Engine System Technologies for Reducing GHG and NOx

ERC SymposiumUniversity of Wisconsin

Michael Ruth for Gary SalemmeDirector

Advanced Engineering Systems Integration

June 3, 2015

Topics

Potential Future GHG Reductions

What About Lower NOx?

Summary of Future Technology Challenges

2

SuperTruck Technology Contributions

3

Technologies for 50% Engine Thermal Efficiency

4

Combustion & Air Handling Piston bowl size and shape

Injector specification

Calibration optimization

Turbocharger efficiency

Aftertreatment optimization

Parasitic reductions Shaft seal

Variable flow lube pump and viscosity

Geartrain

Cylinder kit friction

Cooling and fuel pump power

WHR system EGR, exhaust, recuperator

Turbine expander

Low GWP refrigerant

SuperTruck Efficiency Improvement Results

Acc

M/G

Air Handling & EGR

Aftertreatment (AT)

Electronic Controls

EnergyRecovery

TransmissionIntegration

Combustion &Fuel Systems

System Optimization

5

Subsystem Technology Palette

2020 – 2030 CO2 Reduction Potential

6

Potential % Improvement vs. 2017 Standards

(On the Certification Cycle)

Medium Heavy-

Duty VocationalKey Technologies

Engine 5 - 11

Advanced Combustion Strategies

Turbocharger and EGR Air Handling

Friction and Parasitic Reductions

Increased Peak Cylinder Pressure

Heat Transfer Management

High Efficiency Aftertreatment

Variable Valve Actuation

Transmission

Integration*3 – 15

Shift Optimization

Cycle Efficiency Management

Hybrid

* Not realized on the engine certification cycle

2020 – 2030 CO2 Reduction Potential

7

Potential % Improvement vs. 2017 Standards

(On the Certification Cycle)

Heavy Heavy-

Duty TractorKey Technologies

Engine 9 - 15

Advanced Combustion Strategies

Turbocharger and EGR Air Handling

Friction and Parasitic Reductions

Increased Peak Cylinder Pressure

High Efficiency Aftertreatment

Heat Transfer Management

Downspeeding

Waste Heat Recovery (WHR)

Engine and

Powertrain

Integration*

3 - 5

Shift Optimization

Cycle Efficiency Management

Hybrid

* Not realized on the engine certification cycle

Engine Power

Waste HeatExhaust to Air

Pump

ExpanderAdditional

Power

Exhaust to Air

BoilerTakes in heat

CondenserReleases Unusable Heat

8

Waste Heat Recovery Technology

Beyond SuperTruck

4th generation design

Improvements for

packaging, cost,

reliability

End-user testing

planned for late 2015

Production possible

by ~2020

4-5% Fuel Consumption Benefit

In Cylinder Heat Transfer Management

9

Piston A:

Max Temp = 345 C

Piston B:

Max Temp = 386 C

Base Piston:

Max Temp = 254 C

0.6 pt heat loss reduction

0.3 pt GITE improvement

0.3 pt heat loss reduction

0.1 pt GITE improvement

BTE impact: + 0.8% BTE

Koeberlein 2014 AMR

Engine Connection to Other Technologies

10

Transmission

Integration

Hybrid and

Stop-Start

Vehicle

Integration

Connectivity and

Telematics

Long Term Approach to Electrification

Lower Operating Cost

Inc

rea

se

d F

un

cti

on

ali

ty

Range

Extended

EV

Battery

EV

PlugIn

HybridHigh

Voltage

HybridLow

Voltage

HybridElectric

Accys

Start

Stop

Lower Initial Cost

12

What impact will lower NOx standards

have on GHG and fuel consumption?

0 200 400 600 800 1000 12000

0.1

0.2

0.3

0.4

0.5

Time (sec)

FT

IR T

P N

Ox (

g)

Gator Dragster Cold FTP 12-02-2013

0 200 400 600 800 1000 12000

5

10

X: 333

Y: 7.039

Time (sec)

Cum

ula

tive N

Ox (

g)

Diesel Low NOx Challenge

13

At 0.2 g/hp*hr 80% of composite

tailpipe NOx is created during warmup of the SCR system

Managing NOx during catalyst warm-up is key.

0 1 2 3 4 5 680

85

90

95

100

Engine Out NOx (g/hp*hr)

Afte

rtre

atm

en

t N

Ox C

on

v. E

ff (

%)

0.02 g/hp*hr

0.05

0.1

0.2

System Performance Requirements

14

Tailpipe Out Targets

Engine

Opportunities

Aftertreatment

Opportunities

Combined System

Performance

ATP-LD Tier 2 Bin 2 Diesel Technologies

15

Q

Q

Engine

2 Loop EGR

SCRF

PNA

Direct NH3

Injection

Close Coupled

Catalysts

Low Thermal

Inertia

Exhaust

Advanced

Controls

More EGR Path to Lower Engine Out NOx

16 Engine Out NOx

EG

R F

low

Durability Concerns

Increased Heat Rejection

Increased Pumping Losses

Increased PM and DPF Regen

Higher PCP and Friction

Challenges Opportunities

Advanced EGR

High Effy Turbo

Improved Inj & Combustion System

Stop - Start

Improved Design for Low Friction

WHR potential

Catalyst Warmup Considerations

17Catalyst Warm Up Time

Aft

ert

rea

tme

nt N

Ox

Co

nve

rsio

n

Increased Thermal

Management Fuel

Challenges Opportunities

Urea Deposits

Poor Low Temp

NOx Conversion

More Efficient Thermal

Management & conservation

NOx Storage and Low

Temp Catalysts

Advanced Controls

GHG Penalty at Low Tailpipe NOx

18

Improving Current Conventional

Diesel Combustion w/SCR

• More work needed to identify a robust 0.02 g/hp*hr diesel solution

• Potential path to ~0.1 g/hp*hr with minimal CO2 penalty

• New technology will help, but needs development

New Diesel Technologies

• BTE Improvements

• Catalysts (SCRF, NOx

Storage)

• Urea Dosing Controls

and Strategies

• Thermal Management

Diesel

GHG Penalty at Low Tailpipe NOx

19* Includes methane emissions as equivalent CO2

Improved Current Technology

Stoichiometric EGR w/TWC

Natural Gas*

New Diesel Technologies

Improving Current Conventional

Diesel Combustion w/SCR

New Nat Gas Technologies

• BTE Improvements

• Close Coupled AT

• TWC and Air Handling

Controls

• More EGR

• Advanced TWC

Diesel • Path to 0.02 g/hp*hr with natural gas with small CO2 penalty

Alternative Fuels Compression Ignition

20

Combustion Noise

Low Exhaust Temperatures

Controllability

HC Emissions

High PCP

Challenges Opportunities

Low Temp Aftertreatment

Closed Loop Model Based

Combustion Controls

Design for Knock

Knock Control

Koeberlein: 2014 DOE AMR

Reduced NOx and PM Aftertreatment

Power Density

Cold Start NOx

Engine Out BSNOx [g/hp*hr]

GHG Penalty at Low Tailpipe NOx

21* Includes methane emissions as equivalent CO2

Improved Current Technology

Stoichiometric EGR w/TWC

Natural Gas*

Diesel

New Diesel Technologies

Improving Current Conventional

Diesel Combustion w/SCR

New Nat Gas TechnologiesAdvanced

Combustion

Advanced

Combustion

• Path to 0.02 g/hp*hr with advanced combustion with good CO2

• Still in research

Ultra Low Carbon Powertrain - ETHOS

Divided

Exhaust

Manifold

Advanced

Controls

TWC

AftertreatmentVariable

Valvetrain Direct Injection

Fuel System

Optimized

Charge Motion

High

Compression

Ratio

Increased

Peak

Cylinder

Pressure

Combustion

Optimization

Aluminum

Cylinder Head

Compressor

Bypass

Stop / Start

22

Well–To–Wheels Carbon Emissions

35%-80% CO2 Reduction Potential

-100.0-95.0-90.0-85.0-80.0-75.0-70.0-65.0-60.0-55.0-50.0-45.0-40.0-35.0-30.0-25.0-20.0-15.0-10.0

-5.00.0

FTP HFET HTUF P&DCummins

P&D

%C

han

ge in

CO

2

CO2 Emissions Reduction With 17.5k GVWFarmed Trees Ethanol Pathway

Diesel Gasoline

Fuel

Elemental

Carbon

Well to Tank

Carbon

g CO2/ MJ g CO2/ MJ

California Reformulated Gasoline 72.90 98.95

California Ultra-Low Sulfur Diesel 74.10 98.03

Corn Ethanol 71.02 65.66

Cellulosic Ethanol from Farmed Trees 71.02 21.40

California E85 - Corn 71.34 70.65

California E85 - Farmed Trees 71.34 33.03

23

Program Target

Summary

Engine system technology can provide significant improvement in fuel

consumption and CO2 emissions and continue to reduce NOx

emissions

Key Areas for Research Include:

24

Knock Control in High

BMEP Premixed Engines

Combustion Design for Very High Dilution

Compression and Spark Ignited Engines

System Integration of PNA Catalysts

Fuel Efficient, Fast Catalyst Warmup

Low Temperature

Aftertreatment Performance

Measurement Systems for:

In Cylinder Heat Transfer

Fired Engine Friction

Hybrid System Component Cost:

Batteries, Power Electronics