gasoline wg report - pecj.or.jp · combustion analysis based on fuel matrix test results, etc. ......

1

4th JCAP Conference

Further Challenge in Automobile and Fuel Technologies

For Better Air Quality

Gasoline WG Report

-Focusing on Sulfur and Octane Number -

June 1, 2005

2

ContentsI OutlineII Outline of Research PlanIII Fuel Matrix TestsIV Long Driving TestsV Octane Number Study 1VI Octane Number Study 2VII Future Plans

3

I Outline

4

Purpose of JCAP IITo comprehend the fuel technology potential for

making a cleaner environment necessary for automobile technology to aim at zero emissions and fuel economy improvement

Based on the trend of regulations in Japan and results from the JCAP I study on the influence on air quality, we defined ‘zero emissions from gasoline vehicles’ as ‘the exhaust emissions equivalent to J-ULEV(*)’ before starting our research.

(*) J-ULEV stands for Japan Ultra Low Emission Vehicle. This vehicle must reduce emissions by 75% from the 2000 regulations applicable to domestic gasoline passenger cars.

5

Targeted Outcome• In circumstances that both low emissions and fuel economy

improvement (reduction of CO2) are socially expected, we should study what is to be improved in fuel technology area to support the progress of automobile technology based on sound science.

• In particular, we should aim at providing discussions for low emissions, automobile fuel economy improvement and comprehensive CO2 suppression with usable technical data from a fair point of view by focusing on the evaluation of following items: 1) Influence of sulfur content on exhaust gases and fuel economy in driving test2) T50 and T90 in fuel matrix tests and influence of aromatic content on exhaust gases3) Influence of octane number (RON) on CO2 and fuel economy to be determined through engine bench tests and simulation of actual vehicle fuel economy

6Outline of Test Plan at Gasoline WGNo.

1

2

2amended

3

4

A study of fuel property influence on exhaust emissions using the most advanced gasoline vehicle

Evaluation of emission reduction potential using themost advanced gasoline vehicle combined with ideal fuel

Combustion analysis based on fuel matrix test results, etc.

Evaluation of effect of deposits from DI gasoline engine, fuel properties and additives on exhaust emissions

A study for optimum octane number aiming at CO2reduction

Theme

7

II Outline of Research Plan－Focusing on Theme No.1 and No.4

8

Items Test fuel and test vehicleSchedule

◆ThemeInfluence of fuel properties on emissions using the most advancedgasoline vehicles◆Expected Output・To comprehend emission level of the most advanced vehicles・To comprehend the fuel properties affecting exhaust emissions

and the degree of influence ⇒Fuel matrix tests・To comprehend the influence of fuel sulfur on fuel economyand emissions ⇒Driving test

2002 2003 2004 20052006

Emission Level

Influence of Fuel

Long DrivingTests

Test fuel：Aromatic, T50 & T90/three levels each and standard fuel

Test vehicles：MPI: 3 typesSIDI: 3 types (including lean-burn)

☆Interim Report

Test fuel：3 levels of sulfurTest vehicles：2 types of SIDI (including lean-burn)

Gasoline WG Research Plan (Theme No.1)

To be studied through fuel matrix tests

(Fuel MatrixTests)

9

Items Test fuel/Test engineSchedule

◆ThemeTo comprehend optimum octane number for reducing CO2

◆Expected Output To clarify the optimum octane number from the comprehensiveview point of CO2 emissions ranging from refineries to vehicle engines

2002 2003 2004 20052006

☆Interim Report

Test fuel・Octane Number(RON) 90,93,97,100Test engine・Engines in the market (3 types) ・Compression Ratio (3 levels)

Engine Tests

Collect, summarize and investigate existing Data

Fuel Economy Performance

on engine bench

Fuel Economy Performance on vehicles（Fuel economy simulation）

Gasoline WG Research Plan (Theme No.4)

10

III Fuel Matrix Tests

11Summary of Activities (Fuel Matrix Tests)Phase 1 （2002FY）・We conducted preliminary tests using J-ULEV and C/D emission

evaluation techniques.（We updated test procedures, established an evaluation scheme and

set the criteria for data adoption）Phase 2 （2003－2005FY）・We conducted fuel matrix tests using six J‐ULEVs focusing on T50,

T90 and aromatic contents. ・ In these tests, deteriorated catalysts obtained from high mileage

vehicles were used to increase the sensitivity. ・ The significant differences at 75% and 95% confidence limits were

studied using various statistical techniques to summarize the results. ・We have obtained some knowledge about aromatic substances and

CO2 (fuel economy). We will further conduct data analysis and quantitative examinations in FY 2005.

12

Fuel Matrix Tests

Test Vehicle SpecificationsTest Fuel Properties

T90

T50

Aromatics85℃

95℃105℃

125℃

145℃

160℃

39%

47%

31%

J2GVA J2GVB J2GVC J2GVD J2GVE J2GVF

0.66 1.8 2.0 1.8 3.0 2.5

CC

UB -

Engine System

Catalyst

MPIStoichio

SIDILean Burn

TWC TWC

NSRTWC

Vehicle

Emission

Displacement (L)

J-ULEV

13

IV Long Driving Tests

14

Summary of Activity （Long Driving Tests）

Phase 1 （2003 FY）・We conducted evaluation tests for advanced technology (at an

outside lab) and found that the fuel economy in the 10-15 mode test improved by approximately 5% by reducing the sulfur contentfrom 50PPM to 10PPM. (This information was forwarded to the CO2 Investigation WG as a result obtained in 2003.)

Phase 2 （2004 FY）・We conducted driving tests to study the influence of sulfur using

an OEM passenger vehicle powered by a direct injection gasoline engine, which is different from the evaluation test for advancedtechnology. It was found that the difference in fuel economy deterioration was 5.8% between 10PPM and 50PPM sulfur contents. In both cases, NOx emissions were adjusted to J-ULEV level in the CD34－Hot mode test.

15Investigation of Influence of fuel sulfur on DI gasoline engine system

PurposeTo investigate the influence of different frequencies of recovery control from sulfur poisoning (hereafter referred to as “S” recovery frequency) on fuel consumption while maintaining the emissions at the same level, using a direct injection gasoline engine system. Also, to investigate the influence of different sulfur contents in the fuel on exhaust emissions.Items investigated

1)To verify that the emissions (primarily NOx) will stay at J-ULEV level at 80,000km by conducting 40,000km durability test with the S recovery frequency

adjusted to the sulfur content in the fuel. 2) To calculate deterioration of fuel consumption at each S recovery frequency

derived in the tests mentioned above. 3) To investigate the influence on the exhaust emissions by adjusting the sulfur

content to 10ppm and 50ppm.Test vehicle

Direct injection gasoline engine of 1.8L （Prototype vehicle aiming at J-ULEV）

Test fuel2 levels of sulfur, 10ppm and 50ppm（Low sulfur oil was used)

Phase 2 （2004FY）

Durability test mode１１ laps x 40,000km

Exhaust emission test modeCD34 mode

（Combined value：Coldx0.25＋Hotx0.75）Fuel economy evaluation mode

CD34 mode（Hot）

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Average fuel economy in the case where vehicle is driven continuously in each mode and regeneration controls are conducted every time the vehicle reaches each sulfur poisoning criterion

Fuel economy without regeneration control1-

Fuel Economy DeteriorationRate

※ Influence on FE in CD34 mode is for reference only, since it is not yet known if this mode is suitable for fuel economy evaluation.

Sulfur poisoning criteria A（10-15M）

Sulfur poisoning criteria B（CD34）

Influence on FE in １０-１５M Influence on FE in CD３４(Ref.: ※）

34

210

5

76

89

10

FED

R (%

)

S=1ppmS=10ppmS=50ppm

Δ6.1%(S=50→10ppm)

34

210

5

76

89

10S=1ppmS=10ppmS=50ppm

FED

R (%

)

Δ5.1%(S=50→10ppm)

34

210

5

76

89


FED

R (%

)

Δ2.9%(S=50→10ppm)

34

210

5

76

89


FED

R (%

)

Δ1.8%(S=50→10ppm)

Conditions: 10Conditions: 10--15 mode 15 mode ＆＆ CD34 mode CD34 mode ×× S poisoning criteria A & BS poisoning criteria A & BSensitivity obtained: S=Sensitivity obtained: S=１１<10<50ppm, CD34<10<10<50ppm, CD34<10--15M, Criterion A < B15M, Criterion A < B

Phase １（2003 FY）Test Results (with the influence on fuel consumption and exhaust emissions maintained at the same level)

=

FEDR: Fuel Economy Deterioration Rate

17

F.E.

Pen

alty

(%)

16.0

14.0

6.0

4.0

2.0

0

8.0

1.00 2.0 3.0 4.0 5.0 6.0Desulfation frequency (sec/km)

12.0

10.0

CD34-Hot mode

10ppmS

5.8%

50ppmS

F.E.

Pen

alty

(%)

16.0

14.0

6.0

4.0

2.0

0

8.0

1.00 2.0 3.0 4.0 5.0 6.0Desulfation frequency (sec/km)

12.0

10.0

CD34-Hot mode

10ppmS

5.8%

50ppmS

Regeneration control according to sulfur content and influence on fuel economy

Difference in FE deterioration rate between 10 and 50ppm sulfur levels was 5.8%. In each case, NOx emissions were adjusted to J-ULEV standard.

Phase 2 （2004FY）

18

V Octane Number Study 1

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OutlineIn order to comprehend the influence of RON on CO2 balancing, the relationship between RON and fuel economy (CO2 from vehicles) was studied through simulations using three types of MPI engines with different compression ratios and fuels of RON 90, 93, 97 and 100.

It is an important future task to study anti knock properties from the grass roots. However, on this occasion we focused on the relationship between the compression ratio and RON and carried out tests from the view point of CO2 reduction.

Test fuels were prepared as follows:Series 1: Regular and premium gasoline blendedSeries 2: Fuel with constant aromatic content (±2%)

Tests were also conducted using E10 fuel which uses ethanol and ETBE-blended fuel in FY2004.

20

Summary of Activities （ Octane Number Study）

Phase 1 （2003FY）・We checked in advance if it is appropriate to use simulation

technique.・We conducted engine tests using Engines A and B and

commenced trial simulation.

Phase 2 （2004FY）・We reviewed test data from Engines A and B and evaluated

the results of simulation for fuel economy improvements.・We carried out engine tests using Engine C and conducted

simulation.・We tested the fuel containing oxygenate using Engine A and

conducted simulation as well.

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Step 1Verify if vehicle CO2 simulation is suitable for evaluation using existing data and modify the simulation procedure so that the data will be reflected properly.

Theme Scheme - Role of Engine Tests/VehicleSimulation

Engine test data

Obtain test data from the test engines (2 engines in 2003) with varied CR (3 levels) and with the fuels having different RONs (4 levels). Based on this data, simulate FE (vehicle CO2 emissions).

Step 2

Step 3Verify total CO2 balance by combining vehicle CO2 emissions reduction attributed by higher CR with the increment of CO2 at refineries.(Work at CO2 Investigation WG)

22Fuels for Octane StudyFuels

RON (Target) 100 97 (95) 93 90 100 97 (95) 93 90

RON 99.5 97.0 (95.0) 93.3 90.0 99.5 97.4 (95.0) 93.5 90.4

MON 87.1 85.4 - 83.4 81.7 87.9 86.7 - 84.6 83.0

Density （ｇ/ｃｍ3＠15℃） 0.7524 0.7458 (0.7418)0.7367 0.7307 0.7385 0.7390 (0.7390)0.7391 0.7389

50 vol% (℃） 93.0 93.5 - 91.0 90.0 93.5 94.0 - 97.0 94.5

90 vol% (℃） 162.0 168.0 - 169.0 170.5 163.0 159.0 - 158.5 149.5

NCT （J/g) 42430 42640 (42757) 42890 43080 42720 42720 (42730) 42740 42770

H/C 1.702 1.765 (1.800) 1.844 1.892 1.812 1.828 (1.828) 1.828 1.846

Carbon （mass％） 87.5 87.1 （86.9） 86.6 86.3 86.8 86.7 （86.7） 86.7 86.5

Hydrogen （mass％） 12.5 12.9 （13.1） 13.4 13.7 13.2 13.3 （13.3） 13.3 13.4

Aromatics （mass％） 49.1 44.3 - 38.2 33.8 43.0 42.8 - 42.5 41.6

Series 1 (Blended market gasoline) Series 2 (Aromatics constant)

Octane

Numbers

Dist.

Properties at RON 95 are estimated figures for both fuels.

23

Test Engines for Octane StudyEngine A Engine B Engine C

(GEA) (GEB) (GEC) ・Engine type L4MPI L4MPI L3MPI・Displacement 1298cc 1998cc 659cc・CR（Mid value）(*) 10.5 9.8 10.5

(*) :Three levels of compression ratios are to be tested bymanufacturing and supplying pistons providing mid point ±１ CR.

> Using non-turbo MPI engine> Manual Transmission

24Impact on Fuel Economy and CO2

Fuel: market gasolineblended

Fuel economy km/L 14.55Fuel economy km/MJ 0.462CO2 g/km 158.7

15.160.478155.9

+ 4.15%+ 3.35%－1.76%

Engine B2000cc

Engine A1300cc

Fuel economy km/L 19.84Fuel economy km/MJ 0.630CO2 g/km 116.5

20.540.648115.0

Change rate of FEChange rate of CO2

+ 3.51%+ 2.80% －1.29%

RON 90 RON 95CR：0.07＊5＝0.35up

CR 9.8 10.15 －

CR 10.5 10.85 －

CR: Compression Ratio

25Fuel: Aromatics content isadjusted to a certain levelImpact on Fuel Economy and CO2

CR ：0.07＊5＝0.35up

+ 5.42％+ 5.21% - 4.85%

Engine Ｃ650cc

Fuel economy km/LFuel economy km/MJ

CO2 g/km

Change rate of FEChange rate of CO2

+ 3.21％+ 3.33％- 2.85％

RON 90 RON 95

24.15 25.46

96.9 92.20-400m（*）acceleration

40-80Km/ｈacceleration

23.81 24.575

98.3 95.5

0.764 0.806

0.753 0.779

Engine Ｃ650cc

))＊The results from 40-80 km/h acceleration test on Engine C which is for a mini car differ from the results from other engines.

The 0-400 acceleration test is considered too severe for this engine (i.e. it can not catch up to the speed) and is therefore considered not appropriate as a test condition from the point of view of this study, which aims at allocating the surplus of acceleration performance to CO2 reduction.

CR 10.5 10.85 －

CR 10.5 10.85 －

Fuel economy km/LFuel economy km/MJ

CO2 g/km

26

Technical Thoughts on Study Results Based on Past Knowledge and Survey of Engine

・In this simulation, the increment of comp. ratio per 1 RON is assumed to be 0.07/RON in the range of 90 to 97 RON based on the information from the engine design engineers of the companies that belong to JAMA.・It was found that the knowledge of fuel economy obtained from the assumptions of this study and the results of simulation are consistent and agree with the following:① Actual increase of comp. ratio corresponding to the increase of RON in the market (engine survey data by 6 companies in JAMA and data from 20 European companies) ② Past knowledge on fuel economy improvement (paper by Toyota)・ Fuel economy improvement is considered to be attributed by (a) effect of compression ratio increment due to increase in RON, (b) change in fuel properties (energy density and ratio of carbon to hydrogen) and (c) change of final gear ratios (i.e. effect of allocation of surplus acceleration performance to fuel economy and CO2). Further studies has been conducted based on these findings.

• Compression ratio and improvement in theoretical thermal efficiency（VG27）

• Actual data of RON－ compression ratio in Japan and Europe （VG28)• Past knowledge of RON and fuel economy improvement （VG29)• Study on breakdown of fuel economy improvement （VG30－31)

27Assumption of Investigation

Influence of CR on fuel economy is assumed to be saturated (Nissan Tech. Report in 1982)

CR

Fuel

Eco

nom

y In

crea

se

Mechanical loss & thermal loss

Fuel economy increase in partial load

Fig. 1 Improvement in Fuel Consumption by increasing Compression Ratio

Engine: Nissan 4-cyl 1595 ccTest conditions:

Improvement in TTE (Specific heat of mixture:

(TTE) CR

TTE: Theoretical ThermalEfficiency

FE(10.8)/FE(9.8) = ｛1-(1/10.8)^0.3｝/｛1-(1/9.8)^0.3)｝= 1.0292 (+2.92%)FE(10.155)/FE(9.8) = ｛1-(1/10.155)^0.3｝/｛1-(1/9.8)^0.3)｝= 1. 0107 (+1.07%)

28

オクタン価と圧縮比（国内、EU調査）

9.8

10

10.2

10.4

10.6

10.8

89 91 93 95 97 99 101

オクタン価

圧縮比

圧縮比

0.075/RON

Domestic regular Avg.：9.94

European regular（95RON）Avg.: 10.37

Domestic premiumAvg.: 10.71

Data supplied by JAMA(European data is of 20 European automakers and was supplied by JAMA)

Octane Number and Compression Ratio (Survey in Japan and Europe)

Comp. ratio

Comp. ratio

Octane number (RON)

29Comparison with Past Studies

20.8%

9.6%3.9%

0.5%4.7%

12.6%

8.2%

17

18

19

20

21

22

23

88 90 92 94 96 98 100 102

RON

10･1

5モード燃費

(km

/L)

ε=9.5ε=10.5ε=11.5

10-1

5 M

ode

Fuel

Con

sum

ptio

n, k

m/L

● ε＝9.5▲ ε＝10.5◆ ε＝11.5

In the case that CR increases by 0.355 with RON９５, improvement is calculated as 5.1 (%) x 0.355/0.5=3.6 (%), assuming that the relation between CR and FE is linear. This is equivalent to the result (3.5%) of this simulation.

In order to compare with the results of Engine A, FE improvement is calculatedassuming CR increases by 0.5 with RON 95 fuel. The base line is RON90 - CR 9.5.JSAE20025515

1298ccIn-Line ４0－400 acc. time kept constant

５.１％

30

Method to Separate Influential Factors for FE Improvement (Draft)

Case of Engine B

FC

ε=10.8

ε=10.15

ε=9.8

FC(90/9.8)

FC(95/9.8)

FC(95/10.15)

FC(95/10.8)

1) Final gear ratio: constantFE improvement due to efficiency improvement attained by CR increase: η1η1＝FC（95/10.15）／FC(95/9.8）

FE improvement due to efficiency improvement attained by fuel improvement:η2η2＝FC（95/9.8）／FC(90/9.8）

Final gear ratio: constant

η1η2

90 95RON

FC

RON

ε=10.8

ε=10.15

ε=9.8

FC’(90/9.8)

FC’(95/9.8)

FC’(95/10.15)

FC’(95/10.8)

Final gear ratio: variable (Acc. time constant)

2) Final gear ratio: variable (Acc. time constant)FE improvement due to all factors: η3η3＝FC’（95/10.15）／FC’(90/9.8）

FE improvement due to differential gear ratio: ηdiffηdiff＝η3－（η1 + η2）

η3

90 95

31

Breaking Down of Fuel Economy Increase - the influence of compression ratio/ fuel/ final gear ratioon fuel economy increase in terms of Engines A and B

Conditions: Fuel/ RON from 90 through 95Compression ratio/ baseline +0.35 （0.07/1 RON)10.15 mode basis

Engine A Engine B Engine C40-80km/hr Accel.

Compression Ratio

Fuel Properties

Final Gear Ratio

In Total

+1.62%

+1.63%

+0.26%

+1.25%

+1.34%

+1.61%

Reference

+3.51% +4.15%

+1.59%

+0.47%

+1.15%

+3.21%

32Summary• We have found that the improvement (km/L) in fuel economy is in the range

of 3.21% to 4.15% in the case of regular/premium blend whose octane No. is increased from RON 90 to 95, including the effect of the change in fuel properties. The improvement on heat amount basis (km/MJ) is somewhere around 2.80% to 3.35%.（The CO2 Investigation WG has been informed of these figures )

• We have studied the breakdown of fuel economy improvement. This has led us to find some consistency with theoretical improvement as far as the influence of compression ratio is concerned (increase of compression ratio as a result of RON increase from 90 to 95 is approx. 1.1 %). Further study of quantitative evaluation will continue.

• We have found that the fuel properties have a large influence even if the fuel has the same octane number. We suppose that comprehensive evaluation of production methods, fuel properties and automobile performance (exhaust emissions, fuel economy and practicality) will be necessary in the future.

33

VI Octane Number Study 2*

*Oxygenated blended gasoline was tested using the technique of Octane Number Study 1

34Evaluation of influence of oxygenated-blended

gasoline on vehicle performance

y = 0.9985xR2 = 0.9999

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9HC_95 Calorific FE （MJ/20sec)

Oxy

Cal

orifi

c FE

（M

J/20

sec)

Oxy_95Linear (Oxy_95)

y = 1.033xR2 = 0.9999

y = 1.010xR2 = 0.9999

0

5

10

15

20

25

30

0 5 10 15 20 25 30HC_95 Volumetric FE(ml/20sec)

Oxy

Vol

umet

ric F

E（m

l/20s

ec)

EtOH 95ETBE 95Linear (EtOH 95)Linear(ETBE 95)

1) On the scale of volume-based FE, ethanol has an inclination of 1.033 and ETBE of 1.010 (both of them are obtained using oxygenated-blended fuel) against ordinary hydrocarbon-based fuel HC_95.2) As for the heat value-based FE, 20 data are plotted on the line of 0.9985 inclination as is shown in the right figure. This result suggests that use of heat value of the fuel can arrange the data from both oxygenated-blended fuel and hydrocarbon-based fuel HC_95 without contradiction so long as the blend of oxygenate stays in the range of 10%.

35

VII Future Plans

36

Outline of 2005 FY Plan・Evaluation of oxygenated-blended fuel （ETBE-blended gasoline）

– We are planning to acquire technical knowledge on ETBE which is currently attracting attention.

– 8% ETBE is equivalent to 1.3 wt% oxygenated blend. 17% ETBE is equivalent to 2.7 wt％ oxygenated blend.

•Other themes– We are currently discussing how we should tackle

and deal with JCAPII’s theme for the latter half of the year through the investigation of technologies for new engines. （As for HCCI, we have a plan to continue to obtain basic knowledge through meetings and surveys together with the Diesel WG.)

37Plan to Study ETBE Influence (2005 FY)◆Theme of Study

Under the circumstance that demand for oxygenated-blended fuel is increasing, possibilities include the marketing of either ethanol or ETBE. We investigate the applicability of the fuel, ETBE in particular, with vehicles and we summarize the positioning and the effect of the oxygenated-blended fuels.

◆Expected outcomeOfficial test results are available for ethanol but not for ETBE. Therefore, we aim to grasp its influence on exhaust emissions through this study.

１

Influence on exhaust emissions (including unregulated substances)

RegularETBE 8%ETBE 17%

4 vehicles4 Motorcycles

２ETBE 8%ETBE 17%

Influence on exhaust and evaporative emissions (durability test)

Low temperature startability

４ Material tests Metal, plastic and rubber Bench test

2005 2006Items of evaluation test Test fuel

Test vehicle

ETBE8 %(*)

ETBE17%(**)

Summary

Startability and other tests

３（2 expected）ETBE 8%ETBE 17%

2 vehicles

Schedule

Summary

Summary

SummarySummary

Summary

38

End of presentation

39

[Attachment]

Fuel Matrix Tests

40

Properties of Test Fuel for Fuel and VehicleMatrix Tests

T90 T50 AromaticsBaseRVP(kPa) 65 65 65 65 65 65 65

Benzene（vol%） 1.0 or less 1.0 or less 1.0 or less 1.0 or less 1.0 or less 1.0 or less 1.0 or lessSulfur (mass ppm) 10 or less 10 or less 10 or less 10 or less 10 or less 10 or less 10 or less

T50（degree C） 95 95 95 102 85 95 95

T90(degree C） 145 160 125 145 145 145 145AromaticsCompound

(vol%)39 39 39 39 39 47 31

Olefin （vol%) 20 20 20 20 20 20 20RON 100 100 100 100 100 100 100

Washed gum(mg/100ml) 1.0 or less 1.0 or less 1.0 or less 1.0 or less 1.0 or less 1.0 or less 1.0 or less

the date for delivery May in 2002Volume 14DM

June in 20024 DM for each test gasoline, 24DM

Test fuel properties in ２００２-２００３

Fuel properties are designed and adjusted by changing T50, T90 and aromatics content independently as much as possible, centering around the base fuel which has properties averaging those found in the Japanese market.

41

J2GVA

StoichiometricMPICC

TWC

N.A

Type

Type

Vehicle

Location

Location

Engine system

Emission

Catalyst 1

Catalyst 2

J2GVBJ-ULEV

UB

TWC

J-ULEV

StoichiometricMPI

TWC

CC

Test Vehicle for Fuel Matrix Test -1

J2GVCJ-ULEV

StoichiometricMPI

0.66 1.8 2.0

MPI vehicle

CC

TWC

UB

TWC

Displacement L

Three advanced MPI vehicles (prototype) in the level of J-ULEV and three SIDI vehicles (prototype) were used for these tests.

42

Test Vehicle for Fuel Matrix Test -2

J2GVD

CC

TWCType

Type

Vehicle

Location

Location

Engine system

Emission

Catalyst 1

Catalyst 2

J2GVEJ-ULEV

UB

TWC

J-ULEV

NSR

CC

J2GVFJ-ULEV

SIDILean/Burn

SIDILean/Burn

SIDILean/Burn

1.8 3.0 2.5

UB

SIDI vehicle

CC

TWC

UB

NSRNSR*

Displacement L

*NOx Storage & Reduction

43

Analysis of Matrix Test Results

Arrangement method for data from fuel matrix tests

Judge abnormal valuesCheck the following against the values :・C/D test equipment・Vehicle・Environment conditionsNormality Test/Cochran’s Test

All test data from exhaust emission tests on chassis

dynamo

Check changes over time in each block (BL). Check and compensate missing data

All test data sets for study of fuel influence

(two-dimensional data of Fuel x BL)

44

Data Analysis Method

Calculate average and confidence interval(two-dimensional data of Fuel x BL)Confidence limit：95%, 75%

Judge significant difference(confidence limit: 95 and 75%)→Judge tendency with confidence

limit 75%List up results (express by arrows)Visualize by graphs

All test data sets for study of fuel influence

(two-dimensional data of Fuel x BL)

Analyze influential factors of fuel properties(Not conducted in preliminary tests)

45Fuel Matrix Tests

Summarized Results of Data Analysis and Variance Analysis on J2GVC Vehicle (Example 1)

Examination of Data Set1) Compensation for change over time・Compensate change of CO emission in 10・15 mode over time with

exponential functions・ Compensate change of CO emission in CD34(H) mode over time with

exponential functions ・ Compensate change of THC emission in CD34(C) mode over time with

exponential functions2) Cochran’s Test・ One NOx data from 10・15 mode is eliminated because of abnormality.

Results of Variance AnalysisThe following are the data showing significant tendency at 95% confidence limit:

・ Aromatics and CO2 in 10・15 mode・ T90 and CO2 in CD34(H) mode・ Aromatics and CO2 in CD34(H) mode・ T90 and CO in CD34(C) mode・ Aromatics and CO in CD34(C) mode・ T90 and CO2 in CD34(C) mode・ Aromatics and CO2 in CD34(C) mode

46

Fuel Matrix TestsSummarized Results of Data Analysis and Variance

Analysis on J2GVD Vehicle (Example 2)

Examination of Data Set1) Compensation for change over time・ Compensate change of CO2 emission in CD34(H) mode over time with

logarithmic functions・ Compensate change of THC emission in CD34(C) mode over time with

logarithmic functions・Compensated change of CO2 emission in CD34(C) mode over time with

exponential functions2) Cochran’s Test・One THC data from 10・15 mode is eliminated because of abnormality. ・One CO data from CD34（H) mode is eliminated because of abnormality.Results of Variance Analysis

The following are the data showing significant tendency at 95% confidence limit:

・ T90 and CO2 in CD34(H) mode・ Aromaics and CO2 in CD34(H) mode・T90 and CO2 in CD34(C) mode・Aromatics and CO2 in CD34(C) mode

47

Results of Fuel Matrix Tests: Aromatic Compounds

10・15 CD34H CD34C 10・15 CD34H CD34C 10・15 CD34H CD34C 10・15 CD34H CD34CJ2GVA ↓↓ ↓↓ ↓↓ ↓ ↓↓ ↓ ↓↓ ↓↓ ↓↓ ↓↓

J2GVB ↓↓ ↓ ↓ ↓ ↓↓ ↓↓ ↓↓

J2GVC ↑↑ ↓ ↓ ↓↓ ↓↓ ↓↓

J2GVD ↓ ↓↓ ↓↓

J2GVE ↑↑ ↓↓ ↑↑ ↑ ↑ ↑ ↓ ↓↓ ↓↓

J2GVF ↓ ↑ ↑↑ ↑↑ ↓ ↑ ↓↓ ↓↓ ↓↓

J2GVA ↓ ↓ ↓ ↓ ↓

J2GVB ↑ ↓ ↓ ↓ ↓

J2GVC ↓ ↓ ↓↓

J2GVD ↓

J2GVE ↑ ↓ ↓↓

J2GVF ↑ ↓ ↓↓ ↓

J2GVA ↓↓ ↓ ↓↓ ↓ ↓ ↑ ↓ ↓↓ ↓↓

J2GVB ↓↓ ↓↓ ↓↓

J2GVC ↑↑ ↓ ↓↓ ↓ ↓↓

J2GVD ↓ ↓↓ ↓↓

J2GVE ↑ ↓↓ ↑ ↑ ↓ ↓ ↓↓

J2GVF ↑ ↑ ↓ ↑↑ ↓↓ ↓

CO THC NOｘ CO2

H→L

H→M

M→L

↑，↓：Significant difference at 75% confidence limit ↑↑，↓↓： Significant difference at 95% confidence limit

48

Results of Fuel Matrix Tests: T50

10・15 CD34H CD34C 10・15 CD34H CD34C 10・15 CD34H CD34C 10・15 CD34H CD34CJ2GVA ↓ ↓ ↓ ↓↓ ↓

J2GVB ↓↓ ↓↓

J2GVC ↑ ↑

J2GVD ↑ ↑

J2GVE ↓ ↓ ↓ ↓

J2GVF ↑ ↑ ↑

J2GVA ↓ ↓

J2GVB ↓↓

J2GVC ↓

J2GVDJ2GVE ↓ ↓ ↑

J2GVF ↑

J2GVA ↓ ↓ ↓

J2GVB ↓

J2GVC ↑

J2GVD ↓

J2GVE ↓ ↓ ↓ ↑

J2GVF

H→L

H→M

M→L

CO THC NOｘ CO2


49

Results of Fuel Matrix Tests: T90

10・15 CD34H CD34C 10・15 CD34H CD34C 10・15 CD34H CD34C 10・15 CD34H CD34CJ2GVA ↓ ↓ ↑ ↓↓ ↑↑ ↑ ↑

J2GVB ↓ ↑ ↓↓ ↑↑

J2GVC ↑↑ ↓ ↑ ↑ ↑↑ ↑↑

J2GVDJ2GVE ↓↓ ↑

J2GVF ↑↑ ↑ ↓

J2GVA ↓ ↑ ↓ ↓↓ ↑ ↑

J2GVB ↓ ↓ ↑ ↑

J2GVC ↑ ↓ ↑ ↑ ↑↑

J2GVD ↑ ↑↑

J2GVE ↓ ↑

J2GVF ↑ ↑ ↑ ↑

J2GVA ↓↓ ↑

J2GVB ↑

J2GVC ↑↑

J2GVD ↓↓ ↓

J2GVE ↓ ↓

J2GVF ↑

M→L

H→L

H→M

CO THC NOｘ CO2


50

[Attachment]

Driving Tests

51

Summary of the results1) It is possible to meet the J-ULEV regulations if regeneration is controlled according to the sulfur content. 2) In the case where regeneration is optimized for 10ppm sulfur although the test fuel actually contains 50ppm

sulfur, durability test results indicate that NOx emissions exceed J-ULEV target at 20,000 km.

－Data shown above are exhaust emissions in JAMA2 durability test （CD34 Cold & CD34 Hot Combined）－20,000km data are for reference purposes only.

NM

HC

(g/k

m)

0

0.01

0.03

0.06

0.02

NMHC

0.05

Target

CO

(g/k

m)

0

0.40

1.20

1.60

0.80

CO

Target

NO

x (g

/km

)

0

0.01

0.04

0.06

0.02

NOx

Target

0 20 40 60 80Aging Duration (kkm)



0.03

0.04

0.05

NM

HC

(g/k

m)

0

0.01

0.03

0.06

0.02

NMHCNMHC

0.05

Target

CO

(g/k

m)

0

0.40

1.20

1.60

0.80

COCO

Target

NO

x (g

/km

)

0

0.01

0.04

0.06

0.02

NOxNOx

Target




0.03

0.04

0.05

S10ppm, Control : S10ppmS50ppm, Control : S50ppmS50ppm, Control : S10ppm

Sulfur Content and Exhaust Emissions in Driving Tests

52

Test PlanTest PlanTest Plan[Purpose][Purpose]

[Plan][Plan]

To investigate the influence of sulfur content of fuel on exhaust emissions using direct injection gasoline engine system, and to investigate the influence of the frequency of regeneration control for sulfur poisoning on fuel consumption while maintaining exhaust emissions at the same level.

FY2002 to FY2004 ：Investigation of influence on fuel consumption while maintaining exhaust emissions at the same level・ Optimize the frequency of regeneration control for sulfur poisoning according to the sulfur content of fuel (S=1,10 and 50ppm) and to verify that the emissions meet the target (equivalent level to J-ULEV) after durability test. ・Evaluate the influence of different frequencies of regeneration control for sulfur poisoning on fuel consumption while maintaining exhaust emissions at the same level in the Evaluation of Advanced Technology (at outside lab) and Joint Test Program.FY2003 to FY2004 ： Investigate the influence on exhaust emissions while fuel consumption is maintained at the same level.・Conduct durability tests with high sulfur fuel (S=10 and 50ppm) but at a regeneration control frequency suitable for low sulfur （S=1ppm） to investigate the influence on exhaust emissions.

Influence on exhaust emissions（●）

Influence on fuel consumption

(○)

Evaluation of Advanced Technology (at outside lab)


1ppm 10ppm 50ppmFor 1ppm

For 10ppm

For 50ppmReg

ener

atio

n co

ntro

l for

su

lfur

pois

onin

g

Sulfur content of fuel

● ●

- ○ -

- - ○

○

53

NO

x(g/

km)

NM

HC

(g/k

m)

CO

(g/k

m)

NO

x(g/

km)

NO

x(g/

km)

Test Results ＜Exhaust Emissions＞Test ResultsTest Results ＜＜Exhaust EmissionsExhaust Emissions＞＞Same level of emissions were obtained after driving 11 LAP Same level of emissions were obtained after driving 11 LAP for 40,000 km by adjusting regeneration control frequency for 40,000 km by adjusting regeneration control frequency (1,10 and 50 times) to the sulfur content (1 to 50ppm). (1,10 and 50 times) to the sulfur content (1 to 50ppm).

0.02

Target equivalent to J-ULEV

New long term standard

0.01

0.03

0.04

0.05

0.06

00 2 4



0.01

0.02

0.03

0.04

0.05

0.06

00 2 4

Driving distance (x 10k km)0 2 4

0.4

0.8

1.2

1.6

2.0

2.4

0

New long term standard(=target equivalent to J-ULEV)

↑95%confidence interval



0.01

0.02

0.03

0.04

0.05

0.06

00 2 4

New long term mode(2005 to 2007)[11M×0.12+1015M×0.88]

New long term mode(2008 to 2010)[CD34 cold ×0.25+1015M×0.75]

New long term mode(2011 and after)[CD34 cold ×0.25+CD34 hot ×0.75]



0.01

0.02

0.03

0.04

0.05

0.06

00 2 4


S=50ppm Criterion B

Criterion Ａ

Sulfur poisoning Sulfur poisoning criterion needs to criterion needs to be changed from be changed from A to B to meet A to B to meet exhaust emission exhaust emission targets in New targets in New Long Term Mode.Long Term Mode.


Driving distance (x 10k km)Driving distance (x 10k km)


54Test Results ＜Influence on exhaust emissions

while fuel consumption is maintained at the same level＞

Test ResultsTest Results ＜＜Influence on exhaust emissions Influence on exhaust emissions

while fuel consumption is maintained at the same levelwhile fuel consumption is maintained at the same level＞＞NoxNox emissions deteriorated approx. 5 to 30 times (with S in fuel =1emissions deteriorated approx. 5 to 30 times (with S in fuel =1⇒⇒10 to 50ppm)10 to 50ppm)

0.00

0.01

0.02

0.03

0.04

0.05

0.06

0 2 4N

MH

C(g

/km）

0.0

0.2

0.4

0.6

0.8

1.0

1.2

0 2 4

CO

(g/k

m）

0.00

0.04

0.08

0.60

0 2 4

NO

x(g/

km）

0.50


0.12

0.00

0.02

0.04

0.40

0 2 4

NO

x(g/

km）

0.300.06

0.00

0.04

0.08

0.50

0 2 4

NO

x(g/

km）

0.400.12


Regeneration control frequency

for sulfur poisoning is set to Criterion B.


Driving distance (x 10k km)



New long term mode(2011 and after)[CD34 cold ×0.25+CD34 hot ×0.75]





New long term mode(2005 to 2007)[11M×0.12+1015M×0.88]

New long term mode(2008 to 2010)[CD34 cold ×0.25+1015M×0.75]

55

SummarySummarySummary Phase1 2003FYEvaluation of Advanced Technology (at outside lab)*

Investigations were carried out to observe the effect of sulfur content of fuel on fuel consumption and exhaust emissions using a lean-burn direct injection gasoline engine system with advanced controls and catalysts designed for future low emissions regulations and with fuels containing 3 levels of sulfur (1,10 and 50 ppm). The following results were obtained:

・ Fuel economy deteriorates by sulfur in fuel in the New Long Term Mode for up to 2010 while the exhaust emissions are maintained at the same level with the combination of Criterion A which satisfies J-ULEV level emissions and 10-15 mode:

Ｓ = １ｐｐｍ : ０.２％Ｓ = １０ｐｐｍ : ２.４％Ｓ = ５０ｐｐｍ : ７.５％

・The influence of sulfur in fuel on exhaust emissions while fuel consumption is maintained at the same level is that only NOx emissions deteriorated in proportion to the sulfur content of fuel as follows:

Ｓ = １→１０ｐｐｍ : Approx. 5 timesＳ = １→５０ｐｐｍ : Approx. 25 to 35 times

* This is an interim test result from the outside lab test consigned to one automobilecompany and one oil company.

56

[Attachment]

Octane Number Tests

57

Flow of Fuel Simulation

Engine test data[ Input ]

Engine:A: Displacement 1.3LB: Displacement 2.0LC: Displacement 0.66L

SimulationAVL JapanSoftware:CRUISEVehicle Spec.: (Manual Trans.)Driving mode data, etc.

Fuel: ① Regular and hi-octane blend② Aromaics content kept constant③ Oxygenated blend

RON：90, 93, 97 and 100 (4 levels)

Compression ratio:Standard±1 (3 levels)

Results of simulation[ Output ]

① Improvement in driving performancedue to change in CR and octane No.

0-400m standing start acc. time10･15 mode FE＆CO2

② To verify FE improvements by changing finalgear ratio, which is made possible thanks to the improvement in driving performance mentioned above (Base line: Low CR and 90 RON)

10･15 mode FE＆CO2

58

Method for Engine Evaluation TestMake engine maps (*) using test engines having different CRs and with fuels having different RONs and measure fuel consumption of the engine. Make simulations for vehicle FE using the resulting data.

(*) Prepare a map by setting ignition timing listening to the point where engine starts knocking. The number of measurement points necessary to make maps are expected to be approx. 100, although these may vary from engine to engine.

▽▼

▽

▽

▽

▽

▽

▼

▼

▼

▼

▼

θig（deg）

トﾙｸ

1000rpm

2000rpm

3000rpm

4000rpm

5000rpm

6000rpm

θig（deg）

トﾙｸ

▼▽

▼

▼

▼

▼

▼

▽

▽

▽

▽

▽

ＷＯＴ Partial

2000rpm

ＷＯＴ

-10kPa

-30kPa

-40kPa

-50kPa

▼ ：MBT ▽：Knocking

-60kPa

Data for Mapping （MBT＆Knocking Characteristics）

Engine Torque

Engine Torque

59Number of measurements necessary to predict vehicle FE by simulation (3)

Large contribution to FE

Small contribution→Reduce points in FE mapReduce measurement points to a feasible number by checking the influence on FE (sensitivity) based on the data from preliminary tests.

60

Engine Operating Conditions for Evaluation of Oxygenated-blended Gasoline

-10Nm 0Nm 20Nm 40Nm 60Nm

800rpm ○ ○ ○

1200rpm ○ ○ ○ ○

1600rpm ○ ○ ○ ○

2000rpm ○ ○ ○ ○ ○

2400rpm ○ ○ ○ ○

Engine operating conditions are selected from the range of 10-15 mode driving.

61

Properties of Oxygenated-blended Fuel for Evaluation Test

HC_95 EtOH_95 ETBE_95RON 95.2 94.8 95.2Density ｇ/cm3 0.7391 0.7443 0.7395Ｃ Mass% 86.7 83.09 85.13Ｈ Mass% 13.3 13.19 13.29Ｏ Mass% 0 3.71 1.58

J/g 42730 41007 42223-4.00% -1.20%

J/cm3 31580 30519 31224-3.40% -1.10%

14.55 13.94 14.3０

True heat value

Theoretical MR

In order to study the influence of oxygenated compounds on fuel economy, fuels were prepared by blending EtOH and ETBE by 10% and by adjusting each octane number to approx. 95 RON.

62Test Results

Comparison of fuel economy of three fuels at 1200rpm （Test parameters: engine torque)

Comparison of FE at 1200rpm (on volume basis)

7.680

11.660

15.461

7.672

11.730

15.630

7.842

12.026

15.990

02468

1012141618

20Nm 40Nm 60Nm

Fuel

con

sum

ptio

n （m

l/20s

ec）

HC_95EtOH_95ETBE_95

Comparison of FE at 1200rpm (on heat value basis)

0.239

0.488

0.243

0.488

0.3680.367

0.240

0.366

0.488

0.0

0.1

0.2

0.3

0.4

0.5

0.6

20Nm 40Nm 60Nm

Fuel

con

sum

ptio

n （M

J//2

0sec

)

HC_95EtOH_95ETBE_95

Fuel consumption was in the order of EtOH>ETBE>HC in the comparison on volume basis （ml/20sec）. However, when the heat value of each fuel was taken into consideration, the results became HC≒EtOH≒ETBE. As for the ignition timing, it was able to use MBT on all 3 fuels. Therefore, it was verified that all of the fuels provided similar FE on heat value basis so long as octane numbers were the same.

63Test Results

Comparison of fuel economy of three fuels at 40Nm（Test parameters: engine speed)

Comparison of FE at 40Nm (on heat value basis)

0.367

0.473

0.585

0.368

0.477

0.588

0.366

0.482

0.593

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

1200rpm 1600rpm 2000rpmFu

el c

onsu

mpt

ion （M

J//2

0sec

)

HC_95EtOH_95ETBE_95

Comparison of FE at 40Nm (on volume basis)

11.660

15.108

18.618

11.730

15.442

18.97719.182

12.026

15.508

0

5

10

15

20

25

1200rpm 1600rpm 2000rpm

Fuel

con

sum

ptio

n （m

l/20s

ec）

HC_95EtOH_95ETBE_95

Similar to the proceeding figures, the fuel consumption was in the order of EtOH>ETBE>HC in the comparison on volume basis （ml/20sec）. However, when the heat value of each fuel was taken into consideration, the results became HC≒EtOH≒ETBE. As for the ignition timing, it was possible to use MBT in all 3 fuels. Therefore, it was verified that all the fuels provided similar FE on heat value basis so long as octane numbers were the same.

gasoline wg report - pecj.or.jp · combustion analysis based on fuel matrix test results, etc. ......

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