Post on 13-Apr-2020
Technology Development for High
Efficiency Clean Diesel Engines and a Pathway
to 50% Thermal Efficiency
August 5, 2009
Donald StantonResearch & Technology
2 2009 DEER Conference
Bra
ke T
herm
al E
ffici
ency
(%)
HECC DoE Co-Sponsored Program(DE-PS26-04NT42099-01)
DoE Vehicle Technologies50% BTE Engine Demonstration
35
40
45
50
55
60
1985 1990 1995 2000 2005 2010 2015 2020
Waste Heat Recovery DoE Co-Sponsored Program
(DE-FC26-05NT42419)
DoE Vehicle Technologies55% BTE Engine Assessment
Class 8 Line Haul Application: Highway Cruise Condition
Evolution of Heavy Duty Diesel Engine Efficiency
3 2009 DEER Conference
EGR LoopEGR Loop
-
Lower Pressure Drop-
Alternative Cooling
Fuel System-High Injection Pressure
-Piston Bowl/Nozzle-Multiple injections
Advanced LTC-Enhanced PCCI
- Mixed Mode Combustion
Variable Valve
Actuation
Variable IntakeSwirl
TurboTechnology
Electrically Driven Components
AftertreatmentTurbo
Technology-Electrically Assisted
-2-Stage
Controls-Charge Air Manager
-MAF-Closed Loop Combustion
Variable Valve
Actuation
Aftertreatment-DOC-DPF-SCR
-Sensors
Variable IntakeSwirl
Phase 3: 2008 -
2009Phase 3: 2008 -
2009
ISX Technology Roadmap for Efficiency Improvement
Black –
Enabling Technology for HECC Program Phase 3Black –
Enabling Technology for HECC Program Phase 3
4 2009 DEER Conference
0.0 0.2 0.4 0.6 0.8 1.0 1.2BSNOx [g/hp-hr]
BSD
PM [g
/hp-
hr]
0.30
0.32
% C
hang
e in
Fue
lC
onsu
mpt
ion
Rel
ativ
eTo
Bas
elin
e
DPF+SCR
2007 Engine+
SCR
EGR+DOC+DPF+
SCR
>89%>89%SCR NOx Conversion Efficiency
Engine Out PM Level Assuming DPF
=0.03
Program Baseline
Advanced Fuel Injection System + EGR System + Controls
EGR System + Combustion System + Air Handling
Air Handling + Sensors + Calibration
Low P, High Flow Rate EGR + VVA
0.0
Achieving a Wide Range of Engine Out NOx Capability
79%-84%79%-84%
* Robustness remains an issuefor In-Cylinder NOx Control
In-Cylinder NOx ControlEGR+DOC+DPF
0%
-3%
-6%
-9%
-12%
85%-88%85%-88%
5 2009 DEER Conference
0.0 0.2 0.4 0.6 0.8 1.0 1.2BSNOx [g/hp-hr]
BSD
PM [g
/hp-
hr]
0.30
0.32
% C
hang
e in
Fue
lC
onsu
mpt
ion
Rel
ativ
eTo
Bas
elin
e
DPF+SCR
2007 Engine+
SCR
EGR+DOC+DPF+
SCR
SCR NOx Conversion Efficiency
Engine Out PM Level Assuming DPF
=0.03
Program Baseline
0.0
0%
-3%
-6%
-9%
-12%
Fuel Consumption Comparison of the In-Cylindervs SCR NOx Control Engine Architectures
7.5% Improvement in BTE
7.5% Improvement in BTE
14% Improvement
in BTE
14% Improvement
in BTE
Non –
HECC Engine(2007 Production Engine)
Non –
HECC Engine(2007 Production Engine)
>89%>89%79%-84%79%-84% 85%-88%85%-88%
In-Cylinder NOx ControlEGR+DOC+DPF
6 2009 DEER Conference
Evolution of High Efficiency SCR
2%
4%
6%
8%
2% 4% 6% 8% 10% 12%
Percent Improvement in SCR NOx Conversion EfficiencyRelative to 2010 SCR System Capability
Red
uct
ion
in F
uel
Con
sum
ptio
nC
ompa
red
to 2
00
7 E
ngi
ne
(%)
Does Not Include DEF Usage
10%
Represent Changes in Aftertreatment Hardware Including Feedback Controls for Urea Dosing
Represent Changes in Aftertreatment Hardware Including Feedback Controls for Urea Dosing
Transient Drive Cycle ResultsTransient Drive Cycle Results
7 2009 DEER Conference
Evolution of High Efficiency SCR
2%
4%
6%
8%
2% 4% 6% 8% 10% 12%
Percent Improvement in SCR NOx Conversion EfficiencyRelative to 2010 SCR System Capability
Red
uct
ion
in F
uel
Con
sum
ptio
nC
ompa
red
to 2
00
7 E
ngi
ne
(%)
Does Not Include DEF Usage
10%
Represent Changes in Engine Architecture Including Thermal Management Strategies
Represent Changes in Engine Architecture Including Thermal Management Strategies
Transient Drive Cycle ResultsTransient Drive Cycle Results
Acceptable Payback PeriodFor Class 6, 7, and 8 VehiclesAcceptable Payback Period
For Class 6, 7, and 8 Vehicles
8 2009 DEER Conference
Potential Fuel Consumption Benefit of Higher SCR NOx Conversion Efficiency
2007 EO NOx –
Non SCR
Per
cen
t C
han
ge
in D
rive
Cyc
leFu
el C
onsu
mp
tion
Eng
ine
Ou
t bs
NO
x (g
/hp-
hr)
* Assumes DEF cost = diesel fuel cost/2
-12%
-9%
-6%
-3%
0%
3%
6%
0.75 0.80 0.85 0.90 0.95 1.00SCR Conversion Efficiency
0
2
4
6
8
10
12BSFC [lb/hp-hr]
BSFC + 0.5*Urea [lb/hp-hr]
EO BSNOx [g/hp-hr]
ANR=1ANR=1
~10% Fuel ConsumptionReduction
~10% Fuel ConsumptionReduction
Fuel Consumption
Fuel and DEF Consumption*
Engine Out NOx
9 2009 DEER Conference
Potential Fuel Consumption Benefit of Higher SCR NOx
Conversion Efficiency
2007 EO NOx
–
Non SCR
Eng
ine
Ou
t bs
NO
x(g
/hp-
hr)
* Assumes DEF cost = diesel fuel cost/2
-12%
-9%
-6%
-3%
0%
3%
6%
0.75 0.80 0.85 0.90 0.95 1.00SCR Conversion Efficiency
0
2
4
6
8
10
12BSFC [lb/hp-hr]
BSFC + 0.5*Urea [lb/hp-hr]
EO BSNOx
[g/hp-hr]
ANR=1ANR=1
Fuel Consumption
Fuel and DEF Consumption*
Engine Out NOx
Represent Changes in Engine Architecture Including Thermal Management Strategies
Represent Changes in Engine Architecture Including Thermal Management Strategies
Per
cen
t C
han
ge
in D
rive
Cyc
leFu
el C
onsu
mp
tion
10 2009 DEER Conference
Technical Barriers with Possible Solutions
In-Cylinder NOx Control
Vehicle heat rejection
Low temperature radiator configuration (multiple options considered)
Power density limitations
Increased vehicle heat rejection capability
Cylinder pressure capability
Robustness
Reduce charge flow and fuel flow variation
•
Control algorithms•
Sensor technology•
EGR cylinder to cylinder distribution
Transient response
2-stage turbo
Electrically assisted boost
CAC bypass
High NOx Conversion Efficiency SCR
>97% conversion efficiency over relevantdrive cycles
Conversion of urea to ammonia (eliminateurea derived deposits)
NOx selectivity of the ammonia slip catalyst
System pressure drop
Packaging
Unique arrangements defined
Reduce catalyst size via zone coating
New substrate material for smaller size
Fuel efficient thermal management for transient emissions (FTP)
Turbomachinery
Injection strategy
EGR cooler by-pass
Compressor by-pass
11 2009 DEER Conference
Improved Customer Value
Must significantly reduce the aftertreatment cost
•
Aggressive target should be a 50% reduction in price
Diesel particulate filter size reduction with lower P and combined SCR functionality
•
As SCR NOx conversion efficiency increases, PM emissions reduced drastically
•
DPF operating in passive regeneration mode
Eliminate ammonia slip catalyst
Greater than 50% reduction in precious metal loading of DOC
Key is system integration with novel control strategies
12 2009 DEER Conference
Bra
ke T
herm
al E
ffici
ency
(%)
HECC DoE Co-Sponsored Program(DE-PS26-04NT42099-01)
DoE Vehicle Technologies50% BTE Engine Demonstration
35
40
45
50
55
60
1985 1990 1995 2000 2005 2010 2015 2020
Waste Heat Recovery DoE Co-Sponsored Program
(DE-FC26-05NT42419)
DoE Vehicle Technologies55% BTE Engine Assessment
Class 8 Line Haul Application: Highway Cruise Condition
Evolution of Heavy Duty Diesel Engine Efficiency
13 2009 DEER Conference
WHR~9.5%
BTE Benefit
Coolant Heat Recovery
+0.5%
Vehicle/ Condenser
Capacity +1%
Component Efficiencies
+1%
Working Fluid+1%
EGR Heat Recovery
+2.0%
Exhaust Heat Recovery
+3.0%
Charge Air Heat Recovery
+1.0%
Nearly a 10% performance improvement is possible –
though with high additional cost and system complexity
Future development must focus on the most promising and realistic potentials energy recovery sources -
ORC Energy Recovery Potential
Less EGR stream heat recovery With high efficiency SCR system
Less EGR stream heat recovery With high efficiency SCR system
Greater exhaust stream heatrecovery potential with
high efficiency SCR system
Greater exhaust stream heatrecovery potential with
high efficiency SCR system
Cost Reduction is a Key Area of Emphasis for the Cummins2nd
Generation ORC WHR SystemCost Reduction is a Key Area of Emphasis for the Cummins
2nd
Generation ORC WHR System