Increased Engine Efficiency via Advancements in Engine ...
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DDC NZ-50 and Super Truck Team
Increased Engine Efficiency via Advancements in Engine Combustion Systems
September 29, 2010Kevin Sisken, Marc Allain, Rakesh Aneja, Jason Barton
Public Information
Public InformationDTNA / DDC Super Truck Team 2
Cold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
Transient
AirCold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
Transient
EGR
Inj. rate
Inj. timing
Inj. pressure
Exh. Temp.
Urea dosing
HC dosing
Setpoints
Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
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Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
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Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
Transient
AirCold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
Transient
Cold
Altitude DPF Regen.
TransientCold
Altitude DPF Regen.
Transient
EGR
Inj. rate
Inj. timing
Inj. pressure
Exh. Temp.
Urea dosing
HC dosing
SetpointsNZ-50 and SuperTruck
NZ-50 Recent Efforts• Advanced Combustion System• Advanced Flexible Fuel Injection• Air/ EGR Handling System• Next Generation Controls
SuperTruck Takes NZ-50 Advancements Plus:• Waste Heat Recovery• Engine Down Sizing• Parasitic Loss Reduction• Hybrids
Public InformationDTNA / DDC Super Truck Team 3
Advanced Combustion -- PCCI
Simulation Studies• Evaluated Over a Design Matrix• At A25; Up to 3% ISFC Improvement• At B50; ISFC Suffers
Fuel Injector Development• Dual Mode Injector Functional• 2nd Generation Hardware Required
Real Time Combustion Feedback• Evaluated Two Pressure Feedback Devices • Each Had Unique Challenges• With Significant Effort, Could Work
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50
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-180 -120 -60 0 60 120 180Pres
sure
[bar
]
Crank Angle [deg. aTDC]
Piez…Cont…
5 10 15 20 25 30198
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gisf
c (g
/kw-
hr)
NOx (g/kgf)
High Speed & Load
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gisf
c (g
/kw-
hr)
NOx (g/kgf)
Low Speed & Load
Public InformationDTNA / DDC Super Truck Team 4
Advanced Combustion – Conventional Approach
Improvements Being Seen • Expectation is 2% to 3%
Alternative Bowl Shapes
High Pressure Fuel System
Integration with High Efficiency Aftertreatment
2 4 6 8 10 12 14 16 18 20 22
B a se lin e B o w l-S te p B o w l
EGR
%
SM
OKE
FSN
BSFC
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ambd
a
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x [g
/hph
r]
BMEP [bar]
Baseline BowlV2Bowl
Public InformationDTNA / DDC Super Truck Team 5
Air/ EGR Advancements
Significant Air System Improvements• Rematch/ Optimization• Flow Improvements
Moving Forward• Interface with Vehicle Aero• Waste Heat Recovery• Turbo Compounding• Aftertreatment
BTR
Q [N
-m]
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RPM [rpm]1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000
-1.00-1.00
-1.00
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-1.00
-1.50-1.50
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-1.25
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-1.22
-1.45
-1.03-1.19-1.28-1.20
∼1% BSCF Improvement
Public InformationDTNA / DDC Super Truck Team 6
Transition to SuperTruck
Advance Current State-of-the-Art Engine Technology To Yield 50% Engine Thermal Efficiency On A Dyno• Optimized For Speed and Load Representing 65,000 lbs GVW @ 65 mph
Analytical Roadmap to 55% Engine Thermal Efficiency
Engine Features Identified
Program Moving ForwardThermal Efficiency vs BSFC
0.140
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35.0 40.0 45.0 50.0 55.0 60.0
Engine Thermal Efficiency (%)
BS
FC
(kg
/kw
hr) 50% eff = 0.167 kg/kWhr
55% eff = 0.152 kg/kWhr
Public InformationDTNA / DDC Super Truck Team 7
Waste Heat Recovery
Approximately 55% of Fuel Energy is “Waste Heat”
Waste Heat Recovery• Turbocompound – In Production on DD15• Rankine Bottoming Cycle – Recover Energy From
EGR and/ or Exhaust Gases• Works Well With Hybrid System• 5% BSFC Improvement Expected• Significant Technical Challenges
• Heat Exchangers, Expander, Compressor, Packaging, Engine Integration, etc
generator
boiler
Power
expander
condenserpump
turbo
EGR
Public InformationDTNA / DDC Super Truck Team 8
Engine Down Sizing
In the Early 1990’s, 11-13L Engines Dominated
Today, 13-15L Displacements Dominate• Power Increase As Well• Some Reasons Technical, Some User Based
Where is Engine Size Headed?• Drivability• CO2/ Fuel Economy• Weight• Cost• Hybrids
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DD15
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;Tu
rbo-
com
poun
d;AP
CRS
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PF;
APCR
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EGR
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com
poun
d;AP
CRS;
SCR
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Supe
r Tru
ck (1
)EG
R; D
PF; A
PCRS
;SC
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r Tru
ck (2
)EG
R; D
PF; A
PCRS
;SC
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Frei
ght E
ffici
ency
Ben
efit
Public InformationDTNA / DDC Super Truck Team 9
Parasitic Reduction – Dual Approach
Reduction Of Baseline Parasitic Losses
Smarter Use Accessories and Pumps• Increased Flexibility in Component Outputs• Feedback in Control System to Allow
Optimization
Public InformationDTNA / DDC Super Truck Team 10
Hybrids for Heavy Duty Trucks
Can Hybrids Improve Engine Performance In Long Haul Application?
• Conventional Wisdom is Hybrid For Urban Cycle Only?
• Recover Braking Losses
Drive Cycle Data Shows Load Varies Significantly• Hybrid Will Dampen Load Swings• Potential Benefit For Engine Downsizing E-Machine on
Engine Output
E-Machine on Transmission Input
E-Machine on Transmission Output
E-Machine on separate axle or PTO
Public InformationDTNA / DDC Super Truck Team 11
Acknowledgements
• Department of Energy Headquarters• Gurpreet Singh• Roland Gravel
• National Energy Technology Laboratory• Carl Maronde• Jeffrey Kooser
This material is based upon work supported by the Department of Energy National Energy Technology Lab under Award Numbers 409000-A-N8, DE-FC26-00-OR22805, and DE-EE-0003348.
Disclaimer: This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof.