylinder charge. The effect is that the air compressed accordingly reaches lower compression end temperatures than are possible with conventional valve timing setups due to the possibility of intercooling in the charge air cooling system. To facilitate combustion in accordance with the Miller cycle, the charge movement in the cylinder was optimised for favourable performance characteristics with respect to engine knock, EGR compatibility, and exhaust-gas temperatures. Attention was also paid to ensure a good mixture of fresh air with the CNG and re-circulated exhaust gas across all cylinders, which is why all associated components were likewise optimised. Covers - mixture formation, Knock Sensors and Ignition System, Lambda Sensors and On-Board Diagnosis of the Catalytic Converter, CO2 Emissions and Efficiency, lower noise emissions. See vCD 205 lenz14_02_11_Daimler_Benz_e.pdf (35th International Vienna Motor Symposium, May 2014, Organised by OVK & TU Vienna, 19pp.) ANALYSIS OF CLASS 8 HYBRID-ELECTRIC TRUCK TECHNOLOGIES USING DIESEL, LNG, ELECTRICITY, AND HYDROGEN, AS THE FUEL FOR VARIOUS APPLICATIONS University of California, Davis Class 8 trucks using various powertrains and alternative fuel options have been analysed to determine their fuel economy, greenhouse gas emissions, and economic attractiveness at the present time (2013) and in the future. This was done by modelling the vehicles and simulating their operation on day, short haul, and long haul driving cycles. The economic attractive was determined by calculating the differential vehicle cost of each powertrain option and the corresponding breakeven alternative fuel price needed to recover the additional cost in a specified payback period with a fixed discount rate. The baseline vehicle was a diesel engine truck of the same weight and road load using $4/gallon diesel fuel. The use of some of the powertrains resulted in an energy saving and others resulted in higher energy consumption, but compared to the conventional Class 8 diesel trucks, conventional LNG-CI trucks, LNG-SI and LNG-CI hybrids, battery electric trucks, and fuel cell trucks can reduce CO2 emission by 24-39% over the day drive cycle and 12-29% over the short haul and the long haul drive cycles. The breakeven fuel price was calculated for all the powertrain/fuel options. The economic results indicate that at “today’s” differential vehicle costs, none of the alternative powertrains/fuels are economically attractive except for the LNG-CI engine in the long-haul application (VMT = 150000 miles) for which the DGE cost is $2.98/DGE and the LNG cost is $1.70/LNG gallon. If the differential costs of the alternative powertrains are reduced by ½, their economics is improved markedly. In the case of LNG-CI engine, the breakeven fuel costs are $3.42/GDE, $1.96/LNG gallon for the long haul applications (VMT= 150,000 miles) with payback periods of 2-3 years. This makes LNG cost competitive at 2013 prices of diesel fuel and LNG. The fuel cell powered truck is also nearly cost competitive at VMT= 150,000 miles, but this requires a fuel cell cost of less than $25/kW. Hybridising is not attractive except for the conventional diesel vehicle operating on the day cycle (some stop and go operation) for which the breakeven diesel price is about $2/gallon at ½ today’s differential vehicle costs. The regulated exhaust emissions from the LNG-CI engines will meet the same standards (EPA 2010) as the new diesel engines and use the same exhaust emission technology. See vCD 175 EVS27-6490424.pdf (EVS 27, Barcelona, Spain, Nov 2013, 16pp.) HIGH POWER AND HIGH EFFICIENT GAS ENGINES FOR COMMERCIAL VEHICLES AVL Natural gas engines for commercial vehicle application are getting more attractive in view of operating cost and its potential to reduce greenhouse gas emissions. Different global emission regulations and



market requirements did led to different technologies for gas engines. Still, the low price of natural gas and local incentives are the main drivers for fleet owners to invest into gas powered trucks, however, today only low compromises in view of transport efficiency are accepted by the market. For spark ignited engines the lean burn concept worked well for EU III, EU IV and EU V emission compliance. The most stringent EU VI and US EPA14 emission requirements can be met well using stoichiometric combustion concepts combined with Exhaust Gas Recirculation (EGR) and three-way-catalyst systems. As discussed in this paper, there are challenges connected to that concept, like high thermal load on components, high knock sensitivity with low methane number fuels and a trade-off between high power density and thermal efficiency. EGR is one of the key enablers of a higher power density as it reduces the thermal load, suppresses the knock behaviour and reduces part load throttle losses. EGR, though, is much more important than it is on Diesel engines. Combustion system development focuses primarily on a short burn duration and optimum flame propagation. This can be achieved by promoting a high turbulent flow pattern throughout the combustion cycle by means of squish flow and swirl charge motion. CFD analysis shows, that both high and low swirl combustion systems can yield almost similar high thermal efficiencies. Yet, the level of squish flow and hence the type of piston bowl shape needs to be carefully matched to the charge motion. One of the main drivers for a stoichiometric combustion concept is high conversion efficiency of NOx and CH4 with conventional three-way catalyst technology. For a heavy-duty commercial vehicle application a long useful life target in combination with catalyst ageing has to be considered in the aftertreatment concept definition, as catalyst ageing processes are shifting the light-off towards significantly higher temperatures. Thermal management measures need to be applied to maintain a minimum exhaust gas temperature during the legal test cycle. Apart from spark ignited engines, also dual fuel concepts with port fuel injection or high pressure direct injection (HPDI) are interesting alternatives. Port fuel injected dual fuel technology is seen to provide only limited potential to fulfil current and future most stringent emission requirements. HPDI technology promises high power density, diesel-like fuel efficiency and high Diesel substitution rates of up to 90%; however the entire HPDI system with its LNG tank modules including the high pressure pump is complex. Fleet owners are evaluating based on the total cost of ownership. Considering driving range, transport capacity, running cost and maintenance cost, a considerably shorter payback is seen for the SI engine concept. Covers - CNG, LNG, aftertreatment. See vCD 212 F2014-CET-155.pdf (FISITA, Maastricht, Jun 2014, 12pp.) CUMMINS WESTPORT Cummins Westport has announced 6.7-litre IS86.7 G is in development and is expected to be in limited production at the end of 2015. With a peak rating of 260 hp, the IS86.7 G is designed for school bus, medium-duty truck, and vocational vehicles. The 8.9-litre ISL G and the 11.9-litre ISX12 G heavy-duty natural gas engines meet current EPA and CARB standards, as well as 2014 EPA greenhouse gas emissions targets. The ISL G is also Euro 6 emissions certified, the company said. The ISL G has five ratings available from 250 to 320 hp and the lSX12 G has six ratings from 320 400 hp, Cummins Westport said. See Doc.145854 p38 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.) DOOSAN Doosan lnfracore's non-DPF Tier 4 final engines were recently launched for OEMs. The compact diesel engine line consists of three engines with ratings from 50 hp to more than 110 hp and higher, depending on configuration. Doosan said it developed the non-DPF solution through the design of an ultralow particulate combustion (ULPC) system. The ULPC is accomplished through a specially designed combustion chamber that significantly reduces the amounts of particulate matter created during combustion, the company said. The engines have been installed in forklift trucks from Doosan Corp Industrial Vehicles since 2013 and in Bobcat compact equipment from early this year. Doosan has begun production and delivery of new inline six-cylinder Euro 6-compliant compressed natural gas engines. The 8.0-litre GL08 engine rated 256 hp at 2300 rpm and the 11.0-litre GL11 unit



rated at 335 hp went into production late last year and have been supplied to public transportation buses in Korea. Covers - D24 diesel genset, DL06, 12V DP222. See Doc.145854 pp40 & 42 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.) VOLVO TRUCKS Volvo introduced a number of elements to its 2014 D11, D13 and D16 diesel engines that the company said provides up to a 3% fuel efficiency improvement compared with the 2013 versions. Refinements and design changes contributing to fuel efficiency improvements in Volvo's 2014 D11, D13 and 16 engines include: - Low-friction cylinder improvements, including a redesigned piston, liner and oil scraper ring developed with smoother surfaces. - A clutched air compressor, which reduces engine load by completely disengaging the clutch from the engine when not in use. - Advanced combustion technology in the form of a new seven-hole fuel injector designed to offer better fuel atomisation for a more even distribution of fuel within the cylinder, maximizing fuel efficiency. - An improved crankcase ventilation system, which filters more oil from blow-by gases before they leave the engine and improving engine backpressure. In addition to its diesel engines, Volvo continues to work toward commercialisation of dimethyl ether (DME)-powered trucks for the North American market. Volvo is also developing North America's first fully integrated natural gas solution, a compression ignition engine that utilises LNG. See Doc.145854 p70 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.)

General automotive, inc. in-service test results NATURAL SELECTION In light of the political situation in Ukraine and the dependence of Europe and North America on energy supplies from Russia as well as the Middle East, natural gas (CNG if compressed; LNG when liquefied) has seemingly worked its way back to the engineering discussion table at many OEMs. Perhaps less in vogue than newfangled powertrain electrification measures, CNG (and LNG) has certainly grabbed some headlines of late. Fiat last year shocked most in the industry when it won the Green Engine title at the International Engine of the Year Awards for its two-cylinder TwinAir CNG creation, and, following the Italian carmaker’s lead, Volkswagen, Europe’s largest OEM, has also joined the party with a CNG derivative of its tiny three-cylinder motor in the Up. And while debate continues on the desirability of fracking – a process seen as a way to ensure supply stability in regions with shale gas reserves, but believed by environmental campaigners to have potentially disastrous ecological side-effects – there’s no denying that natural gas is very much back on the automotive industry agenda. Looking specifically at reducing vehicle emissions output, Neville Jackson, chief technology and innovation officer at Ricardo, believes that “CNG is an interesting opportunity in that there’s quite a good developed market in certain countries already, because of the taxation benefits that have been provided”. Neville, who is also director of the UK Centre of Excellence for Low Carbon Vehicles, and board member for the UK government’s Low Carbon Vehicle Partnership, adds, “And the potential availability, if we can produce more gas, could also be a factor in the economics. But the great advantage of CNG is that it’s a ubiquitous fuel – we can use it in all sorts of other areas; we can use it in domestic supplies, we can use it as energy storage, and we can mix CNG and biogas, provided the biogas is of reasonable quality.” According to the Natural & Bio Gas Vehicle Association Europe (NGVA), there are fewer than 4300 public refueling facilities in Europe, including Russia and Ukraine, and less than 700 in the USA, says the DoE Alternative Fuels Data Center. However, numerous organisations are rapidly developing home refueling and compression systems, an area explored by Honda for the USA with its Civic Natural Gas model. Covers - synthetic methane or e-gas. See Doc.145714 (Engine Technology International, Jun 2014, pp34-38.)



NATURAL GAS VEHICLE FUEL SURVEY - COMPRESSED NATURAL GAS VEHICLE FUEL SURVEY Southwest Research Institute With recent advances in tight gas production methods from shale formations, the estimated reserves of natural gas in the United States have increased from approximately 175 trillion cubic feet (TCF) in 1999 to over 320 TCF in 2012. In response to the corresponding drop in natural gas prices, several automakers have introduced new models of natural gas vehicles (NGVs) for medium-duty and heavy-duty use and are working to expand the markets for NGVs in the United States. A key challenge to automakers in their plans for market expansion is the lack of data on compressed natural gas (CNG) quality at existing refuelling stations and in regions where new CNG stations would be built. Data on water vapour in CNG is of particular interest because of its potential to corrode NGV fuel systems and to form hydrates that can plug fuel valves. The quality of natural gas delivered by transmission pipelines and local distribution companies to CNG stations varies, depending on factors such as available gas supplies, the amount of processing performed on the gas, and supplies drawn from storage during high-demand months. The recent increase in “shale gas” production in the United States has increased these variations since the last published study of pipeline gas compositions. To help automakers and other stakeholders understand the geographic variations in natural gas quality that NGVs may encounter, Southwest Research Institute (SwRI) has obtained data on pipeline natural gas quality and CNG quality at CNG stations across the United States. The goals of this project were to provide the Coordinating Research Council with data on natural gas quality at transmission pipelines, local distribution company pipelines, and CNG dispensers, and to provide CRC with an understanding of any geographic variations in natural gas components and parameters affecting NGV performance. From the early 1990s to the early 2000s, differences in gas quality among supplies in different regions of the US became smaller, but then became broader between 2003 and the present. This diversity in gas quality is attributed to the increasing variety of natural gas sources, particularly shale gas supplies. Several conclusions about natural gas quality and CNG quality across the country were drawn from the results of this study. - Within each geographic region defined for this study (Pacific, Rockies, Central, and Eastern regions), CNG samples from some stations were distinctly higher in heating value and Wobbe index (a parameter related to natural gas engine performance) than other stations in the same region. Overall, however, the average heating values and Wobbe indices for each region were not statistically different from one another. - Fluctuations in gas quality at a single location have been observed over periods of months, weeks, and days due to changes in supply and seasonal variations. - The Natural Gas Council White Paper on Natural Gas Interchangeability and Non-Combustion End Use has recommended limits on quality parameters for natural gas pipelines so that gas supplies from different sources are interchangeable with one another at the point of use. A recent survey has also listed typical limits on quality parameters for gas supplies that pipelines accept from producers and processors. The gas samples collected from CNG stations for this project complied with all of these limits except for moisture content. However, daily gas quality data from pipeline websites show that these limits can be exceeded for several days at a time. - At about one-fourth of the CNG stations visited during this project, the moisture content of the dispensed CNG was significantly greater than the moisture content of the natural gas entering the stations. Despite the fact that only two of the 23 stations were receiving natural gas with moisture levels exceeding the recommended limit, four stations were dispensing CNG with moisture levels exceeding the limit. These findings were supported by liquid sample analyses and data from onsite equipment. Moisture in dispensed CNG and its potential effects on NGV fuel systems may be of concern to NGV manufacturers and other stakeholders in the CNG industry. - All of the liquid samples collected from the CNG stations were found to contain trace amounts of heavy hydrocarbons left behind after the lighter CNG components flashed off from the liquid sample cylinders. Only four of the 22 trace hydrocarbon samples resembled known compressor oils, but the others contained hydrocarbons with similar carbon numbers to compressor oils. The small amounts of liquid prevented quantitative estimates of the relative fractions of heavy components in the CNG. See Electronic Document 6957 (Alpharetta, Georgia, USA; Coordinating Research Council, Jun 2014, CRC Project No.PC-2-12, SwRI Project No. 18.19236, 194pp, approx 50 refs.)



STATIONARY, OFF-HIGHWAY, MARINE, LOCOMOTIVE AND TOTAL ENERGY SYSTEMS

Engines and Systems

EXPLORING FUEL FLEXIBILITY: DUAL-FUEL, SINGLE-FUEL, LNG AND TIER 3 LIQUID BRYCHEINS Ltd Covers - Fuel transitions, Market Drivers, Shipping Routes/ECAs, LNG Infrastructure, Comparative efficiency for competing gas technologies. See vCD 201 Session5 David Bricknell_Brycheins.pdf (The Annual Marine Propulsion & Auxiliary Conference 2014, London, UK, 23-24 Apr 2014, 7pp.) BETTER POWER FOR A CHANGING WORLD - INTEGRATED LNG PROPULSION SYSTEMS Rolls Royce The push towards LNG - to reduce fuel economy, CO2, NOx and SOx emissions. Why use natural gas as a marine fuel? Emissions Reduce harmful emissions of NOx, SOx, CO2, Particles Costs Fuel Price Reduced Fuel consumption, gas engine more efficient than diesel. Reduced maintenance on the fuel system… Spark plugs instead of high pressure Diesel system (pumps, injector, filters) Remove or Reduce Ship Owner’s taxes and other fees related to emissions Reduced Lube Oil consumption, Lube Oil purifier not required. Clean Engine Room Environment for the Crew No Black Smoke. Covers - Bergen Pure Gas Engine, Rolls-Royce pure gas engines, Safety, The LNG Tank System, Bukser and Berging - Gas Tug, Fjordline – Cruise Ferry. See vCD 201 Session5 Finn Arne Rognstad_Rolls Royce.pdf (The Annual Marine Propulsion & Auxiliary Conference 2014, London, UK, 23-24 Apr 2014, 5pp.) GREENVILLE ‘GREEN’ LOCOMOTIVE The availability of low-cost natural gas produced from US sources provides an unprecedented opportunity for “green” locomotives. Operating locomotives on clean natural gas — either liquefied natural gas (LNG) or compressed natural gas (CNG) — can reduce nitrous oxide (NOx) and particulate matter (PM) emissions substantially while greatly reducing operating fuel costs for railroads. Motive Power & Equipment Solutions Inc (MP&ES), a provider of new and remanufactured locomotives, has developed the Greenville locomotive, an ultralow emissions gen-set locomotive powered by a combination of natural gas and diesel fuels. The dual-fuel Greenville is aimed at switcher and short line operations. The Greenville MP1500 locomotive is powered by twin Cummins QSK19 Tier 3 engines. This inline, 19-litre (15.87 cm bore and stroke), six-cylinder, four-stroke diesel engine produces 559 kW, with a total of 1118 kW in the baseline MP1500. The intercooled, turbocharged, dual-fueled engine produces the same performance — horsepower, emissions, fuel economy, etc, as the regular QSK19 diesel engine, the company said. With natural gas, emissions are naturally lower. See Doc.145810 (Diesel & Gas Turbine Worldwide, Jun 2014, p6.) 2014 ENGINE SPECS-AT-A-GLANCE Latest update of chart listing engine power (kW) ranges for diesel, gaseous, petrol and heavy fuel oil engines from the following manufacturers – AGCO Power, Anhui Quanchai Engine, Briggs & Stratton, Caterpillar, Changfa Group, Cummins, Deutz, Dongfeng Chaoyang Diesel, Doosan Infracore, FPT



Industrial, Hangzhou Engine, Motorenfabrok Hatz, Hino Motors, Isotta Fraschini Motori, Isuzu, JCB Power Systems, Jiangsu Linhai, John Deere Power Systems, Kohler Engines/Lombardini, Kubota, Liebherr, MAN Truck & Bus, Marinediesel, MTU, Navistar, Perkins, Peugeot Citroen, Scania, Seatek, Shanghai Diesel Engine, Steyr Motors, Volkswagen, Volvo Penta, Weichai, Yanmar, YTO (Luoyang) Diesel Engine, Yuchai Group. See Doc.145827 (Supplement to Diesel Progress International, Jun 2014, 4pp.) MAN GAS ENGINE DEVELOPMENT MAN Diesel & Turbo Agenda: Supply and Infrastructure - Worldwide LNG Prices, Worldwide LNG Infrastructure & Availability, MAN Turbo & Diesel 4 Stroke Portfolio. Technical Trends - Peak Firing Pressures (medium speed), TC Efficiencies and Pressure Ratios. Drivers in Marine Business - Emission Advantages of Gas Engines, Customer Benefit of Dual Fuel Engines, Methane Slip, Total GHG Emissions, 51/60 DF Engine, Legislation - IMO Implementation Schedule, LNG as a Fuel for Large Container Ships. Examples for Power Business. Summary: Benefits: Power and Marine - Reduced CO2 emissions - Reasonable fuel prize - Safe and redundant operation - Excessive heat recovery possible Marine - No additional measures to reach NOx and SOx-limits - Will meet future IMO black carbon regulations - Helps for the EEDI Challenges: Power: upcoming grid codes Marine: Installation of storage equipment - Regulations not finally settled - Infrastructure and refuelling. See vCD 218 03 MAN Diesel & Turbo Ch. Poensgen.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 25pp.) TRENDS FOR FUTURE DRIVE SYSTEMS Rolls-Royce Power Systems Agenda: Introduction / Framework - Environmental Challenges, Greenhouse gases (GHG), CO2, CH4, NOx/PM Regulation as of today, Emissions Regulation Forecast 2025. Fuel Trends - FVV Study: Greenhouse Gas Emissions of Liquid Fuels. Electrified Powertrains - Energy Storage Technologies, Li-Ion-based energy storage systems, Waste Heat Recovery. Trends for Off-Highway Applications - Hybrid Rail Propulsion, Application of Gas Engines, High Speed Gas Engines, Medium Speed Gas Engines, Waste heat recovery – continuous power / gas genset. Conclusion: Global emissions legislation will become even more stringent. Focus here will be on climate, environment and health. Complexity of `emission minimising technologies´ will rise. Attention will focus on fuels and system solutions. See vCD 218 04 Rolls-Royce Power Systems U. Dohle.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 20pp.)



TECHNOLOGY TRENDS FOR WARTSILA GAS ENGINES Wartsila Looks at marine and land based applications. Covers - Historical development: W34SG case, fuel price development, Emission regulation (NO2), 2-stage turbocharging, Closed-loop cylinder pressure control, Cylinder pressure control results, Wartsila 50 DF – Viking Grace. See vCD 218 05 Waertsilae K. Portin.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 24pp.) DRIVING CUSTOMER VALUE WITH NATURAL GAS ACROSS LARGE ENGINE MARKETS Caterpillar Covers - Natural Gas Engine Technologies including Spark-Ignition, Dual-Fuel (Dynamic Gas Blending), High Pressure Direct Injection (HPDI); New EP GAS Offering: G3516H, G20CM34 genset engine, Caterpillar Power Generation Systems, Caterpillar Gas Compression Engine Power Range (GCM34, G3600, G3500, G3400 & G3300), Dynamic Gas Blending, M46DF Dual Fuel Engine : 900KW/cyl, Electro-Motive Diesel (EMD) Powering Rail/Marine w/ Dual Fuel EMD 710, Mining, LNG Off-Road Customer Value. See vCD 218 06 CAT S. Fiveland.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 26pp.) CURRENT DEVELOPMENT ACTIVITIES, ESP. FOR THE (MWM) ENGINE FAMILY TCG 2032 / CG260 Caterpillar Energy Solutions Agenda: Company and product overview - MWM Genset families – overview (TCG 2020-V12/V16/V20, TCG 2016-V8/V12/V16, TCG 2032-V12/V16) TCG2032 / CG260 engine concept - 4-stroke gas engine, Homogeneous lean burn combustion, Open chamber combustion, Turbocharging & Miller valve-timing, Controllable venturi-type gas mixer, 2-stage mixture cooling, Chamber spark plug, Cylinder selective knock control, Combustion temperature based NOx-control, Electronic engine & plant control Objectives of the TCG2032 EVOLUTION package - Robustness, Efficiency increase, Emission reduction, Power increase Results and new engine features - Composite steel piston, Revised gas mixer, Optimised mixture cooler, New combustion concept, Optimisation of combustion, Reduction of auto-ignition tendency, Increase of knock margin & reduction of auto-ignition, Increase of BMEP, efficiency & reduction of emissions, Results of GenSet tests New power plant concept for the TCG2032 (EVO) Summary & Outlook: TCG2032 Evolution is a robust engine with reduced auto-ignition tendency and increased knock margin. Less HC- and CO-emissions to fulfil future emission regulations without exhaust gas aftertreatment or smaller catalysts. Efficiency and power output improvement validated for additional customer’s needs and requirements. Basis for further power and efficiency increase as well as fuel flexibility (low methane numbers and MN fluctuations during operation). See vCD 218 08 CES W. Mueller.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 24pp.) NATURAL GAS FOR OFF-ROAD APPLICATIONS Westport Agenda: Westport Overview HPDI Technology - High Pressure Direct Injection - Pilot diesel injected just prior to natural gas to provide energy for auto-ignition of gas injection - Natural gas injected at high pressure at end of compression stroke (no pre-mixed air/fuel)



Low diesel usage under all conditions - Average of ~5% diesel over vehicle operating cycle Diesel Engine Performance remains - Same high power and torque - Same or higher efficiency Robust combustion over wide range of fuel composition (no premixed air/fuel so no chance of detonation) Sustainable Development Technology Canada (SDTC) Locomotive Demo Program - SDTC HPDI System on EMD 710 Engine, Injectors, Common Rail System, Fuel Conditioning Module. Summary: The SDTC engine test results meet or exceed original goals, - Engine out emissions are all within Tier 3 standards, while GHG emissions meet the 20% or better target The SDTC demonstration will move toward locomotive testing - A High Pressure gas tender is in development CAT/EMD and Westport are fully engaged in collaborative development of HPDI systems for locomotives and Mine Trucks This activity is driven by the strong demand for cheaper, cleaner natural gas in off-road high-horsepower applications. See vCD 218 09 Westport D. Mumford.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 24pp.) HIGHER EFFICIENCY GAS ENGINES FOR WORLDWIDE POWER APPLICATIONS FROM JENBACH, AUSTRIA GE Distributed Power Contents: The Launch of GE Distributed Power GE Gas Engine Portfolio and Positioning The Approach - J920 FleXtra Engine Highlights: Best in class electrical efficiency ~10 MW gas engine with high electrical efficiency of 48.7%. High CHP efficiency - 2-stage turbocharging technology CHP total efficiency of >90%. 3 Module GenSet concept - Pre-fabricated and factory tested modules for reduced site installation work. Power plants - Single or multiple installation engine projects. Covers - J920 FleXtra design comparison (cross sections). See vCD 218 02 GE Jenbacher P. Frigge.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 2, 21pp.) ADVANCED DEVELOPMENT OF NIIGATA MEDIUM-SPEED DUAL-FUEL AND GAS ENGINES WITH 1 TO 6 MW RANGE SUITABLE FOR MARINE PROPULSION AND POWER GENERATION Niigata Power Systems Covers - Trend of power generation in Japan, Diversification of a power generation plant operating and Customer support, Gas Fuel situation in Japan, Niigata engines meet IMO Tier III, Market Requirement - Emissions, Fuel Consumption, Reliability, Customer Support, Cost, Fuel Control, Secure of Electric Power, Interest to gas fuel ship, 28AGS series for power generation, Control system of 28AGS, AHX-DF for Marine Dual Fuel Engine, Combustion method and A/F control, Transient characteristic and knocking control under transient operation. Summary: 1. Power generation Gas Engine Niigata has been developing and supplying new 28AGS gas engines for power generating applications on land with a high level of economic efficiency and environmental friendliness. 8 generator sets will be starting to generate power in this year. 2. Marine propulsion Dual Fuel Engine Niigata has been developing new marine gas engine with new combustion and control systems. New engine satisfied NOx emission for IMO Tier III with gas mode and Tier II with diesel mode. Transient



performance comparable to diesel engine was achieved in gas mode of the developed engine with technique of air securement and knock reduction. Two engines will be delivered to ship yard at end of this year. This is the world’s first direct drive of FPP marine gear driven ship by LNG fuel. See vCD 218 04 NPS S. Goto.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 2, 10pp.) DUAL FUEL ENGINE TECHNOLOGY TRENDS AVL Agenda: Age of natural gas - emissions regulations. Dual fuel combustion - dual-fuel conversion of medium speed engines, dual-fuel high speed engines. Tools and methods - large single cylinder engines, CFD cooling model. Technology, AVL R&D - pilot injector, controls and software, condition based monitoring. Conclusions: Gas fuel substitution on current Diesel engines, with engineering in gas admission, turbocharging, controls. Tier 4 high speed Dual Fuel engines operating at rated output on both Diesel and Gas are a challenging task. Tier4 key technologies are Diesel fuel systems, gas admission, knocking abatement, gas exchange and controls. Medium speed Dual Fuel marine engines will improve performance taking advantage of IMO3 Diesel engine technology. Medium speed Dual Fuel marine engines will continue to be rated output operational on both Diesel and gas fuels. Dual Fuel Engines, the gate to large scale gas fuel utilisation. See vCD 218 05 AVL A. Ludu.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 2, 28pp.) DUAL FUEL FOR MEDIUM SPEED ENGINES IN TRANSPORTATION GE Transportation Covers - Locomotive anatomy, Freight energy consumption, Economic motivation for natural gas, Gas fuels for North American locos, Rail industry LNG supply chain, Requirements, Evo engine, Natural Gas Injection Technologies. See vCD 218 06 GE-T E. Hall.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 2, 17pp.) GREEN(ER) SHIPPING WITH LNG Bergen Covers - GHG reduction vs. fuel consumption, Bergen gas engine development, Hybrid propulsion – M/F Tresfjord, Marine mechanical drive key enablers. See vCD 218 08 Bergen Engines L.A. Skarbo.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 2, 18pp.) ARROW ENGINE & CO Arrow Engine said it is now in full production of its newly released 490 NA and 490 TA gas engines. The NA is naturally aspirated and rated 110 bhp at 1800 rpm for continuous duty, while the TA is turbocharged and after-cooled with a rating of 150 hp at 1800 rpm. Both new engines are inline, six-cylinder, 8.9-litre units that have water-cooled exhaust manifolds and air-to-air after-cooling. They are designed for continuous power generation, compressor drive, irrigation, oil lift and cogeneration applications, Arrow said. Arrow said that a new 16-litre, six-cylinder engine is in the final development phase and is slated for release this year. The engine will be rated 225 hp at 1800 rpm naturally aspirated and 300 hp in its



turbocharged and after-cooled version. Covers - Arrow Engine Control System (AECS). See Doc.145854 p31 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.) KUBOTA Kubota Engine America is offering an industrial spark-ignited engine line based on its diesel engine platform. The lineup consists of the WG752 (0.7-litre), WG972 (0.9-litre), WG1605 (1.5-litre) and the WG2503 (2.5-litre) and are available in gasoline, liquefied petroleum gas (LPG) and dual-fuel (gasoline and LPG). The spark-ignited engines complement the Kubota's diesel engine lineup, the company said. See Doc.145854 pp54-55 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.) MAN MAN introduced its eight-cylinder E3268 LE2x2 engine, which the company said offers 496 hp, or 40% more power than its predecessor model. The engine is designed to allow for optimisation for natural gas or biogas, so it can be used with the fuel best suited for the application. With a bore and stroke of 132 x 157mm, the E3268 LE2x2 develops its power from a cubic capacity of 17.2-litre. The engine is available as the E3268 LE212 for use with natural gas with a compression ratio of in the range of 12:1 or as the 83268 LE222 for biogas operation with a compression ratio of approximately 14.1. Also new is the D2676 LE13x,a six-cylinder engine designed for use in agricultural machinery. The MAN D2676 LE13x comes in four ratings - 400, 440, 480 and 520 hp. With a cylinder bore and stroke of 126 x 166mm, the D2676 LE13x develops its maximum torque of 1383 to 1770 Ib-ft from a displacement of 12.4-litre. All MAN engines have met US emissions standards for commercial use (EPA Tier 3) since January 2014. See Doc.145854 pp55-56 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.) PSI PSI has launched the next generation of its heavy-duty engines. The fuel-flexible heavy-duty portfolio is designed for power generation and oil and gas applications and includes engine displacements of 8.1, 11.1, 14.6, 18.3 and 21.9-litre, with a total power band range of 65 to 430 kWe. PSI also introduced a propane-powered 8.8-litre engine for Capacity's TJ5000 warehouse and distribution tractor at the 2014 NTEA Work Truck Show. See Doc.145854 pp62 & 64 (Diesel Progress, North American Edition, 35th Annual Engine Yearbook, Jun 2014.)



ENGINE AND FUEL SYSTEMS COMPONENTS

IMPACT OF 2- AND 4-STROKE ENGINE TECHNOLOGY DRIVERS ON MODERN TURBOCHARGERS AND TURBOCHARGING SYSTEMS DEVELOPMENT Ricardo Contents: Introduction: Turbocharger development for large engines is driven by the requirements defined from modern turbocharged 2- and 4-stroke diesel and gas engines. Turbochargers need to - operate, if possible, with the highest possible efficiency and to provide the required air mass flows in a wide engine operating range - to provide high reliability and long service intervals. For a sufficient engine operation, the turbocharger and turbocharging system operating strategy need to be defined in combination - with flexible multi/fuel injection systems and - exhaust gas emission reduction technologies. Turbocharging Development Trends for 2-Stroke Engines Turbocharging Development Trends for 4-Stroke Engines - New 1-stage high pressure turbochargers, 2-stage turbochargers for Gas, Diesel and HFO Engines, 2nd generation ‘Power2 800-M’ for large medium-speed engines, Available EGR Technologies to meet IMO III with 1-stage turbocharging systems, Available EGR Technologies to meet IMO III with 2-stage turbocharging systems. Conclusions: Turbocharger development is driven by emissions reduction, fuel economy and power density requirements. Compact, high efficiency and high pressure ratio 1- and 2-stage turbocharging systems with sophisticated control strategies are necessary for IMO III compliance especially if further power increase steps are on planning. Overall pressure ratios up to 12:1 with 2-stage turbocharging systems are already possible. Electrically and hydraulically assisted turbocharging systems are expected to be introduced very soon for large engines turbocharging. See vCD 201 Session4b Ioannis Vlaskos_Ricardo.pdf (The Annual Marine Propulsion & Auxiliary Conference 2014, London, UK, 23-24 Apr 2014, 20pp.) SECOND GENERATION TWO-STAGE TURBOCHARGING FOR LARGE FOUR-STROKES ABB Turbo Systems The first four-stroke engines with two-stage turbocharging are on the market. At ABB, two-stage turbocharging is already entering its second generation. On diesel engines the aim is to further enhance NOx emissions, fuel consumption and power density and on gas engines power density, load acceptance and operating flexibility. Ease-of-maintenance is also a high priority. Covers – Miller Cycle, compactness, performance potential, design, ease of service, gas outlet flow channel, gas inlet casings, new shaft seal design, installation dimensions, thermodynamic components. See Doc.145690 (MTZ Industrial, Apr 2014, pp26-33.) THE DEVELOPMENT OF AN ELECTRONIC CONTROL UNIT FOR A HIGH PRESSURE COMMON RAIL DIESEL/NATURAL GAS DUAL-FUEL ENGINE Xi’an Jiaotong University and Wayne State University Natural gas has been considered to be one of the most promising alternative fuels due to its lower NOx and soot emissions, less carbon footprint as well as attractive price. Furthermore, higher octane number makes it suitable for high compression ratio application compared with other gaseous fuels. For better economical and lower emissions, a turbocharged, four strokes, direct injection, high pressure common rail diesel engine has been converted into a diesel/natural gas dual-fuel engine. For dual-fuel engine



operation, natural gas as the main fuel is sequentially injected into intake manifold, and a very small amount of diesel is directly injected into cylinder as the ignition source. In this paper, a dual-fuel electronic control unit (ECU) based on the PowerPC 32-bit microprocessor was developed. It cooperates with the original diesel ECU to control the fuel injection of the diesel/natural gas dual-fuel engine. Also, a real-time diesel substitution rate control strategy for the dual-fuel engine was implemented. The validation engine results indicated that by utilising the original diesel injection parameters (such as common rail pressure, injection fuel quantity and injection timing), both the pilot diesel and natural gas injection in the dual-fuel mode can be flexibly controlled by the dual-fuel ECU. This is accomplished without much complicated calibration work and with an average of 86% diesel substitution rate. Moreover, the PM and the NOx emissions substantially decreased in the dual-fuel mode compared to that in the pure diesel mode with a slight penalty increased THC emissions. See SAE 2014-01-1168 (2014, 11pp.) DESIGN AND ANALYSIS OF A SELF-REFUELING CNG VEHICLE TO PROVIDE HOME REFUELING Czero Inc and Oregon State University Home refuelling systems for natural gas vehicles are commercially available but suffer from long refilling times and high system costs. A novel concept of selectively repurposing one cylinder of a compressed natural gas (CNG) engine to be used as a compressor would allow a CNG vehicle to refuel itself quickly and with low capital cost. Using funding from the DOE through the ARPA-E program, such a vehicle is being designed and built by Oregon State University with the help of Czero Inc. This paper outlines some of the early design, analysis and simulation work done to prove the concept and arrive at a first prototype design. Some of the unique challenges associated with the concept are discussed and the solutions to them are presented. An accompanying paper will present test results for the system. See SAE 2014-01-1341 (2014, 12pp.) EXPERIMENTAL VALIDATION TOWARDS A SELF-REFUELING CNG VEHICLE TO PROVIDE HOME REFUELING Oregon State University In this paper we describe the experimental apparatus used to validate concepts associated with a bimodal internal combustion engine for use in natural gas vehicles (NGV's). In one mode, all engine cylinders fire normally providing locomotion for the NGV. In the other mode, one cylinder of the engine is used to compress residential natural gas, in multiple stages, to a standard US compressed natural gas (CNG) vehicle storage tank pressure of 250 bar. In the refueling mode, while the single cylinder is compressing natural gas it is powered by natural gas combustion in the remaining engine cylinders. Here we describe the engine dynamometer testing used to validate the bimodal engine design described in a companion paper. More specifically, a base compression ignition engine is powered by an AC motor while pumping air into storage tanks while all relevant thermodynamic parameters are recorded. The experimental data is compared with numerical model data in anticipation of convergence between the two. The air compression tests are completed en route to completing the same tests with natural gas. See SAE 2014-01-1343 (2014, 7pp.) A PHILLY SQUEEZE BREAK Temple University in Philadelphia had 10 sets of tandem Caterpillar 3516 natural gas engines that needed upgrades to comply with the Environmental Protection Agency's (EPA) RICE NESHAP stationary emissions regulations. Temple came to Johnson Matthey with questions about RICE NESHAP requirements and catalysts in early 2012. In this particular situation, the school faced three equal, but somewhat conflicting, challenges: - The solution had to meet RICE NESHAP requirements. - The catalytic units had to fit in the existing space available. - The catalyst systems needed to function effectively within the backpressure limitation of the engines, because Temple couldn't derate the engines by allowing a higher backpressure. Temple selected ENERActive Solutions to provide a complete turnkey retrofit project including design, material procurement, installation and guaranteed performance. In order to achieve the 93% CO reduction, ENEMctive required CO catalyst systems that could operate at all engine conditions, including



continuous load, part load, startup and standby - all without affecting the plant's operation. To do that, ENERActive chose Johnson Matthey's Modulex 880 CO catalytic converters. Covers - gensets. See Doc.145740 (Diesel Progress North American Edition, Nov 2013, pp20 & 22.) FLEXIBILITY IN TURBOCHARGING - OPTIONS AND OPPORTUNITIES ABB Turbo System Flexibility in Turbocharging – Topics: Turbocharging Options - 2-stage Turbocharging - Variable Valve Timing Potential for Gas Engine Applications - Stationary EPG - Medium Speed Dual Fuel MARINE Propulsion - High Speed MARINE Propulsion Summary. Covers - Power2 Two-stage Turbocharging, VCM – Valve Control Management (cam-supported electro-hydraulic valve train). See vCD 218 07 ABB U. Gribi.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 24pp.) NEW GENERATION DUAL FUEL INJECTION SYSTEMS L'Orange Conclusions Dual Fuel is not only a “bridge technology” towards gas-engines Homogeneous and heterogeneous combustion concepts have their individual advantages and will both find their applications For homogeneous Combustion systems the "Single Nozzle DUAL FUEL" technology results in a significant simplification for the engine linked with a slight increase in effort for controls and injector Challenges are addressed: closed loop injection control is the main task Base Technologies are ready for engine implementation. Further improvements are under development. Covers - Heat Management in DUAL-FUEL injectors, Consequences of overheated nozzles, nozzle cooling, Dosing accuracy (shot-to-shot), Atomization/fuel preparation, HP-pump. See vCD 218 01 L'Orange M. Willmann.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 2, 15pp.)



RESEARCH AND COMPUTER SIMULATION

Fuel/Air Mixing and Combustion

SYSTEM SIMULATION OF NATURAL GAS LEAN COMBUSTION TO PREDICT POLLUTANT EMISSIONS OF HEAVY-DUTY TRUCK ENGINE Siemens, PLM Software, LMS 1D Division and Ecole Centrale de Nantes CRMT The work reported in this paper focuses on system simulation applied to a heavy-duty truck spark ignition natural gas (NG) engine operating with lean fuel mixtures. This natural gas technology allows for a clear benefit in terms of fuel consumption and a drastic decrease of the engine-out emissions. These advantages are depicted through the application of system simulation. The in-cylinder process predicted using physical models - allowing a limited experimental data dependency and extrapolation capabilities - is correlated with measurement data. The pollutants kinetic mechanisms are modelled in order to predict the main pollutants emissions such as NOx and CO. A comparison between simulation and test bench results is achieved on a complete engine map. Finally, the combustion model is integrated into a complete multi-cylinder engine model including a turbocharged air path system with objective to adapt the original boosting system design for lean operation. Covers - Coherent Flame Model (CFM). See vCD 205 lenz14_02_20_LMS_Saussol_e.pdf (35th International Vienna Motor Symposium, May 2014, Organised by OVK & TU Vienna, 14pp.) INVESTIGATION OF DIESEL AND CNG COMBUSTION IN A DUAL FUEL REGIME AND AS AN ENABLER TO ACHIEVE RCCI COMBUSTION FEV The advantages of applying Compressed Natural Gas (CNG) as a fuel for internal combustion engines are well known. In addition to a significant operating cost savings due to a lower fuel price relative to diesel, there is an opportunity to reduce the engine's emissions. With CNG combustion, some emissions, such as Particulate Matter (PM) and Carbon Dioxide (CO2), are inherently reduced relative to diesel fuelled engines due to the nature of the combustion and the molecular makeup of the fuel. However, it is important to consider the impact on all emissions, including Total Hydrocarbons (THC) and Carbon Monoxide (CO), which can increase with the use of CNG. Nitrogen Oxides (NOx) emission is often reported to decrease with the use of CNG, but the ability to realize this benefit is significantly impacted by the control strategy and calibration applied. FEV has investigated the emissions and performance impact of operating a heavy-duty diesel engine with CNG in a dual fuel mode. The CNG was introduced via injectors mounted to an inlet pipe located upstream of the intake manifold. The fumigation approach included a mixer to improve the distribution of gas prior to delivery to the cylinder. The initial investigations sought to determine how the performance of a heavy-duty diesel engine would be affected by the introduction of CNG. For this effort there was no change to the base engine calibration, and the ability to maximise substitution of diesel with CNG was investigated. It was observed that the ability to maximise substitution of diesel with CNG across the operating map was limited by extremely high THC levels, combustion instability and limitations in peak cylinder pressure and exhaust gas temperature. With the application of a simplified engine calibration with a single diesel injection and Exhaust Gas Recirculation (EGR), timing adjustments allowed higher CNG substitution levels in several areas of the operating map. A further increase in gas substitution along with higher fuel conversion efficiency, improved combustion stability and even lower emissions could be achieved through Reactivity Controlled Compression Ignition (RCCI) combustion. This approach required a unique injection strategy along with a careful balance of EGR rates and boost pressure. Under this combustion regime it was possible to observe a simultaneous reduction of NOx and PM emissions, approaching engine-out emission levels that could avoid, or significantly minimise, aftertreatment of these species. With the desire to quickly apply CNG systems to existing diesel engine architecture in an effort to reap the benefit in fuel cost savings, manufacturers and system developers must be careful to understand the full impact on the engine's performance and emissions. Tests conducted as part of this investigation have



revealed that an un-optimised approach to CNG introduction can lead to extreme THC emissions that mostly consist of Methane (CH4). In addition, the maximum gas substitution level is significantly limited in most regions of the engine operating map. Thus, the ability to specifically tune the calibration for operation with CNG is essential to achieving the maximum benefit in fuel cost savings and emission control. See SAE 2014-01-1308 (2014, 14pp.) ADVANCED TWO STROKE ENGINE WITH DIRECT INJECTION AND JET IGNITION OF CNG Royal Melbourne Institute of Technology University Two-stroke engines are light weight, simple construction, high power to weight ratio and low cost to manufacture. The main problems with two-stroke engine are emissions and low fuel- efficiency. This research use a two-stroke engine with crankcase scavenging also adopting an exhaust reed valve and lamellar intake, accommodating a high pressure direct injector as used in the latest 2 stroke gasoline engines. The traditional spark plug is replaced by a jet ignition device. The main chamber fuel is however CNG. The jet ignition device is a pre-chamber accommodating a gasoline GDI injector operated with CNG and an 8 mm racing spark plug. The jet ignition pre-chamber is connected to the main chamber through calibrated orifices. The CNG is injected after the exhaust port closes. The GDI injector operated with CNG introduces a slightly rich amount of fuel in the pre-chamber. The spark plug discharge initiates the pre-chamber combustion that then propagates to the main chamber though multiple jets of high energy partially burned hot combustion products that quickly ignite the main chamber mixtures. Lubrication is performed by selective oil injection where needed rather than oil mixed with fuel. This study has shown good modelling results with efficiencies well in excess of 30% in the area of best engine operation, and reduced energy penalties when changing load and speed. See vCD 212 F2014-CET-010.pdf (FISITA, Maastricht, Jun 2014, 6pp.) NUMERICAL ANALYSIS OF MIXTURE FORMATION AND COMBUSTION EVOLUTION IN DIRECT INJECTION JET IGNITION GAS ENGINES Royal Melbourne Institute of Technology University A more sustainable transportation calls for the use of alternative and renewable fuels, a further increase of the fuel energy conversion efficiency of internal combustion engines, as well as the reduction of the thermal engine energy supply by recovering the braking energy. The paper presents a combustion system concept being developed to improve the fuel conversion efficiency of internal combustion engines for transport applications fuelled with gaseous fuels. The combustion system comprises a direct fuel injector and a jet ignition device. The combustion evolution is optimised to increase the amount of fuel energy transformed in piston work within the cylinder by modulating premixed and diffusion combustion processes. Results of CFD simulations with detailed chemistry are presented in the paper. Covers - environmentally friendly vehicles, compressed natural gas. See vCD 212 F2014-CET-013.pdf (FISITA, Maastricht, Jun 2014, 14pp, 53 refs.) THE VALIDATION OF A DUAL-FUEL COMBUSTION MODEL FOR HEAVY DUTY DIESEL ENGINES Chalmers University of Technology The use of gaseous fuels for internal combustion engines is expected to increase in the future. Heavy-duty diesel gas engines often use dual-fuel combustion based on natural gas/methane that is supplied with intake air by injecting the gas into the intake manifold and using direct injection (DI) of pilot diesel as the ignition source. This means that a large fraction of the chemical energy in the fuel is aspirated with the intake air. In order to simulate dual-fuel combustion, a new computer model incorporating two coupled combustion modes has been developed: a diesel mode modelled as a partially premixed reactor, and a flame propagation mode. The combustion model was implemented in the updated KIVA-3V CFD engine code. The paper focuses on validating the dual-fuel combustion model (natural gas (NG) or methane with diesel oil) by comparing its predictions to experimental data. An experimental investigation was conducted on a single-cylinder Volvo D12C DI Diesel engine with a displaced volume of 2.02 litres that was modified to operate under dual-fuel conditions. Experimental data such as in-cylinder pressures, heat release traces



and emissions (NOx and CO2) were acquired at constant engine speed and load. Different equivalence ratios of the gaseous mixtures were prepared in the cylinder before ignition, and compared to the calculated dual fuel engine in-cylinder parameters. The model was also applied to conventional diesel combustion as a comparative study. See vCD 212 F2014-CET-016.pdf (FISITA, Maastricht, Jun 2014, 10pp.) EXPERIMENTAL STUDY OF FLAME PROPAGATION LIMITS RESULTING FROM MIXTURE DILUTION IN METHANE FUELED GAS ENGINES TNO Technical Sciences, Eindhoven University of Technology and Fontys University of Applied Science Models for premixed combustion in lean burn natural gas engines usually assume that combustion takes place in thin reaction zones (flamelets). The validity of this assumption has been tested for a typical HD engine. For this the burning velocity of lean methane air mixtures has been measured with the constant-volume technique using a combustion bomb. The resulting laminar burning velocity data have been correlated with pressure, unburned temperature and equivalence ratio. Further, measurements have been conducted in a single-cylinder, optically accessible engine. Using PIV, the flow field in the combustion chamber has been determined as well as turbulence levels and scales. Mie scattering has been used to visualise the shape of the zone with burned products. Finally a two-zones heat release model, using the measured cylinder pressure signal as input was used to calculate the instantaneous mass burning rate. The combined results of these investigations confirm the flamelet assumption. They further illustrate the complex shape of the apparent turbulent flame surface, something usually neglected in 1D phenomenological combustion models. See vCD 212 F2014-CET-079.pdf (FISITA, Maastricht, Jun 2014, 10pp.) AN EXPERIMENTAL STUDY ON LEAN COMBUSTION CHARACTERISTICS OF HYDROGEN ENRICHED LPG FUEL IN A LPG ENGINE Kookmin University, Korea Finding an alternative fuel and reducing environmental pollution are the main goals for future internal combustion engines. The purpose of this study is to obtain low-emission and high-efficiency by hydrogen enriched LPG fuel in a LPG engine. An experimental study was carried out to obtain fundamental data for the Lean combustion and stability characteristics of pre-mixed LPG and hydrogen in a LPG engine with various fractions of hydrogen-LPG blends. To maintain equal volume ratio of fuel blend, the amount of LPG was decreased as hydrogen was gradually added. The results showed that the rate of heat release enhanced as the hydrogen fraction in the fuel blend was increased. Moreover combustion parameters such as rate of heat release and COVimep are compared to predict the combustion stability. See vCD 212 F2014-CET-160.pdf (FISITA, Maastricht, Jun 2014, 7pp.) DEVELOPMENT OF HIGH-EFFICIENCY H35 GAS ENGINE AND H35 DUAL FUEL ENGINE Hyundai Heavy Industries Contents: Introduction of HiMSEN Engine - H17/21V, H17/28, H21/32, H25/33, H32/40, H32/40V, H46/60V, H17/24G, H35/40G, H35/40DF, H35/40GV. Optimisation for high efficiency. - Methane slip reduction - Flow optimisation (Intake port) - Combustion optimisation (Miller timing, pre-chamber, piston bowl of gas engine, micro pilot injector, main injector) Summary: The methane slip could be reduced by the optimisation of the gas supply timing and pressure, and the minimisation of the crevice volumes. To improve the efficiency of the gas engine at the same NOx level, the advance of the ignition timing and low EQR were needed. Slower combustion made it possible within the knock and Pmax limitation. The operation with the advanced pilot injection timing and minimum pilot fuel mass was the best for the



high efficiency of the gas operation of the dual fuel engine. The engine efficiency could be improved by the optimisation of combustion systems. See vCD 218 10 HHI Y.S.Lee.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 27pp.)

Fuels and Fuel Composition REVIEW OF SULPHUR EMISSIONS AVERAGING CALCULATIONS MOL LNG Transport MOL has approached ABS seeking concurrence, in principle, that the methodologies used to calculate the average sulphur emissions of a vessel while operating in an ECA with a mix of BOG LNG and low sulphur heavy fuel oil (LSHFO) are correct. MOL proposes that a vessel operating in the manner described while operating inside an ECA will emit less sulphur oxides than a vessel using a low sulphur fuel such as that specified in MARPOL Annex VI. Two different methodologies have been submitted as follows: A. In accordance with Article 4b of the Council Directive 1999/32/EC as amended by Directive 2012/33/EC, ships at berth in Union ports shall not use marine fuels with a sulphur content exceeding 0.10% by mass. However, Commission Decision 2010/769 has established a technological abatement method for liquefied natural gas carriers to run on a mixture of boil-off gas and marine fuel while at berth in Community ports as an alternative to using low sulphur marine fuels meeting the requirements of Article 4b of the Council Directive 1999/32/EC as amended by Directive 2012/33/EC. The calculation criteria for this alternative technological abatement method are set out in the Annex of the Commission Decision 2010/769. MOL has proposed to extend this methodology in considering the whole transit while in the ECA to include transit, manoeuvring and standby. A typical round-trip of an LNG carrier to Europe for discharge in the port of Zeebrugge, Belgium has been considered. The analysis evaluates the vessel’s fuel consumption from the time of entering the ECA to the time of departure. The method calculates the effective sulphur emissions while considering the total fuel consumption in the ECA. B. The second methodology proposed considers the above scenario of a typical round-trip of an LNG carrier to Europe for discharge in the port of Zeebrugge, Belgium. This examination applies the method for calculating the SO2 (ppm)/CO2 % (v/v) ratio of the exhaust of a vessel to determine the equivalency in accordance with regulation 4 of MARPOL Annex VI as described in Appendix II of IMO Resolution MEPC.184(159) “2009 Guidelines for Exhaust Gas Cleaning Systems”. MOL has extended this methodology to demonstrate the feasibility of such an equivalency approach. ABS has reviewed the calculations as per above methodologies and verified that calculations have been performed correctly and follow the approaches outlined in EU Commission Decision 2010/769 and IMO Resolution MEPC.184(159) respectively. See vCD 201 Session1 Allen Lewis_MOL.pdf (The Annual Marine Propulsion & Auxiliary Conference 2014, London, UK, 23-24 Apr 2014, 14pp.) LNG MARINE FUEL - THE CHALLENGES FACING AN OFFSHORE MARINE SUPPLIER Smit Lamnalco Agenda: Introduction The Legislation – Standards and ECA (Emission Controlled Areas) - IMO Legislation on natural gas fuelled engines in ships, Interim Guidelines on Safety for Natural Gas-Fuelled Engines Installations in Ships" as Resolution MSC 285(86). What is LNG and why use it as a marine fuel? Building an infrastructure LNG Safety issues Conclusions and questions. Summary: Methane slip can occur on engines that are not run at Optimum load. The engine manufacturers have to produce an engine suitable to run regularly at low loads whilst



minimising methane slip - The choice of LNG as a fuel for tugs and support vessels is not a practical solution until this issue has been addressed. LNG as a fuel is not readily available. Servicing infrastructure. Retrofitting tugs/support vessels is most likely not an option. New build is most likely. Safety, qualification and training. See vCD 201 Session5 Andy Brown_Smit Lamnalco.pdf (The Annual Marine Propulsion & Auxiliary Conference 2014, London, UK, 23-24 Apr 2014, 19pp.) AUTO FUEL VISION AND POLICY 2025 - REPORT OF THE EXPERT COMMITTEE Government of India The Mission Statement for this Committee may be stated as: “To develop an auto-fuel vision, road-map and an enabling policy framework, going forward to the year 2025 that aims to minimise the contribution of vehicular use to (primarily) urban air pollution in the shortest possible time frame and to do so in a financially sustainable manner. In doing this, due consideration will be given to the adverse environmental and health impacts of a deteriorating air quality and the associated socio-economic costs, while acknowledging that vehicular use is just one of the contributors to ambient air pollution the significance of which carries across geographies”. Contents: Auto Fuel Policy Committee for Auto Fuel Vision & Policy Approach and Methodology - Two Dimensions – Fuel Economy and Human Health - Fuel Economy/GHG Emissions - Emissions and Human Health Review of the Experience - Review of Initiatives to Improve Fuel Quality & Emissions - Gasoline Quality Improvement - Diesel Quality Improvement - Extension of BS IV Auto Fuels Coverage to 50 Cities - Key Issues Regarding BS IV Quality Auto Fuels - Lessons for Geographical Fuel Standard Integrity - Review of Initiatives Taken to Upgrade Quality of Automotive Fuels - Fuel Efficiency of India’s Road Transportation Vehicles Health Related Issues of Emissions and the Source Apportionment Studies by Central Pollution Control Board in Six Cities Global Experience and Developments on Auto Fuel Standards - Direction of Thinking on Emission Standards Worldwide - Factors Driving Achievement of Better Air Quality - Trends in Global Auto Fuel Standards - Expected Sulphur Content in Automotive Fuels - Review of India’s Current Fuel Specification - BS IV Auto Fuel Standard - Review of Auto Fuel Quality Specifications in USA, Europe, Japan, South Korea and China vis-a-vis India - Flash Point - Reducing Sulphur in Auto Fuel - Behaviour of After Treatment Devices with Improved Fuel Quality - Benefits from Reducing Sulphur to 10 ppm - Specifications for BS V Auto Fuels - Gasoline or Motor Spirit - Diesel - Standards for Euro VI - Bottlenecks in North East India



- Diesel Cetane Number - Assam Refineries and Aromatics Content in Gasoline Production Capacity for Higher Quality Automotive Fuels in India - BS IV and BS V Auto Fuel Production Capability - Changes in the Refining Business - Specifications for BS V Automotive Fuels - Capability to Produce BS IV and BS V Grade Automotive Fuels - Motor Spirit or Gasoline - Diesel - The Issue of Fuel Supply Logistics - Current Level of BS III and BS IV Gasoline & Diesel Output Developments in the Indian Automobile Industry - India’s Automotive Industry - Automotive Industry – Growth and Challenges - India – The Fuel/Emission Road Map - In-Use Vehicle Management/Inspection & Maintenance Programme - History of Emission Regulation in India - Need for Standardised Fuel Across the - Fuel Quality Related to the Ability to Meet Emission Norms - Specifications for Gaseous Fuel - Test Driving Cycles - Emission Norms for Two Wheelers - Emission Norms for Three Wheeler for BS IV and BS V Regimes - Emission Norms for Passenger Cars/Light Commercial Vehicles up to 3.5 T GVW and Heavy Duty Vehicles > 3.5 T - Cost Implication of Next Stage Emission Norms Roadmap for the Roll Out of BS IV Gasoline/Diesel Throughout India Alternative Auto Fuels - Natural Gas – A Low Hanging Fruit - Major Benefits for Switching Over From Liquid Fuels to NG/CNG - Economics of Using CNG as Fuel - Pre-requisites for Gas as a Transport Fuel on Nation-wide Basis - Position of Automobile Industry - Major Issues & Government support required for making gas a popular choice in auto fuel policy - Auto-Gas/Auto LPG - Use of Di-Methyl Ether (DME) & Methanol as Auto Fuels - Ethanol as a Transport Fuel - Hydrogen as a Transport Fuel - Electric Mobility Public Policy, Regulatory and Fiscal Considerations. See Electronic Document 6955 (India, Government of India, May 2014, 294pp.) PERFORMANCE ANALYSIS OF 18% HCNG FUEL ON HEAVY DUTY ENGINE Indian Oil Corporation Advances in renewable energy sources and impact of greenhouse gases on climate change have led intense research in the area of renewable energy for transport and power generation sectors. All over the world gaseous fuels have gained momentum as an ideal alternative fuel for meeting future energy needs. Hydrogen enriched compressed natural gas (HCNG) may be considered as an alternative automotive fuel which does not require any major modification in the existing CNG engine and infrastructure. Several studies of HCNG fuel were reported on small and light-duty engines/vehicles, but limited reports are available on heavy-duty engines. In this study, experimental investigations were carried out on a 6-cylinder heavy-duty CNG engine which has been optimised for 18 percent HCNG. Initial performance of the engine on HCNG was compared vis-a-vis CNG and, thereafter, the engine was subjected to endurance test as per BIS 10000 norms for 100 hours (severe cycle) with HCNG. Performance of the engine was monitored at every 10 hours interval and at the end of the endurance cycle performance of



the engine was assessed as per European Transient Cycle (ETC) with emission measurements before and after catalytic converter and reported. It was observed from the test results that HCNG has shown reduction of CO, THC and CH4 emissions by 39, 25 and 25 percent respectively and NOx increased by 32 percent as compared to CNG. The average power output was nearly same with HCNG at the end of the endurance test. Further, the results after the endurance test showed increase in CO emission whereas THC, CH4, NOx and CO2 emissions reduced further but were well below Euro-IV limits. The conversion efficiency of catalytic converter was about 95-97 percent at the end of the durability test. There has been no significant change in Specific Energy Consumption (SEC) at the end of the endurance test. The performance of the engine lubricant at the end of the endurance test with HCNG has also shown no significant changes in viscosity, TBN and wear elements compared to fresh lubricant. See SAE 2014-01-1453 (2014, 10pp.) DESIGN AND ANALYSIS OF A MODIFIED CFR ENGINE FOR THE OCTANE RATING OF LIQUEFIED PETROLEUM GASES (LPG) University of Melbourne and Princeton University This paper presents a combined experimental and numerical study of a modified Cooperative Fuel Research (CFR) engine that allows both the Research and Motor octane numbers (RON and MON) of any arbitrary Liquefied Petroleum Gas (LPG) mixture to be determined. The design of the modified engine incorporates modern hardware that enables accurate metering of different LPG mixtures, together with measurement of the in-cylinder pressure, the air-fuel ratio and the engine-out emissions. The modified CFR engine is first used to measure the octane numbers of different LPG mixtures. The measured octane numbers are shown to be similar to the limited data acquired using the now withdrawn Motor (LP) test method (ASTM D2623). The volumetric efficiency, engine-out emissions and combustion efficiency for twelve alternative LPG mixtures are then compared with equivalent data acquired with the standard CFR engine operating on a liquid fuel. Finally, the modified CFR engine is modelled using GT-Power. The full engine model contains empirical sub-models of the intake and exhaust systems, the gas exchange processes, the flame propagation and the in-cylinder heat transfer. The calibrated combustion models are used to determine the residual gas fraction and crank angle resolved mass fraction burned histories during octane rating for both gaseous and liquid fuels. Overall, this analysis suggests that the performance of the modified CFR engine is consistent with that of the standard engine operating on a conventional, liquid fuel. See SAE 2014-01-1474 (2014, 18pp, 85 refs.) DYNAMIC SIMULATION OF PRODUCER GAS-ENGINE OPERATION Indian Institute of Technology, Kharagpur and Siemens In the recent times, there has been a proliferation of a producer gas-engine-based power generation systems, particularly in market segments such as small enterprises and village electrification in countries such as India. The electrical load for such application is largely of inductive type, the major ones being water pumps, appliances and industrial loads. As the demand side load varies, the gas-engine generator is expected to match the demand within the shortest possible time and without large fluctuations in speed or frequency. Unlike a natural gas-fuelled engine, where fuel gas is available at the required pressure and flow rate at all times, the producer gas-engine is coupled to a biomass gasifier, and the fuel gas, i.e. producer gas, is generated on demand. Therefore, the gasifier and gas-engine form a coupled system with one mutually driving the other. The study of the coupled or integrated system becomes intriguing, particularly during transient conditions. But at the same time, the study of the coupled system is complicated, and therefore, to simplify the study, an attempt is made in this paper to model the gas-engine generator part along with the gas-fuelling system but without considering the upstream effects of the gasifier system. The behaviour of the engine during steady-state and transient conditions is predicted by assuming producer gas to be available at the required pressure upstream of the engine. The results are validated against a few experimental results, and an attempt is made to explain the mismatch in a scientific manner. The need for an integrated model of the gasifier and gas-engine system has been brought out. See Doc.145832 (IMechE Proceedings Part A, Journal of Power & Energy, Aug 2014, pp563-573.)



SAFETY IN LNG OPERATION - EXPERIENCE, TECHNOLOGY AND RULES DNV Contents: Legacy DNV experience - gas fuelled ships, “Glutra” – The first LNG fuelled passenger ferry, 48 LNG fuelled ships in operation worldwide, 53 confirmed LNG fuelled newbuilds (confirmed orderbook). LNG basics and main safety challenges - Basic properties of natural gas, Main focus areas for safely use of natural gas as fuel, Explosion risk. LNG storage - Tank arrangement. Gas piping - Piping to engine room. Engine room arrangement options Summary. See vCD 218 02 DNV GL Group Strom.pdf (6th AVL Large Engines Techdays, Graz, Austria, May 2014, Day 1, 31pp.) EXPERIMENTAL STUDIES ON A NEAT RUBBER SEED OIL - LPG DUAL FUEL ENGINE SRM University and Anna University Vegetable oils are receiving a lot of attraction as alternative engine fuels as they are renewable. Their direct use will enable decentralized power generation with local resources in rural areas. High viscosity of vegetable oils, results in poor vaporisation, and hence decreases the performance and increases the emissions of a diesel engine. This problem can be tackled by injecting a gaseous fuel (LPG) in the intake manifold by using an electronically controlled gas injector in dual fuel mode. Rubber seed oil from rubber tree is considered to be suitable alternative fuel, which is used as primary fuel. LPG is considered as a viable fuel and it is used as secondary fuel. In this work the dual fuel method was investigated to ascertain its suitability to reduce the smoke emission from a neat rubber seed oil fuelled diesel engine. A single-cylinder diesel engine with a rated output of 4.4 kW at 1500 rpm was converted to operate in the dual fuel mode. Tests were conducted with different amounts of LPG and rubber seed oil being supplied to the engine. LPG supply was varied from zero to the maximum value that the engine could tolerate. The engine output was also kept at different constant levels of 25, 50, 75 and 100% of full load. Experimental results indicated a small improvement in the thermal efficiency at 75% and 100% loads. At all loads the smoke level was drastically decreased. CO and HC levels are reduced at high outputs. Heat release rate indicates an increase in the combustion rate with LPG induction. On the whole it is concluded that LPG can be inducted along with air in order to reduce smoke levels and improve thermal efficiency of vegetable oil fuelled diesel engines. See vCD 212 F2014-CET-147.pdf (FISITA, Maastricht, Jun 2014, 10pp.) REDUCTION OF CARBON DIOXIDE EMISSIONS FROM COMBUSTION ENGINES OF VEHICLES CATEGORIES M AND N BY USING OF BIOMETHANE Motor Transport Institute and Warsaw University of Technology This paper discusses generally the possibility of reduction carbon dioxide emissions from internal combustion engines of vehicles (M and N categories) by using biomethane. The paper discusses such issues as: emission of greenhouse gases from European Union and Poland transport; rationality of current and future reduction of emission of greenhouse gases such as carbon dioxide from European Union road transport; the above-mentioned possibility of reduction carbon dioxide emissions from combustion engines of M and N category vehicles by using biomethane. The paper also described the EU strategy within the frameworks of alternative fuels. The research on the available vehicles has been done on the chassis dynamometer at the Motor Transport Institute (MTI). The research conducted in the driving cycles NEDC, D1 and D2 (developed in MTI) prove that emissions of carbon dioxide from spark ignition engines of M and N category vehicles, which are in service, can be substantially reduced by admission them with compressed natural gas (CNG) instead of petrol. At the same time it needs to be underscored that the research has been conducted on vehicles factory-adapted to use CNG. Considering spark ignition engine vehicles, which are adapted in service to use CNG, the differences can be even greater according to the quality of the modifications. When comparing vehicles with compression ignition engines of the aforementioned categories with the vehicles powered by CNG, the findings on carbon dioxide emissions demonstrate that emission is lower from vehicles with compression ignition engine or



similar for both types of vehicles. Emission of CO2 by the above-mentioned categories vehicles tested under real traffic conditions is different from that occurring in type approval. See vCD 212 F2014-CET-153.pdf (FISITA, Maastricht, Jun 2014, 10pp, 37 refs.) EXPERIMENTAL AND DETAILED KINETIC INVESTIGATION ON THE EFFECTS OF NATURAL GAS COMPOSITION ON EMISSION OF THE GAS FUELLED SI ENGINES Vehicle, Fuel and Environment Research Institute, Iran, University of Tehran and Darmstadt Technical University The market demand for developing new gas engines in stationary and automotive applications is increasing due to its advantageous situation concerning resources and its potential to meet strict engine emission regulations. On the other hand, the changes in carbon content and combustion characteristics due to the diversity in composition of CNG, makes the prediction of emission in CNG engines complex. Today, conventional solutions through the development of numerous prototypes are not economically feasible. Numerical models can now be powerful tools to meet the rapid responses required by the regulatory agenda during the IC engine development processes. The experiments are carried out using AVL single-cylinder gas test engine. Pure methane and three different compositions of natural gas (NG), which can be found in Iran, are used. AVL Boost is employed to develop a comprehensive engine model, which is fully calibrated against experiment. A validated detailed chemical scheme is used to simulate the combustion. Species transport equations are solved inside all the pipes and engine components and the results are compared with the experimental findings. The amounts of the formed CO, CO2 and NOx during the performance of the test engine under different loads with different natural gases at 2000 rpm are observed experimentally and compared with the results obtained from coupling detailed chemistry with one-dimensional gas dynamics equations. Natural gas may contain species up to C5, however the amounts of the larger hydrocarbons, i.e. C4 and C5 species, are very low. In this research, these small amounts are incorporated into propane to restrict the size of the reaction set. In spite of attempts on employing chemical schemes to model the emission from SI engines, most of these works which are related to gas engines only consider a single component as NG and hence the effect of NG composition is not studied. On the other hand, despite the fact that NG seems to be a good choice for Iran due to its large reservoirs, there are still many uncertainties in its usage as engine fuel considering its composition variation and doubts about the engine performance. There is a need to study ICE performance with different NG compositions found in Iran, which has not been previously done. The simulation results agree well with experimental findings, showing that the deviation in the amount of emissions when using each of Iranian local CNG fuels and pure methane does not exceed 5%. See vCD 212 F2014-CET-157.pdf (FISITA, Maastricht, Jun 2014, 9pp.) A NEW METHOD FOR CHARACTERIZING THE KNOCK RESISTANCE OF LNG FUELS USED IN THE TRANSPORTATION MARKET DNV GL To ensure that the engines to be used in LNG-fuelled vehicles are matched with the expected variations in fuel composition, the knock resistance of the fuel must be determined unambiguously. Rather than rely on empirical methods using gas mixtures and “standard” engines traditionally employed for this purpose, we have derived a method based on the combustion properties of the fuel mixtures, and have developed a first-generation calculation tool for LNG fuels. Engine knock is characterized by autoignition of the unburned fuel mixture, the so-called end gas, ahead of the propagating flame in the engine cylinder. The core of the new method described in this paper is the computation of the autoignition process during the compression and burn periods of the engine cycle. The method’s detailed chemical mechanism describing autoignition has been tested against experimentally determined autoignition delay times of the alkanes up to pentane (including the isomers of butane and pentane), hydrogen, carbon monoxide and carbon dioxide, measured in our Rapid Compression Machine (RCM). In addition to the effects on autoignition itself, the effects of fuel composition on the in-cylinder pressure and temperature conditions relevant for knocking, such as changes in heat capacity of the air-fuel mixture and changes in the phasing of the combustion process are also incorporated in the method. We first report the testing and optimization of the method’s chemical model, based on measurements of the autoignition delay time in DNV GL’s RCM. We then present the method to predict the pressure and



temperature history of the end gas upon changes in gas composition, using a two-zone thermodynamic model. Combining both methods into an “integrated” model, we derive a propane-based scale (Propane Knock Index, PKI) for ranking the knock resistance of different gases for DNV GL’s lean-burn, spark-ignited gas engine. We demonstrate that the prediction of autoignition of the end gas using the integrated model is adequate for predicting knock with varying fuel compositions by comparing the computed PKI with the Knock-Limited Spark Timing measured in the DNV GL engine, for hydrocarbon mixtures relevant for LNG and natural gas. Further, we compare the results with those obtained using a methane number method. We also report a first-generation algorithm, an easy-to-use, gas-input-only tool to predict the knock resistance for LNG fuels for our engine. The tool is based explicitly on the performance characteristics of our engine and the fuels studied thus far. The extension of the tool to the LNG-for-transportation market will require analyses of other engine types, such as stoichiometric and dual-fuel engines. While traditional knock resistance ranking tools rely on empirical methods using a single “standard” engine, our method is based on the unique approach of using the elementary physical and chemical processes to describe the macroscopic behaviour of engines. This paper presents the first application of the method in a quantitative ranking tool, the PKI, and verifies its predictions against knock experiments in a practical engine. Thus, a new, physically “correct” method for characterizing the knock resistance of gaseous fuels based on the physical and chemical properties of the fuel, and their effects on in-cylinder processes, has been developed and its first application in a calculation tool for ranking the knock resistance of LNG fuels is presented. The methodology being developed is readily extended to different engine types and fuels, and is therefore flexible (adaptable to several applications) and sustainable (able to develop together with new engine technologies). Covers – combustion phasing. See vCD 212 F2014-CET-162.pdf (FISITA, Maastricht, Jun 2014, 9pp.)

Emissions, Engine Design and Performance SIMULATION STUDY OF SI-HCCI TRANSITION IN A TWO-STROKE FREE PISTON ENGINE FUELLED WITH PROPANE University of Ulsan and Keio University A simulation study was conducted to examine the transition from SI combustion to HCCI combustion in a two-stroke free piston engine fuelled with propane. Operation of the free piston engine was simulated based on the combination of three mathematical models including a dynamic model, a linear alternator model and a thermodynamic model. The dynamic model included an analysis of the piston motion, based on Newton's second law. The linear alternator model included an analysis of electromagnetic force, which was considered to be a resistance force for the piston motion. The thermodynamic model was used to analysis thermodynamic processes in the engine cycle, including scavenging, compression, combustion, and expansion processes. Therein, the scavenging process was assumed to be a perfect process. These mathematical models were combined and solved by a program written in Fortran. To validate the mathematical models, the simulation results were compared with experimental data in the SI mode. In addition, the effects of key parameters such as equivalence ratio, load resistance, intake temperature and intake pressure on the transition from SI combustion to HCCI combustion were investigated. The simulation results showed that the transition was successful if the equivalence ratio, load resistance, intake temperature, and intake pressure were adjusted appropriately. Covers - free piston linear engine (FPLE). See SAE 2014-01-1104 (2014, 14pp, 34 refs.) SIZE, VOLATILITY, AND EFFECTIVE DENSITY OF PARTICULATE EMISSIONS FROM A HOMOGENEOUS CHARGE COMPRESSION IGNITION ENGINE USING COMPRESSED NATURAL GAS University of Alberta The particle size distribution, volatility, and effective density of particulate matter emitted from a homogeneous charge compression ignition (HCCI) engine fuelled by port injected compressed natural



gas were measured and compared to emissions emitted from the same engine during motoring and spark ignition for two compression ratios. The particle concentration and geometric mean diameter were greater at high compression ratio, and also, the total particulate mass was lower for spark ignition and homogeneous charge compression ignition than during motoring. Volatility tests showed that all operating conditions have less than 5% of the particulate matter remaining when denuding the sample at 100°C. Effective density measurements also show that the particles for each operating mode have a relatively constant density with respect to particle size (approximately 850 kg/m³). See Doc.145685 (Journal of Aerosol Science, Sep 2014, pp1-8, 27 refs.) INFLUENCE OF EMISSIONS REDUCTION AND FUEL SAVING ON TORSIONAL VIBRATIONS Geislinger Measures affecting the combustion processes of large diesel and gas engines aimed at improving exhaust emissions, reducing fuel consumption and raising power density result in new combustion characteristics. Addressing their effects on the pattern of torsional vibrations produced at the crankshaft continues to be a major task for torsional vibrations specialist Geislinger. Covers – exhaust gas recirculation, dual-fuel engines, fuel saving technologies, locomotives engines, marine engines. See Doc.145689 (MTZ Industrial, Apr 2014, pp34-39.) DIESEL-BASED NATURAL GAS ENGINES FOR COMMERCIAL APPLICATIONS FEV and RWTH Aachen University Natural gas operated vehicles become increasingly attractive for the commercial vehicles sector. This is due to the high availability of the primary energy carrier, its good suitability for SI combustion systems and the favourable H/C ratio. Aside from the operating costs which are primarily driven by the fuel price, regulatory requirements as well as the currently still insufficient infrastructure for natural gas are important factors governing the use and the conception of the engines. The development process poses complex challenges, particularly for the derivation of the natural gas variant from a basic diesel engine, which is common in the commercial vehicle sector. The fundamental aim is to achieve the largest possible number of carry-over parts from the basic diesel engine as well as optimised fuel consumption and costs. The natural gas operation also requires the adaptation and optimisation of mixture formation and ignition, the application of a knock control system as well as the adjustment of the exhaust gas temperature level and the exhaust gas aftertreatment. In the light of the transition to the next emission regulation level in Europe and the USA, an overview of the different concepts (for example EGR for the optimisation of fuel consumption in the entire operating range) as well as their advantages and disadvantages is presented. Key areas of FEV's development process are illustrated with examples. Covers - reduction of CO2 emissions, combustion systems, Charge motion support and combustion chamber layout, FEV Advanced Turbulence Assisted Combustion (ATAC) concept, ATAC piston, Intake valve timing, intake valve lifts. See vCD 205 lenz14_02_13_FEV_Heuser_e.pdf (35th International Vienna Motor Symposium, May 2014, Organised by OVK & TU Vienna, 24pp.) COMPARATIVE EVALUATION OF ENGINE CONTROL STRATEGY ON REGULATED EMISSIONS AND NANO-PARTICLE CHARACTERISTICS OF LPG DIRECT INJECTION (LPDI) VEHICLE DURING THE COLD START AND THE HOT PHASES IN THE FTP-75 CYCLE Hyundai-autron and Korea University To evaluate the potential of a dedicated LPG direct injection (LPDI) vehicle, we investigated several engine control parameters that are closely related to the characteristics of mixture preparation and nano-particle emissions. Many researches have pointed out that any amount of particle emissions from GDI vehicles were made during the cold start and cold transient phase. Therefore, in the study, four types of engine control strategies for the LPDI vehicle were applied to evaluate particle number (PN) concentration and regulated emissions in the cold start phase and the hot start phase under the FTP-75 cycle. The reduction rate of the PN concentration with LPG application reached approximately over 99%



less than that of the GDI vehicle. The PN level of LPDI vehicle applied various engine control parameters was decreased 60.3% less than that of the LPDI vehicle applied the double split injection (DSI). 73.5% of the total exhausted nanoparticles were emitted during the first acceleration period of phase 1 for the GDI vehicle, whereas those of LPDI vehicles were emitted were 51-78%. A bimodal particle size of 5<dp<100 nm was formed in the GDI vehicle, whereas a sub 23 nm nucleation mode was mainly formed in the LPDI vehicle. The regulated emissions of the LPDI vehicle showed better performance than the GDI vehicle. CO2 emissions and fuel economy of the LPDI vehicle was decreased approximately 8-11% and 16-18% compared with those of the GDI vehicle. Covers – particle size distribution, regulated emissions. See SAE 2014-01-1232 (2014, 8pp.) INFLUENCE OF EMISSION REGULATIONS AND FUEL SAVING TECHNOLOGIES ON TORSIONAL VIBRATIONS IN LARGE ENGINE APPLICATIONS Geislinger Compliance with future emission regulation standards has been one of the main development targets for the large engine industry during the last years. Rules like IMO Tier II/III for marine applications and EPA Tier 4 for land based off-highway applications have led to intensive development activities in order to fulfil the current requirements regarding exhaust gas conditions. The drastically reduction of nitrogen oxides (NOx) and particulate matter (PM) is typically achieved by not only optimizing a single engine parameter or component, but by a combination of different technical enhancements and modifications. Internal measures target the combustion process itself by modification of ignition timing, increased peak pressure, optimised gas exchange or exhaust gas recirculation (EGR). These are often combined with aftertreatment of the exhaust gas like selective catalytic reduction (SCR), particle filters or scrubbers. Besides these challenges the trend towards lighter engines with better fuel-efficiency and higher power density remains unbroken. However, issues like rising cylinder pressure lead to increased load on the mechanical components of an engine. In direct driven 2-stroke propulsion plants, de-rating and slow-steaming have become keywords for state of the art fuel saving technologies. Very often, this has a direct influence on the torsional situation in these applications. This paper gives an overview about the influence of different design strategies for emission regulation and fuel efficiency on the torsional vibration situation in large diesel and gas engines. It describes the effort that has to be made on the mechanical side in order to successfully combine reduced emissions with higher fuel efficiency and power density. Covers – dual fuel engines, cylinder cut off, downsizing. See vCD 207 03_Philipp.pdf (Torsional Vibration Symposium, 21-23 May 2014, The Vibration Association, Salzburg, Austria, Session 1_Torsional Vibration, 11pp.) REGULATED EMISSIONS FROM LIQUEFIED PETROLEUM GAS (LPG) POWERED VEHICLES University of California International Sustainable Systems Research Center Engine manufacturers have explored many routes to reducing the emissions of harmful pollutants and conserving energy resources, including development of aftertreatment systems to reduce the concentration of pollutants in the engine exhaust, using alternative fuels, and using alternative fuels with aftertreatment systems. Liquefied petroleum gas (LPG) is one alternative fuel in use and this paper will discuss emission measurements for several LPG vehicles. Regulated emissions were measured for five school buses, one box truck, and two small buses over a cold start Urban Dynamometer Driving Schedule (CS_UDDS), the Urban Dynamometer Driving Schedule (UDDS), and the Central Business District (CBD) cycle. In general, there were no significant differences in the gas phase emissions between the UDDS and the CBD test cycles. For the CS-UDDS cycle the total hydrocarbons and non-methane hydrocarbon emissions are higher than they are from the UDDS cycle. Methane and carbon monoxide emissions are also higher, but the difference isn't as pronounced. In general, there are no significant differences in the particulate matter emissions between any of the three test cycles. The one exception is the box truck, which had the highest mileage of any vehicle. Possibly this vehicle has higher PM emissions because of decreased emission control efficiency with mileage accumulation. See SAE 2014-01-1455 (2014, 9pp.)



COMPARISON OF REGULATED EMISSIONS AND PARTICULATE MATTER OF GASOLINE/CNG DUAL-FUEL TAXI OVER NEW EUROPEAN DRIVING CYCLE Beijing Institute of Technology Compressed natural gas (CNG) is widely used as an alternative option in spark ignition engines because of its better fuel economy and in part cleaner emissions. To cope with the haze weather in Beijing, about 2000 gasoline/CNG dual-fuel taxis are servicing on-road. According to the government's plan, the volume of alternative fuel and pure electric vehicle will be further increased in the future. Thus, it is necessary to conduct an evaluation on the effectiveness of alternative fuel on curbing vehicular emissions. This research examined the regulated emissions and particulate matter of gasoline/CNG dual-fuel taxi over New European Driving Cycle (NEDC). Emission tests in gasoline- and CNG-fuelled, cold- and warm-start modes were done for all five taxies. Test vehicles, Hyundai Elantra, are powered by 1.6-litre spark-ignited engines incorporated with 5-gear manual gearboxes. The taxis were registered in May and June 2013, and their millage was within 3500 and 10000 km on odometer when the emission tests were performed. The results indicated that, in both cold and warm-start tests, carbon monoxide (CO) emission of the vehicles declined obviously by using CNG as an alternative. However, increases in hydrocarbons (HC), nitrogen oxides (NOx) and particulate matter (PM) emissions were observed when CNG was used. Besides, CNG fuelling was beneficial to lowering CO2 emission and improving the fuel economy of the vehicles. Covers – particulate number, CO2 and fuel economy. See SAE 2014-01-1467 (2014, 6pp.) COMBUSTION MODELING OF LANDFILL GAS FUELED SPARK IGNITION ENGINE PERFORMANCE Western Michigan University Landfill gas (LFG) is a waste-product resource composed primarily of methane and carbon dioxide that can be collected and used to produce power either by extracting the methane or using the landfill gas directly in an internal combustion engine in what amounts to a net-negative greenhouse gas emission process. The carbon dioxide component of LFG dilutes the fuel and absorbs some of the heat of combustion, but also suppresses knock. A model is developed, using KIVA-4 code, to simulate engine performance at various operating conditions and evaluate the benefits of methane purification and direct use of LFG as a fuel. It was found that landfill gas used directly at higher compression ratios than can be used for pure methane fuel produces higher fuel efficiency than can be achieved using pure methane. Furthermore the study has shown that the fuel efficiency of the engine can be achieved within 5% of that of pure methane fuel for landfill gas, diluted up to 1:1 with carbon dioxide by simply adjusting the spark timing of the engine. A model for combustion duration is also developed which can estimate the combustion duration in an internal-combustion engine for varying fuel compositions. See SAE 2014-01-1471 (2014, 7pp.) ON-ROAD TEST EXHAUST EMISSIONS VEHICLE POWERED BY COMPRESSED NATURAL GAS Poznan University of Technology The paper presents results of the road tests of exhaust gas emissions of vehicles of different emission classes (Euro 4 and Euro 5, with different mileage), fuelled with compressed natural gas. The tests of exhaust emissions were conducted on parts of the road with different characteristics of the traffic intensity. For each phase of the tests, the characteristics of the test run and the value of exhaust gas emissions were determined. To measure the concentration of harmful substances, the Portable Emission Measurement System (PEMS) was used. The results were used to compare the vehicles and determine the emission indices, which subsequently were used to assess from ecological point of view the objects of tests in terms of emissions of toxic substances. See vCD 212 F2014-CET-122.pdf (FISITA, Maastricht, Jun 2014, 8pp.) TWO-STROKE ENGINES: MAN PRIMED TO MEET TIER III NOX CHALLENGE A number of technologies are available to MAN Diesel & Turbo to enable its low-speed engines to meet IMO Tier III NOx emission requirements, including Exhaust Gas Recirculation (EGR) and Selective



Catalytic Reduction (SCR). Operational experience is claimed with both solutions. The world's first Tier Ill-compliant two-engine - a six-cylinder MAN B6W S46MC-C model - was completed by Japanese licensee Hitachi Zosen for a general cargo Carrier for Nissho Shipping in 2011. The engine's exhaust gas passes through a high pressure SCR system installed upstream of the turbocharger. Pursuing another NOx-reducing technology, in 2012 MAN Diesel & Turbo booked its first commercial order for an EGR system for a 4500 TEU Maersk Line C-class container ship newbuilding delivered last year by Hyundai Heavy Industries. The HHl-built six-cylinder S80ME-C9 engine is equipped with an integrated EGR system designed, manufactured and assembled by HHI in co-operation with Alfa Laval, Siemens, GEA and Vestas Aircoil. Covers - ME-GI (gas injection) versions of the complete MAN B&W two-stroke product line are now offered, Methane slip, 620mm-bore X62DF, 720mm-bore X72DE, 820mm-bore X82DF and 920mm-bore X92DF, retrofit solutions, lean-burn combustion technology. See Doc.145897 (Marine Propulsion, Jun/Jul 2014, pp33-36.)



FORTHCOMING CONFERENCES FIGAS & VEHIGAS Lima, Peru Thais Corporation 21-23 Aug 2014 "FIGAS & VEHIGAS" is the unique International Fair in Peru specialized in Natural Gas (NG), Liquified Petroleum Gas (LPG) and Compressed Natural Gas (CNG) that is organized every two years since 2004. Exhibitors are mainly Suppliers of Equipment, Supplies and Vehicles for the Gas Industry. The Peruvian Market for these Equipment and Vehicles is very large and competitive with many brands of foreign and local suppliers. Peru is an open market. There are no trade barriers or limitations on imports and the foreign exchange is free. http://www.thaiscorp.com/figas/site/index_en.php S1807 - GASEOUS FUELS FOR ROAD VEHICLES London, UK IMechE 11 Sep 2014 In recent years the automobile and fuel industries have become increasingly interested in replacing traditional petroleum with new alternative fuels. One option is to use natural gas as a fuel, which many heavy and light duty vehicle companies across Europe are considering. This seminar will examine the application and use of gaseous fuels in vehicles. Delegates will be able to explore the different types of gases that can be used as fuels, and gain an insight into the benefits gaseous fuels have over traditional liquid fuels. What difference can they make to emissions, and CO2 and fuel consumption? How can they be applied to passenger and commercial vehicles? Hear speakers from a variety of European organisations including OEMs, petroleum and gas companies, discuss how they are planning to, or are already using, gaseous fuels as an alternative to traditional liquid petroleum. Learn about the application of a variety of gases, including:

Natural gas

Compressed natural gas

Liquefied natural gas

Bio-methane

Liquefied petroleum gas

Dimethyl-ether

Hydrogen

Shale gas/ methane. http://events.imeche.org/EventView.aspx?EventID=2112 INTERNATIONAL GAS UNION RESEARCH CONFERENCE (IGRC) 2014 Copenhagen, Denmark DGC 17-19 Sep 2014 Topics include:

Gas Utilisation - New and more energy efficient solutions for domestic and commercial gas utilisation.

http://www.thaiscorp.com/figas/site/index_en.php

http://events.imeche.org/EventView.aspx?EventID=2112



- Is there a future for micro-CHP? - How can IT help optimise the efficient and clean use of domestic gas utilisation? - How can natural gas and renewables interact to cover end-user energy needs? - New installation methods and technologies make gas more cost-effective. - Is gas cooling cool for private homes? - Is gas finally accelerating as a transportation fuel? - Can renewables and gas create synergy for industrial energy use? - Gas quality and interchangeability are essential for security of supply and competitiveness of gas. - Gas as a feedstock and other unconventional gas uses - what is in the pipeline? - Power to gas - where are we and what can we expect? - Gas and electricity work together in a smart energy world - will hybrid technologies help the gas industry?

Gas Transport - How do we keep gas transportation systems safe? - Biogas, H2 and other low-carbon energy gases go online. - Small-scale LNG is getting bigger. - Gas quality tracking and modelling. - Latest advances in LNG technology. - Asset integrity management.

Gas Production - E&P environmental issues. - Shale gas and the environment - the true story. - Long-term gas supply portfolio- what's there? - Pushing boundaries of E&P - latest advances in drilling technologies. - Innovative energy storage - key to future energy system architecture. - LCA and methane emissions. - Methane hydrates and other unconventional gas resources.

http://www.igrc2014.com/index.htm 4TH ANNUAL LNG FUEL FORUM - LNG: FUEL FOR SHIPPING: A COMMERCIAL REALITY? Stockholm, Sweden Informa 29-30 Sep 2014 We all know that LNG meets even the strictest SOx and NOx ECA requirements, but do you fully understand the pricing, availability, operational and technical implications of using LNG as a bunker fuel for your business? In order to prepare you for the reality of using LNG as bunker fuel, 2013’s feature packed LNG Fuel Forum focused on the key commercial and operational factors you need to consider. http://www.informamaritimeevents.com/event/lng-fuel-conference 9TH IAV CONFERENCE GAS-POWERED VEHICLES - THE FUTURE IS COMING Potsdam, Germany IAV 29-30 Sep 2014 Gaseous-fuel drives have existed since the dawn of automotive history. Although gas-powered engines have in part benefited from technical advances in gasoline and diesel engines, development engineers in the field still face diverse challenges across the board. Alongside liquefied petroleum gas (LPG), natural gas (CNG, LNG) and biogas, methane produced from renewable energy sources is also gaining in importance. The plans of the new German government to extend tax concessions for LPG and natural

http://www.igrc2014.com/index.htm

http://www.informamaritimeevents.com/event/lng-fuel-conference



gas as fuels beyond the year 2018 highlight the future potential of gaseous fuels. Topis include:

Developments in gaseous-fuel drives with a focus on the engine, engine control system, hybridization, system components, bodywork, exhaust and safety engineering

OEM strategies for gas-powered vehicles

Market development and the political framework

Production and distribution of gaseous fuels. http://www.iav.com/en/events/iav-tagung/9th-iav-conference-gas-powered-vehicles GAS MACHINERY CONFERENCE 2014 Nashville, USA Gas Machinery Research Council (GMRC) 5-8 Oct 2014 http://www.gmrc.org/gmc2012 23RD AACHEN COLLOQUIUM 2014 Aachen, Germany VKA 6-8 Oct 2014 Topics include:

New Vehicle and Mobility Concepts

Electric and Hybrid Drives

Battery Management and Safety Systems

Powertrain and Transmission

Innovative Chassis Systems, Tyres and Chassis Control Systems

Advanced Driver Assistance Systems

Commercial Vehicles

Energy and Thermal Management

Regulations and Legal Aspects

Automotive Strategy Concepts

New Engines and Engine Concepts: Passenger Car Gasoline and Diesel Engines; Commercial Vehicle, Industrial and Large Bore Engines

Downsizing: Turbocharging & Supercharging

Injection Technology, Combustion Processes and Exhaust Aftertreatment

Efficiency and Emission Concepts

Engine and Powertrain Components

Acoustics and Tribology

Alternative Fuels. http://www.aachen-colloquium.com/ HHP SUMMIT 2014 - NATURAL GAS FOR HIGH HORSEPOWER APPLICATIONS New Orleans, USA Gladstein, Neandross & Associates 7-9 Oct 2014 HHP Summit will examine the topics and technologies that can make this shift a reality and will put attendees on a fast track to successful project development. Over the course of three days, industry

http://www.gmrc.org/gmc2012

http://www.aachen-colloquium.com/



experts from rail, marine, mining, E&P operations, earthmoving, and off-pipeline industrial applications will share:

Exciting natural gas case studies from current high horsepower users

The latest OEM technology and retrofit options

Fuelling supply and refuelling infrastructure solutions

Regulatory and policy considerations

Real world project economics and how to achieve ultra-fast ROI. http://www.hhpsummit.com/ POWER-GEN MIDDLE EAST FOCUSING ON POWER GENERATION, T&D AND WATER Abu Dhabi, U.A.E. Pennwell 12-14 Oct 2014

Country spotlights

Market regulation

Market restructuring

Pricing and tariffs

Environmental policy & regulation

System planning

Strategic Planning

Nuclear power generation

Renewable power generation

Power & water projects

Cogeneration & distributed generation

Skills shortages & localization

Asset acquisition/ M & A

Power trading & exchange

Energy efficiency

Project Issues

Renewable Energy

Gas turbine technology

Operational flexibility

Combined cycle technology

Boilers & HRSGs

Steam turbines

CHP and trigeneration plants

Integrated power and water plants

Reciprocating engines & gensets

Gasification

Thermal power plants

Carbon capture & storage

Emissions control

Power augmentation

Wind power

Solar

Biomass & biogas

Nuclear Power

Operation & Maintenance

Transmission & Distribution. http://www.power-gen-middleeast.com/index.html

http://www.hhpsummit.com/

http://www.power-gen-middleeast.com/index.html



ASME 2014 INTERNAL COMBUSTION ENGINE DIVISION FALL TECHNICAL CONFERENCE Columbus, Indiana, USA ASME 19-22 Oct 2014 Topics:

Large Bore Engines

Fuels

Advanced Combustion

Emission Control Systems

Instrumentation, Controls, and Hybrids

Numerical Simulation

Engine Design, Lubrication, and Applications. http://www.asmeconferences.org/ICEF2014/index.cfm SAE 2014 INTERNATIONAL POWERTRAIN, FUELS & LUBRICANTS MEETING Birmingham, UK SAE 20-23 Oct 2014 Stay connected with the future of powertrain, fuels and lubricants technology as you network with peers, discuss new and emerging technologies, and meet recognized technology experts at this year's Powertrains, Fuels, and Lubricants event. Paper offers are being solicited for technologies related to ground vehicle and marine powertrains, fuels and lubricants, including (but not limited to) the following topics:

0D and 1D Modelling and Numerics

Multi-Dimensional Engine Modelling

Control System Design & Calibration

Fluid Flow Measurement & Analysis

Diagnostic Development

Fundamental Advances in Heat Transfer and Thermal Sciences

High Efficiency IC Engine Concepts

Combustion in Spark Ignition Engines

ombustion in Compression Ignition Engines

HCCI

Spark Assisted Compression Ignition, SACI

Partially Premixed Combustion, PPC (or Partially Premixed Compression Ignition, PPCI if this is preferred)

Dual Fuel Combustion

Combustion in Gaseous Fuelled Engines

Combustion Control and Optimization

Cold Start and Transients

Fuel & Additive Effects on Engine Systems

Fuel Injection and Sprays

Alternative and Advanced Fuels

Engine Oils

Heavy Duty Diesel Lubricants

Driveline Lubricants

Exhaust Emissions Control - New Developments

Exhaust Emission Control Systems

Emission Control Modelling

http://www.asmeconferences.org/ICEF2014/index.cfm



Emissions Measurement and Testing

Particle Emissions from Combustion Sources

GHG and Other Gaseous Emissions from Engines

New CI & SI Engines and Components

Engine Boosting Systems

CI & SI Power Cylinder Systems

Small Engine Technology

Powertrain NVH

Powertrain Actuators and Sensors

Valvetrain, including VVA

Engine Block Structures, Oil & Water Pumps, Intake, and Exhaust Systems

Advanced Hybrid and Electric Vehicle Powertrains

Advanced Fuel Cell Vehicle Applications

Advanced Battery Technologies

Electric Motor & Power Electronics

Controls for Hybrids and Electric Powertrains

Advanced Vehicle Technology Competitions. http://www.sae.org/events/pfl/2014/ 7TH INTEGER EMISSIONS SUMMIT USA 2014 Chicago, USA Integer-Research 28-30 Oct 2014 The conference will examine the latest legislation, optimum diesel emissions reduction technologies and strategies for:

Heavy-duty commerical vehicles

Off-highway vehicles

Light-duty vehicles and passenger cars

Marine vessels

Natural gas vehicles

Diesel Exhaust Fluid. www.integer-research.com/conferences/ FUELS, LUBES & EMISSIONS CONFERENCE London, UK Riviera Maritime Media 29-30 Oct 2014 This event provides industry with the information needed to take decisions on future marine fuel and lube strategy. Through a mix of conference papers, discussion and roundtable debate, attendees will come away thoroughly briefed on the technical, operational and economic implications of upcoming regulation and associated supply and demand questions. Topics include:

LNG as a marine fuel

HFO and scrubbers

Distillates

Methanol

Marine lubricants

Engine operation

http://www.sae.org/events/pfl/2014/

http://www.integer-research.com/conferences/



Fuels cells. http://www.rivieramm.com/events/fuels-lubes-and-emissions-technology-conference-2014-69/event-home-1952 CONFERENCE - ADVANCED FUELS FOR SUSTAINABLE MOBILITY Nurburg, Germany Haus der Technik FEV 4-5 Nov 2014 Fuels for a sustainable mobility – this is a vital challenge for the automotive industry and for the fuel and refining industry. Advanced engine technologies and fuel formulations must jointly contribute to achieve future CO2 emission targets and to ensure long term availability of economic fuel. Topics:

General:

- Global and national fuel scenarios

- CO2 reduction – requirements and realization paths

- Technologies for future mobility

Passenger Cars:

- CNG/LPG

- Flex Fuel E100

- Ethanol E10 – E85

- B07 Diesel and beyond

- Synthetic fuels (GTL)

- Tailor-made bio-fuels

Heavy Duty & Large Engines:

- CNG/LNG

- Dual Fuel

- Synthetic fuels (GTL)

- Tailor-made bio-fuels. http://www.hdt-essen.de/#4 1ST LNG WORLD SHIPPING CONFERENCE London, UK Riviera 4-5 Nov 2014 This conference is one of the first events to look at the technical challenges of the ship/shore interface. 7 content rich sessions: LNG fleet and project developments; Ship/shore interface operations; FSRUs & FLNGs; Small-scale LNG; Safety, security, manning & training; Vessel newbuilds, design and technology; The ship/shore impact on contractual and insurance obligations. http://www.rivieramm.com/events/lng-world-shipping-conference-2014-62/event-home-783 NGV 2014 SOUTH AFRICA Johannesburg, South Africa NGV Global

http://www.rivieramm.com/events/fuels-lubes-and-emissions-technology-conference-2014-69/event-home-1952

http://www.rivieramm.com/events/fuels-lubes-and-emissions-technology-conference-2014-69/event-home-1952

http://www.hdt-essen.de/#4

http://www.rivieramm.com/events/lng-world-shipping-conference-2014-62/event-home-783



18-20 Nov 2014 NGV2014 South Africa seeks to boost the emerging NGV market not only in this country but in the whole continent. The natural resources available should make it easy for this industry to grow nonstop. http://www.ngv2014southafrica.com/wp/ HEAVY-DUTY, ON- AND OFF-HIGHWAY ENGINES 2014 - 9TH INTERNATIONAL MTZ CONFERENCE Saarbrucken, Germany MTZ Ricardo 18-19 Nov 2014 Maximising engine efficiency while complying with strict worldwide emissions standards will continue to be at the top of the agenda for the manufacturers of heavy-duty on- and off-highway engines when it comes to developing new powertrains. These demanding objectives not only require the optimisation of existing systems but also the development of constantly new technical solutions. The conference focuses, among other things, on innovations in fuel injection, combustion processes, concepts for in-cylinder and external emission reduction and energy management. The conference presents current and future developments in heavy diesel and gas engines as well as alternative drive systems for different applications. It is an essential platform for an international exchange of ideas and experience between experts in the field of industrial and commercial vehicle engines. Topics:

New diesel, gas and dual-fuel engines for commercial vehicles, mobile machines and marine and stationary applications

Low-emission and fuel-efficient powertrains

Engine and component development

Utilisation of exhaust heat

Combustion processes

Mixture formation

Combustion process

Measuring and analysis systems, simulation

Emissions control

In-cylinder optimisation

Exhaust aftertreatment systems

Alternative fuels and powertrains

The fuels of the future

Hybridisation

Turbocharging, fuel injection and gas injection

Turbocharging concepts

Liquid fuel injection systems and components

Gas injection systems and components

Engine and system optimisation

Mechanical optimisation, friction reduction, drive system

Engine management

Development methods. http://www.atzlive.de/index.php;do=show/sid=sgcqpfel8jl6auaepp4pp90a21/site=atz/lng=en/alloc=333/id=735 5TH SHIP PROPULSION SYSTEMS CONFERENCE London, UK IMarEST

http://www.ngv2014southafrica.com/wp/

http://www.atzlive.de/index.php;do=show/sid=sgcqpfel8jl6auaepp4pp90a21/site=atz/lng=en/alloc=333/id=735

http://www.atzlive.de/index.php;do=show/sid=sgcqpfel8jl6auaepp4pp90a21/site=atz/lng=en/alloc=333/id=735



25-26 Nov 2014 http://www.imarest.org/OurEvents/EventListings.aspx 2ND INTERNATIONAL FORUM - NATURAL GAS VEHICLES IN RUSSIA Moscow, Russia Adam Smith Conferences 25-26 Nov 2014 The Russian Government views the promotion of the use of gas engine fuel and increasing the number of natural gas vehicles as a strategic priority for developing the automotive, gas and transportation sectors in Russia. It took the decision to switch a significant proportion of public and commercial transport to natural gas because of the ecological, economic and safety benefits associated with this fuel. It also serves to stimulate the economy, by investing in infrastructure, manufacturing and services and by improving fleet operator’s profitability. The high-level speaker faculty at Natural Gas Vehicles Russia address the practical issues of bringing these plans to fruition. This Forum is the ONLY event in Russia attended by all parties involved in development of the gas engine fuel and equipment markets. Attendees gain a comprehensive overview of the latest prospects for using gas engine fuel and producing natural gas vehicles in Russia. Plus, it is the only place where you hear about all the opportunities on offer to local and international companies on this new and lucrative market. http://www.ngvrussia.com/ LNG BUNKERING SUMMIT 2015 Amsterdam, The Netherlands IQPC 27-28 Jan 2015 As 2015 nears, the shipping industry is faced with adhering to strict regulations on sulphur emissions. The Emissions Control Area, comprising the Baltic and North Seas along with the English Channel, will see the fuel sulphur limit fall to just 0.1%. LNG offers one of the most prominent solutions, reducing sulphur oxide, nitrogen oxide and carbon dioxide emissions while being economically feasible. With ports and ship operators agreeing that LNG is the most plausible solution to meet upcoming sulphur emission standards, the question is who will jump first. The past year has seen crucial developments on both fronts. From July 1st inland shipping can officially bunker with LNG in the Seinehaven, in Rotterdam Botlek, which is a first for Europe. Recent months have also witnessed an increased global interest from ship operators. In June, contracts for building the first LNG-fuelled ferry for domestic Danish trade were signed, a significant milestone as the ship will be the first LNG-fuelled ferry designed for domestic trade in the European Union. With ports and ship operators making significant progress, it is clear that a unified approach is the way forward. http://www.lngbunkeringsummit.com/ WORLD LNG FUELS 2015 Houston, Texas, USA Zeus Development Corporation 2-5 Feb 2015 More than ever before, LNG has the opportunity to capture high-horsepower markets as fleets of trucks,

http://www.imarest.org/OurEvents/EventListings.aspx

http://www.ngvrussia.com/

http://www.lngbunkeringsummit.com/



ships, locomotives, power units and stationary applications search for low-cost, clean, secure fuel. Barriers to market entry appear to be falling one after another as industry participants race to build out the required liquefaction and logistics infrastructure. http://www.worldlngfuels.com/ 6TH INTERNATIONAL LNG SHIPPING CONFERENCE 2015 London, UK Informa Maritime Events 5-6 Feb 2015 Essential global industry analysis on the key issues to understand challenges to overcome and opportunities to utilise including:

Latest insight on the global LNG shipping fleet

Crucial drivers impacting global shipping routes

Future trends in the LNG chartering market

Developments in finance trends and options for fleet expansion

New opportunities and regions to maximise the LNG fleet

Operational and design methods to optimise LNG fleet efficiency

Strategies to overcome the crew challenge. http://www.informamaritimeevents.com/event/LNG-Shipping-Conference 2ND INTERNATIONAL ENGINE CONGRESS 2015 Baden Baden, Germany ATZlive VDI Knowledge Forum 24-25 Feb 2015 The International Engine Congress Baden Baden, Germany, will bring together numerous experts from industry and science to discuss forward-looking concepts relating to all aspects of the internal combustion engine. Key topics: In the context of national and international requirements and legislations (EU, USA, Asia, BRIC)

What is the contribution of combustion to emission reduction in the coming years? - Model-based control - Injection systems, injection strategies for future combustion engine systems - Compression ratio (geometrically, effectively, Atkinson Miller, etc.) - Charge cycle / charging - Geometry of combustion chamber - Thermal management

What is the contribution of mechanical engineering to emission reduction?

-Oil consumption (piston, piston ring, cylinder wall, valve guide) - Blow-by - Fuel-lubricant-interaction - Variable compression - Thermal management

How does the aftertreatment of exhaust gases contribute to emission reduction? - Concepts (e.g. E-Cat.) - SCR, particle filter etc. - Diagnosis, sensor technology - Operation strategies - Coatings (special coatings methane)

http://www.worldlngfuels.com/

http://www.informamaritimeevents.com/event/LNG-Shipping-Conference



- Long-term stability

Fuels - Synthetic fuels - Gaseous fuels - Water emulsions - Qualities

OBD (passenger and commercial vehicles)

Global legislations. http://www.atzlive.de/index.php;do=show/sid=7s46d5c2q9oep8840lg266fjk0/site=atz/lng=en/alloc=333/id=737 12TH ANNUAL GREEN SHIP TECHNOLOGY CONFERENCE - GST 2015 Copenhagen, Denmark Informa Maritime Events 9-12 Mar 2015 Topics:

International environmental regulations affecting shipping

Environmentally sustainable ship design and hydrodynamics

Fuel management and energy efficiency

Life cycle management and sustainable shipping

Developments in reducing carbon emissions

Ballast water treatment technology

Wastewater management systems

Developments in engine and propulsion technology

Technology for reducing air emissions

Case studies from shipowners and operators for projects under development, in production or where lessons have been learnt

Environmental management systems

Oily water treatment systems

Hull biofouling and antifouling technology

Environmental developments in ports and terminals

Reducing emissions and saving energy in port

Crew training and the human factor in environmental responsibility

Corporate social responsibility and sustainability programmes

LNG as a fuel for ships

Ship performance monitoring

Retrofitting for new technology

Monitoring, reporting and verification

Developments in alternative power sources. http://www.informamaritimeevents.com/event/greenshiptechnology 18TH ASIA PACIFIC AUTOMOTIVE ENGINEERING CONFERENCE (APAC) Melbourne, Australia SAE Australasia 10-12 Mar 2015 Themes:

Gaseous and alcohol fuels offer advantages over petroleum but have several challenges to overcome, including storage, materials compatibility and combustion issues. This session will focus on LPG, CNG, methanol and ethanol and the opportunities they may provide for cleaner

http://www.atzlive.de/index.php;do=show/sid=7s46d5c2q9oep8840lg266fjk0/site=atz/lng=en/alloc=333/id=737

http://www.atzlive.de/index.php;do=show/sid=7s46d5c2q9oep8840lg266fjk0/site=atz/lng=en/alloc=333/id=737

http://www.informamaritimeevents.com/event/greenshiptechnology



power sources and energy security for the vehicles of today and the future. This session will also look at the impact of regional fuels on global platform and powertrain design.

Formula 1: Improving the breed for passenger cars. In the last five years F1 powertrain technology has changed significantly, becoming increasingly efficient. This session will highlight current technology and how such technology will be used in future vehicles.

Noise, vibration and harshness; reduction for new generation hybrids and electrics. The changes in power systems (hybrid, electric) have resulted in reduced noise levels and changes to their nature. This session will include acoustic research on the powertrains themselves and reduction of other noise sources including tyre and wind noise.

Regional variants in global platforms. Global platforms often need to be localised for specific conditions and market trends. These include safety standards which can vary considerably around the world. How can this be done and what are the drivers for localisation?

Light-weighting and mass-production including composites. The push for energy efficiency in the aerospace industry has resulted in advanced composite structures which offer weight advantages over traditional metallic materials but usually take much longer to produce in comparison to car mass production. This session investigates the synergies between the automotive and aerospace manufacturing techniques and also considers the repairability of these advanced materials and their bonding techniques.

CO2 reduction and improved air quality; vehicles and policy. Papers are invited that address methods of CO2 reduction and air quality improvement for vehicles from both technology and policy perspectives.

Meeting regional needs in communication & information. Great advances are being made in communication between, and to and from the outside world. However there is a wide variety of car and communication manufacturers and even differing regulations country by country that impact technology availability. How can these best be made to work in harmony to give the travelling customer maximum benefit?

Building the engineers of the future – success stories from student engineering challenges. Students are the new blood of the industry and there are many examples of competitions that enthuse both school and university students especially Formula SAE. We invite both technical and management papers in this area.

Experiment or simulate for vehicle development? Computation ability is now highly advanced such that much of the vehicle development process can be performed virtually. Rapid manufacturing techniques and automated testing have exhibited similar advances, so we pose the question as to what combination is best for various aspects of vehicle development, including crash protection and noise minimisation?

Future Transportation: Technology and Policy. Vehicles are moveable buildings that exist for the transportation of mankind, yet transportation has many design aspects including city design. We invite papers that focus on the efficient transportation of the future rather than just the vehicles.

http://apac18.com.au/ 15TH STUTTGART INTERNATIONAL SYMPOSIUM - AUTOMOTIVE AND ENGINE TECHNOLOGY Stuttgart, Germany FKFS 17-18 Mar 2015 Topics in 2015

Aerodynamics/Aeroacoustic

Design

Energy and Thermal Management

Driver Models

Vehicle Dynamics, Chassis and Suspension Systems

Vehicles in the light of Demographic Change

Vehicle Concepts

Vehicle Safety

http://apac18.com.au/



Body Engineering and Lightweight Design

Noise, Vibration and Harshness

Tyres and Tyre Models

Diesel, Gasoline and Gaseous Fuel Powered Engines: Injection, Mixture Formation and Combustion; Engine Charge Cycle and Charging; Emissions and Exhaust After-Treatment; Acoustics, Mechanics, Cooling and Thermal Management

Hybrid Technology

Electric Powertrains and Traction Batteries

Transmission, Ancillaries and Components

Measuring and Testing Technology

Alternative Fuels and Powertrain Concepts

Driver Assistance Systems

Electric Mobility, Battery Charging Systems and Strategies

Power Electronics and On-Board Power Supply

Sensors and Actuators

Networking and Systems Architecture

Diagnosis and Testing

Software and Development

Versatile Production

Energy Storage

Multi-Material-Mix

Biomechanical Aspects in Production/Ergonomics

Engineering Design

CAX Methods

Precision/Production/Power/Forming/Energy and Traffic Engineering

Materials Technology, including Plastics Technology. http://www.fkfs.de/fileadmin/media/04_unternehmen/veranstaltungen/symposium/pdf_dokumente/symp_2015_c4p_en.pdf LNG FUEL FORUM NORTH AMERICA 2015 Miami, Florida, USA Informa Maritime Events 18-19 Mar 2015 Hear from industry leaders from across the LNG bunker fuel supply chain on key topics and latest developments impacting LNG as a fuel in the USA and Canada. http://www.informamaritimeevents.com/event/LNGNA LNG AND CNG FOR TRANSPORT FORUM - INFRASTRUCTURE DEVELOPMENT AND PRICING MECHANISMS FOR LNG AND CNG IN LAND AND MARINE TRANSPORT London, UK Informa 8-9 Apr 2015 http://www.ibcenergy.com/event/lng-fuel-transport-forum 8TH INTEGER EMISSIONS SUMMIT ASIA 2015 Beijing, China Integer Research Limited 19-21 May 2015

http://www.fkfs.de/fileadmin/media/04_unternehmen/veranstaltungen/symposium/pdf_dokumente/symp_2015_c4p_en.pdf

http://www.fkfs.de/fileadmin/media/04_unternehmen/veranstaltungen/symposium/pdf_dokumente/symp_2015_c4p_en.pdf

http://www.informamaritimeevents.com/event/LNGNA

http://www.ibcenergy.com/event/lng-fuel-transport-forum



The conference will examine diesel emissions regulation compliant strategies of leading on- and non-road vehicle and engine manufacturers and the growing opportunities for the AdBlue market. Bringing together over 280 senior executives from domestic and international on- and non-road engine and vehicle manufacturers, the conference will analyze emissions reduction legislation and technologies for:

Heavy-duty commercial vehicles

Non-road mobile machinery

Natural gas vehicles

Light-duty vehicles and passenger cars

AdBlue. http://www.integer-research.com/dec-asia-2015/ WGC PARIS 2015 WORLD GAS CONFERENCE "GROWING TOGETHER TOWARDS A FRIENDLY PLANET" Paris, France International Gas Union (IGU) 1-5 Jun 2015 To support the theme “Growing together towards a friendly planet” and reinforce the IGU’s role in the gas industry, the four strategic themes are also guidelines to sustain future global growth of gas:

Obtain official recognition for natural gas as a destination fuel for sustainable development

Promote an appropriate mix of gas and renewables and electricity

Improve the availability of natural gas in new areas and in developing countries

Attract human resources and reduce staff turnover. http://www.wgc2015.org/?lang=en 12TH INTERNATIONAL CONFERENCE ON ENGINES & VEHICLES Capri, Italy SAE Naples Section 13-17 Sep 2015 ICE2015 technical papers should be of interest to people involved in both fundamental automotive research and engine and vehicle developers. Topics include:

Fuel Injection and Combustion Processes - Fuel Injection & Sprays Modelling/Experiments - Combustion and Flow diagnostics - CI Combustion Modelling/Experiments - CI Performance with Alternative Fuels - HCCI Modelling/Experiments - SI Combustion Modelling/Experiments - SI Performance & Fuel Effects - Combustion & Tailpipe Noise, Acoustics & Silencers

Alternative and Advanced Power Systems - Hybrids and Electric vehicles - Fuel Cell Technologies - Hydrogen IC - Novel Designs - On-board energy recovery and management

Fuels and Lubricants

http://www.integer-research.com/dec-asia-2015/

http://www.wgc2015.org/?lang=en



- Nonpetroleum Based Fuels - Advanced Petroleum Based Fuels - Gaseous Fuels - Lubricants & Bearing Systems - Advanced Lubricants

Powertrain Technology - CI & SI Power Cylinder Systems - Small Engine Technology - New CI and SI Engines & Components - Engine Control and Optimization - Vehicle Control and Optimization - Intelligent transportation systems

Exhaust Aftertreatment and Emissions - Off-Road Emissions - Heavy Duty Emissions - Particle Emissions - General Emissions - Exhaust System Modelling - Aftertreatment Systems

Air Handling, Intake, and Exhaust - Gas Dynamics & Acoustics - Intake/Exhaust System Modelling - Turbochargers.

http://www.sae-na.it/ 10TH CONFERENCE GASEOUS FUEL POWERED VEHICLES Germany IAV FKFS 20-21 Oct 2015 http://www.fkfs.de/index.php?id=20&L=2

http://www.sae-na.it/

http://www.fkfs.de/index.php?id=20&L=2

Delivering Excellence Through Innovation & Technology

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