John J' Mooney Engelhard Corporation Combustibles, Vehiculos y Polucion del Aire Bogota D'C', Colomb

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John J. MooneyEngelhard CorporationCombustibles
, Vehiculos y Polucion del AireBogota D.C.,
Colombia May 27, 28 y 29 de 2002

• NATURAL GAS A CLEAN TRANSPORTATION FUEL FOR
  URBAN ENVIRONMENTS

11/10/2009
2ENG8.ppt
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OUTLINE

• Introduction
• Natural Gas Benefits and Challenges
• Current Status
• Some Interesting Developments
• Short and Long Term Solutions
• Conclusions

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SOUTH AMERICA HAS GOOD EXPERIENCE WITHNATURAL
GAS VEHICLES
Total NGVs 1,852,000 on 6/1/02
Number of Vehicles Convertedto Natural Gas
Worldwide
Source International Association of Natural Gas
Vehicles. (www.iangv.org/html/ngv/stats.html)
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BOGOTA WILL NEED SUFFICIENT FUELING STATIONS
Argentina 721,830 950 Italy 380,000 369 Brazil 120
,000 131 United States 102,430 1,250 India 84,150
116 Venezuela 40,962 170 China 36,000 70 Egypt 34,
754 60 Russia 31,000 209 Canada 20,505 222 New
Zealand 12,000 100 Colombia 12,000 28 Japan 10,659
569 Germany 10,000 146 Bolivia 6,000 46
Source International Association of Natural Gas
Vehicles.
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NATURAL GAS BENEFITS AND CHALLENGES
Benefits

• Very Low PM, NOx, CO, and Toxic Emissions With
  Catalytic Emissions Control
• Excellent Cold Start and Transient Emissions
• Zero Evaporative
• Payback Potential

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NATURAL GAS BENEFITS AND CHALLENGES
Benefits (Contd)

• Proven World Supplies of Natural Gas
• Low CO2 Emissions Global Warming
• Light-Duty Vehicles Use Proven 3-Way Catalyst

7
NATURAL GAS BENEFITS AND CHALLENGES
Challenges

• Infrastructure Considerations
• Fuel Quality Variable
• Small Market Limits Dedicated Engine
  Engineering
• System Cost

Dedicated Engineering Required.
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THE USE OF NATURAL GASAS A TRANSPORTATION FUEL
1. Program Issues

• Air Quality How to Achieve Highest Emissions
  Reduction
• Implementation
• Fuel Supply Infrastructure
• Cleaner Diesel Engines Will Be Available
• Safety
• Small Market Cost/Benefits Incentives

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THE USE OF NATURAL GASAS A TRANSPORTATION FUEL
2. Technical Issues

• Emissions Control
• Energy Efficiency
• Engine Power
• Safety

With Dedication, NG Engines Are Clean and Safe.
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TOXIC EMISSIONS

• NG Fuel Produces Toxic EmissionsSolution Always
  Use a Catalytic Converter to Control Toxic
  Emissions
• NG Produces Fine ParticulateSolution Use a
  Catalytic Soot Filter Designed for NG to Remove
  Carbon-Based Particulate as Well as Control
  Toxic Emissions
• The Fine Particulate From NG Fuel Is Under
  Discussion
• Reference 1. Z.D. Ristovski et al., Particle
  Emissions From Compressed Natural Gas Engine,
  J Aerosol Sci. Vol. 31, No. 4, pp
  403-413. Great Britain. 2000.
• 2. Study Initiated by California Air
  Resources Board Draft Report April, 2002.

Note A Catalytic Soot Filter Designed for NG Is
Predicted to Collect and Destroy a High
Percentage of Carbon-Based PM and Other PM. In
Addition, This Approach Will Be More Efficient
for the Removal of Toxic Emissions.
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MOBILE SOURCE AIR TOXICS OF GREATEST CONCERN

• Upper Bound Lifetime
• Cancer Risk for gt0.5 Population

• Benzene 1 in 105
• 1,3-Butadiene 1 in 106
• Formaldehyde 1 in 105
• Acetaldehyde 1 in 106
• Acrolein Under Study
• Diesel PM 1 in 103 to 104 Under Study

US and CA Vehicle Standards Range 6 to 36
mg/m. HDE 16 mg. Source R. Cook, USEPA, Office
of Transportation and Air Quality Draft Results
of National Scale Air Toxics Assessment.
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NG SAFETY A SUBSTANTIAL PROVEN RECORD

• US Survey 8,331 NGV (Utility, School,
  Municipal)
• 178.2 Million Miles
• No Fatalities Versus 1.28 Deaths/100 Million
  Miles With Gasoline Fleet Vehicles
• Seven Fire Accidents One Attributed to NG Fuel
  System
• 85,000 NGVs No Fuel Tank Rupture in 2 Years
• Italy 300,000 NGVs No Fuel Tank Rupture in 3
  Years
• NG Cylinders Are Thicker and Stronger Gasoline
  and Diesel Tanks Are Much Easier to Penetrate in
  Crash

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NG SAFETY IS ASSURED WITH REGULATIONS ANDSAFETY
STANDARDS

• NGV Fuel System US Federal Motor Vehicle Safety
  Standards 303 and 304
• CNG High Pressure Tanks Must Meet Stringent
  Industry and Government Safety Standards
• CNG Tanks Must Withstand 11,250 Refills and
  Endure Far Beyond Normal Environmental and
  Service Damage Risks
• CNG Tanks Must Withstand Bonfire Test and
  Penetration by 30 Caliber Bullet Without Rupture
• NGVs Undergo Same Crash Tests as Other Vehicles
• All NG Fueling Facilities Designed for High Level
  of Safety

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NG IS SAFE IN OTHER RESPECTS

• NG Is Delivered by Pipeline No Road Accident
  Exposure
• NG Does Not Contaminate Either Ground or Surface
  Water
• NG Is Not Toxic
• NG Is Odorized for Ease of Detection
• No CNG Evaporative Emissions

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CURRENT STATUS ADVANCED LIGHT-DUTY NG ENGINES
HAVE BEEN DEVELOPED

• New Engines Closed-Loop Oxygen-Sensor
  Controlled With TWC Catalytic Emission Control
  System. Emissions Equal to Strict US Tier 2 and
  California LEV-2
• Dedicated or Dual-Fuel Systems by
• Ford Honda Volvo
• General Motors Toyota Renault
• DaimlerChrysler Fiat Mazda

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120K MILE USEFUL LIFE EMISSIONSFOR DUAL-FUEL
CNG/GASOLINE VEHICLES
GFI Control Systems OEM Conversion for Ford Motor
Company Vehicle Ford 5.4 Liter F150 Truck
Vehicle MY Fuel ETW, lbs Cert Level NMOG, g/m CO,
g/m NOx, g/m 1 2000 CNG 5750 ULEV 0.069 1.40
0.046 2000 Gasoline 5750 LEV 0.138 1.55 0.294
3 2001 CNG 6875 ULEV 0.020 0.80 0.290 2001
Gasoline 6875 LEV 0.147 1.82 0.319

• California Emission Standards MDV 5750

NMOG, g/m CO, g/m NOx, g/m LEV 0.230 6.4 1.0 ULEV
0.143 3.2 0.5
When Operated on CNG ULEV Standards Were Achieved.
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120K MILE USEFUL LIFE EMISSIONS FOR DUAL-FUEL
CNG/GASOLINE VEHICLES
Ford 5.4 Liter F150 TruckTest Weight 6875 lbs
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PROVEN CNG CONVERSION KITS ARE AVAILABLE FROM
MANY WORLDWIDE COMPANIES

• Conversion Kits
• Closed-Loop System With TWC Catalyst, Oxygen
  Sensor and Electronic Control Unit
• Open-Loop With Oxidation Catalyst
• Conversion/Retrofit Suppliers
• Netherlands Vialle, Koltec-Necam
• Italy Landi, Tartarini
• United States GFI Control Systems, IMPCO and
  Others

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NG HEAVY-DUTY ENGINES ARE DIESEL DESIGN
DERIVATIVES
WHY IS THIS SO?

• ANSWER
• Diesel Engines Dominate Heavy-Duty Engine
  Applications.
• Therefore, the Only Cost/Effective Approach
  Currently Is to Modify a Diesel Engine for NG
  Fuel.
• BUT!
• A CHALLENGE
• What Design Would Be Optimal?

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LEAN-BURN NG ENGINES ARE DOMINANT IN THE US

• Lean-Burn
• Potential Best Fuel Economy
• Easiest Engine Modification
• NOx Emissions Are a Challenge
• Stoichiometric
• Proven NOx and Toxics Control Exists
• Heavy-Duty NG Engines Manufacturers
• Cummins Mercedes
• Detroit Diesel Volvo
• Navistar Others

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STUDIES COMPARING LEAN AND STOICHIOMETIC NG
FUELING STRATEGIES

• Helsinki and Brussels Lean vs Stoichiometric
  Urban Buses
• Improved Lean-Burn Engines
• DaimlerChrysler
• Volvo
• Swiss Study of Advanced Stoichiometric Engines

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HELSINKI EXPERIENCE
Mercedes Stoichiometric CNG Buses

• The Contractor Company, Tammelundin Liikenne,
  Purchased 2 in 1996,Purchased 2 More in 1997, 4
  More in 1998-2000. Total of 8 in Operation.

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HELSINKI EXPERIENCE
Volvo Lean-Burn CNG Buses

• HKL Purchased 11 in 1998, Another 11 in 1999.
  Total 22 in Operation.

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HELSINKI EXPERIENCE

• Stoichiometric CNG Buses
• Reliability, Performance and Maintenance Have
  Been Good
• Drivers and Passengers Like the Buses
• Fuel Consumption on Energy Basis 15-20 Over
  Diesel Economically Feasible

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HELSINKI EXPERIENCE

• Lean-Burn CNG Buses
• Initial Reliability Not as Good as Expected
• Fuel Consumption on Energy Basis Has Been
  HigherThan 24 Expected (Up to 40 Compared to
  Diesel)

Note Lean-Burn CNG Bus Was EURO-1 Design. A
Recent Test of a EURO-2 Lean-Burn Design With
Oxidation Catalyst Gave 20 to 35 Energy
Consumption Compared to Diesel.
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THE BRUSSELS, BELGIUM CASE
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COMPARISON OF NG BUSES FUEL CONSUMPTION,
BRUSSELS, BELGIUM ON (3) DIFFERENT BUS ROUTES
1998
Energy Consumptions (MJ/km) of Bus Technologies
Under Various Conditions
Vehicle EURO-2 NGV1 S NGV2 LB NGV3
LB Consumption 24,3 30,7 27,1 26,4Line
59 Vehicle EURO-2 NGV1 S NGV2 LB NGV3
LB Consumption (100) (126) (111) (108)Line 59
Relative Energy Consumption () of Bus
Technologies Under Various Conditions Compared
With EURO-2 Diesel
Note NGV1 Stoichiometric NGV2 and NGV3
Lean-Burn. Source G. Lenaers, VITO 29 April
1998, Dorint Hotel, Brussels.
Stoichiometric Bus Fuel Consumption Is
Considerably Higher Than Lean-Burn Buses.
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COMPARISON OF NG BUSES EMISSIONSON (1) BRUSSELS
BUS ROUTE
Emissions (g/km) of Various Vehicle Technologies
on Line 59
Vehicle EURO-2 NGV1 S
NGV2 LB NGV3 LB CO 6,14 3,32 (54) 0,86 (1
4) 1,90 (31) HC 0,96 0,88 (92) 1,58 (X
1,7) 1,99 (X 2,1) NOx 19,7 0,44 (2) 18,0 (91) 16,8
(85)
Note NGV1 Stoichiometric NGV2 and NGV3
Lean-Burn. Source G. Lenaers, VITO 29 April
1998, Dorint Hotel, Brussels.
Stoichiometric CNG Fuel/Air Calibration and TWC
Can Reduce NOx Emissions by 98 While Also
Decreasing HC and CO.
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DaimlerChrysler DEVELOPMENT OF M 906 LAG 6.88
LITER LEAN-BURN NATURAL GAS ENGINE WITH
MULTIPOINTGAS INJECTION

• Objective
• 50 Lower Emissions Than EURO-3
• Engine Power as Close to Diesel OM 906 LA
  EnginePE 205 kW at n 2300 rev/minMD 1100
  Nm at n 1200 rev/min

Source DaimlerChrysler, Stuttgard, Frankle,
Binder, Lehmann.
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DaimlerChrysler DEVELOPMENT OF M 906 LAG 6.88
LITER LEAN-BURN NATURAL GAS ENGINE WITH
MULTIPOINTGAS INJECTION

• Specification M 906 LAG Gas Engine CNG
  Lean-Burn Engine
• Modern Boost System
• Multipoint Injection
• Single-Coil Ignition

• Engine PowerPE 205 kW at n 2500
  rev/minMD 1000 Nm at n 1400 rev/min

Source DaimlerChrysler, Stuttgard, Frankle,
Binder, Lehmann.
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DaimlerChrysler DESIGN CONSTRAINTS

• Engine Selected for City Use Outside Dimensions
• Few NG Engines, Therefore Economics, Minimum
  Changes and Common Components
• Lambda 1.0. Could Not Cope With Combustion
  Temperature
• Selected Lean-Burn Approach
• Power 30 kW/l. Higher Than Any Commercial Gas
  Engine. Necessary to Suite Vehicles Designed for
  Diesel Engine
• This Level Could Be Achieved Only With
  Turbochargerand Intercooler

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DaimlerChrysler DESIGN CONSTRAINTS (Contd)

• 200-Bar Storage Pressure Reduced to Working
  Pressure in Common Rail. Good Injection Control
  System for Temperature and Other Variables
• CR Limited to 10.5. Higher Would Improve
  Efficiency But Would Exceed Voltage Capacity of
  Ignition System at Peak Torque. Best Compromise
  Between Misfire and Knock
• VTG Turbocharger Lower Exhaust Backpressure
  1 Improved Fuel Efficiency Over Wide Range

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DaimlerChrysler LEAN-BURN CNG IMPROVEMENTS
0.75 g/kWh
EURO-3 Grenzwert (ESC)
Emissions ()
2.0 g/kWh
0.05g/kWh
0.1g/kWh
lt0.05g/kWh
Source DaimlerChrysler, Stuttgart. G. Frankle,
K. Binder, J. Lehmann. The Development of the M
906 LAG Lean-Burn Natural Gas Engine With
Multipoint Gas Injection.
Achieved EURO-3 Emission Standard by More Than
50 Target. All Except the Emissions.
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VOLVO LEVEL-3 CNG AND BIOGAS ENGINE

• Description
• Volvo DH10 Converted to CNG/Bio Gas
• Spark-Ignited Combustion
• Inductive Ignition Coils Each Cylinder
• Full 24 Volt System
• Turbocharged and Charge Air Cooled With
  Electronically-Controlled Waste-Gate
• Electronically-Controlled Fuel Metering Valves
• Lambda Sonde Linear Lean Control, Adaptive
  Control for Gas Quality, Altitude and Ambient
  Temperature
• Integrated Electronic Engine Management System
  Electronic Throttle, Torque-Based Control
  Independent of Ambient Temperature and Altitude
• Oxidation Catalyst
• Ignition Coils With Integrated Power Stages
• EGR (Exhaust Gas Recirulation)

Source Volvo. C-E Hedberg, Volvo Powertrain.
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VOLVO LEAN-BURN IMPROVEMENTS
Volvo GH10/G6B 3rd Generation NG Engine
Emissions (g/kWh)
CNG-Engine, ETC

Source Volvo. C-E Hedberg, Volvo Powertrain.
CNG Lean-Burn Engines Continue to Be Improved for
Emissions Control and Reliability.
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Swiss Federal Institute of Technology

• Development of High Efficiency
• and
• Near-Zero-Emissions NG Engine

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TARGET DEVELOP A HIGH EFFICIENCY,LOW EMISSIONS
ENGINE

• System
• Exhaust Gas Recirculation Cooled
• Stoichiometric Fuel Mixture (Lambda 1.00)
• 3-Way Catalytic Converter
• Supercharged and Aftercooled for High Power and
  Thermal Efficiency

Source SAE Technical Paper - 2000-01-2825.
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SWISS PROGRAM RESULTS

• Outstanding Achievement
• Demonstrated the Use of Cooled EGR With Low
  Engine NOx Compared to the Lean-Burn Concept
• Emissions 1/10 of German Standards. NOx Levels
  Less Than 2 mg/Nm3 at 5 O2 or 0.003 g/kWh
• Compression Ratio Up to 13.3
• Knock-Tendency Effectively Suppressed and
  In-Cylinder NOx Massively Reduced with Cooled EGR
• BMEP to 23 Bar 290 kW from 10 liter at 1500 rpm
• Engine Efficiency 40 at 12 Bar BMEP and 42 at
  23 Bar (Unrivaled for Gas Engines)

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NATURAL GAS ENGINE UTILIZED COOLED EGR,
TURBOCHARGING AND 3-WAY CATALYTIC CONVERTER
Outstanding Emissions Control and Engine
Efficiency Through Engineering1) Reduced
Cylinder Temperatures and Knock Limits Through
Use of Cooled EGR.2) Achieved Engine Efficiency
Through Maximum Use of Turbocharging.3)
Emissions Control With Stoichiometric Calibration
and the Proven 3-Way Catalytic Converter.
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SWISS PROGRAM RESULTS

• Outstanding Achievement (Contd)
• Thermal and Mechanical Loading Less Than
  Corresponding Diesel Engine
• Robust to Extremes of Gas Compositions With
  Respect to Engine Performance and Emission
  Control Levels
• Extended Field Tests Proceeding to Establish
  Near-Term Product Launch Experience

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SWISS DEVELOPMENT PROGRAM SUMMARY

• Ultra-Low NOx Emissions Almost Zero
• Ultra-Low HCs That Means Methane as Well
• Fuel Efficiency Equal or Better Than Diesel
• A Practical System That Is Undergoing Extensive
  Durability

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NG CATALYST SELECTION AND ISSUES

• Pd Best for NG
• Stoichiometric Engine May Overcome
  Sulfur/Methane Sensitivity Found in Lean-Burn
  Oxidation Catalysts

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Pd IS STILL MOST EFFECTIVE FOR CH4
100
91
90
88
90
75
80
70
CH4
70
60
C2H6
60
C3H8
Conversion ()
50
40
30
30
20
13
10
4
0
Pt
Pd
Rh
100 hrs _at_ 750oC. Evaluation Inlet Temp. 400oC
for C1, 250oC for C2.
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SULFUR IN NG AND FROM LUBE-OIL CAUSESLOSS OF CH4
PERFORMANCE

• Sulfur Causes Severe Loss of CH4 Performance in
  Excess Oxygen
• Lean-Rich Aging Is Much Less Severe

Aged in Simulated NGV Engine Exhaust With 0.15
ppm S (Oil-Derived).Lean-Rich 14 Minutes Lean
at 500oC 1 Minute Rich at 760oC.Test 500 ppm
CH4, 10 Steam, Balance Air.
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CONCLUSIONS 1

• NG Is a Clean Fuel. Wise Choice for Immediate
  Decrease in Urban Mobile Source Emissions.
  However, NG Exhaust Products (SI and Compression
  Ignition Engines) Require Catalytic Emission
  Control to Achieve Goal
• NG Provides a Measure of Fuel Independence
• Survey Shows That Heavy-Duty CNG Engines Are
  Designed With Lean-Burn Calibrations in the US
  and Europe. Reasons Given Are for Stoichiometric
  Calibrations
• 1) Cylinder Temperatures Too High
• 2) Knock Tendency Limits High Turbocharge
  Pressure That Would Otherwise Yield Better
  Engine Efficiency
• 3) Ignition Voltage Requirement (at High BMEP)
  Exceeds System Capability
• 4) Less Favorable Theoretical Fuel Efficiency
• 5) Small Market
• However, an Effective NOx Emission Control System
  Is Not Yet Developedfor the Lean-Burn NG Engine

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CONCLUSIONS 2

• Recent Improved Lean-Burn CNG Engine Designs Have
  Overcome Field Application Problems With Good
  Power and Less Sensitivity to Fuel and Operating
  Conditions, But Lack of NOx Emissions Control
  Remains
• Swiss CNG Stoichiometric CNG Engine Approach
  Solved the Traditional Fuel Efficiency Vs
  Emissions Control Barrier. Achieved Excellent
  Fuel Efficiency, Power and Ultra-Low NOx Control.
  The Approach Is Practical and Is Undergoing
  Additional Durability Demonstration
• Lean-Burn NG Engines Are Still Improving.
  Stoichiometric NG Engines Have Potential to
  Provide HC, CO and Nox Control With Excellent
  Engine Power and Fuel Efficiency