CryoPower - A long-haul truck engine with near zero emissions and high efficiency.
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CryoPower – A long-haul truck engine with near zero emissions and high efficiency. Nick Owen, Technical Director, Dolphin N2 Limited Dolphin N2 are a company being spun out from Ricardo to develop this technology Future Powertrain Conference – Solihull, UK - February 2019 ©Ricardo plc 2019 | A Ricardo Innovations Company | dolphin-n2.com
What if we could give the heavy duty ICE a great big leap forward
in air quality & efficiency, to “match the ZEVs”
Battery Electric
Impact
Zero
Fuel Cell &
Fossil H2 What if an ICE could
perform in this space?
SULEV
Hydrogen and Electricity may emit All three have known
Local Air Quality Performance
“zero” at tailpipe, but Heavy Duty / routes to a sustainable
Longhaul is challenging, today’s energy chain
energy chains still emit carbon
Conventional Diesel engines limited in their ability to become
Distributed ICE
cleaner or more efficient – but they are cheap, manufacturing
Legislative
generation
service and fuelling infrastructure all exist worldwide
supports grids
Diesel stressed by
Step
Next
D + WHR Large CCGT
Research Research electrification – but
power
can’t match the
station
Tier 4
US10
Diesel efficiency of large
EuVI
Production powerplants
40% 45% 50% 55% 60% 65%
Engine Efficiency from Primary Fuel / Global Warming Performance
(Brake Thermal Effy or equivalent) - Values are illustrative and may vary according to energy chain
© Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 2
CryoPower & ThermoPower target air quality & efficiency in
transport & mobile heavy duty power, 75kW – 20MW
Battery Electric
Impact
Zero
Fuel Cell & CryoPower
Recuperated + LiN
Fossil H2 Wet ThermoPower
Recuperated + Water
SULEV
Local Air Quality Performance
Dry ThermoPower
Recuperated SCE
4.
3. Future-proof energy
1. chain compatible with
2. Leap forward
Manufacturing low-CO2 & renewables
Leap forward in efficiency,
and fuel
in air quality, matching Applications
infrastructure
SULEV to ZEV large scale • Urban & Long
Legislative
same as Diesel
performance power-gen Haul Trucks
engine
Diesel • Gen-set &
Step
Next
D + WHR Large CCGT
Research Research Distributed Power
power • Off Highway &
station Agriculture
Tier 4
US10
Diesel
EuVI
Production
• Marine & Rail
40% 45% 50% 55% 60% 65%
Engine Efficiency from Primary Fuel / Global Warming Performance
(Brake Thermal Effy or equivalent) - Values are illustrative and may vary according to energy chain
© Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 3
ThermoPower & CryoPower: Recuperated split cycle
Why it works
ThermoPower
50%BTE
• Dedicated Cold & Hot cylinders
of unequal size
• Insulation of hot cylinder
• Recuperation of exhaust energy
• Low-NOx Cool Combustion
enabled by dense sonic intake air
CryoPower
Added LiN 3:1
~ZEV, ~60%BTE
• Near-isothermal compression
from LiN injected
Combustor/Expander
Compressor Cylinder
Cylinder
© Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 4
Emissions: Test data (on first combustion system) clearly shows
low NOx behaviour across a range of loads
Titan research engine A50
Single cylinder, expander Benchmark engines ~2l/cyl
half with recuperator No EGR
A30 20%EGR
Low NOx Modes
Diffusion burn mode shows
downward trend and cleaner
emissions than EuVI benchmarks
CryoPower Cool Combustion is
an HCCI-on-demand mode
offering very low NOx – high load
optimisation ongoing
SULEV: 97% SCR x 100-150ppm
engine out = 5ppm tailpipe
© Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 5
Modelling has shown that SCR works with low engine-out NOx and
temperature – SULEV to Ambient possible
Aftertreatment modelling
• Chemical-kinetics model CU-SCR cat
• Flows & temps from WAVE model
• 50ppm NOx and realistic other gases
Model Results
• 98-100% conversion with small NH3 surplus –
simple aftertreatment
CryoPower Cool
Combustion
Emissions Walk – Road to Zero, simple SCR
4st Diesel Engine Out
• Now:
700-1000ppm
– 100-120 ppm engine-out NOx
Development
SCR 96-98%
Current Eng Out
– 97% conversion with 1.1 ANR
100-120ppm
SCR >99%
– SULEV (5ppm, 1/20 EuVI) with margin
• Future:
Efficiency predicted by WAVE simulation – validation to ensure that
model gives realistic outputs!
Approach
• Single-cylinder engine of limited use for efficiency
validation, lacks compressor part
• So, a WAVE cylinder-pair model was built, with validated
data behind its key input parameters
• Design of Experiments used to optimise at A30 & A80
keypoints, B100 power density check
Validation
• “Titan” expander modelled – breathing &
thermodynamics matched (no manipulation!)
• Valve dynamics study – “real” cam solution
• Best-in-class HDD friction adjusted for lower cooling &
FIE parasitics
© Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 7
Results: Significant efficiency gains and a flat map, both for efficiency and after-treatment temperature Dry ThermoPower • Cycle-weighted fuel & CO2 saving 7.5-13.5% • Equates to at least £4-6k/yr in a long-haul truck • Payback on extra BoM
Real-world advantages:
Good life-cycle, pareto-point human health benefits
Life-cycle analysis
• Compares favourably to BEV in realistic 2030 scenarios
• Better payload, battery manufacturing & replacement
footprints are key factors
• 50% reduction per tonne-mile possible in that timescale
Human health analysis
• Strong uptake (vs EuVI) would lead to ~1500 extra life-
years saved & £300m environmental costs avoided in
the UK alone
• This analysis is based on SULEV (1/20 EuVI); further
gains from a full ZEV would be smaller by comparison
Life-cycle assumptions: Comparison of powertrains on same glider; payload reduced by any weight increase of alternative powertrain; EV battery
replaced every 3 years (225k miles) due to frequent fast charging. Electricity for Charging & LiN sourced in UK (266gCO2/kWh) but manufacture
overseas uses higher carbon intensity (457g/kWh). 2030 scenarios based on National Grid FES (146gCO2/kWh), CONCAWE-2030 & use of
lower carbon fuels (-33% WTT). Sources: Ricardo Energy & Environment, National Grid FES, Concawe, Shell, E4tech; Dolphin N2 analysis.
© Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 9Conclusion: A new type of ICE that competes with the alternatives, is easy to implement New type of ICE • ThermoPower and CryoPower are not a “better Diesel engine” • Paradigm shift in combustion and efficiency • More potential yet to be realised on both – results shown here are just the start Competes with Alternatives • SULEV to near-zero – Pareto for air quality in many situations • Efficiency levels that compete with ZEV on an energy chain basis • Little impact on payload or refuelling time Easy to Implement • De-coupled adoption of vehicles & new fuel infrastructure - no chicken-and-egg • Existing manufacturing, supply chains, servicing skills, recycling • Familiar installation with limited compromise, especially ThermoPower • Three steps (Dry & Wet ThermoPower, CryoPower) with progressive risk/reward • Future-fuel compatible including biogas, hythane, biofuels & e-fuels Two industrial investors in very advanced discussions now © Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 10
Thank You Dolphin N2 Limited Shoreham Technical Centre nick.owen@dolphin-n2.com Shoreham-by-Sea West Sussex, BN43 5FG, UK www.dolphin-n2.com CryoTopia: Endpoint of the Road to Zero? © Ricardo plc 2019 Dolphin N2: Hybridisation for Low Carbon & Clean Air in Transport & Power 11
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