supertruck - development and demonstration of a fuel ...project overview 3 supertruck –...

Advanced Technologies

1 Low Temperature Combustion Demonstrator for High Efficiency Clean Combustion

DE-FC26-05NT42413

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SuperTruck – Development and Demonstration of a Fuel-Efficient Class 8 Tractor & Trailer

Engine Systems

DOE Contract: DE-EE0003303

NETL Project Manager: Ralph Nine

William de Ojeda, PhD, PE Navistar

DOE MERIT REVIEW WASHINGTON, D.C.

16 May, 2013

National Energy Technology Laboratory Department of Energy

Project ID: ACE059

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2 SuperTruck – Development and Demonstration of a Fuel Efficient Class 8 Tractor & Trailer DE-EE0003303

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Project Overview


Goals and Objectives 1. Demonstrate 50% improvement in freight efficiency 20% through Engine technologies 30% through Vehicle technologies 2. Demonstrate 50% BTE on Engine Dynamometer 3. Demonstrate path towards 55% BTE

Relevance Provide a realistic technology demonstrator to reduce petroleum consumption in the truck market: Engine technologies closely worked with the “Voice of Customer” Attain a payback of less than 1 year for technology introduction Focus on packaging and customer interface (key in the case of Waste Heat Recovery) Work with Partners to develop robust products for commercial integration: High pressure common rail system (BOSCH) Advanced base engine technologies for friction reduction (Federal Mogul) Electrified systems such as cooling pump for advanced cooling system (BEHR). Provide innovative solutions for alternative fuels and clean combustion systems Worked with Argonne National Labs and Wisconsin Engine Research Center Provide engine demonstrator to improve engine efficiency with simplified aftertreatment system

Objectives and Relevance


Navistar completed actions by Oct 2012 - Emissions and combustion development - Turbocompounding - Base engine - VVA Navistar entered PAUSE MODE to focus on production launches (resume in 2014) Argonne will CONTINUE working on the 55% BTE demonstration

Project Development update

SuperTruck – Development and Demonstration of a Fuel Efficient Class 8 Tractor & Trailer DE-EE0003303 4

ANL WISCONSIN REASEACH CONSULTANTS

Completed 45.1% (combustion only) Simplified aftertreatment Continuation

55% BTE Demo

AMR 2012 AMR 2013 AMR 2011

Navistar BEHR Federal Mogul BOSCH

Completed 48.2%

PAUSE

50% BTE Demo

Resume

Oct-13 Oct-12 Oct-11


Phase II

Engine Partnerships and completed tasks

SuperTruck – Development and Demonstration of a Fuel Efficient Class 8 Tractor & Trailer DE-EE0003303 5

Phase I Phase III-IV

BOSCH High-injection pressure deployment CFD-Testing benchmarks

High CR testing

ANL WISCONSIN REASEACH CONSULTANTS

Engine Design Controls deployment

Adv Technologies Fuel Reactivity testing

VVA Fuels

55% BTE Demo

AMR 2012 AMR 2013 AMR 2011

Navistar BEHR

Combustion and Emissions Turbocompounding

VVA Base Engine PHASE II

50% BTE Demo

Base Engine Phase I

Federal Mogul Accessory prove out Friction Benchmark Friction Reduction procurement

Oct-13 Oct-12 Oct-11

Advanced Technologies Barriers and technology roadmap

System Barriers (challenges) Technology Roadmap Engine & Vehicle

• Cost effective • Robust (controls, durable) • Reduced weight

Rely on analysis to select technology

Engine • High combustion efficiency with low emissions (NOx, PM)

Improve Fuel Injection/Air Systems Advanced Combustion Regimes

Engine • Modest bottoming cycle efficiency • Simplified aftertreatment

Advanced designs Close collaboration with suppliers Optimum integration to engine

Engine • Non optimum fuel formulation • High-efficiency combustion range

Introduce reactivity control Introduce combustion feedback Understanding of chemical kinetics


Key: high confidence to contain working on improving solution

Advanced Technologies Scope of Work


Task Description Status 2.1-1 Engine and vehicle model Integrate engine model to vehicle 80% 2.1-2 Advanced Diesel Combustion

Fuel System to 2900bar with Comb Fbk Complete 100% WHR-TUCO Complete 100% VVA Phase II: Installed and Tested 10/12

Phase III will consider system integration 100%

Aftertreatment SCR system with >80% conversion Phase III will report on vehicle installation

100%

Friction reduction and electrification Phase II procurement complete Electrified components complete Remain to incorporate power cylinder tests

80%

Control System Platform is built and tested 100% 2.1-3 Fuel Reactivity Engine

Lab/Engine/Controls Design and Build Completed Engine and DAQ install 100% Testing of multi-fuels with Hdw level 1 Combustion characterization 80%

Technology Development and Concept Readiness

Phase II: 1 October 2011 – 30 September 2013 completed In progress


Approach Technology Selection

Air System Two Stage Turbocharging Variable Valve Actuation

Optimize Integration

Criteria Efficiency gain (BTE)

Weight (Ton-mile/gallon) Cost (payback)


Friction-Accessories VOP, VWP

Power Cylinder Components

Combustion <1gNOx, <0.02gPM HP CR Fuel injection

Increased PCP Two stage cooling

Aftertreatment DOC/DPF + SCR Close coupled Fast light-off

Low DP

Cooling modules

1

2 3

WHR Turbocompounding 4

Two Stage

DOC

DPF

SCR


Current Status AMR 2013

Approach Optimum Roadmap Towards 50% BTE

Selection completed Testing and present

projections indicate the program goals will be attained.

Addressed Concerns Program will deploy only

turbocompounding. ORC system was not

pursued owing to complexity.

Technologies selected aimed to less than 1 year payback.

Target : 20% Efficiency gain 20% Ton-mi/gal


Final Program Projections

Forecast: 18% ~ 50% BTE 16% Ton-mi/gal


Accomplishments Engine Dyno current efficiency at 48.2% BTE


AMR 2012 46.5% BTE

AMR 2013 (current)

48.2% BTE

cooling sys

TUCO (Next Generation)

lube sys power cyl

Re-optimized comb (high CR)

TUCO

Comb

AMR 2011 45% BTE

VVA

pause


Accomplishments Friction reduction


Phase II Power cyl comp

BTE - Phase I Cooling + Lube

0.75 +1 %

+2%

+3%

+1 %

+2%

0.45

BTE - Phase I Cooling system

Phase I accomplished the predicted friction reduction. Phase II work will complete work with introduction of Power Cylinder Components


Accomplishments Air System / VVA


0.0

0.5

1.0

1.5

2.0

2.5

3.0

480 530 580 630

% B

SFC

impr

ovem

ent

Early IVC 1500rpm 50% load

∆λ=0.1

simulation experiment

Successfully brought the engine hardware from bench testing to engine builds VVA system is designed to work

with the two stage boost system

First tests show the hardware

aligns to early system simulations for performance enhancements

Engine tests performed at

constant combustion phasing

AFR and EGR decrease as IVC is

advanced

Bench testing of VVA VVA installation on MAXXFORCE 13


Accomplishments 55% BTE Target with Dual Fuel Engine

SuperTruck – Development and Demonstration of a Fuel Efficient Class 8 Tractor & Trailer DE-EE0003303

13

Engine Setup at Argonne: Alcohol/gasoline extended LTC load to 19 bar BMEP Fuel-bound oxygen led to soot reduction improved fuel efficiency: best BTE: 45.1% Significant improvement on BTE with fuel reactivity at better controlled engine out emissions 35%

37%

39%

41%

43%

45%

47%

5 10 15 20 25

BTE

[%]

BMEP (bar)

A/G+DG+DSTK High Eff. Diesel

>7 bar load extension

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

5 10 15 20 25

Smok

e N

umbe

r [FS

N]

BMEP [bar]


0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

5 10 15 20 25

BS

NO

x [g

/hp-

hr]

BMEP (bar)



Accomplishments Current target is 47% BTE with engine and fuels Additional efficiency will be accounted by other technologies

SuperTruck – Development and Demonstration of a Fuel Efficient Class 8 Tractor & Trailer DE-EE0003303

14

55% fuel reactivity

engine

Progress to Date

Diesel

Alcohol/Gasoline + Diesel 45.1%

Gasoline + Diesel 43.6%

Current Target Reactivity + CR BTE > 47%

at NOx < 0.15gNOx

VVA

TUCO Friction

ORC

Technologies from the Diesel

platform

Diesel

Diesel

Significant NOx reduction

Significant soot reduction

Advanced Technologies Remaining Activities for 2013


I. No activities at Navistar owing to PAUSE mode until 2014 II. Activities will continue at ARGONNE • Complete testing of fuel reactivity matrix • Upgrades:

Higher Compression Ratio Installation of VVA engine

• Impact of Effective Compression ratio on load extension

Advanced Technologies Project Summary

I. To date the following technologies have been incorporated:

On engine combustion, leading to a growth in BTE from 42 to 45%: - Extended peak cylinder pressure capability (190→220 bar) - Higher injection pressure (2200→2900 bar)

On heat recovery, leading to a further increase to 46.5%: - Electrical turbo-compounding with advance air system - Transferred to vehicle

Base components, lube and cooling, were updated raising efficiency to 47.2% - Power cylinder components were procured. Documentation will be postponed to 2014

VVA engine was commissioned and early tests indicate BTE increase to 48.2%.

II. Advanced 55% BTE demonstrator is operational at ANL

Reactivity studies performed with gasoline and alcohol fuels - High engine efficiencies were compatible with very reduced engine emissions - Study will continue with enabling features recently added such as VVA


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