development of dme engine and related...

Young Jae Lee, Korea Institute of Energy Research 1 / 36

Development of DME Engine

and Related Technologies

Dr. Young Jae Lee

KIER (Korea Institute of Energy Research)

The 7th Asian DME Conference, Nov. 16-18, 2011, Niigata Toki Messe, Japan

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Project Overview

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Overview

Project Name Development of Clean Alternative Fuelled Powertrain System

Supervisor

Organization Korea Institute of Energy Research

Department Green Transportation Research Group

Name Dr. Young Jae Lee

Period 2009. 6. 1 ~ 2014. 5. 31 (5 Years)

Budget

(thousand Won ≒

US $, funded by

Government)

1st Year 2nd Year 3rd Year Total

Supervising 50,000 50,000 48,000 148,000

Sub 1 1,150,000 850,000 950,000 2,950,000

Sub 2 500,000 500,000 475,000 1,475,000

Sub 3 400,000 200,000 285,000 885,000

Total 2,100,000 1,600,000 1,758,000 5,458,000

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Objectives

1st Stage

(3 years)

Development of core technology of DME engine vehicle, after-

treatment system, and related technologies to clear Euro 5

emission standard

① Sub Project 1 : Development of CRDI FIE, combustion

technology, EMS, DME engine, and DME light duty truck

② Sub Project 2 : Development of After-treatment System with

DOC and LNT for DME engine

③ Sub Project 3 : Development of additives such as lubricity

improver and odorant for DME fuel

2nd Stage

(2 years)

Development of commercial technology of DME engine LDT,

after-treatment system, and related technologies to clear Euro 6

emission standard

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Structure of R&D Consortium

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Final R&D Products

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Interim R&D Results

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Interim Results of Sub Project 1

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Major R&D Fields

develop the common rail fuel injection system for DME engine.

: fuel tank, fuel feed pump, high pressure pump (above 40MPa), solenoid injector, etc.

develop the EMS and combustion technology of CRDI DME Engine.

: EMS H/W and fine mapping, multiple injection, combustion optimization, EGR, etc.

assemble and optimize the proto DME engine

: optimization of performance (same power output of diesel engine) and emissions.

assemble and optimize the proto DME LDT (Light Duty Truck) on the chassis

dynamometer and on the road.

Emissions goal in the 1st stage is to clear Euro-5 regulation.

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Re-design of Injector Nozzle

Energy content of DME in unit volume is different that of diesel fuel,

We re-design the injector nozzle: increase hole diameter & change shape of injector

nozzle considering the calorific value, and also injection pressure of DME.

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Evaluation of Proto Injector Nozzle

test the injection characteristics of proto injector nozzle such as leak, injection rate,

multiple injection capability, SMD, penetration length, and etc. by experiment and

simulation.

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Development of H.P. Common Rail Pump

design and manufacture the high pressure common rail pump for DME operation.

Injection pressure of HP pump is over 500 bars.

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Performance Test of HP Pump

test the performance of high pressure common rail pump by using the test rig.

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Proto DME Engine

assemble the DME engine with newly developed FIE, EMS, and peripheries.

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ECU Mapping and Performance Development

mapping of engine EMS for best power output, emissions, drive ability, etc.

Interim test result shows about 90 percent of maximum torque of base diesel engine.

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Proto DME Truck & Chassis Dyno Test

assemble DME truck with the proto DME engine, fuel supply system, etc.

Interim test result shows it is necessary to reduce NOx by EGR and/or NOx Trap.

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Interim Results of Sub Project 2

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Major R&D Fields

formulate the DOC and LNT and test basic performance by specimen test rig.

DOC (Diesel Oxidation Catalyst) and LNT (Lean NOx Trap) are under testing

with proto DME engine, and optimization of reductant (DME) injection is also

performing.

Target of DOC is above 80 percent max. of conversion rate for CO and HC.

Target of LNT is above 60 percent max. of conversion rate for Nox.

Development of the steam reforming catalyst to produce hydrogen from DME to

increase the reductant performance.

Assemble and optimization of the DOC and LNT after-treatment system.

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Test Rig of Catalyst Specimen

Schematic diagram of test rig

Test condition

Space velocity 30,000 h-1

Exhaust gas temperature 250, 300, 350, 400 ℃

O2 concentration 10%

CH4(methane) 100 ppm

C3H8(propane) 100 ppm

CH3OCH3(DME) 400 ppm

change the concentration and space velocity of simulated exhaust gas by

MFC (Mass Flow Controller)

change the temperature of simulated exhaust gas by electric heater

measure the gas concentration by GC (Gas Chromatography)

Test result was reflected to the catalyst optimization.

Specimen

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Results of Catalyst Specimen Rig Test

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DOC and LNT Test System

Test system is composed of DME engine,

after-treatment system (DOC + LNT),

and reductant dosing system for LNT.

Catalysts are formulated by Ordec Co..

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Overview of Catalyst and Dosing System

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Conversion Ratio of CO & THC by DOC

Maximum conversion Ratio : CO ≒ 100%, HC = 80.3%

Test Condition : 380℃, 13∼18% O2, w/o EGR

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NOx Conversion Ratio & Fuel Penalty

Maximum NOx conversion ratio was from 67% to 84.5% at various reductant quantity.

Average NOx conversion ratio was from 51.9% to 71.1% at various reductant quantity.

DME was used as Reductant, and the fuel penalty was from 2.36% to 11.49%.

Test Condition : 350℃, 5.6% O2, w/ EGR

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SR Catalyst to produce H2 from DME

formulate the steam reforming catalyst to produce H2 as reductant from DME

• Cu10/r-Al2O3 + Mordenite 10% shows maximum 58% of H2 production at 300℃ .

• H2 + LNT shows 15% increase of LNT conversion efficiency than DME + LNT system.

Test conditions

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Future Works

HC slip after LNT is shown during reductant injection.

Solutions : 1) optimize the injection control strategy of reductant

2) add additional DOC after LNT

3) use H2, as reductant, made from DME with steam reforming catalyst

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Interim Results of Sub Project 3

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Major R&D Fields

develop the test equipment and test method of lubricity for DME.

develop the lubricity improving additive for DME.

develop the odorant additive for DME.

test the blending ability and storage stability of the DME and additive mixture.

test the effect of additives on engine exhaust emissions such as nano particle, etc.

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Finding of Good Lubricity Improver

Candidate of

Lubricity

Improver

Lubricity

Test

Equipment

Lubricity improver for diesel fuel (5 types): LZ539M, ESDA1513, F-27N, Kerokorr, HiTEC

Ester type compounds (8 types): C14:0, C16:0, C18:0, C18:1, C18:2, C 18:3, C20:0, C22:0

Biodiesel (12 types): Soy bean, Perilla, Sun flower, Corn, Sesame, Pepper seed, Cotton seed,

Canola, Grape seed, Olive, Used cooking oil, Palm

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Lubricity Test of Various Candidates

There is close relationship between HFRR and TE90.

Test results by HFRR and TE90 show that LZ539M (lubricity improver for diesel fuel), C18:3

(ester compound), and perilla biodiesel show good lubricity respectively for each group.

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Lubricity Test of DME with Additives

At 1% addition by volume, LZ539M shows the best, Perilla biodiesel shows the 2nd lubricity.

Lubricity increases with the increment of additives, but almost similar lubricity of diesel fuel

could be obtained above 0.5% addition of these additives.

Perilla biodiesel is more environmentally friendly compared to LZ539M.

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Finding of Odorant

11 kinds of odor materials were tested to find the best odorant for DME.

Sensory analysis and odor analyzer were used to measure the odor intensity.

2-hexyne, ethyl acrylate, and 2-ethyl-3-methyl show good odor intensity.

In consideration of toxic and economical efficiency, blending of ethyl acrylate, 2-hexyne, and 2-

ethyl-3-methyl pyrazine by 8 : 1 : 1 is preferable.

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Blending Ability & Storage Stability of additives

Blending ability of LZ539M and perilla BD on DME were very good, and the blended materials

were stable during 3 weeks.

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Summary

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Summary

Core technologies of DME engine vehicle which consist of fuel injection

system, engine management system, after-treatment system and additives are

under developing.

During past 2 years, proto DME light duty truck with CRDI DME engine

system, after-treatment system with DOC and LNT, additives of lubricity

improver and odorant were developed, and fundamental tests were

performed.

During remain 1 year, DME engine with after-treatment system will be

developed to produce same power output of base diesel engine and to clear

the Euro 5 emission standard. And also lubricity improver and odorant will

be developed as DME additives.

During the 2nd stage, related company will be joined, and commercial

technology to clear Euro 6 emission standard will be developed.

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Thank you for your attention !