NPRM Comments â Prioritization and Summary
Diesel Engine Technology Pathway to 20% Fuel Efficiency Improvement Dr. Donald Stanton
Director of Engine Business Product Line Architecture Commercial Vehicle Innovation Summit September 28, 2011
Agenda Demands of Future Engine Systems Technologies for Fuel Efficiency Improvements Creating a Strong Value Proposition for High Efficiency Engines Expediting Technology Implementation with Improved Simulation Capabilities Concluding Remarks 2
Continued Demands for Emissions Compliance NOx / NOx+HC
Particulate
Phase I
Phase II
0.6g/HP-hr 0.6
12 10.7g/HP-hr
0.5
10
0.4
8
OBD
6.0g/HP-hr 6
ULSD 0.3
5.0g/HP-hr
0.25g/HP-hr
4.0g/HP-hr 0.2
4 2.5g/HP-hr
0.1g/HP-hr
1.2g/HP-hr* 0.2g/HP-hr
2 0 1988 1990
1995
2000
2005
2010
2015
2020
0.1
0 1988 1990
1995
2000
2005
OBD is a Significant Challenge • Increased Product Cost • Technical Complexity • Can Dictate Engine Architecture Selection 3
0.01g/HP-hr
Urban Bus 0.05g/HP-hr
2010
2015
2020
Diesel Engine Greenhouse Gas Standards Separate engine standards Utilize existing regulatory provisions – certify the engine like today for NOx and PM but now add CO2 Different standards for: – Heavy-duty and Medium-duty; and – Tractor and Vocational engines
Standards range from 3% improvement in 2014 to 9% total in 2017 over a 2010 industry baseline 0.10 g/bhp-hr standards for CH4 and N2O emissions 4
HHD Diesel Engine Standards Heavy Heavy-Duty
5
2014
2017
Vocational
3%
5%
Tractor
3%
6%
Reducing CO2 Emissions
High Efficiency Clean Combustion
Low Temp Aftertreatment
Waste Heat Recovery
Reduced CO2 = Fuel Efficiency
Low Carbon Fuels
Idle Reduction Hybrids 6
Evolution of Engine System Efficiency
Brake Thermal Efficiency (%)
60
Class 8 Line Haul Application: Highway Cruise Condition Super Truck 55% BTE Engine Assessment Technology Demonstration
55 Super Truck 50% BTE Engine Technology Demonstration
50
Cummins 2010 SCR Engines
20% Fuel Consumption Improvement
45
40
35 1985
7
1990
1995
2000
2005
2010
2015
2020
High Efficiency Clean Combustion • Co-sponsored program with DoE (2007-2010) • Successfully extended the low temperature
Engine Combustion Strategy
combustion operation (early PCCI) • Combustion system optimization for lifted flame diffusion controlled combustion • Component technologies ‒ Common rail fuel injection systems ‒ Variable geometry turbomachinery ‒ Cooled EGR system
Engine Brake Thermal Efficiency (%)
50%
Early PCCI 45%
Smokeless Rich
Lifted Flame Diffusion Controlled Conventional Diesel
Late PCCI 40%
Engine Out NOx (g/bhp-hr)
Sandia-Cummins Optical Engine
Building on the Cummins SCR Engine Architecture
Cummins SCR Catalyst
9
Closed Loop
4%
Compared to 2010 (%)
Reduction in Fuel Consumption
Cummins Particulate Filter
3%
Open Loop • Improved fuel consumption • 30% - 40% reduction in size • Reduced pressure losses • Reduced variation • Robust in-use performance • Excellent NH3 and N2O control
2%
1%
’10 Baseline
+2%
+4%
+6%
+8%
Drive Cycle SCR Conversion Efficiency
+10%
Evolution of Engine System Efficiency
Brake Thermal Efficiency (%)
60
Class 8 Line Haul Application: Highway Cruise Condition Super Truck 55% BTE Engine Assessment Technology Demonstration
55 Super Truck 50% BTE Engine Technology Demonstration
50
HECC Engine + Advanced SCR AT (Lowest Operating Cost)
45 Cummins 2010 SCR Engines
40
35 1985
10
1990
1995
2000
2005
2010
2015
2020
Cummins Waste Heat Recovery Recovery of: – EGR – Charge Air – Exhaust heat Mechanical coupling of WHR power to engine Fuel Economy improvement of ~6%
11
Vehicle Integration and Testing of the Cummins Waste Heat Recovery System - SuperTruck Vehicle Packaging
Excellent Under Hood Air Flow
Peterbilt Model 587
Reduce Size and Cost of Components
Transient Controls
Gen 2
Gen 3 Turbine Expander 12
Thermal Imaging of Heat Exchangers
Evolution of Engine System Efficiency
Brake Thermal Efficiency (%)
60
Class 8 Line Haul Application: Highway Cruise Condition Super Truck 55% BTE Engine Assessment Technology Demonstration
55 Super Truck 50% BTE Engine Technology Demonstration
50
HECC Engine + Advanced SCR AT (Lowest Operating Cost)
Addition of Cummins ORC Waste Heat Recovery
45 Cummins 2010 SCR Engines
40
35 1985
13
1990
1995
2000
2005
2010
2015
2020
Value Proposition for High Efficient Engine Systems
Cost Reduction
In-Use Robustness Certification
OBD Compliance
Fuel Consumption Reduction
14
Conversion to CO2 Neutral Infrastructure
Improved Simulation Capabilities Key Enabler for Expediting Technology Implementation
2000
With predictive modeling:
R&D
Business as usual:
2010
Product Development Cycles
2020
2030
Full Market Transition
2040
2050
R&D time frame unrealistically short in ‘business as usual’
15
Concluding Remarks Significant efficiency improvements already in or headed to production More opportunities still available to improve IC engine efficiency – Technology pathways identified
Greenhouse gas regulatory structure provides clarity and certainty to invest in engine technology development Improvements in simulation capability will be an important enabler for expediting technology implementation Continued emphasis on OBD – Technical challenges, Impact on product cost, and Influence on technology pathway 16
Director of Engine Business Product Line Architecture Commercial Vehicle Innovation Summit September 28, 2011
Agenda Demands of Future Engine Systems Technologies for Fuel Efficiency Improvements Creating a Strong Value Proposition for High Efficiency Engines Expediting Technology Implementation with Improved Simulation Capabilities Concluding Remarks 2
Continued Demands for Emissions Compliance NOx / NOx+HC
Particulate
Phase I
Phase II
0.6g/HP-hr 0.6
12 10.7g/HP-hr
0.5
10
0.4
8
OBD
6.0g/HP-hr 6
ULSD 0.3
5.0g/HP-hr
0.25g/HP-hr
4.0g/HP-hr 0.2
4 2.5g/HP-hr
0.1g/HP-hr
1.2g/HP-hr* 0.2g/HP-hr
2 0 1988 1990
1995
2000
2005
2010
2015
2020
0.1
0 1988 1990
1995
2000
2005
OBD is a Significant Challenge • Increased Product Cost • Technical Complexity • Can Dictate Engine Architecture Selection 3
0.01g/HP-hr
Urban Bus 0.05g/HP-hr
2010
2015
2020
Diesel Engine Greenhouse Gas Standards Separate engine standards Utilize existing regulatory provisions – certify the engine like today for NOx and PM but now add CO2 Different standards for: – Heavy-duty and Medium-duty; and – Tractor and Vocational engines
Standards range from 3% improvement in 2014 to 9% total in 2017 over a 2010 industry baseline 0.10 g/bhp-hr standards for CH4 and N2O emissions 4
HHD Diesel Engine Standards Heavy Heavy-Duty
5
2014
2017
Vocational
3%
5%
Tractor
3%
6%
Reducing CO2 Emissions
High Efficiency Clean Combustion
Low Temp Aftertreatment
Waste Heat Recovery
Reduced CO2 = Fuel Efficiency
Low Carbon Fuels
Idle Reduction Hybrids 6
Evolution of Engine System Efficiency
Brake Thermal Efficiency (%)
60
Class 8 Line Haul Application: Highway Cruise Condition Super Truck 55% BTE Engine Assessment Technology Demonstration
55 Super Truck 50% BTE Engine Technology Demonstration
50
Cummins 2010 SCR Engines
20% Fuel Consumption Improvement
45
40
35 1985
7
1990
1995
2000
2005
2010
2015
2020
High Efficiency Clean Combustion • Co-sponsored program with DoE (2007-2010) • Successfully extended the low temperature
Engine Combustion Strategy
combustion operation (early PCCI) • Combustion system optimization for lifted flame diffusion controlled combustion • Component technologies ‒ Common rail fuel injection systems ‒ Variable geometry turbomachinery ‒ Cooled EGR system
Engine Brake Thermal Efficiency (%)
50%
Early PCCI 45%
Smokeless Rich
Lifted Flame Diffusion Controlled Conventional Diesel
Late PCCI 40%
Engine Out NOx (g/bhp-hr)
Sandia-Cummins Optical Engine
Building on the Cummins SCR Engine Architecture
Cummins SCR Catalyst
9
Closed Loop
4%
Compared to 2010 (%)
Reduction in Fuel Consumption
Cummins Particulate Filter
3%
Open Loop • Improved fuel consumption • 30% - 40% reduction in size • Reduced pressure losses • Reduced variation • Robust in-use performance • Excellent NH3 and N2O control
2%
1%
’10 Baseline
+2%
+4%
+6%
+8%
Drive Cycle SCR Conversion Efficiency
+10%
Evolution of Engine System Efficiency
Brake Thermal Efficiency (%)
60
Class 8 Line Haul Application: Highway Cruise Condition Super Truck 55% BTE Engine Assessment Technology Demonstration
55 Super Truck 50% BTE Engine Technology Demonstration
50
HECC Engine + Advanced SCR AT (Lowest Operating Cost)
45 Cummins 2010 SCR Engines
40
35 1985
10
1990
1995
2000
2005
2010
2015
2020
Cummins Waste Heat Recovery Recovery of: – EGR – Charge Air – Exhaust heat Mechanical coupling of WHR power to engine Fuel Economy improvement of ~6%
11
Vehicle Integration and Testing of the Cummins Waste Heat Recovery System - SuperTruck Vehicle Packaging
Excellent Under Hood Air Flow
Peterbilt Model 587
Reduce Size and Cost of Components
Transient Controls
Gen 2
Gen 3 Turbine Expander 12
Thermal Imaging of Heat Exchangers
Evolution of Engine System Efficiency
Brake Thermal Efficiency (%)
60
Class 8 Line Haul Application: Highway Cruise Condition Super Truck 55% BTE Engine Assessment Technology Demonstration
55 Super Truck 50% BTE Engine Technology Demonstration
50
HECC Engine + Advanced SCR AT (Lowest Operating Cost)
Addition of Cummins ORC Waste Heat Recovery
45 Cummins 2010 SCR Engines
40
35 1985
13
1990
1995
2000
2005
2010
2015
2020
Value Proposition for High Efficient Engine Systems
Cost Reduction
In-Use Robustness Certification
OBD Compliance
Fuel Consumption Reduction
14
Conversion to CO2 Neutral Infrastructure
Improved Simulation Capabilities Key Enabler for Expediting Technology Implementation
2000
With predictive modeling:
R&D
Business as usual:
2010
Product Development Cycles
2020
2030
Full Market Transition
2040
2050
R&D time frame unrealistically short in ‘business as usual’
15
Concluding Remarks Significant efficiency improvements already in or headed to production More opportunities still available to improve IC engine efficiency – Technology pathways identified
Greenhouse gas regulatory structure provides clarity and certainty to invest in engine technology development Improvements in simulation capability will be an important enabler for expediting technology implementation Continued emphasis on OBD – Technical challenges, Impact on product cost, and Influence on technology pathway 16
