Natural Gas in High Horsepower Engine Applications Westport - PowerPoint PPT Presentation

The global leader in natural gas engines. Our products Our products … … to keep to keep work here… work here… this clear. this clear. Natural Gas in High Horsepower Engine Applications Westport Innovations Dale Goudie, PEng

Overview � Introduction to Westport � Why natural gas ….Why now? � Natural gas engine technology � Natural gas as a fuel � Combustion methods, performance and emissions � Westport HPDI � Current high-horsepower engine development

Westport at a Glance market focus position strategy Leverage IP to penetrate Transformation from The global leader in markets through petroleum-fueled to gaseous fuel engineering relationships with market- alternative-fueled engines. and technology. leading OEMs. Volvo 3

Westport Global Operations Vancouver Vancouver Gothenburg Gothenburg Sweden Sweden Canada Canada Beijing & Weifang Beijing & Weifang Lyon Lyon China China France France Detroit Detroit Pernumia & Brescia Pernumia & Brescia Signal Hill Signal Hill U.S.A. U.S.A. Italy Italy U.S.A. U.S.A. stock symbols market capitalization Bayswater Bayswater TSX NASDAQ CAD USD Australia Australia WPT WPRT $1.4 billion ~$1.4 billion 4

“The Golden Age of Natural Gas” World natural gas resources by major region, January 2010 (tcm) source: “Are We Entering a Golden Age of Gas?”, IEA, June 2011. 5

Downward Pressure on Natural Gas Prices Natural gas price projections are significantly lower than past years due to an expanded shale gas resource base natur al gas spot pr ice (H enr y H ub); 200 9 dollar s per million Btu 10 $9/ M M Btu 9 updated 8 AEO2009 AEO2010 $7/ M M Btu 7 6 5 AEO2011 4 Energy 3 Equivalent price for Diesel: 2 Curren $0.26 US gal t price: 1 $1.84 history 20 0 9 projections 0 1990 1995 2000 2005 2010 2015 2020 2025 2030 2035 sources: EIA, Annual Energy Outlook 2011; EIA, Annual Energy Outlook 2010; and EIA, An Updated Annual Energy Outlook 2009 Reference Case 6 via: Shale Gas and the Outlook for U.S. Natural Gas Markets and Global Gas Resources, Richard Newell, June 21, 2011

NOx Emissions Legislation IMO Tier III (2016) NOx Regulations - ECAs 4 3.4 3 NOx (g/kWh) 1.96 2 EPA = 1.8 1 0 100 600 1100 1600 2100 Engine Speed (rpm)

Not just NOx… US - EPA Emissions Legislation (g/kWh) Engine Class Start year Cycle Size NOx NMHC CO PM HD On-highway 2010 FTP > 14000 lb 0.27 0.19 21 0.013 Locomotive (line haul) 2015 1033.53 > 750 kW 1.7 0.19 2.0 0.04 Marine (Category 1/2) 2014-2017 ISO 8178 < 3700 kW 1.8 0.19 5.0 0.04 Mobile non-road 2015 ISO 8178 > 560 kW 3.5 0.19 3.5 0.04 � Emission control areas (ECA) are really targeted to inland waterways and coastal vessels… so what are the technical solutions and options?

Natural Gas as an Engine Fuel � Composition � Combustion Properties � C1, C2, C3, C4+ � Narrow flammability limit � Inert Gases � High exhaust H 2 O content � No sulphur � Reduced flame � Storage temperature (NOx) � Reduced carbon content � Volume (LNG vs. CNG) (PM) � Liquefaction costs � Ignition Properties � Boil off � ~595°C compared to � Other diesel at ~260°C � Invisible/odorless � Not easily oxidized � Non-toxic (i.e. after-treatment) � GHG (25x CO 2 e)

Onboard LNG storage is well understood

Current NG Engines (Category 1/2) Bergen C26:33 Wärtsilä 20DF � 6, 8 and 9 cylinder � 6, 8 and 9 cylinder � 1,460 to 2,430kW � 1,056 to 1,586 kW � Medium speed engine � Medium speed engine � Gas only lean burn spark ignition � Dual fuel � Claimed max BTE of 48%

NG Combustion Summary High Pressure Direct Spark-Ignited (SI) Dual-Fuel (DF) Injection (HPDI) TAB � Gas and air pre-mixed at � Gas and air pre-mixed at low � High pressure gas injected How it low pressure pressure directly in combustion works chamber � Ignition from spark plug � Diesel micro-pilot for DF � Ignition from diesel pilot (often pre-chamber) � Lean burn to avoid knock � Lean burn to avoid knock � Diesel cycle � Otto cycle / Diesel cycle at high CR � Separate injector for diesel � Otto cycle only � Methane slip � Methane slip � Limited methane slip Limitations / Advantages � Get home power � Part load operation � Diesel responsiveness and efficiency � Spark plug replacement � Load response � Get home power � Fuel flexibility 12

Further Emissions Control Strategies � Exhaust Gas Recirculation (EGR) � Cooled and uncooled � After-treatment Strategies � Urea based SCR systems � Diesel Particulate Filter (DPF) � Fuel sulphur content affects technology � 15 ppm for land based engines � 1000 ppm for marine inside ECA (0.1% after 2015)

HPDI Technology � Pilot diesel injected just prior to natural gas to provide energy for auto-ignition of gas injection � Natural gas injected at high pressure at end of compression stroke (no pre-mixed air/fuel) � Low diesel usage under all conditions � Average of 6% diesel over vehicle operating cycle � Diesel Engine Performance remains � Same high power and torque Typical Emission Reductions � Same or higher efficiency � ~ 40% lower NOx � Robust combustion over wide range of fuel � ~ 70% lower PM composition (no premixed air/fuel so no � ~ 20% lower GHG chance of detonation)

HPDI delivers the required performance Truck engine example: � Identical torque curve as � Certified to Australian ADR 80/02 selected diesel ratings � Power: 500-580hp � Torque: 1,650-1,850 lb-ft � Same responsiveness � Similar BMEP as HHP engines Torque Curve � Compatible with 2000 1800 diesel drive train 1600 1400 components Torque (ft-lb) 1200 Diesel 1000 � No change in cooling HPDI 800 600 requirements vs. base 400 200 diesel 0 600 800 1000 1200 1400 1600 1800 2000 Engine Speed (RPM)

High Pressure Direct Injection � Common-rail style injector � Directly replaces diesel injector � Capable of independently injecting diesel and gas at up to 30 MPa injection pressure � Diesel used as an ignition source, actuation fluid, lubricant, and coolant Diesel HPDI

HPDI System - Westport HD � Westport’s HPDI technology was developed initially on the Cummins ISX platform, a 15- litre diesel engine rated from 400 to 600 HP � Currently working with Volvo and Weichai on new HD applications

Gas and Pilot Diesel Flows � Only enough diesel fuel to initiate ignition � ~3% at full load � 5-6% pilot on typical HD truck cycle � No idling or running solely on diesel fuel

HPDI Emissions History CO CO HD Project Base Engine NOx PM NMHC (meas.) DF (cert) DOC DPF SCR VGT + Cooled EGR Australia ADR 80_02 (lightly used) 2.55 0.031 0.25 3.93 1 2.93 no no no US EPA/CARB 2004 VGT + Cooled EGR 1.61 0.027 0.01 0.08 8.9 0.53 yes no no VGT + Cooled EGR Australia ADR 80_03 2.41 0.003 0.07 0.67 8.9 4.45 yes yes no VGT + Cooled EGR US EPA 2007 0.94 0.008 0.11 2.21 8.9 14.69 yes yes no VGT + Cooled EGR US EPA 2010 0.18 0.005 0.01 0.05 3.2 0.13 yes yes yes Values in g/kWh (4-stroke HD high speed engines, transient operation)

Areas of focus for Westport High Horsepower � High fuel use � Transient power requirements � Power density important � Common engine platforms Marine Mining Rail

Westport Approach to Rail Program � Westport is transitioning its proven HPDI technology from Heavy Duty trucking to High Horsepower applications (600 to 6000 HP)

SDTC Overview � The SDTC program requires Westport to develop a new HPDI injection system, but heavily parented off the existing truck technology � Known technology with proven track record in on-road applications � Minimal change to functionality � Leverage existing knowledge and reliability data to create a robust solution for challenging rail conditions � This fuel system will be developed as an OEM application, not a one-off demonstration

Final Thoughts � Fuel – cost, quality, infrastructure � Emissions – motivator or driver! � Engines – choice depends on application � Westport HPDI marine – coming soon! Dale Goudie, PEng Westport Innovations Inc. www.westport.com