Diesel Engine Strategy & North American Market Challenges, Technology ... · cylinder diesel engine...
Transcript of Diesel Engine Strategy & North American Market Challenges, Technology ... · cylinder diesel engine...
Diesel Engine Strategy &Diesel Engine Strategy &North American MarketNorth American MarketChallenges, Technology and GrowthChallenges, Technology and Growth
August 13, 2007August 13, 2007DEER 2007DEER 2007Detroit, Mich.Detroit, Mich.
Charles E. Freese V.Charles E. Freese V.Executive Director, Diesel EngineeringExecutive Director, Diesel EngineeringGM PowertrainGM Powertrain
OverviewOverview �� GM’s Energy & Propulsion StrategyGM’s Energy & Propulsion Strategy
�� The Diesel Engine’s Role in Propulsion StrategyThe Diesel Engine’s Role in Propulsion Strategy–– Regional Contrast between Europe & United StatesRegional Contrast between Europe & United States
�� Diesel Challenges & TeDiesel Challenges & T chnologiesechnologies
Answer Question:Answer Question:
Why not put a diesel engine into every vehicle?Why not put a diesel engine into every vehicle?
GM’s Long Term VisionGM’s Long Term VisionRemove the automobile from the energy & environmental equation
Remove the automobile from the energy & environmental equation
Sources: U.S. Census Bureau International Population Database, GM Global Market & Industry Analysis
Transportation is a growth industry!Transportation is a growth industry!
88
66
44
22
00
16%16%
12%12%
10%10%
8%8%
0%0%
Bill
ions
Bill
ions
Perc
ent
Perc
ent
19801980 19901990 20002000 20202020
World PopulationWorld Population Global Vehicle ParcGlobal Vehicle Parc
12%12%15%15%
Global Energy Consumption to 2030Global Energy Consumption to 2030
Oil
� 2006: 85MBD 1,000 barrels/second !
� 2030: 120 MBD projected
� 50% used for transportation
� Transportation is 98% dependent on petroleum
Oil
� 2006: 85MBD 1,000 barrels/second !
� 2030: 120 MBD projected
� 50% used for transportation
� Transportation is 98% dependent on petroleum
Source: DOE-EIA 2006
0.0
50.0
100.0
150.0
200.0
250.0
300.0
350.0
400.0
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Wor
ld E
nerg
y C
onsu
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(MB
DO
E)
Transportation
Renewables Nuclear Coal Natural Gas Oil
Total coal reservessignificantly larger
Fossil Fuel Resource AlternativesFossil Fuel Resource Alternatives
� Very large reserves from unconventional oil & coal
� Issues: Cost, CO 2 emissions & large energy required to extract
� Very large reserves from unconventional oil & coal
� Issues: Cost, CO 2 emissions & large energy required to extract
Source: Global Insight 2006
Source: Global Insight 2006
Alternate Resources – A Blending Strategy Liquid Fuels / Electricity / Hydrogen as the In-Vehicle Energy Carriers
Alternate Resources – A Blending StrategyLiquid Fuels / Electricity / Hydrogen as the In-Vehicle Energy Carriers
Fuel-Cell ElectricHydrogen
Shift Reaction
Electricity
Heat
Renewables (Solar, Wind, Hydro)
Nuclear
Energy Carrier Propulsion SystemConversion
Elec
trifi
catio
nEl
ectr
ifica
tion
Energy Resource
ICE Hybrid
Conventional ICE: Gasoline / DieselLiquid
Fuels
Petroleum FuelsOil (Conventional)
Oil (Non-Conventional) Synthetic Fuels (XTL)
Syngas CO, H2
Fischer Tropsch
Coal
Natural Gas
1st and 2nd Generation Biofuels
Biomass
Regional Niche Gaseous
Fuels
Crit
ical
Dep
ende
ncy
on B
atte
ry T
echn
olog
y
Plug-In Hybrid ICE
Electric Vehicle
Alternate Resources – A Blending Strategy Liquid Fuels / Electricity / Hydrogen as the In-Vehicle Energy Carriers
Alternate Resources – A Blending StrategyLiquid Fuels / Electricity / Hydrogen as the In-Vehicle Energy Carriers
Fuel-Cell ElectricHydrogen
Shift Reaction
Energy Carrier Propulsion SystemConversionEnergy Resource
Elec
trifi
catio
nEl
ectr
ifica
tion
ICE Hybrid
Conventional ICE: Gasoline / DieselLiquid
Fuels
Petroleum FuelsOil (Conventional)
Oil (Non-Conventional) Synthetic Fuels (XTL)
Syngas CO, H2
Fischer Tropsch
Coal
Natural Gas
1st and 2nd Generation Biofuels
Biomass
Crit
ical
Dep
ende
ncy
on B
atte
ry T
echn
olog
y
Electricity
Heat
Renewables (Solar, Wind, Hydro)
Nuclear
Plug-In Hybrid ICE
Electric Vehicle
GM Advanced Propulsion Technology StrategyGM Advanced Propulsion Technology Strategy
ImprovedVehicle Fuel Economy &Emissions
ReducedPetroleum
Consumption IC Engine andTransmission Improvements
Hybrid ElectricVehicles (incl.Plug-In HEV)
Battery ElectricVehicles
Near-Term Mid-Term Long-Term
Hydrogen FuelCell Vehicles
These technologies will exist simultaneously
These technologies willexist simultaneously
Fuel Infrastructure
Petroleum (Conventional and Alternative Sources)
Bio Fuels (Ethanol E85, Bio-diesel)
Hydrogen Electricity (Conventional & Alternative Sources)
Propulsion Application MapPropulsion Application Map
Dut
yC
ycle
Dut
yC
ycle
Commercial (High Load)Commercial (High Load)
Stop-and-GoStop-and-Go ContinuousContinuousDriveDrive
CycleCycle(City)(City)
ConsumerConsumer
(Highway)(Highway)
(Light load)(Light load)
Dut
yD
uty
Cyc
le
Propulsion Application MapPropulsion Application Map
Cyc
le
Commercial (High Load)Commercial (High Load)
Consumer (Light load)Consumer (Light load)
Drive Cycle
DriveCycle
Stop-and-Go
(City)
Stop-and-Go
(City)
Continuous
(Highway)
Continuous
(Highway)
Commuter CarCity Car(Gas Hybrid)
Over the Road Truck
Non-towing HighwayGas Car & SUV
Diesel HybridBus
Heavy DutyPickup Truck
Diesel Engine ApplicationsDiesel Engine Applications
GM Advanced Propulsion Technology StrategyGM Advanced Propulsion Technology Strategy
Improved Vehicle Fuel Economy & Emissions
Reduced Petroleum
Consumption
Fuel Infrastructure
IC Engine andTransmission Improvements
Hybrid ElectricVehicles (incl.Plug-In HEV)
Battery ElectricVehicles
Near-Term Mid-Term Long-Term Petroleum (Conventional and Alternative Sources)
Bio Fuels (Ethanol E85, Bio-diesel)
Hydrogen Electricity (Conventional & Alternative Sources)
Hydrogen FuelCell Vehicles
Conventional Propulsion SystemsConventional Propulsion Systems
Improve fuel efficiency: ¨ Port Deactivation ¨ Variable Valve Timing (VVT) ¨ Direct Injection ¨ Turbocharging ¨ Lean Combustion: HCCI / Stratified
Improve fuel efficiency:¨ Port Deactivation¨ Variable Valve Timing (VVT)¨ Direct Injection¨ Turbocharging¨ Lean Combustion: HCCI / Stratified
GasolineGasoline DieselDiesel
Improve Emissions: ¨ Low-Temperature Combustion ¨ Advanced Air Handling ¨ Model-Based & Closed-Loop Control ¨ Efficient NOX aftertreatment
Improve Emissions:¨ Low-Temperature Combustion¨ Advanced Air Handling¨ Model-Based & Closed-Loop Control¨ Efficient NOX aftertreatment
GM’s Diesel PortfolioGM’s Diesel Portfolio Market PerspectiveMarket Perspective�� GM is committed to developing global diesel solutionsGM is committed to developing global diesel solutions
�� Capacity forCapac over 1.3 million diesels per yearity for over 1.3 million diesels per year
�� Support world markets with products ranging from 1.3L 4-Support world markets with products ranging from 1.3L 4-cylinder diesel engine in Opel Astra to 6.6L V8 Duramaxcylinder diesel engine in Opel Astra to 6.6L V8 Duramax diesel in the U.S. Silverado/Sierradiesel in the U.S. Silverado/Sierra
�� Diesel powertrains satisfy unique vehicDiesel powertrains satisfy unique vehic le requirementse requirementsl –– Utility & large vehiclesUtility & large vehicles–– Diminishing returns when applied to smaller U.S. vehiclesDiminishing returns when applied to smaller U.S. vehicles
�� Significant technologicaSignificant technologic l challenges exist foral challenges exist forlong term light duty North American presenclong term light duty eNorth American presence
– NOX aftertreatment & fuel limitations– NOX aftertreatment & fuel limitations
�� GM is development technologies to addressGM is development technologies to addresschallengeschallenges
-- -
--
GMPT Global Portfolio Diesel EnginesGMPT Global Portfolio Diesel Engines
150 hp / 310 Nm (229 lb-ft150 hp / 310 Nm (229 lb ft)90 hp / 200 Nm (148 lb-ft)90 hp / 200 Nm (148 lb-ft) 125 hp / 280 Nm (207 lb-ft)125 hp / 280 Nm (207 lb ft) 150 hp / 320 Nm (236 lb-ft)150 hp / 320 Nm (236 lb ft)
365 hp / 895 Nm (660 lb-ft)365 hp / 895 Nm (660 lb ft)180 hp / 420 Nm (310 lb-ft)180 hp / 420 Nm (310 lb ft) NEW IN 2009 – EuropeNEW IN 2009 – Europe NEW IN 2009NEW IN 2009
2.0L I-42.0L I-41.3L I-4 CDTi1.3L I-4 CDTi 1.7L I-4 CDTi1.7L I-4 CDTi 1.9L I-4 CDTi1.9L I-4 CDTi
Duramax 6.6L V-8Duramax 6.6L V-83.0L V-6 CDTi3.0L V-6 CDTi
-- -
--
- -
150 hp / 310 Nm (229 lb-ft150 hp / 310 Nm (229 lb ft)90 hp / 200 Nm (148 lb-ft)90 hp / 200 Nm (148 lb-ft) 125 hp / 280 Nm (207 lb-ft)125 hp / 280 Nm (207 lb ft) 150 hp / 320 Nm (236 lb-ft)150 hp / 320 Nm (236 lb ft)
365 hp / 895 Nm (660 lb-ft)365 hp / 895 Nm (660 lb ft)180 hp / 420 Nm (310 lb-ft)180 hp / 420 Nm (310 lb ft) NEW IN 2009 – EuropeNEW IN 2009 – Europe NEW IN 2009NEW IN 2009
2.0L I-42.0L I-41.3L I-4 CDTi1.3L I-4 CDTi 1.7L I-4 CDTi1.7L I-4 CDTi 1.9L I-4 CDTi1.9L I-4 CDTi
Duramax 6.6L V-8Duramax 6.6L V-83.0L V-6 CDTi3.0L V-6 CDTi
GMPT Global Portfolio Diesel EnginesGMPT Global Portfolio Diesel Engines
250 hp / 550 Nm (406 lb-ft)250 hp / 550 Nm (406 lb ft) 310 hp / 704 Nm (520 lb-ft)310 hp / 704 Nm (520 lb ft) 2.9L V-62.9L V-6 Duramax 4.5L V-8Duramax 4.5L V-8
Where to Use Diesels?Where to Use Diesels?�� European light duty vehicles (near 50%)European light duty vehicles (near 50%)�� Heavy duty Class 7 & 8 trucks for cargo haulingHeavy duty Class 7 & 8 trucks for cargo hauling�� Heavy duty diesel hybrid busesHeavy duty diesel hybrid buses�� Asia-PacificAsia-Pacific
–– Korea, India and potentially China are growing marketsKorea, India and potentially China are growing markets–– Strong diesel bias in Korean SUV market (over 90% diesel)Strong diesel bias in Korean SUV market (over 90% diesel)
�� North AmericaNorth America–– First introduced diesel engines in larger vehiclesFirst introduced diesel engines in larger vehicles–– Consumer recovery of additional financial investmentConsumer recovery of additional financial investment–– Utility applicationsUtility applications–– Towing & haulingTowing & hauling
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CY2000
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CY200
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006
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CSM Forecast
J.D. Power Forecast
Global Insight
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CSM Forecast
J.D. Power Forecast
l l I i
Calendar YearCalendar
G oba nsght
Year
Diesel Vehicle SalesDiesel Vehicle Sales
Global Diesel Sales Growth Projections Global Diesel SalesGrowth Projections
Why Use Diesels?Why Use Diesels?�� Heavy duty towing & haulingHeavy duty towing & hauling
–– Improved utility & toI wing capabilitiesmproved utility & towing capabilities–– Increased durabilityIncreased durability
�� Satisfy fuel economy improvement objectivesSatisfy fuel economy improvement objectives–– Positive influence on CO2 & CAFEPositive influence on CO2 & CAFE–– Real world fuel economy improvement – a robust solutionReal world fuel economy improvement – a robust solution–– Fuel economy advantage is greater under high loadFuel economy advantage is greater under high load
�� Improve vehicle performance with less displacementImprove vehicle performance with less displacement–– Fun to driveFun to drive
�� Tax incentives in European marketsTax incentives in European markets
••
•
Economic Model Comparison between U.S. & Europe – Diesel Break-Even Economic ModelComparison between U.S. & Europe – Diesel Break-Even
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Vehi
cle
Mile
age
(mile
s)Ve
hicl
e M
ileag
e (m
iles)
Initial Purchase Price ($ U.S.)Initial Purchase Price ($ U.S.)
35 MPG
30 MPG
25 MPG
20 MPG
Gas=15 MPG
Gas=35 MPG 30 25 20 15
Gas=35 MPG30252015
North America Gas=Diesel=$2.50/Gal
North AmericaGas=Diesel=$2.50/Gal
Europe: Gas = $6/Gal
Diesel = $5/Gal
Europe:Gas = $6/Gal
Diesel = $5/Gal
Vehicle Mileage Required to Recover Diesel Engine CostVehicle Mileage Required to Recover Diesel Engine Cost
Chart Assumptions:• 20,000 Annual Vehicle Miles• Diesel Efficiency Advantage:
Europe 30%, Bin 5 North America 25%
• 6% Annual Finance Rate Available
Chart Assumptions:20,000 Annual Veh icle MilesDiesel Efficiency Advantage:
Europe 30%, Bin 5 North America 25%
6% Annual Finance Ra te Available
U.S. Heavy Duty Emissions StandardsU.S. Heavy Duty Emissions Standards
0.100.10
0.050.05
0.010.01
0.000.000.20.2 4400 11 22 33
19981998
2004 (NO2004
X+NMHC)(NOX+NMHC)
2007200720102010
NOXNO (g/hp-hr)X (g/hp-hr)
PM
(g
/hp-
hr)
PM
(g
/hp-
hr)
2007 Duramax 6.6L V8 LMM Engine Base Engine Modifications for Emissions 2007 Duramax 6.6L V8 LMM EngineBase Engine Modifications for Emissions
Major emissions related changes include: � Structural improvements � High pressure fuel system updates � Intake throttle � Higher capacity EGR cooler � Revised cooler circuitry � Extensive engine software
and calibration changes � Diesel Particulate Filter (DPF) � Post injection to support DPF regeneration � Updated internal turbocharger upgrades
Major emissions related changes include:� Structural improvements� High pressure fuel system updates� Intake throttle� Higher capacity EGR cooler� Revised cooler circuitry� Extensive engine software
and calibration changes� Diesel Particulate Filter (DPF)� Post injection to support DPF regeneration� Updated internal turbocharger upgrades
Alternate Cell Plugging Pattern
Alternate CellPlugging Pattern
Porous Cell Wall
Porous Cell Wall
Trapped Diesel Particulate Matter Trapped Diesel Particulate Matter
Diesel Particulate Filter (DPF) FunctionDiesel Particulate Filter (DPF) Function
Global Emissions (Europe vs. U.S. Applications) Light Duty Global Emissions (Europe vs. U.S. Applications)Light Duty
Chevrolet SilveradoChevrolet SilveradoOpel AstraOpel Astra
1.7L I-41.7L I-4 6.6L V-86.6L V-8
Emission = Emission Index X Fuel Consumption (g/mile) (g/kg fuel) (kg fuel/mile)
≠≠
Diesel Advanced Combustion TechnologyDiesel Advanced Combustion Technology Path to Engine-Out NOXPath to Engine-Out NO /PM ReductionX/PM Reduction
CO
SOMixingMixing SOOTOT
COCombusCombusttiooni
ExExpansionpansion NONOXX
1010
88
66 EquivalenceEquivalenceRatio [-]Ratio [-]
44
22
00500500 10001000 15001500 20002000 25002500
Temperature [K]Temperature [K]
NOX (g/mi)NOX (g/mi)
T2 B5T2 B5T2 B5
00
0.010.01
0.020.02
0.030.03
0.040.04
0.050.05
0.060.06
0.070.07
0.080.08
0.090.09
Base Engine & AftertreatmentBase Engine & Aftertreatment
Production DispersionProduction Dispersion
??00 0.10.1 0.20.2 0.30.3 0.40.4 0.50.5 0.60.6 0.70.7 0.80.8 0.90.9
Particulate Matter (g/mi)Particulate Matter (g/mi)
Tier 2 Bin 5 and Production DispersionTier 2 Bin 5 and Production Dispersion
ECUECUECU
Fuel Injectors
FuelFuelInjectorsInjectors
EGREGREGR TurboTurboTurbo
6.6L V-86.6L V-8
Cylinder Pressure Sensor
CylinderPressureSensor
Technologies to Reduce Engine-out Emissions Closed Loop Diesel Combustion Control Technologies to Reduce Engine-out EmissionsClosed Loop Diesel Combustion Control
Technologies to Reduce Engine-out Emissions Closed Loop Diesel Combustion Control Technologies to Reduce Engine-out EmissionsClosed Loop Diesel Combustion Control
TargetFueling TargetFueling
OverOver
UnderUnder
Fuel Dispersion Control: Injection QuantityFuel Dispersion Control: Injection Quantity
0.60.6
0.80.8
1.01.0
1.21.2
1.41.4
6565 7070 7575 8080 8585 9090 9595
Time (s)Time (s)
Control OffControl OffControl OnControl On
Closed-Loop ControlClosed-Loop ControlOpen Loop ControlOpen Loop Control
InIn-- c
ylin
der p
ress
ure
(bar
)cy
linde
r pre
ssur
e (b
ar)
Combustion StabilityCombustion Stability
UnstableUnstable 5050
4545
00 1010 2020 3030 4040 5050 6060--1010--3030--4040--5050--6060 --2020
Constant injection timing
combustioncombustion4040
(without(without3535closed loopclosed loop3030
control)control)2525
2020
PremixedPremixed
1515 1515
1010 1010
55 55
Inje
ctio
nIn
ject
ion
(A)
(A)
00 00
Example, measured at Crank AngleCrank Angle 1500 rpm, 4 bar BMEP
InIn-- c
ylin
der p
ress
ure
(bar
)cy
linde
r pre
ssur
e (b
ar)
Closed Loop CombustionClosed Loop Combustion
StableStable 5050
4545
(with closed(with closed
00 1010 2020 3030 4040 5050 6060--1010--3030--4040--5050--6060 --2020
Variable injection timing
combustioncombustion4040
3535loop control)loop control)3030
2525
2020
PremixedPremixed
1515 1515
1010 1010
55 55
Inje
ctio
nIn
ject
ion
(A)
(A)
00 00
Example, measured at Crank AngleCrank Angle 1500 rpm, 4 bar BMEP
NOXNO Reduction in MVEG CycleX Reduction in MVEG Cycle
ConventionalConventionalConventional PremixedPremixedPremixed
4040
00
00 4040 8080 120120 160160 200200
ECE Cycle (warm)
CombustionCombustionCombustion combustion (PCCI)combustion (PCCI)combustion (PCCI)
TimeTime
Veh
icle
Spe
edV
ehic
le S
peed
N
ON
OXX
(k
m/h
)(k
m/h
)E
mis
sion
Em
issi
on
Typical Operating “Windows” Aged Catalyst Typical Operating “Windows”Aged Catalyst
00
2020
4040
6060
8080
100100
00 100100 200200 300300 400400 500500 600600Catalyst Operating Temperature (degrees C)Catalyst Operating Temperature (degrees C)
US06 & HDD Catalyst Temps
Requirements of FTP, US06 & DPF RegenerationRequirements of FTP, US06 & DPF Regeneration
Improved SCR
Catalyst
DPF/DeSOX RegenCatalyst Temps
NO
X C
o nve
rsio
n E
ffici
ency
(%)
NO
XC
o nve
rsio
nE
ffici
ency
(%)
SCR Effective Range
SCR EffectiveRange
LDD FTP Catalyst Temps
LNT Range LNT
Range
Then, Now & The Future… Emissions Reduction Technologies versus Cost Then, Now & The Future…Emissions Reduction Technologies versus Cost
Summary Fuels & Advanced Propulsion Strategy SummaryFuels & Advanced Propulsion Strategy� Transportation is a growth industry
� Vehicle production is increasing Globally
� Transportation Sector is highly dependent upon fossil fuels
� A diverse energy strategy is required for both energy security & competitive reasons
� There is no single silver bullet technology
� Successful Energy & Advanced Propulsion Strategies must be tightly integrated
� Transportation is a growth industry
� Vehicle production is increasing Globally
� Transportation Sector is highly dependent upon fossil fuels
� A diverse energy strategy is required for both energy security & competitive reasons
� There is no single silver bullet technology
� Successful Energy & AdvancedPropulsion Strategies mustbe tightly integrated
SummarySummaryAdvanced Propulsion SolutionsAdvanced Propulsion Solutions�� Portfolio approach is required for advanced powertrainPortfolio approach is required for advanced powertrain
strategiesstrategies–– Market, vehicle, & customM er requirements influencearket, vehicle, & customer requirements influence
powertrain usagepowertrain usage�� Diesel engines are critical to GM’s global product portfolioDiesel engines are critical to GM’s global product portfolio�� Emission regulations, fuel price, taxation based on engineEmission regulations, fuel price, taxation based on engine
displacement and fuel consumption largely dictate marketsdisplacement and fuel consumption largely dictate markets where diesels are popular todaywhere diesels are popular today
–– Voluntary 140 g/km CO2 commitmentVoluntary 140 g/km CO2 commitmentis a European driver
– Moving toward 120 g/km CO2 requirement
is a European driver– Moving toward 120 g/km
CO2 requirement
SummarySummaryTechnology Driven TrendsTechnology Driven Trends�� Diesel technological advancements over past 15Diesel technological advancements over past 15
years radically changed public perception of dieselsyears radically changed public perception of diesels–– High performance (torque)High performance (torque)–– Fun to driveFun to drive– Re– R fef inen dedi –– Significant penetration in European luxurySignificant penetration in European luxury
vehicle segmentsvehicle segments
�� Must reMust r tain fuel economy advantages whileetain fuel economy advantages whilemeeting new emissions standardsmeeting new emissions standards
�� Diesel must overcomeDiesel must overcomecost disadvantagescost disadvantages
SummarySummaryMarket Factors in North AmericaMarket Factors in North America�� GM continues to apply North American diesel enginesGM continues to apply North American diesel engines
where they maximize customer benefits:where they maximize customer benefits:–– Large vehiclesLarge vehicles–– Towing & hauling utility applicationsTowing & hauling utility applications
�� U.S. market, with its larger vehicles, will benefit from dieselU.S. market, with its larger vehicles, will benefit from diesel technology introductiontechnology introduction
�� Growing large truck diesel market share implieGrowing large truck diesel ma s improvedrket share implies improved U.S. consumer acceptance of diesel enginesU.S. consumer acceptance of diesel engines
�� Must address North American NOMust address North Am Xerican NOXstandards (one sixth that of Europe)standards (one sixth that of Europe)at an acceptat an accep able costtable cost