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INGAS project – Year 1 Review Meeting. Agenda of the review meeting – Brussels, March the 31 st 2010. List of partners. General issues - Answers to Reviewer Comments. Issues not complying with or not clearly defined in the DoW. General issues – Project targets.
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Agenda of the review meeting – Brussels, March the 31st 2010
General issues - Answers to Reviewer Comments Issues not complying with or not clearly defined in the DoW
General issues - Answers to Reviewer Comments SPA1, SPA2 & SPA3: The targets for CO2 emission reduction are not seen to be any more very ambitious, in particular when considering that VW has already achieved with their state-of-the-art Passat TSI EcoFuel around 120g CO2/km. Please comment on this. Answers The target fixed into INGAS DoW is in terms of Global Warming Index (GWI) 20% lower than engines running with conventional fuels. This target is quite ambitious but we haven’t objections to compare INGAS targets and final results with present and future state-of-the-art NG vehicles available into the market but we remind that the absolute values of CO2 emitted by a certain vehicles strongly depend on vehicle architecture parameters (weight, aerodynamics, gearbox ratio, etc.) at a fixed engine and related technical solutions. Therefore a comparison with a certain vehicle available today in the market is feasible only if vehicle parameters are well known and applied at the same time to all technologies considered inside INGAS project.
Comparison of CO2 emissions among the 3 technologies approach
Guidelines Weight, Rolling friction F0 F2 Vehicle features Aerodynamic Mainly frontal area, secondarily footprint Transmission efficiency Engine features efficiency Speed = f (t) Gear ratio = f (t) Mission Cycle NEDC cycle • Idle 2.5 % • Cruise 51.5 % • Acceleration 46.5 % • Landing 1.5 %
Drive Cycle: EPA City Cycle 12 mpg 10% 15% Fuel Economy is EPA 5-Cycle Adjusted Gasoline Equivalent 90 SI/Gasoline 80 20% 15 mpg Current Maximum Efficiency 70 @ 19.1% 25% 60 20 mpg Fuel Energy Supplied [MJ] 30% 50 25 mpg 40 30 mpg 50% 30 35 mpg 40 mpg 20 50 mpg 100% 60 mpg 10 0 4 6 8 10 12 14 16 Vehicle Demand Energy: Road Load + Weight [MJ] Fuel Economy Ideal Function - EPA City Cycle for SI/Gasoline Propulsion
Coast down method & inertial weight Good correlation Compliance with all physical parameters
Statement In the case of the stoichiometric approach pure engine thermal efficiency could not directly compete with Diesel engine one, but the overall CO2 emission balance is in favour of CNG; the comparison could be done according to the 443/2009 regulation. Diesel engine max efficiency ~ 39,4% Current status INGAS prototype engine efficiency ~ 34,3%
Reg. 443/2009 – Subject matter and Scope Subject matter and objectives (Art. 1) The present Regulation sets up at 130 g CO2/km the maximum average annual level of CO2 emissions from new passenger cars registered in the Union. This community objective has to be met as result of specific objectives for each car maker. The Regulation also fixes at level of 95 g CO2/km the long term objective for year 2020, subject to feasibility study to be performed within 2013 Scope (Art. 2) This Regulation applies to motor vehicles of category M1. With the exclusion of special-purpose vehicles (motor caravan, armoured vehicles, ambulances, hearses and wheelchair accessible vehicles)
Reg. 443/2009 – CO2 emission targets CO2 Emissions [g/km] Pure parameter approach target – Slope 100% Reg. 443/2009 Slope 60% 138 130 Uniform target – Slope 0% 122 Turning point: 130 g/km 1372 Mass in running order (kg)
EU Commission DG ENV proposal to reduce CO2 on LCV Target for N1 vehicles to reach in the period 2014 – 2016 based on vehicle weight The EU proposal sets up at 175 g CO2/km the maximum average annual level of CO2 emissions from new LCV registered in the Union. This community proposed objective has to be met as result of specific objectives for each car maker. The EU proposal also fixes at level of 135 g CO2/km the long term objective for year 2020. Both proposal will be discussed and revised next year (2010). Manufacturers can reach the CO2 proposed objective gradually according the following phase-in calendar: • 75 % in 2014, • 85 % in 2015, • 100 % from 2016 onwards. Proposed penalty = 120 € per each g CO2/km exceeding the CO2 proposed target per number of new vehicles sold in the year.
EU Commission DG ENV proposal to reduce CO2 on LCV CO2 = 175 + 0,093 x (M – 1706) CO2 incremental of 9,3 g/km per 100 kg of additional weight (slope 100%) Consolidated 2007 = 203 g/km Proposed target = 175 g/km Reduction = 14% Weight Medium weight 1706 kg Classe I: inertial weight < 1305 kg Classe II: inertial weight between 1305 kg and 1760 kg Classe III: inertial weight > 1760 kg
General issues - Answers to Reviewer Comments SPA1, SPA2 & SPA3: Fun to drive standard - as a 2006 diesel car - is not a very precise definition. The reviewers would prefer torque and power curves linked with a certain vehicle mass. Answers Even if each OEM applies an own methodology to assess the fun-to-drive behaviour of an engine/vehicle combination (for instance expressed as a combination of some driving test based on acceleration times 0–100 km/h + 60–100 km/h IV gear + 80–120 km/h V gear + 3600/max speed), results are quite similar and in anyway based on scientific and precise measurements. These fun to drive indexes can be correlated to torque curve but not to power one. To find out a compromise among different approaches chosen by each OEM inside the Consortium and reviewer(s) request, a correlation method among different fun to drive indexes (as mentioned into Table 1.2 of DoW - target of “Fun to drive” expressed by torque output) and torque curve (linked with a certain vehicle weight) will be defined.
Comparison of FUN to DRIVE behaviour among the 3 technologies approach
PERFORMANCE INDEX Not really suitable to represent the pure dynamic response of the vehicle as it results as the sum of two maximum performance and two acceleration times The accelerations are considered starting from too high vehicle speed
D Ac Accar Acinf FUN to DRIVE (F2D) INDEX To better represent the vehicle capacity to accelerate immediately starting from the driver’s request Evaluation made starting from 40 kph – IV gear and 60 – last gear in order to consider low engine revolution speed that could result critical in terms of volumetric efficiency especially in the case of turbocharged engines.
FUN to DRIVE (F2D) INDEX The parameter Torque/Weight ratio represents an acceleration [m/s2] and it is well correlated to the potential of elasticity of the vehicle, but it has to be completed by others factors which takes into account the gear box ratio, the turbomatching and the engine calibration tuning that influence the final Fun to Drive behaviour of the vehicle.
Deliverables – New structure proposal Statement: All deliverables cover all tasks
