Of A Euro Vehicle With CNG/H Fuel
1Evaluation of a Euro 4 vehicle withvarious blends of CNG/H2 fuelAdolfo PerujoChristos DardiotisUrbano Manfredi2013Report EUR 25899 EN
2European CommissionJoint Research CentreInstitute for Energy and TransportContact informationAdolfo PerujoAddress: Joint Research Centre, Via Enrico Fermi 2749, TP 441, 21027 Ispra (VA), ItalyE-mail: adolfo.perujo@ec.europa.euTel.: 39 0332 78 5175Fax: 39 0332 78 europa.eu/This publication is a Reference Report by the Joint Research Centre of the European Commission.Legal NoticeNeither the European Commission nor any person acting on behalf of the Commissionis responsible for the use which might be made of this publication.Europe Direct is a service to help you find answers to your questions about the European UnionFreephone number (*): 00 800 6 7 8 9 10 11(*) Certain mobile telephone operators do not allow access to 00 800 numbers or these calls may be billed.A great deal of additional information on the European Union is available on the Internet.It can be accessed through the Europa server http://europa.eu/.JRC80268EUR 25899 ENISBN 978-92-79-29183-8 (pdf)ISBN 978-92-79-29184-5 (print)ISSN 1831-9424 (online)ISSN 1018-5593 (print)doi:10.2790/15791Luxembourg: Publications Office of the European Union, 2013 European Union, 2013Reproduction is authorised provided the source is acknowledged.Printed in Italy
41INTRODUCTION . 52EXPERIMENTAL METHODS . 6342.1TEST VEHICLE . 62.2TEST FUELS . 72.3TEST PROCEDURE. 82.4INSTRUMENTATION DETAILS . 92.5DRIVING CYCLE . 10CALCULATIONS. 133.1HC DENSITY AND FUEL CONSUMPTION. 133.2HEATING VALUE. 20RESULTS . 254.1BAG GASEOUS EMISSIONS . 254.1.1TOTAL HYDROCARBON EMISSIONS . 254.1.2NON-METHANE HYDROCARBON EMISSIONS . 254.1.3CARBON MONOXIDE EMISSIONS . 264.1.4NITROGEN OXIDES EMISSIONS . 274.1.5CARBON DIOXIDE EMISSIONS . 284.2PARTICULATE EMISSIONS . 294.3FUEL/ENERGY CONSUMPTION. 314.4MODAL GASEOUS EMISSIONS. 334.4.1TOTAL HYDROCARBON MODAL EMISSIONS . 354.4.2CARBON MONOXIDE MODAL EMISSIONS . 364.4.3NITROGEN OXIDES MODAL EMISSIONS. 364.4.4CARBON DIOXIDE MODAL EMISSIONS . 375CONCLUSIONS . 396LIST OF SPECIAL TERMS AND ABBREVIATIONS . 40AKNOWLEDGMENTS . 41REFERENCES . 42ANNEX I: CERTIFICATION OF ANALYSIS FOR H2-CNG G20 BLENDS . 44ANNEX II: CERTIFICATION OF ANALYSIS FOR H2-CNG G25 BLENDS . 50ANNEX III: CALCULATION FORMULAS FOR REVIEWING REGULATION 692/2008 . 56
51 INTRODUCTIONThe use of alternative fuels has been stimulated by the European Commission in EN2009/30/EC [1], which requires fuel supplier to achieve at least 6% Greenhouse Gas (GHG)saving from fuels supplied on 2020 with intermediate targets: 2% by 31 December 2014 and 4%by 31 December 2017. The commission also requires Member States to meet 10% renewableenergy share in the transport sector by 2020 (EN 2009/28/EC – Renewable EnergyDirective) [2].Regulation (EC) No 79/2009 of the European Parliament and of the Council [3] on type-approvalof hydrogen-powered motor vehicles, and amending Directive 2007/46/EC [4] was published inthe Official Journal on 4 February 2009. The main objective of the Regulation is to ensure theproper functioning of the internal market for hydrogen-powered motor vehicles by specifyingharmonised safety requirements. The Regulation will facilitate the approval and placing on themarket of these environmentally friendly vehicles throughout the European Union (EU).The Regulation uses the so-called 'split level' approach that has been applied in the case ofother automotive legislative acts, for instance with the Euro 5 and 6 stage of light-duty vehicleemission standards.However, during the review of the existing type-approval directives and regulations on theenvironmental performance of vehicles there were found some open issues regarding vehiclesusing mix of Hydrogen (H2) and Compressed Natural Gas (CNG), in particular there were nomethods for type approval of these types of vehicles using a variable mixture of H2-CNG.The Joint Research Centre (JRC) has been working in support to Directorate GeneralEnterprise and Industry (DG-ENTR), which is in charge of the related file, for the development ofthe above mentioned Regulation for several years. The JRC has provided support to DG ENTRby running an experimental programme on specific issues related to H2 and H2-CNG mixtureemissions legislation. In particular the JRC has carried out experimental work to evaluate theemission levels of H2-CNG fuelled vehicles.This report presents the principal results of the experimental evaluation programme for theemission levels of this class of vehicles.
62EXPERIMENTAL METHODS2.1 TEST VEHICLEThe vehicle tested in this study was a Light duty vehicle (category M1), equipped with a multifuel engine (petrol, methane and mixture H2-CNG). It was provided by Research Centre Fiat [5].The specific model was not available in the market, but it was based on the respective bi-fuel(petrol and CNG) model configuration. The latter was a Euro 4 compliant, Port Fuel Injection(PFI) vehicle equipped with a Three Way Catalyst (TWC). Table 1 provides the maincharacteristics of the tested vehicle.Table 1: Vehicle data and specifications.Vehicle modelFuelFiat Panda Natural PowerMethane (CNG)PetrolNo. of Cylinders4AspirationAtmosphericFuel DeliveryMulti point port InjectionCapacity [cm3]1248Kerb Weight [kg]1050Power [kW @ rpm]44 @ 500038 @ 5000Torque [Nm @ rpm]102 @ 250088 @ 3000Maximum Speed [km/h]148140TransmissionManual – 5 gearsTable 2 provides the type approval Carbon Dioxide (CO2) emissions and fuel consumption overthe New European Driving Cycle (NEDC), the Urban Driving Cycle (UDC) and the Extra UnbanDriving Cycle (EUDC). The gaseous (Carbon Monoxide (CO), Hydrocarbons (HC), NitrogenOxides (NOx)) over the NEDC for Type 1 test are also shown. The last column of Table 2provides the Euro 4 limits for each pollutant. The presented type approval data refer to the bifuel petrol – CNG model in which was based on the tested vehicle.
7Table 2: Type approval gaseous emission performance and Fuel Consumption of the tested vehicle.Driving CycleECEEUDCNEDCType I Euro 4 limitPetrolCNGPetrolCNGPetrolCNGCO2 5.35.23.56.24.2CO [g/km]0.3951HC [g/km]0.0280.1NOx [g/km]0.0310.0802.2 TEST FUELSThe test vehicle was initially fuelled with a commercial petrol meeting the fuel qualityrequirements for petrol vehicles, without ethanol content (E0). Afterwards it was fuelled bycertified blends of hydrogen and methane (H2-CNG) with H2 content ranging from 0 to30 (%v/v); i.e. from pure CNG to 30%H2-70%CNG for both methane quality (G20 and G25). Thedifferent certified characteristics of these fuels can be found in the Annex I and Annex II. Table 3shows the fuel matrix used in this work, as well as the nominal and the actual composition of thedifferent compounds.Table 3: Fuel matrix (nominal and actual composition).H2 [%]H2 [%]N2 [%]CH4 [%]NominalAnalysisAnalysisCalculatedCommercial petrol (E0)----F270% CNG G20 30% H2 (CRF)30--70 (nominal)F3100% CNG G20 (JRC)0--100 (nominal)F470% CNG G20 30% H2 (JRC)3029.60-70.40F575% CNG G20 25% H2 (JRC)2525.10-74.90F680% CNG G20 20% H2 (JRC)2019.90-80.10F785% CNG G20 15% H2 (JRC)1515.03-84.97F890% CNG G20 10% H2 (JRC)1010.03-89.97Test FuelFuel TypeF1
8F995% CNG G20 5% H2 (JRC)55-95F10100% CNG G25 (JRC)0-14 (nominal)86 (nominal)F1170% CNG G25 30% H2 (JRC)3030.179.6460.19F1275% CNG G25 25% H2 (JRC)2524.2510.3765.38F1380% CNG G25 20% H2 (JRC)2019.9311.1968.88F1485% CNG G25 15% H2 (JRC)1514.7011.7873.52F1590% CNG G25 10% H2 (JRC)1010.0612.4777.47F1695% CNG G25 5% H2 (JRC)55.0413.1581.812.3 TEST PROCEDUREEmissions testing as part of the type approval procedure for light-duty vehicles is regulatedwithin the European Union by the Co-decision regulation No. 715/2007 of 20 June 2007 [6] andthe Commitology regulation No. 692/2008 of 18 July 2008 [7]. These regulations shall apply tovehicles of categories M1, M2, N1 and N2 as defined in Annex II to Directive 70/156/EEC [8] withreference mass not exceeding 2840 kg.Vehicles equipped with Positive Ignition (PI) engines of these categories currently have tocomply, with the exception of a few vehicle types used for special purposes, with Euro 5emission limits of the following pollutants:I. Total Hydro Carbons (THC)II. Non-Methane Hydro Carbons (NMHC)III. Nitrogen Oxides (NOx)IV. Carbon Monoxide (CO)V. Particulate Matter (PM) in the case of PI vehicles with direct injection enginesThe European emission legislation includes additional provisions, such as requirements for lowtemperature emission tests at -7 C for gasoline vehicles, which have to comply with limits of15 g/km for CO and 1.8 g/km for HC, measured over the UDC [9, 10]. Carbon dioxide emissionsare currently unrestricted at the level of individual vehicles. The European Commission,however, defines a target for the fleet-average CO2 emissions of new passenger cars of130 g/km for a reference car mass of 1372 kg [11].However, the vehicle under test has been type approved as compliant with the type approval oflight duty vehicle regulated within the European Union with Directive 70/220/EEC [ 12 ], asamended by Directive 98/69/EC [9] and 2003/76/EC [13]; i.e. Euro 4. The emission limits of theregulated pollutant according to this type approval (Euro 4) for vehicles equipped with PIengines have already presented in the last column of Table 2.The compliance of light-duty vehicles with applicable emission limits is verified by emissionstesting on the chassis dynamometer in the laboratory. The next section describes in detail thekey characteristics of the procedure (driving cycle, measurement equipment).
92.4 INSTRUMENTATION DETAILSThe emission tests were carried out in a test cell equipped with a chassis dynamometer and aConstant Volume Sampling (CVS) system. The measurements were performed according to thecurrent legislative procedures for type approval (UNECE Regulation 83 [14]). The bag gaseousemissions were available for the whole cycle as well as for the urban and extra-urban parts ofthe driving cycle (UDC and EUDC respectively). The vehicle was subjected to Type I test(verifying the average exhaust emissions after a cold start).The measurements were conducted in the Vehicle Emission Laboratory (VELA) test cell of theJRC. The CVS was equipped with four critical orifices that allow the selection of the mostappropriate flow rate from a minimum of 3.1 m3/min to a maximum of 30.8 m3/min. For thistesting programme a CVS flow rate of 6 m3/min was selected.A Horiba MEXA-7400HTR-LE analyzer bench was employed for bag gaseous emissionmeasurement (NOx, total HC, Methane (CH4), CO and CO2). In addition, second by second dataof emission concentrations in the raw exhaust were also recorded at the exit of the exhaust line(tailpipe). The real time traces of Oxygen (O2), CO2, CO and HC provided the means for thecalculation of lambda.The roller bench of the chassis dynamometer was a single roller type manufactured by MAHAGmbH with roller diameter: 48 in, maximum traction force: 3300 Nm, inertia range: 454-2720 kg,maximum speed: 200 km/h.As far as the dynamometer’s settings are concerned, the dynamometer loads prescribed by thelegislation were used (Type I test, 22 C) since the actual road coast down data were notavailable for the tested vehicle.Figure 1 presents a schematic diagram of the test vehicle setup. The test shell temperature andthe relative humidity were kept constant during the tests and the soak period at 22 C and 50%respectively. Additional tests were run with E0 petrol fuel at 15 C and 25 C. For the testsconducted with gaseous fuels, the CNG/H2 mixtures were delivered to the engine by gas bottles.The bottles had been previously fed with each CNG/H2 blend and had sent for analysis in anexternal laboratory.
10Figure 1 – Schematic diagram of test vehicle setup.2.5 DRIVING CYCLEEmissions testing as part of the type-approval process for light-duty vehicles have to balancetwo criteria:I. quantifying as far as possible vehicle emissions under real-world driving conditionsII. assuring reproducibility and comparability of emission measurementsThe testing of emissions and fuel consumption of light-duty vehicles takes place in thelaboratory on chassis dynamometers. The details of the test procedure are described byDirective 98/69/EC [9] and its further amendments.Before the emissions test, vehicles have to soak for at least 6 hours at a test temperature of 2030 C. Emissions are then measured while vehicles follow the speed profile of the NewEuropean Driving Cycle (NEDC). The entire NEDC consists of the Urban Driving Cycle (UDC) of780 s duration, and the Extra Urban Driving Cycle (EUDC) of 400 s duration, as presented inFigure 2.
11New European Driving Cycle (NEDC)140Extra Urban DrivingCycle (EUDC)Urban Driving Cycle (UDC)120Speed [km/h]10080ElementaryUrban Cycle60402000200400600Time [s]80010001200Figure 2 – New European Driving Cycle (NEDC) and its two phases: Urban Driving Cycle (EDC) andExtra Urban Driving Cycle (EUDC).The four Elementary Urban Cycles represent urban driving conditions that are characterized bylow vehicle speed, low engine load, and low exhaust gas temperature. In contrast, the EUDCaccounts for extra-urban and high speed driving mode up to a maximum speed of 120 km/h.The entire NEDC covers a distance of 11,007 m in a time period of 1180 s and at an averagespeed of 34 km/h. An initial idling period has been eliminated in the NEDC, thus emissionssampling begins with the start of the engine. Emissions are typically sampled with a CVSsystem and expressed as average values over the entire test cycle in grams per kilometer[g/km] for each of the regulated pollutants. Table 4 presents the main characteristics of theNEDC.
12Table 4: Specifications of individual parts of New European Driving ge speedkm/h19.562.7Maximum speedkm/h50120Lengthkm4.056.96Time at idle%29.910The NEDC was developed to assure comparability and reproducibility of vehicle emissions thathave been tested at standard conditions. Such an approach to emissions testing comesinevitable with limitations regarding the ability to reproduce actual on-road emissions. Criticismof the NEDC refers in particular to its smooth acceleration profile as reported by André andPronello [15] that requires only a very narrow range of possible engine operation points [16].
133 CALCULATIONSFor obvious reasons the calculations of the unburned HC density and fuel consumption formulafor the different mixtures (blends) with H2 needs to be adapted from the regulatory ones in orderto take into consideration the inclusion of H2 in the fuel blend. Moreover, when the CNG G25 isused as basic CNG fuel, the N2 containing in the fuel does not participate in the combustionprocess. The fuel consumption is expressed in m3/100 km in the case of CNG and H2-CNG,while for gasoline fuel it is expressed in terms of l/100 km. In order to compare the fuelconsumption using a common basis, the energy consumption was calculated, in terms ofMJ/100 km. To this respect, the calculation of the Higher Heating Value (HHC) as well as of theLower Heating Value (LHV) of each fuel was deemed necessary.3.1 HC DENSITY AND FUEL CONSUMPTIONCalculations of Fuel consumption and HC density.For a fuel composition CxHyOz the factor X of the dilution factor equation is as follows:xX 100 x yy z 3.76 x 24 2 (1)Where: x: atoms of Carbon / mol fuel, y: atoms of H / mol fuel, and z: atoms of O / mol fuel.Table 5 gives the nominal moles of CH4, H2 and N2 of each mol of CNG fuels:Table 5: Moles of CH4, H2 and N2 of each mol of fuel.Fuel name/typeMoles CH4 / mol fuelMoles H2 / mol fuelMoles N2 / mol fuelF3: CNG G20 (JRC)1.00000F10: CNG G25 (JRC)0.86000.140F2: 70% CNG 30% H2(OEM)0.7000.3000F4: 70% CNG G20 30%H2 (JRC)0.7000.3000F5: 75% CNG G20 25%H2 (JRC)0.7500.2500F6: 80% CNG G20 20%H2 (JRC)0.8000.2000F7: 85% CNG G20 15%H2 (JRC)0.8500.1500F8: 90% CNG G20 10%0.9000.1000
14H2 (JRC)F9: 95% CNG G20 5%H2 (JRC)0.9500.0500F11: 70% CNG G2530% H2 (JRC)0.6020.3000.098F12 75% CNG G2525% H2 (JRC)0.6450.2500.105F13: 80% CNG G25 20%H2 (JRC)0.6880.2000.112F14 85% CNG G2515% H2 (JRC)0.7310.1500.119F15: 90% CNG G2510% H2 (JRC)0.7740.1000.126F16: 95% CNG G25 5%H2 (JRC)0.8170.0500.133Table 6 gives the atoms of Carbon (x), Hydrogen (y), Oxygen (z) and Nitrogen (n) of each moleof fuel, calculated as:For F16: CNG G25: 95%, H2: 5%: x moles of CH4 0.817y moles H2*2 moles CH4*4 0.050*2 0.817*4 3.368z 0, since the fuel does not contain any O2n moles N2*2 0.133*2 0.266The last column of the Table 6 gives the calculated X from equation (1).Table 6: Atoms of Carbon (x), Hydrogen (y) Oxygen (z) and Nitrogen of each mol of fuel as well as Xfactor of DF.Fuel name/typeC atoms (x) /mol fuelH atoms (y) /mol fuelO atoms (z) /mol fuelN atoms (n) /mol fuelX factor ofDFF3: CNG G20(JRC)1.0004.000009.5F10: CNG G25(JRC)0.8603.44000.2809.5F2: 70% CNG30% H2 (OEM)0.7003.400008.5F4: 70% CNG G2030% H2 (JRC)0.7003.400008.5
15F5: 75% CNG G2025% H2 (JRC)0.7503.500008.7F6: 80% CNG G2020 %H2 (JRC)0.8003.600008.9F7: 85% CNG G2015% H2 (JRC)0.8503.700009.1F8: 90% CNG G2010% H2 (JRC)0.9003.800009.2F9: 95% CNG G205% H2 (JRC)0.9503.900009.4F11: 70% CNGG25 30% H2 (JRC)0.6023.00800.1968.4F12 75% CNGG25 25% H2 (JRC)0.6453.08000.2108.6F13: 80% CNGG25 20 %H2 (JRC)0.6883.15200.2248.8F14 85% CNGG25 15% H2 (JRC)0.7313.22400.2389.0F15: 90% CNGG25 10% H2 (JRC)0.7743.29600.252
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