innovative approaches to improving engine efficiency · innovative approaches to improving engine...

Innovative Approaches to

Improving Engine Efficiency

Deer Conference August 14, 2007

Wayne Eckerle

Agenda

Needs for Diesel Engine Efficiency Increase

Roadmap for Increasing Heavy Duty Diesel EngineEfficiency

Novel Engine Concepts

Challenges

Conclusions

Innovation You Can Depend On 2

3

Innovation You Can Depend On

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2

4

6

8

10

12

14

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22

1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030

Mill

ion

barr

els

per

day

Marine

Rail

Cars

Air

Light Trucks

Heavy Trucks

U.S. Production Off-Road

Sources: Transportation Energy Data Book: Edition 25 and projections from Annual Energy Outlook 2006.

U.S. Petroleum Production and Consumption, 1970-2030

Light and Heavy Duty Trucks

Account for Increasing

Highway Transportation

Energy Use

Petroleum Consumption

Surface Transportation Fuel Use

Diesel engines are involved directly in 40% of all surface transportation fuel consumption

Off Road 13%

LT/SUV 28%

4.4 MBPD

3.3 MBPD

2.5MBP D

1.5 MBPD Passcar 38%

Heavy Truck & Bus

21%

Total U.S. Surface Transportation Diesel + Gasoline Fuel Use

= 11.7 MBPD (Million Barrels Per Day)

Source: Trans. Energy Data Book, Edition 25, 2006


5


Truck Fuel Use

Source: 21st Century Truck Technical Roadmap – 2001, 1993 VIUS data

Heavy duty trucks are best early market entry for new fuel saving technologies

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Innovation You Can Depend On Source: Philip Patterson, Department of Energy projections.

0.0%

10.0%

20.0%

30.0%

2005

2010

2015

2020

2025

2030

2035

2040

2045

2050

Year

Pet

role

um S

avin

gs, %

Hybrid (Med. Trucks)

Aerodynamic Load Reduction

Vehicle Weight Reduction

Engine Efficiency/WHR

Auxiliary Load Reduction

Heavy Duty Truck Technologies for Energy Efficiency

Engine Efficiency is the Biggest Opportunity

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Historical Perspective of HD Brake Thermal Efficiency

Bra

ke T

herm

al E

ffici

ency

(%)

35

40

45

50

55

60

1985 1990 1995 2000 2005 2010 2015

2002 CEGR Technology

• Cummins Turbo Technology – VGT Improvements • Combustion System Development • EGR Cooling System

HDT DoE Effort - Cummins Fuel System Technology (HPI EUI) - Cummins Turbo Technology (VGT) - Cummins Emissions Solution (DPF) - Advanced Low Temperature Combustion (CEGR)

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1998 HD Architecture

CA

C Ambient

WG Turbo-charger

Exhaust

Control Volume

1998 HD Engine Energy Balance

Fuel Energy 100%

Indicated Power Heat Transfer Exhaust 50% 20% 30%

Gas Exchange Friction Accessories Brake Power2.5% 1.5% 2.5% 43.5%


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2007 HD Architecture

EGR

-Coo

ler

CA

C

Mixer

Ambient

VGT Turbo-charger

DOC

Diesel Particulate

Filter

Fuel Injection

Engine

EGR Valve

Control Volume

2007 HD Engine Energy Balance

Fuel Energy 100%

Indicated Power 50%

Heat Transfer 26%

Exhaust 24%

Gas Exchange 4%

Friction 1.5%

Accessories 2.5%

Brake Power 42%

Advanced Combustion Improvements

with CEGR and FIE

Increased Coolant Heat Rejection with CEGR

Increased back pressure to drive EGR


Potential Advanced HD Engine Energy Balance

Fuel Energy 100%

Indicated Power Heat Transfer Exhaust 58% 22% 20%

Gas Exchange Friction Accessories Brake Power 2% 1.0% 2.5% 52.5%


PCCI

Lifted FlameDiffusion Controlled

SmokelessRich

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Fuel Energy 100%

Indicated Power 58%

Heat Transfer 22%

Exhaust 20%

Gas Exchange 2%

Friction 1.0%

Accessories 2.5%

Brake Power 52.5%

Enabling Technology for Efficiency Improvement

Advanced Combustion • Early PCCI • Lifted Flame • Stoichiometric • Mixed Mode

SPEED (rpm)

TOR

QU

E (ft

-lbs)

SPEED

PCCI

Lifted Flame Diffusion Controlled

Smokeless Rich

( rpm)

TOR

QU

E (ft

-lbs)


Fuel Energy 100%

Advanced Combustion Indicated Power

58%

• FIE (Inj. Pressure, Multiple Injection) • CEGR Cooling Systems Heat Transfer Exhaust • Air Handling (Electrically assisted turbo) 22% 20% • Increased Peak Cylinder Pressure • Closed Loop Combustion Control




Fuel Energy 100%

Indicated Power 58%

Heat Transfer 22%

Exhaust 20%


Gas Exchange • Electrically assisted turbo • EGR pump • Variable valve actuation



Fuel Energy 100%

Indicated Power 58%

Heat Transfer 22%

Exhaust 20%

Gas Exchange 2%

Friction 1.0%

Accessories 2.5%

Brake Power 52.5%

Friction Reduction • Piston and rings • Bearings • Surface treatment


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Fuel Energy 100%

Indicated Power 58%

Heat Transfer 22%

Exhaust 20%

Gas Exchange 2%

Friction 1.0%

Accessories 2.5%

Brake Power 52.5%


Exhaust Energy Recovery • Efficient PM Aftertreatment

• lower soot loading • low pressure drop • regen controls/strategy

• Exhaust Port Heat Transfer (liners)

Waste Energy Recovery for Advanced

Fuel Energy 100%

Indicated Power 58%

Heat Transfer 22%

Exhaust 20%

Gas Exchange 2%

Friction 1.0%

Accessories 2.5%

Brake Power 52.5%

Waste Energy Recovery

Hybrid

WHR

HD Engine

Frequent Start/Stop

Seldom Start/Stop

Cus

tom

erB

enef

it


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Fuel Energy 100%

Indicated Power 58%

Heat Transfer 17%

Exhaust 18.5%

Gas Exchange 2%

Friction 1.0%

Accessories 2.5%

Brake Power 59%

EGR Source (ORC)

5%

EGR + Exhaust Source

1.5%

Waste Energy Recovery for Advanced HD Engine

Waste Energy Recovery •Organic Rankine Cycle •Turbo compounding •Brayton Cycle

Comp

Turb

Exh.Manifold

Exhaust Out

Air In

Inta

ke M

anifo

ld

Turbine

Gen

erat

or

Ram Airflow

ISX Engine Rec

upe

DMG

Power Out

Condenser Cooler Pump

WHR Feedpump

Con

dens

er

NOT to scale

Superheate r

Boiler

EGR Valve

CAC

Power Conditioning

WHR Condenser Cooler

Engine Radiato

r Mechanical Fan

Energy Balance for Advanced HD Enginewith Electrification of the Vehicle

Fuel Energy 100%

Indicated Power 58%

Heat Transfer 17%

Gas Exchange 2%

Friction Accessories Brake Power 1.0% 1.0% 60.5%

EGR Source (ORC)

5%

Electrified Vehicle • HVAC • Water pump • Oil Pump • APU

Exhaust 18.5%

EGR + Exhaust Source

1.5%


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Historical Perspective of HD Brake Thermal Efficiency

Bra

ke T

herm

al E

ffici

ency

(%)

35

40

45

50

55

60

1985 1990 1995 2000 2005 2010 2015

Advanced Engine Concepts

Waste Energy Recovery - Waste Heat Recovery (EGR Derived) - Waste Heat Recovery (Exhaust Energy Derived) - Electrically Driven Accessories

0

2

4

6

8

10

12

14

16

BM

EP (p

si)

CRANK, PIS

TON, ROD

PUMPING

TURBO

FRONT END DRIV

EOIL

PUMPW

ATER PUMP

EXHMAN

INT MAN

FIEVALV

E TRAIN

3600RPM System Motoring BMEP Pareto

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Skirt (~22%)

Rod Bearing (~23%)

Rings (~26%)

Crank (~29%)

Pareto data normalized I6, V6, & V8 motoring friction test results

Lower Friction to Improve Fuel Efficiency

0

2

4

6

8

10

12

14

16

BM

EP (p

si)

CRANK,PISTON, R

OD PUMPIN

G TURBO

FRONT END DRIV

E OIL

PUMP

WATER

PUMPEXH

MAN IN

T MAN FIE

VALVE TR

AIN

3600RPM System Motoring BMEP Pareto

Just reducing piston skirt friction may reduce total friction torque by approximately 6%

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Piston Skirt Friction

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Alternative Engine Architecture

Hybrid pistons Hydraulic Linear alternator Air pump

Conventional pistons

� Axial, barrel-type piston configuration � Allows for integrated hybrid

Opportunities for New Engine Concepts

�Reduced Parasitics

�Power Density �Weight �Size

�Highly Integrated with Power Train System


Advanced Concept Engines

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0

200

400

600

800

1000

1200

1400

1600

1800

2000

50 100 150 200 250 300 350 400 450 500 Power (HP)

Wei

ght (

lbs.

)

2010 Emissions Compliant Diesel Engine

Hybrid with Downsized 2010 Emissions Compliant Diesel Engine

Hybrid System

Hybrid with Advanced Concept Engines

Advanced Concept Engines

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Challenges

�Emissions

�Design Constraints

�Controls

�Total Cost of Ownership

Conclusions

�Diesel Engine efficiency improvements are a significant lever for controlling petroleum consumption

�Efficiency levels beyond 55% are feasible � System integration is critical to control cost and provide

additional system improvements• Waste energy recovery • Electrification

�New engine concepts are providing interesting possibilities


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