Cummins’ Next Generation Tier 2, Bin 2 Light Truck … Cummins’ Next Generation Tier 2, Bin 2...
Transcript of Cummins’ Next Generation Tier 2, Bin 2 Light Truck … Cummins’ Next Generation Tier 2, Bin 2...
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Innovation you can depend on™
Michael Ruth Principal Investigator 18 October 2012
Cummins’ Next Generation Tier 2, Bin 2 Light Truck Diesel Engine
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Advanced Technology Light Automotive Systems ATLAS
Cummins’ Next Generation Tier 2, Bin 2 Light Truck Diesel Engine
Innovation you can depend on ™
Changing the Climate on Climate Change
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Program Timeline Technical approach Progress
Innovation you can depend on ™
ATLAS Changing the Climate on Climate Change
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Program Basics
½ Ton Pick-up Truck application
40% Better miles per gallon – Compared to V8 gasoline powered equivalent
US Tier 2, Bin 2 emissions levels
Commercially Viable Solutions – High quality, Great Performance, Low Total Cost of
Ownership
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Program Targets
2010 Nissan Titan Baseline Target
5.6L all Al V8 Gasoline 2.8L all Al I-4 Diesel 317 Hp @ 5200 RPM 210 Hp @ 3600 RPM 385 ft-lb @ 3400 RPM 385 ft-lb @ 1800 RPM
5 spd auto trans 8 spd auto trans (ZF) 5,078lb Curb Less than or equal to baseline Tier 2, Bin 5 Tier 2, Bin 2
18.6 mpg CAFE (476 g/mi CO2) 26.1 mpg* CAFE (390 g/mi CO2)
*DoE Performance Metric
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Program Timeline Technical approach Progress
Innovation you can depend on ™
ATLAS Changing the Climate on Climate Change
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New Engine Available December 2012
T2B2 Vehicle Demo August 2014
4 year program October 2010 Kickoff
Engine Out at target July 2012
T2B5 Vehicle Demo December 2013
Program Timeline
T2B5 Eng Dyno Demo June 2013
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Program Timeline Technical approach Progress
Innovation you can depend on ™
ATLAS Changing the Climate on Climate Change
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Technical Approach Down sized, high power density, and minimized NVH
Diesel engine application (charge cooler, catalysts, etc) to be weight neutral to baseline gasoline powertrain application
Specific design package for a light duty, automotive only application
Minimize impact on vehicle OEM by close coupling and on-engine hardware packaging
Analysis Led Design (ALD)
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Program Timeline Technical approach Progress
Innovation you can depend on ™
ATLAS Changing the Climate on Climate Change
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Analysis Led Design
0
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JAN
Feb
Mar Ap
rM
ay Jun Jul
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Feb
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rM
ay Jun Jul
Aug
Tota
l Effo
rt (h
rs)
Mon
thly
Effo
rt (h
rs)
Monthly Design, Analysis, Controls, SimulationTotal
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ay Jun Jul
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rM
ay Jun Jul
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Tota
l Effo
rt (h
rs)
Func
tiona
l Are
a Ef
fort
(hrs
)
Structure Design Total
Analysis Led Design
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Weight Comparison ATLAS 2.8L Baseline 2.8L Gasoline 5.6L
Arc
hite
ctur
e-Le
vel S
ubsy
stem
s (k
g) Block System 52.7 65.5 -
Misc. Housings 0 27.1 -
Head System 23.6 34.4 -
Rotating/Reciprocating 29.3 31.0 -
Valve Drive 1.2 5.3 -
Cam & Drive 7.4 5.9 -
Balance 6.1 14.6* -
Sum 120.4 183.7 -
Sum / L 43.0 65.6 -
Rated Power 163 kW 120 kW 235 kW
Dressed Engine Weight 164 kg** 228 kg 225 kg
kW / kg 1.00 0.53 1.05
*Balance shaft not available. 14.6 kg is a displacement-scaled estimate of a bolt-on style balance shaft system Number shown for comparison of architectures. ** T2B5 Configuration
ATLAS architecture is 63.5 kg (140 lbs) lighter than baseline
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Design Package – Cylinder Block
7000 9000 11000 5000 3000
ATLAS
Structural Efficiency (Firing Load * # cylinders / mass)
0.030
0.040
0.050
0.060
0.070
Pack
agin
g Ef
ficie
ncy
(Dis
plac
emen
t / m
ass)
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ATLAS Engine Layout
DOC/PNA – DPF/SCRF
LP EGR CIRCUIT DRAW
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ATLAS Engine Layout
LP EGR CIRCUIT RETURN
LIQUID CHARGE AIR COOLER
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High Power Density
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800 1400 2000 2600 3200 3800 4400
Engine Speed (RPM)
ATLAS Target Mule Demo
Engi
ne T
orqu
e (F
t-Lb)
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BASELINE ATLAS 1.1 ATLAS 1.3 ATLAS 1.4 ATLAS 1.5
LA-4
Fue
l Eco
nom
y (m
pg)
Engi
ne O
ut N
Ox
[g/m
i]LA4HWFETLA-4 Fuel Economy
SS Estimate of cycle SS Estimate of cycle
Actual vehicle chassis data with ZF 8-speed transmission Improved turbocharger
Engine Out Emissions and Fuel Economy
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FTP-75 Cold Bag Performance Results
TP CO ~0.31 g/mi TP N2O ~0.03g/mi TP HC ~0.06g/mi
TP NOx ~0.19 g/mi Cold FTP NOx Conversion ~86%
Results do not include DOC-PNA Close coupling of SCRF improves warm-
up time SCRF and SCR temperatures are above
200oC during entire transient phase
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FTP-75 Warm Bag Performance Results
TP CO ~0.01 g/mi TP N2O ~0.05g/mi TP HC ~0.02g/mi
TP NOx ~0.03 g/mi Hot FTP NOx Conversion ~98%
Close coupling of SCRF reduces thermal losses
SCRF and SCR temperatures remain above 200oC during entire transient phase
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FTP-75 NOx Emissions DOC-SCRF-SCR
• >80% of NOx released during bag 0 • Expected DeNOx for ATLAS system with 0.4g/mi engine is 97% (0.012g/mi)
NOx Emissions
Run Bag 1
[g] Bag 2
[g] Bag 3
[g] Bag 4
[g] Total
[g/mi] NOx η
[%]
2/25/2012 1.48 0.27 0.24 0.12 0.127 94.0
2/26/2012 1.57 0.20 0.22 0.11 0.126 94.0
2/27/2012 1.30 0.12 0.23 0.10 0.106 95.0
2/29/2012 1.71 0.20 0.28 0.11 0.139 93.4
2/29/2012 1.19 0.07 0.19 0.11 0.094 95.5
3/1/2012 1.40 0.04 0.17 0.08 0.101 95.2
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Evaluation of DOC-PNA on Operating Engine
* Data adjusted for DOC-PNA size and NOx flux
0.0
0.1
0.2
0.3
0.4
0.5
0 50 100 150 200
Cum
ulat
ive
NO
x [g
]
Time [s]
PNA_out Model NOx T2B2 TP NOxInitial PNA Data*
Und
er fl
oor S
CR
tran
sitio
n
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Vehicle Systems Evaluation
Mule vehicle with baseline engine
System map for FE accounting – Alternator, Vacuum pump, Oil viscosity, etc.
Base 15W40
Mech Vac
15W40 Elec Vac
5W30 Mech Vac
15W40 Mech Vac No Alt load
Fuel Economy LA-4 24.2 24.4 25.5 26.9 MPG
Fuel Economy HWFET 33.1 N/A N/A N/A MPG
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Acknowledgements
Partners – Johnson-Matthey Inc. Catalyst systems – Nissan Motors Light Truck – Vehicle development
Contributors – Rose-Hulman Institute of Technology – Advanced control
system analysis
U.S. Department of Energy Cummins management and team members
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ATLAS