Westport Fuel Systems, Inc. · NASDAQ:WPRT
Westport Fuel Systems — Technical Presentation (June 2023)
51 slides from Westport Fuel Systems's technical presentation, Jun 6, 2023
Slide 1: Driving Cleaner Performance: H2 HPDI Webinar
Driving Cleaner Performance H2 HPDI Webinar: Vienna Motor Symposium, Advancing the Research on H2 HPDI June 6, 2023
Slide 2: Agenda
Agenda 1 Welcome and housekeeping items • • Fabien Redon, Chief Technology Officer, Westport Ashley Nuell, Senior Director IR, Westport 2 Application of Westport’s H2 HPDITM Fuel System to a Demonstration Truck • David Mumford, Senior Director of Heavy-Duty Product Management, Westport 3 • Eric Olof
Slide 3: Drivers of market uptake of H2-ICE
Regulation Economics Positive momentum in the Lower capital outlay than BEV recognition of H2-ICE as zero- or FCEV. A competitive emission powertrain. solution from a TCO perspective. Drivers of market OEM Resources Uses available skill of R&D uptake of H2-ICE and production team, leading to lower O
Slide 4: Scania / TRATON: A view on the H2 economy and the outlook for H2 ICEs
Scania / TRATON: A view on the H2 economy and the outlook for H2 ICEs
Slide 5: Scania: Why H2 ICE?
Scania: Why H2 ICE? • How does TRATON prepare – in a capital efficient way – for a possible scenario where our future customers demand an H2 energy converter? • This possible risk diversification/mitigation must be carried out at low cost, in order not to jeopardize TRATON’s main route to CO2 neutra
Slide 6: The three fuels CBE1 with HPDI could convert
The three fuels we can see – for the foreseeable future – that CBE1 with HPDI should possibly be able to convert are; • Diesel • Methane (CH4) • Hydrogen (H2) in fossil or renewable/green form 6
Slide 7: Commonality between Diesel, CH4 and H2 engines
Commonality between Diesel, CH4 and H2 engines will therefore be important in the future • Only one engine platform is needed to be able to handle all fuels i.e. diesel, H2 and CH4 − As a consequence; Which fuel is burned becomes indifferent to the external gas exchange system • CBE1 with HPDI offer
Slide 8: Final thoughts
Final thoughts • There are many different driving forces for a H2 society − Will it happen? • Risky to invest in only one of the two available renewable energy carriers, i.e. electricity and hydrogen − Must meet CO2 emission reductions. 45% 2030, 65% 2035 and 90% 2040 • H2 ICE is a cost-effective wa
Slide 9: High Performance Hydrogen Engine Applications
High Performance Hydrogen Engine Applications Application of Westport’s H2 HPDITM Fuel System to a Demonstration Truck Westport – An Overview of the Vienna Paper
Slide 10: GHG Reduction: The Role for H2 ICEs
GHG Reduction: The Role for H2 ICEs Optimum Duty Cycle Sweet Spot Multiple solutions for decarbonizing transportation: 48,000 CNG/RNG, RD, H2 ICE and Fuel Cell • BEVs Other Hybrids • FCEVs 43,000 Long Haul: >70% • H2 ICEs of HDV CO2 • Hybrids Freight NACFE Study: Payload (lb.) • BEVs & hybrids - sho
Slide 11: NG / H2 ICE Technologies
NG / H2 ICE Technologies Spark Ignited Compression Ignition How it • Fuel & air pre-mixed at low pressure • Direct injection of high pressure gas into combustion chamber works • Dedicated natural gas (100%) • Same base diesel engine can be used equipped with • Ignition from spark plug Westport's HPD
Slide 12: An Overview of Westport's HPDI Fuel System
An Overview of Westport’s HPDI™ Fuel System • Westport’s HPDITM fuel system was conceptualized ~30 years ago with the goal of creating a more efficient natural gas engine. • The “heart” of the system is a unique fuel injector which features a small pilot injection and a larger primary injection of t
Slide 13: Current HPDI Fuel System
CURRENT HPDI > FUEL SYSTEM www.westport.com ON ENGINE OFF ENGINE Cryogenic High Pressure Pump Integrated Gas Fuel Level Tank Module Signal Pt Selection CANditioner Fuel Rail eee pep AE) Control Manifold SG Gas Ta Temperature Sensor HPDI Pump Control Software Control Manifold HPDI Fuel Injector
Slide 14: H2 HPDI Combustion Overview
H2 HPDI Combustion Overview • The following results will focus on the initial calibration of Scania’s state-of-the-art 13-litre CBE1 platform • Commercially available HPDI fuel system hardware was used for the initial calibration and demonstration of the H2 HPDI fuel system • In parallel, hydrogen w
Slide 15: H2 Combustion on Scania CBE1 Engine
H2 Combustion on Scania CBE1 Engine • BTE on torque curve of ~47-49% • Peak BTE at 51.5% • Engine-out NOx levels calibrated to ~6-12 g/kW.h to reflect EATs strategy • Note: EGR can be used to reduce NOx further to ~3g/kW.hr • Pilot quantities as low as 2-3mg have been tested, equating to near-zero C
Slide 16: H2 HPDI
H2 HPDI • No measurable slip infers a low risk of H2 interaction with combustion chamber • Capable of exceeding base engine power and torque 16
Slide 17: Next Generation HPDI Fuel System
Gas Rail Inlet Injector & Gas Rail Vent Valve | Fuel Rail HPDI Fuel Injector T — Diesel Rail Pressure Regulator & Diesel Minimum Pressure Regulator OFF ENGINE HPDI Control Software Integrated Gas Module NEXT GENERATION HPDI FUEL SYSTEM
Slide 18: Next Generation Fuel System Architecture (LNG Shown)
Next Generation Fuel System Architecture (LNG Shown) Revised approach to gas pressure control Eliminates dynamic venting Facilitates higher pressures (eliminates non-metallic seals) Capable of OBFCM for EU VII 18
Slide 19: H2 Fuel System Off Engine Approach
H2 Fuel System Off Engine Approach • Target for onboard fuel is 80kg – equates to ~2050- litres of storage • Note: H2 does not follow ideal gas law at higher pressures: 40% over- estimate for ideal gas calculation • Range without compressor is less than 600km
Slide 20: H2 Smart Tank System
H2 Smart Tank System • Compressor required for ranges greater than 500km • Smart Tank strategy evolved to maximize efficiency and minimize compressor flow • Able to reduce size, weight and power requirement. 20
Slide 21: Smart Tank Simulation Results
Smart Tank Simulation Results (Södertälje - Norrköping route) throughout Full power available operating range 300/402 250/335 Power [kW / HP] 200/268 150/201 100/134 50/67 Fuel Rail pressure relatively constant at 300-bar Average power draw over the entire cycle is 2% 21
Slide 22: General Simulation Results
General Simulation Results Predicted H2 Average Tonnes-Km Load Range with Routes Consumption Speed with 80 kg of (Tonnes) 80kg of H2 (kg/100km) (km/h) H2 Södertälje – Norrköping 20 7.4 84 970 19,400 Highway, moderately hilly München, Trucker magazine testrunde 40 11.3 85 590 23,600 Highway and rural
Slide 23: Demonstration Trucks
Demonstration trucks use current hardware DEMONSTRATION TRUCKS 23
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Slide 25: H2 Demonstration Trucks – Challenges & Next Steps
H2 Demonstration Trucks – Challenges & Next Steps Challenges: – Permitting – Fueling Next steps: – Increase fuel storage: • 80kg of fuel with no compressor will allow up to ~600km range* with Smart Tank strategies – Add compressor: • 80kg of fuel w/ compressor will allow up to ~900km range* * Cy
Slide 26: H2 Demonstration Trucks
H2 Demonstration Trucks • Westport has built two H2 HPDI demonstration trucks • Both trucks are converted from commercially available NG European models • Truck #1 is US-based • Truck #2 is European based • Onboard storage is currently 16kg in a four-tank array with no compressor 26
Slide 27: Summary
Summary Westport’s HPDI fuel system can be used with the same Why Westport? • base diesel engine – same engine architecture for Biomethane or Hydrogen. • Interest in Westport’s H2 HPDI fuel system is growing from OEMs, with multiple development projects recently announced and underway. • The SCANIA
Slide 28: Only at Westport… hydrogen with compression ignition
Only at Westport… …hydrogen with compression ignition HPDI: Cost-effective HPDI is the most cost-effective way to reduce CO2 in long-haul trucking and other high-load, long-haul applications. H2 HPDI • 20% more power, 15% more torque • Near zero CO2 emissions • Lower cost CO2 abatement than fuel cel
Slide 29: Hydrogen Combustion Concepts: PFI SI and HPDI Comparison
H2 HPDI Webinar: Vienna Motor Symposium, Advancing the Research on H2 HPDI Hydrogen Combustion Concepts: Comparison of Port Fuel Injection with Spark Ignition and High Pressure Direct Injection (HPDITM) Power Density, Efficiency and Emissions Xander Seykens, Erik Doosje, Cemil Bekdemir, Peter van Go
Slide 30: Positioning of TNO paper
Positioning of TNO paper • Paper targets to present a fair comparison between two different combustion concepts for H2-ICE • Lean burn Spark Ignited (SI) concept with port fuel hydrogen injection (PFI) • Westport Fuel Systems HPDI concept (HPDI™) • Both concepts investigated using one and the same b
Slide 31: Agenda
Agenda • Single-cylinder setup & H2-ICE concepts: PFI SI and HPDI™ • PFI SI results overview • HPDI™ results overview • Comparison PFI SI and HPDI • Summarizing conclusions
Slide 32: PFI SI and HPDI on same base 1-cylinder engine
H2-ICE concepts 1.8L single-cylinder base engine using dedicated PFI SI and HPDI components PFI SI and HPDI on same base 1-cylinder engine Single-cylinder research setup HPDI PFI SI Swept volume 1.8 L Fuel hydrogen Fuel Hydrogen, pilot fuel Charging External compressor, max. boost Combustion mode Pr
Slide 33: Agenda
Agenda • Single-cylinder setup & H2-ICE concepts: PFI SI and HPDI™ • PFI SI results overview • HPDI™ results overview • Comparison PFI SI and HPDI • Summarizing conclusions
Slide 34: PFI SI: Low NOx potential
PFI SI Low NOx load range limited by available boost pressure and occurrence of knock PFI SI: Low NOx potential n = 1500 rpm Available boost pressure limit Knock limit (Ultra-)low NOx (NOX < 0.2 g/kWh) potential demonstrated up to load of 17 bar BMEP (knock limit & boost pressure limit ) 34 X. Seyke
Slide 35: PFI SI: reduction CR for load range extension
PFI SI Low NOx load range limited by available boost pressure and occurrence of knock PFI SI: reduction CR for load range extension n = 1500 rpm Available boost pressure limit Knock limit Reducing the compression ratio is effective for increasing power density (21 bar BMEP), but comes at the cost of
Slide 36: Power density increase: CR reduction & water injection
Lean burn PFI SI At fixed swept volume, high load feasible for PFI SI at the expense of increased system complexity Power density increase: CR reduction & water injection n = 1500 rpm Available boost Injection of water into the intake manifold reduces combustion pressure limit Knock limit temperatur
Slide 37: Agenda
Agenda • Single-cylinder setup & H2-ICE concepts: PFI SI and HPDI™ • PFI SI results overview • HPDI™ results overview • Comparison PFI SI and HPDI • Summarizing conclusions
Slide 38: HPDI single-cylinder measurements
HPDI single-cylinder measurements • Identify HPDI combustion characteristics and quantity efficiency, power density and engine-out NOx: • Variation of pilot fuel injection timing relative to main hydrogen injection (“separation duration”) • Variation of fuel injection pressure • Variation in intake
Slide 39: Pilot-Main Separation Duration variation
HPDI Pilot - main separation duration variation at 16 and 8 bar BMEP Pilot-Main Separation Duration (SD*) variation Pilot fuel injection timing variation • Hydrogen combustion not significantly affected by pilot fuel injection timing Pilot fuel Pilot fuel quantity: ~6 mg/inj • Efficiency determined
Slide 40: Injection pressure variation: fixed combustion phasing
HPDI Injection pressure impacts burn-rate, but combustion phasing dominant factor for efficiency and engine-out NOx Injection pressure variation: fixed combustion phasing Injection pressure variation • Net indicated efficiency and NOx emissions close to identical for different injection pressures at
Slide 41: Variation of main injection timing at different λ
HPDI Hydrogen Injection timing variation at different boost pressures Variation of main injection timing at different λ λ variation by boost pressure variation • Efficiency and NOx mainly determined by H2 injection timing. Little impact of λ. Potential for reduction of boost pressure. • Max. efficie
Slide 42: Injection timing variation at 16 bar & 24 bar BMEP
HPDI High load potential limited by setup hardware constraint; Aftertreatment developments support realizing full potential Injection timing variation at 16 bar & 24 bar BMEP Load range increase • 24 bar BMEP realized by use of conventional boost pressure level, i.e. conventional turbocharger requir
Slide 43: Agenda
Agenda • Single-cylinder setup & H2-ICE concepts: PFI SI and HPDI™ • PFI SI results overview • HPDI™ results overview • Comparison PFI SI and HPDI • Summarizing conclusions
Slide 44: Comparison PFI SI & HPDI
Comparison lean burn PFI SI and HPDI Comparison PFI SI & HPDI™ 1500 rpm • When targeting max. efficiency, the efficiency for HPDI is 7 – 8 %-point higher efficiency than PFI SI • HPDI with diesel-like engine-out NOx, has 6 – 7 %-point higher efficiency than PFI SI. 44
Slide 45: Comparison PFI SI & HPDI
Comparison lean burn PFI SI and HPDI Comparison PFI SI & HPDI™ 1500 rpm • PFI SI: (Ultra-) low NOx potential of PFI SI for medium to medium/high load. • HPDI: High engine-out NOx when targeting maximum efficiency; Diesel-like NOx realized at the expense of slightly reduced efficiency (but still with
Slide 46: WTT and WTW CO2 footprint for PFI SI and HPDI
Comparison lean burn PFI SI and HPDI Lower CO2 footprint for HPDI due to higher engine efficiency, also on longer term WTT and WTW CO2 footprint for PFI SI and HPDI 2023 WTT [g/kWh] WTT WTW [g/kWhbrake] [g/kWhbrake] CO2eq =65% =87% 1106 g/kWhbrake =40% 1107 g/kWhbrake 250 g/kWh 385 g/kWh 442 g/kW
Slide 47: Agenda
Agenda • Single-cylinder setup & H2-ICE concepts: PFI SI and HPDI™ • PFI SI results overview • HPDI™ results overview • Comparison PFI SI and HPDI • Summarizing conclusions
Slide 48: Summarizing conclusions
PFI SI and HPDI Summary of main observations and conclusions from experimental single-cylinder combustion research Summarizing conclusions • PFI SI and HPDI ™ combustion concept evaluated on same base single-cylinder research setup • Efficiency: • HPDI has ~7 – 8 %-point higher efficiency potential
Slide 49: Thank you for your attention
Thank you for your attention Xander Seykens (PhD.) Senior Research Scientist Powertrains Automotive Campus 30 P.O. Box 756 5700 AT Helmond The Netherlands M: Xander.Seykens@tno.nl 49
Slide 50: Q&A
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Slide 51: Thank You
Thank You 51 51
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