HD Diesel Supercharger HD Diesel Supercharger
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HD Diesel Supercharger Downspeeding with Performance Philip Wetzel Eaton Corporation, Supercharger Division September 28, 2011
© 2011 Eaton Corporation. All rights reserved.
Agenda • Market Drivers for Downspeeding • HD Diesel Supercharger Overview • Application Specific Approaches • Supercharged Demonstrator Vehicle • Hardware • Test Results
• Future Development Effort
© 2011 Eaton Corporation. All rights reserved.
2
Business Opportunity Market Drivers Market Drivers: CO2 Reduction and Fuel Economy CO2 Reduction EPA to regulate commercial vehicle CO2 emissions starting MY2014. Class 7 Low Roof
Class 7 Mid Roof
Class 7 High Roof
Class 8 Low Roof
Class 8 Mid Roof
Class 8 High Roof
Sleeper Low Roof
Sleeper Mid Roof
Sleeper High Roof
2014 CO2 [gCO2/ton mile]
104
104
118
79
79
87
65
70
73
2014 Fuel Consumption [gal/1000 ton-mile]
10.3
10.3
11.6
7.8
7.8
8.6
6.3
6.9
7.1
2014 Target (over 2010)
6%
6%
9%
6%
6%
9%
15%
14%
18%
2017 CO2 [gCO2/ton mile]
103
103
116
78
78
86
64
69
71
2017 Fuel Consumption [gal/1000 ton-mile]
10.1
10.1
11.4
7.7
7.7
8.5
6.3
6.3
7.0
2017 Target (over 2010)
7%
7%
11%
7%
7%
10%
16%
15%
20%
Fuel Economy Fuel is typically one of the largest expenses for freight haulers End users are very motivated to reduce fuel expense; 1-year payback on fuel saving technologies is attractive to end user NHTSA fuel economy regulation shadows EPA regulation
Problem: Vehicle OEMs must meet CO2 regulation and maximize fuel economy Engine downspeeding is a critical part of the industry response © 2011 Eaton Corporation. All rights reserved.
3
HD Diesel Supercharger System Description Engine Downspeeding with Super-Turbo (or Turbo-Super) Boosting System Downspeeding reduces CO2 and saves fuel Supercharger enables better downspeeding • Instantaneous boost during low-rpm and transient events improves performance and enables more downspeeding • Allows turbo to be optimized for steady-state cruise efficiency
Supercharger Bypass Valve • Manages SC boost • Controlled by ECU Supercharger • Provides boost when turbo lags • Allows turbo to boost at steady-state for peak efficiency
Supercharger Clutch
Supercharged Kenworth T800 Demonstration Vehicle
• Couples SC to crankshaft • Controlled by ECU • May be unnecessary in some applications © 2011 Eaton Corporation. All rights reserved.
4
Application-Specific Approaches Supercharger in linehaul applications (cruise-intensive cycles) Enables turbo optimization for max efficiency at cruise •
Currently, turbo design is compromised by competing objectives: fast response vs. peak efficiency
•
Supercharger can provide fast response, allowing turbo design to focus on peak cruise efficiency
Increased engine downspeeding at cruise
Supercharger in vocational applications (highly transient cycles) • Aggressive downspeeding during vehicle acceleration • Better air-fuel ratio control and EGR rate control during transients • Improved drivability
Fuel Economy Improvements through Downspeeding and Turbo Optimization © 2011 Eaton Corporation. All rights reserved.
5
Supercharged Diesel Demonstrator Engine Downspeeding with Performance
Objective Demonstrate engine downspeeding with good performance • Supercharger’s instantaneous boost compensates for turbo lag • Downspeeding is achieved while meeting customers’ expectations for pedal response
Demonstration Vehicle Hardware Kenworth T800 Demonstration Vehicle • Paccar MX-455 engine • Eaton UltraShift PLUS VCS • Dana D46 4.30:1 • Test GVW 57,000 lb • GVWR 64,000 lb • GCWR 80,000 lb
Eaton TVS® Supercharger • High efficiency • High pressure ratio © 2011 Eaton Corporation. All rights reserved.
6
Supercharged Diesel Demonstrator Prototype Installation • Super-Turbo architecture • SC bypass valve manages boost • SC clutch manages drive system • Recalibrated transmission provides downspeeding
© 2011 Eaton Corporation. All rights reserved.
7
Downspeeding with Performance Preliminary Data – Boost Response High-Load Step Response: 9th gear, 1000 rpm
Acceleration event: 2nd gear
Faster boost response Faster turbo spool-up (Negative slope caused by suboptimal SC boost control algorithm)
© 2011 Eaton Corporation. All rights reserved.
8
Downspeeding with Performance 350 RPM Downspeeding Event Engine Speed (RPM) 1800
2000 Avg Engine Speed (RPM)
1600 1400 1200 1000
0
5
10
15 time (sec)
20
25
8 repetitions of each case at Marshall track
1400 1200
350 rpm downspeeding 1000 800
Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only
800
600
30
0
5
10
15 time (sec)
20
25
30
Avg Fuel Economy (MPG) 1.6 Avg Fuel Economy (MPG)
25 20 15 10 5
Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only 0
5
10
15 time (sec)
20
25
1.4 1.2 1 0.8 0.6 0.4 Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only
0.2 30
Faster acceleration: 4% improvement Better fuel economy: 12% increase in MPG
1.8
30
0
350 rpm downspeeding results:
Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only
Vehicle Speed 35
Vehicle Speed (mph)
Engine Speed (RPM)
0-35 mph acceleration
1600
1800
600
Test data from T800
Avg Engine Speed
2200
0
0
5
10
15 time (sec)
20
25
30
J1939 Fuel Flow Data © 2011 Eaton Corporation. All rights reserved.
9
Downspeeding with Performance 450 RPM Downspeeding Event Test data from T800 0-35 mph acceleration 2 repetitions of each case at Marshall track 450 rpm downspeeding
450 rpm downspeeding results: Faster acceleration: 2.5% improvement Better fuel economy: 21% increase in MPG
J1939 Fuel Flow Data © 2011 Eaton Corporation. All rights reserved.
10
Downspeeding with Performance Linehaul Application T700 Tractor Trailer - Fuel Rate Comparison 45
Downspeeding
8th Gear (45 mph) 8th Gear (45 mph) 9th Gear (45 mph) 9th Gear (45 mph)
40
Eaton J1939 test data @ constant 45 mph:
35
30
RPM
MPG
MPG Improvement
KW T800 Dump*
9th
1602
8.49
--
--
10th
1193
9.90
16.6%
4% / 100rpm
KW T700 TractorTrailer
8th
1744
8.54
--
--
15
9th
1267
9.87
15.7%
3.3% / 100rpm
10
Fuel Rate (L/h)
Gear
25
20
5
* Supercharger clutch disengaged 0
0
50
100
150
200 Time (sec)
250
300
350
400
Eaton GT Power simulations indicate approx. 2.4% / 100rpm at highway cruise conditions
Turbo optimization Eaton / FEV simulations show 1-2% MPG improvement by changing VGT to FGT Industry experts suggest additional 1-2% MPG from new FGT optimized for this application
Eaton has data to support part of the linehaul value story © 2011 Eaton Corporation. All rights reserved.
11
Downspeeding with Performance The Super-Turbo system in this vehicle is not optimized – better results are possible Turbo-Super is probably a better architecture • Allows a smaller supercharger to be used (less power consumption) • Enables mid-loop EGR (potential to reduce pumping loss)
Turbocharger should be redesigned for peak device efficiency and BSFC Supercharger control algorithms should be improved for peak fuel economy and better “handoff” to turbo
Future Plans – Controls tuning and track testing Confirm the value story with engine dyno data: Fuel economy and CO2 Performance Emissions
Turbo-Super System Architecture Example © 2011 Eaton Corporation. All rights reserved.
12
© 2011 Eaton Corporation. All rights reserved.
13
HD Diesel Supercharger Downspeeding with Performance Philip Wetzel Eaton Corporation, Supercharger Division September 28, 2011
© 2011 Eaton Corporation. All rights reserved.
Agenda • Market Drivers for Downspeeding • HD Diesel Supercharger Overview • Application Specific Approaches • Supercharged Demonstrator Vehicle • Hardware • Test Results
• Future Development Effort
© 2011 Eaton Corporation. All rights reserved.
2
Business Opportunity Market Drivers Market Drivers: CO2 Reduction and Fuel Economy CO2 Reduction EPA to regulate commercial vehicle CO2 emissions starting MY2014. Class 7 Low Roof
Class 7 Mid Roof
Class 7 High Roof
Class 8 Low Roof
Class 8 Mid Roof
Class 8 High Roof
Sleeper Low Roof
Sleeper Mid Roof
Sleeper High Roof
2014 CO2 [gCO2/ton mile]
104
104
118
79
79
87
65
70
73
2014 Fuel Consumption [gal/1000 ton-mile]
10.3
10.3
11.6
7.8
7.8
8.6
6.3
6.9
7.1
2014 Target (over 2010)
6%
6%
9%
6%
6%
9%
15%
14%
18%
2017 CO2 [gCO2/ton mile]
103
103
116
78
78
86
64
69
71
2017 Fuel Consumption [gal/1000 ton-mile]
10.1
10.1
11.4
7.7
7.7
8.5
6.3
6.3
7.0
2017 Target (over 2010)
7%
7%
11%
7%
7%
10%
16%
15%
20%
Fuel Economy Fuel is typically one of the largest expenses for freight haulers End users are very motivated to reduce fuel expense; 1-year payback on fuel saving technologies is attractive to end user NHTSA fuel economy regulation shadows EPA regulation
Problem: Vehicle OEMs must meet CO2 regulation and maximize fuel economy Engine downspeeding is a critical part of the industry response © 2011 Eaton Corporation. All rights reserved.
3
HD Diesel Supercharger System Description Engine Downspeeding with Super-Turbo (or Turbo-Super) Boosting System Downspeeding reduces CO2 and saves fuel Supercharger enables better downspeeding • Instantaneous boost during low-rpm and transient events improves performance and enables more downspeeding • Allows turbo to be optimized for steady-state cruise efficiency
Supercharger Bypass Valve • Manages SC boost • Controlled by ECU Supercharger • Provides boost when turbo lags • Allows turbo to boost at steady-state for peak efficiency
Supercharger Clutch
Supercharged Kenworth T800 Demonstration Vehicle
• Couples SC to crankshaft • Controlled by ECU • May be unnecessary in some applications © 2011 Eaton Corporation. All rights reserved.
4
Application-Specific Approaches Supercharger in linehaul applications (cruise-intensive cycles) Enables turbo optimization for max efficiency at cruise •
Currently, turbo design is compromised by competing objectives: fast response vs. peak efficiency
•
Supercharger can provide fast response, allowing turbo design to focus on peak cruise efficiency
Increased engine downspeeding at cruise
Supercharger in vocational applications (highly transient cycles) • Aggressive downspeeding during vehicle acceleration • Better air-fuel ratio control and EGR rate control during transients • Improved drivability
Fuel Economy Improvements through Downspeeding and Turbo Optimization © 2011 Eaton Corporation. All rights reserved.
5
Supercharged Diesel Demonstrator Engine Downspeeding with Performance
Objective Demonstrate engine downspeeding with good performance • Supercharger’s instantaneous boost compensates for turbo lag • Downspeeding is achieved while meeting customers’ expectations for pedal response
Demonstration Vehicle Hardware Kenworth T800 Demonstration Vehicle • Paccar MX-455 engine • Eaton UltraShift PLUS VCS • Dana D46 4.30:1 • Test GVW 57,000 lb • GVWR 64,000 lb • GCWR 80,000 lb
Eaton TVS® Supercharger • High efficiency • High pressure ratio © 2011 Eaton Corporation. All rights reserved.
6
Supercharged Diesel Demonstrator Prototype Installation • Super-Turbo architecture • SC bypass valve manages boost • SC clutch manages drive system • Recalibrated transmission provides downspeeding
© 2011 Eaton Corporation. All rights reserved.
7
Downspeeding with Performance Preliminary Data – Boost Response High-Load Step Response: 9th gear, 1000 rpm
Acceleration event: 2nd gear
Faster boost response Faster turbo spool-up (Negative slope caused by suboptimal SC boost control algorithm)
© 2011 Eaton Corporation. All rights reserved.
8
Downspeeding with Performance 350 RPM Downspeeding Event Engine Speed (RPM) 1800
2000 Avg Engine Speed (RPM)
1600 1400 1200 1000
0
5
10
15 time (sec)
20
25
8 repetitions of each case at Marshall track
1400 1200
350 rpm downspeeding 1000 800
Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only
800
600
30
0
5
10
15 time (sec)
20
25
30
Avg Fuel Economy (MPG) 1.6 Avg Fuel Economy (MPG)
25 20 15 10 5
Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only 0
5
10
15 time (sec)
20
25
1.4 1.2 1 0.8 0.6 0.4 Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only
0.2 30
Faster acceleration: 4% improvement Better fuel economy: 12% increase in MPG
1.8
30
0
350 rpm downspeeding results:
Downsped, Super-Turbo PR 2.5 Baseline, Turbo Only
Vehicle Speed 35
Vehicle Speed (mph)
Engine Speed (RPM)
0-35 mph acceleration
1600
1800
600
Test data from T800
Avg Engine Speed
2200
0
0
5
10
15 time (sec)
20
25
30
J1939 Fuel Flow Data © 2011 Eaton Corporation. All rights reserved.
9
Downspeeding with Performance 450 RPM Downspeeding Event Test data from T800 0-35 mph acceleration 2 repetitions of each case at Marshall track 450 rpm downspeeding
450 rpm downspeeding results: Faster acceleration: 2.5% improvement Better fuel economy: 21% increase in MPG
J1939 Fuel Flow Data © 2011 Eaton Corporation. All rights reserved.
10
Downspeeding with Performance Linehaul Application T700 Tractor Trailer - Fuel Rate Comparison 45
Downspeeding
8th Gear (45 mph) 8th Gear (45 mph) 9th Gear (45 mph) 9th Gear (45 mph)
40
Eaton J1939 test data @ constant 45 mph:
35
30
RPM
MPG
MPG Improvement
KW T800 Dump*
9th
1602
8.49
--
--
10th
1193
9.90
16.6%
4% / 100rpm
KW T700 TractorTrailer
8th
1744
8.54
--
--
15
9th
1267
9.87
15.7%
3.3% / 100rpm
10
Fuel Rate (L/h)
Gear
25
20
5
* Supercharger clutch disengaged 0
0
50
100
150
200 Time (sec)
250
300
350
400
Eaton GT Power simulations indicate approx. 2.4% / 100rpm at highway cruise conditions
Turbo optimization Eaton / FEV simulations show 1-2% MPG improvement by changing VGT to FGT Industry experts suggest additional 1-2% MPG from new FGT optimized for this application
Eaton has data to support part of the linehaul value story © 2011 Eaton Corporation. All rights reserved.
11
Downspeeding with Performance The Super-Turbo system in this vehicle is not optimized – better results are possible Turbo-Super is probably a better architecture • Allows a smaller supercharger to be used (less power consumption) • Enables mid-loop EGR (potential to reduce pumping loss)
Turbocharger should be redesigned for peak device efficiency and BSFC Supercharger control algorithms should be improved for peak fuel economy and better “handoff” to turbo
Future Plans – Controls tuning and track testing Confirm the value story with engine dyno data: Fuel economy and CO2 Performance Emissions
Turbo-Super System Architecture Example © 2011 Eaton Corporation. All rights reserved.
12
© 2011 Eaton Corporation. All rights reserved.
13
