A dual fuel system is a system that enables engines to run on two different fuels simultaneously. In most cases this involves a diesel engine that has a gaseous fuel added, such as CNG, LNG, LPG or DME. These fuels are generally cheaper than diesel resulting in a cost reduction. Additionally these fuels promote a higher flame speed enabling the combustion energy to be transferred to the engine pistons more effectively and improving combustion. This results in reduced fuel consumption and lower hydrocarbon, carbonmonoxide and soot emissions.
For optimal results it is crucial to use an advanced electronic dual fuel system, such as the one supplied by Lisa Fuel Systems.
Friday, October 30, 2015
Dieselgate: a technical analysis
I never bothered to write a post about Volkswagen's dieselgate. But I found some conflicting stories about what this meant for people driving a Volkswagen. Will Volkswagen's fix lead to reduced torque and fuel economy?
So far Volkswagen has released few details of what they did technically, but the EPA's Notification of Violation to Volkswagen gives us an insight into what Volkswagen did and from this we can deduct what the consequences will be of fixing it.
Many media have written already that Volkswagen used a 'cheat device'. According to the EPA Volkswagen "installed software in the electronics control module (ECM) that sensed when the vehicle was being tested for compliance with EPA emission standards." "During EPA emission testing, the vehicles' ECM ran software which produced compliant emission results". "At all other times during normal operation" ... "software" ... "reduced the effectiveness of the emission control system (specifically the selective catalytic reduction or the lean NOx trap). As a result, emissions of NOx increased by a factor of 10 to 40 times above the EPA compliant levels".
So what does this mean for your Volkswagen? Both in vehicles equipped with selective catalytic reduction (SCR) and a lean NOx trap (LNT), Volkswagen can fix the problem by updating the ECM software.
As a result if your car has SCR then your car will start to consume a lot more reducer (Adblue). There will be no noticeable consequences for performance. Increased Adblue consumption of course will mean that the Adblue reservoir will have to be refilled more frequently.
On a car with a lean NOx trap (LNT), the car will have to burn off the trapped NOx more frequently, which is done using diesel fuel. As a consequence diesel fuel consumption will increase significantly without other consequences for performance. Volkswagen had trouble meeting emission standards when using their LNT technology. Most likely increased fuel consumption led to Volkswagen's decision to cheat the test.
So far Volkswagen has released few details of what they did technically, but the EPA's Notification of Violation to Volkswagen gives us an insight into what Volkswagen did and from this we can deduct what the consequences will be of fixing it.
Many media have written already that Volkswagen used a 'cheat device'. According to the EPA Volkswagen "installed software in the electronics control module (ECM) that sensed when the vehicle was being tested for compliance with EPA emission standards." "During EPA emission testing, the vehicles' ECM ran software which produced compliant emission results". "At all other times during normal operation" ... "software" ... "reduced the effectiveness of the emission control system (specifically the selective catalytic reduction or the lean NOx trap). As a result, emissions of NOx increased by a factor of 10 to 40 times above the EPA compliant levels".
So what does this mean for your Volkswagen? Both in vehicles equipped with selective catalytic reduction (SCR) and a lean NOx trap (LNT), Volkswagen can fix the problem by updating the ECM software.
As a result if your car has SCR then your car will start to consume a lot more reducer (Adblue). There will be no noticeable consequences for performance. Increased Adblue consumption of course will mean that the Adblue reservoir will have to be refilled more frequently.
On a car with a lean NOx trap (LNT), the car will have to burn off the trapped NOx more frequently, which is done using diesel fuel. As a consequence diesel fuel consumption will increase significantly without other consequences for performance. Volkswagen had trouble meeting emission standards when using their LNT technology. Most likely increased fuel consumption led to Volkswagen's decision to cheat the test.
Monday, October 26, 2015
Solar challenge shows potential for solar cars
Yesterday the team of the Eindhoven University of Technology won the solar challenge for 'family cars'. Earlier Delft and Twente won first and second in the race category.
Photo:Bart van Overbeeke, TU Eindhoven
The good thing about Eindhoven's car is that it is a 'normal' car. It has a licence plate and seating for four. Thanks to its solar panels it can drive all day on a single charge, although at limited speed. The race consisted of two stages of 1.500 km each, which were driven on an average speed of 76 km/h. From sunrise to sunset without refilling its battery. For a more northern country like the Netherlands, the range would be about 1.000 km per day. As the car boasts an electric battery as well, it would be possible to extend that range, or drive at higher speeds (up to 130 km/h) if the battery was refilled en route.
All in all this car shows that solar extended electric vehicles are ready to hit the market.
The good thing about Eindhoven's car is that it is a 'normal' car. It has a licence plate and seating for four. Thanks to its solar panels it can drive all day on a single charge, although at limited speed. The race consisted of two stages of 1.500 km each, which were driven on an average speed of 76 km/h. From sunrise to sunset without refilling its battery. For a more northern country like the Netherlands, the range would be about 1.000 km per day. As the car boasts an electric battery as well, it would be possible to extend that range, or drive at higher speeds (up to 130 km/h) if the battery was refilled en route.
Photo:Bart van Overbeeke, TU Eindhoven
All in all this car shows that solar extended electric vehicles are ready to hit the market.
Tuesday, October 20, 2015
Cost of hydrogen
ITM Power signed an agreement with Toyota to supply hydrogen. This is the first time I know of a contract has been signed for public sale of hydrogen where the price is mentioned. The price is GBP 10/kg (€ 13,63 or $ 15,46). The Mirai can drive ~480 km on 5 kg, so that's a cost of € 0,14/km. In comparison a vehicle driving 20 km/liter of gasoline costing € 1,60 (Dutch price including high taxes) has a cost of only € 0,08/km. Prices will need to come down for hydrogen to become competitive. A target price for hydrogen is € 5/kg, which would be competitive.
Saturday, September 5, 2015
Evolution towards a hydrogen economy
The hydrogen economy, once a visionary idea is slowly becoming a reality. It may not be obvious, but our economy is slowly evolving. It's a slow evolution not a revolutionary change. One of the telltale signs in the Netherlands where I live are government plans to change our natural gas law. They are changing the specifications of natural gas.
Why is this so important for a hydrogen economy? Natural gas is the main source of hydrogen today. Since hydrogen storage and distribution is so inconvenient and therefore expensive, we make hydrogen on-site using natural gas. If you say hydrogen, then that's a gas made from natural gas by steam reforming.
The changes to our law include the possibility to add more hydrogen to the natural gas grid. That means that it is now also possible to transport hydrogen by mixing it in the grid. That makes our gas grid the easiest an cheapest way to transport and store hydrogen, irrespective of how the hydrogen is produced.
The government is already looking forward to raising the allowed hydrogen concentration even further in the future even though that will mean that all our gas equipment will need to be modified. In the Netherlands natural gas is our main source of energy. This change is a critical step towards a hydrogen economy.
Once you add hydrogen to the gas grid that you can take it out again, either by steam reforming, or by separating it from the natural gas using a membrane. That means we can now hookup smaller local hydrogen networks as well.
Why is this so important for a hydrogen economy? Natural gas is the main source of hydrogen today. Since hydrogen storage and distribution is so inconvenient and therefore expensive, we make hydrogen on-site using natural gas. If you say hydrogen, then that's a gas made from natural gas by steam reforming.
The changes to our law include the possibility to add more hydrogen to the natural gas grid. That means that it is now also possible to transport hydrogen by mixing it in the grid. That makes our gas grid the easiest an cheapest way to transport and store hydrogen, irrespective of how the hydrogen is produced.
The government is already looking forward to raising the allowed hydrogen concentration even further in the future even though that will mean that all our gas equipment will need to be modified. In the Netherlands natural gas is our main source of energy. This change is a critical step towards a hydrogen economy.
Once you add hydrogen to the gas grid that you can take it out again, either by steam reforming, or by separating it from the natural gas using a membrane. That means we can now hookup smaller local hydrogen networks as well.
Tuesday, September 1, 2015
Lower Dutch greenhouse gas emissions in 2014
The Dutch statistics bureau, CBS, released a press statement today containing new figures for Dutch greenhouse gas emissions in 2014 (not yet available in Dutch).
Dutch emissions were lower across the board, except for energy companies, which used more coal. Traffic related emissions have dropped 7% in accordance with IPCC methods. The CBS mentions two causes:
1. cars are more efficient and more often use alternative fuels such as electricity and CNG
2. more drivers refuel across the border after fuel taxes were increased.
When cars are filled up across the border the emissions count abroad. Electric driving reduces carbon emissions because the emissions for electricity production are counted towards energy companies and not to traffic.
Dutch emissions were lower across the board, except for energy companies, which used more coal. Traffic related emissions have dropped 7% in accordance with IPCC methods. The CBS mentions two causes:
1. cars are more efficient and more often use alternative fuels such as electricity and CNG
2. more drivers refuel across the border after fuel taxes were increased.
When cars are filled up across the border the emissions count abroad. Electric driving reduces carbon emissions because the emissions for electricity production are counted towards energy companies and not to traffic.
Tuesday, July 14, 2015
Bosch's 48V mild hybrid system to debut this year
With so many innovative vehicle concepts testing the market we almost forget that most vehicles sold are still traditional gasoline vehicles. Such vehicles can be made more fuel-efficient by adding a mild hybrid system.
A new trend in the development of mild hybrid systems has been the use of 48 Volt lithium-ion batteries. These batteries replace lower voltage systems, often using 12V lead-acid batteries (or occasionally even nickel-metal hydride (NiMH) batteries). This has been made possible by advances and cost savings in li-ion technology. According to Just-Auto a 48V architecture provides about four times the energy recuperation from regenerative braking than is available on the traditional 12V system. Full hybrids use much higher voltages, for instance the Toyota Prius hybrid synergy drive uses a 220V battery.
Many automotive suppliers have jumped on the band-wagon, including Continental, Johnson Controls and Bosch.
Automotive news Europe interviewed Bosch executives about this subject recently. In 2013, GS Yuasa, Bosch and trading house Mitsubishi Corp. formed a joint venture to develop low-cost, high energy-density lithium ion batteries by 2020. A Bosch executive told Automotive news that they are "on a good path" toward their goal of developing a lithium ion battery that costs half as much as today's batteries but has twice the energy density.
Such advances will greatly popularize the use of hybrid and electric-only drive trains. Bosch expects such drive trains to account for 15 percent of the global automotive market by 2020. Mild hybrids are expected to break through with the introduction of 48V technology and could account for most of those vehicles.
Bosch also is rolling out a new 48 V mild-hybrid system this year that it says will improve fuel efficiency at minimal extra cost. Bosch has named its system "Boost Recuperation System" (BRS) which features an electric motor, with a 48V 0.25kWh lithium-ion battery and DC/DC converter. The system potentially reduces fuel consumption by 5 to 18%.
BRS offers four functions:
- coasting
- start-stop
- recuperation
- torque boost
When coasting and during start-stop the 48V battery keeps the car's electronics and climate control running. Recuperation enables the car to recover braking energy. The battery can provide the vehicle a torque boost of up to 10 kW.
Bosch's system debuts this year in a nameplate for Europe offered by a European automaker, executives said. They declined to name the customer. Bosch aims to sell the mild hybrid system in other markets, including North America.
A new trend in the development of mild hybrid systems has been the use of 48 Volt lithium-ion batteries. These batteries replace lower voltage systems, often using 12V lead-acid batteries (or occasionally even nickel-metal hydride (NiMH) batteries). This has been made possible by advances and cost savings in li-ion technology. According to Just-Auto a 48V architecture provides about four times the energy recuperation from regenerative braking than is available on the traditional 12V system. Full hybrids use much higher voltages, for instance the Toyota Prius hybrid synergy drive uses a 220V battery.
Many automotive suppliers have jumped on the band-wagon, including Continental, Johnson Controls and Bosch.
Automotive news Europe interviewed Bosch executives about this subject recently. In 2013, GS Yuasa, Bosch and trading house Mitsubishi Corp. formed a joint venture to develop low-cost, high energy-density lithium ion batteries by 2020. A Bosch executive told Automotive news that they are "on a good path" toward their goal of developing a lithium ion battery that costs half as much as today's batteries but has twice the energy density.
Such advances will greatly popularize the use of hybrid and electric-only drive trains. Bosch expects such drive trains to account for 15 percent of the global automotive market by 2020. Mild hybrids are expected to break through with the introduction of 48V technology and could account for most of those vehicles.
Bosch also is rolling out a new 48 V mild-hybrid system this year that it says will improve fuel efficiency at minimal extra cost. Bosch has named its system "Boost Recuperation System" (BRS) which features an electric motor, with a 48V 0.25kWh lithium-ion battery and DC/DC converter. The system potentially reduces fuel consumption by 5 to 18%.
BRS offers four functions:
- coasting
- start-stop
- recuperation
- torque boost
When coasting and during start-stop the 48V battery keeps the car's electronics and climate control running. Recuperation enables the car to recover braking energy. The battery can provide the vehicle a torque boost of up to 10 kW.
Bosch's system debuts this year in a nameplate for Europe offered by a European automaker, executives said. They declined to name the customer. Bosch aims to sell the mild hybrid system in other markets, including North America.
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