cummins/doe light truck diesel engine progress...
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Cummins/DOELight Truck Diesel Engine
Progress Report
August 2002
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Technical Program Overview
• Partnership, Cummins and U.S. Department of Energy• Focus
– Development of technologies that will result in a product in thenear term
– Emissions~ U.S. Tier 2 6000-8500 lb GVW~ NOx = 0.07 g/mi; PM = 0.01 g/mi
– Fuel economy - 50 percent MPG improvement over 1997gasoline powered vehicle it replaces
• Acknowledgment– Contractual funding from DOE– Vehicle and installation design assistance from Dodge Truck
Engineering– Engine Development Team at Cummins
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0
10
20
30
40
50
60
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80
84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 '00
'01
Jun-
02
% o
f Veh
icle
s S
old
US Passenger-Car & Light-Truck Market
Cars
Light Trucks
50%
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Light Truck Major Segments
Vans 22%Sport Utility Vehicles 39%
Pickup Trucks 39%
8.4M Vehicles
2001 Sales
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V Family Goals and Status
Meets Goal
Partially Meets Goal;Plan in Place
V6 V8
Emissions
Noise, dBa68.7 Interior, Cruise @ 65 mph, Durango
65.0 Interior, Cruise @ 65 mph, BR 1500
Fuel Economy, MPG22.1 Combined, Durango (+60%)
21.7 Combined, BR1500 (+60%)
Quality/Reliability
Rated Speed
Useful Life km(mi)
Performance11.9 sec, 0-60 mph, Durango
9.95 sec, 0-60 mph, BR1500 4x4
Displacement, liter 4.2 5.6
Power, kW(hp) @ rpm 177(237) @ 3600224(300) @ 4000
Interim target met.
Torque Peak, Nm(ft-lb) 475(350) 623(460)
Warm-Up
Serviceability
Cold Start
Weight, kg(lb) 301(663) 379(835)
Not yet evaluated.
Actual (status)Description
Tier 2 Interim demonstrated, Tier 2 final, met on laboratory basis.
Not yet evaluated.
Not yet evaluated.No Adjustments
Diesel fuel filter added.
4000 rpm (5000 max.)4000 hr Total Development Testing (equivalent usage >965,000(600,000)
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Light Duty Automotive Engine - V6
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Light Truck DieselSubsystem Description
Subsystem Description Configuration 90° VDisplacement 4.2 L V6 5.6 L V8Bore and Stroke 94 X 100 mmValvetrain and Drive Single overhead cam, chain-drivenValve System Four valves per cylinder with hydraulic lash adjustmentFuel System High-pressure common rail (HPCR)Control System Full electronicEmissions Control Modulated-cooled EGR plus deNOx catalyst (Interim)
4-Way Catalyst (Tier 2, Bin 5)Aspiration Wastegated turbochargedIntercooling Vehicle mounted air-to-airBlock Cast iron, thin-walledHead High temperature alloy aluminumNVH Control Deep skirted block, with bedplateAccessories Common automotive V-8 gasolineAccessory Drive Single serpentine belt, self-adjusted
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Demonstrated EmissionsInterim Results
0.0
0.2
0.4
0.6
0.8
1.0
0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14
TPM [gm/mile]
NO
x (g
m/m
ile)
DOE Target
5750 lbPassive deNOx10.6 l/100 km
(22.2 mpg) city
5750 lbPassive deNOx10.8 l/100 km
(21.8 mpg) city
MY09+ Ultimate Tier 2Fleet Average
MY2004-8 Maximum Interim Bin
Max. Tier 2 Bin
5250 lbPassive deNOx10.6 l/100 km
(22.2 mpg) city
Sulfur = 350 ppm
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Demonstrated EmissionsTier 2 Results
Particulates (g/mi)
NO
x (g
/mi)
5500 lbNOx Adsorber then Soot FilterDiesel Fuel Reductant (2-3%)9.6 l/100 km(24.4 mpg) city
0.0
0.2
0.4
0.6
0.00 0.02 0.04 0.06 0.08
Laboratory Setup:• Stationary Engine Control System• Stationary Aftertreatment System• Urban Dyno Drive Schedule (UDDS) - Highway Fuel Economy Cycles ONLY• Sulfur < 4 ppm, 48 Cetane• NOx accuracy +/- 0.025 g/mi• PM accuracy +/- 0.005 g/mi
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Demonstrated Fuel Economy
Test Weight (lb)
Mile
s P
er G
allo
n
20
25
30
35
4250 4750 5250 5750
Highway
City
BR
1500
Dur
ango
Dak
ota
Dak
ota
Dur
ango
BR
150
0
Lite
r/10
0 km
2000 (kg) 2500
12
11
10
9
8
7
Interim Results Tier 2 Results
Raw Values
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Typical Results
*Adjusted values for vehicle labeling
City, mpg*
Highway, mpg*
Combined, mpg*
Combined gal/mi CO2
Dodge Durango
- Gasoline 12 17 13.8 0.072
- Diesel 20.3 25.0 22.1 0.045
+60% Improve 37% Reduction 27% Reduction
Dodge Ram 1500
- Gasoline 12 16 13.5 0.074
- Diesel 19.8 24.6 21.7 0.046
+61% Improve 38% Reduction
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V6 Performance Results
0
100
200
300
400
500
600
500 1000 1500 2000 2500 3000 3500 4000 4500
Engine Speed [rpm]
Pow
er [
kW]
Tor
que
[Nm
]
0
134
268
402
536
670
804
Pow
er [
hp]
To
rque
[lb
-ft]
221
295
369
443
Torque
Power
Inlet Restriction = 17.5" H2OExhaust Restriction = 9.0" Hg
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Noise Test ResultsV8 in Ram 1500
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
Interior Idle Interior,Steady 60 mph Open Hood, 3 ft at 45 deg
Sou
nd P
ress
ure
Leve
l (d
BA
)
5.9l Gasoline 5.6l Diesel
43.2
74.0
66.165.065.1
50.5
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Competitive Noise Comparison
2000 RPM, Full Load
75
80
85
90
95
100
1 2 3 4 5 6 7 8 9Displacement - Liters
1M S
PL
- d
BA
Diesel Gas Cummins/DOE V61 Top Cover2 Pan Encl.
12
2
2
Est. Eng/Eng SD = 0.6 dBA
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Acceleration Test ResultsV8 in Ram 1500
4.00
10.07
17.76
4.56
9.95
17.85
0
5
10
15
20
0 - 100 ft 0 - 60 mph 1/4 mile
Tim
e (s
ec)
5.9l Gasoline @ 5300 lb 5.6l Diesel @ 5835 lb
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Current Focus
• What needs improvement in this picture
– Emission System~ Lower Cost, Simpler~ More Robust~ Compact~ Reliability~ Fuel Variability Tolerance
– Overall System~ Improved Control of Variability~ Very Low (Precise) Emissions~ Sensor Technology Applied to Diesels
Cost/Robustness
+
Variability
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Prime PathSystem with 4-Way Catalyst
Delta PressureSensor
O2Sensor
O2Temperature
Sensors MY 07+ Tier 2 EPA & LEV II CA4 Way Catalyst: PM Filter
N0x Adsorber HC & CO
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Regeneration Strategy
Condition Engine Out Combustion Condition
NOx Regen Rich Pilot + Main Injection
Soot Regen Lean Pilot + Main + Post
Sulfur Regen Rich Pilot + Main + Post
Th
erm
alM
anag
emen
t
+
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Variability
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• Engine condition 1500 rpm, 2.6 bar BMEP (~18 hp for V6-4.2)• Consider a nominal target of 45% EGR
EGR,% NOx,g/hp-hr- All cylinders nominal 45 0.1- +/- 10% EGR target 40 0.30- +/- 5% EGR target 43 0.18
Variability Example
EGR Cylinder Variability Example - NOx
0
0.2
0.4
0.6
0.8
1
1.2
20 25 30 35 40 45 50 55EGR Rate [%]
NO
x [g
/hp.
hr]
nominal cylinders+/- 10% EGR+/- 5% EGR
EGR Cylinder Variability Example - bsfc
200
250
300
350
20 25 30 35 40 45 50 55 60EGR Rate [%]
bsf
c [g
/hp
.hr]
nominal+/- 10%+/- 5%
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EGR MeasurementsV8 EGR Port-to-Port Distribution
Measured by CO2
-12-11-10
-9-8-7-6-5-4-3-2-10123456789
101112
1 2 3 4 5 6 7 8
Cylinder #
% D
evia
tio
n o
f CO
2
Mode 1 - 1000 rpm, 50 ft-lb Mode 2 - 1400 rpm, 67 ft-lb Mode 3 - 1400 rpm, 135 ft-lbMode 4 - 1800 rpm, 105 ft-lb Mode 5 - 1800 rpm, 210 ft-lb
Target Distribution Limits = +/- 2 %
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Sources of Variability
• EGR Distribution• Swirl Port-to-Port• Piston Bowls• Spray Angle• Spray Hole Size• Shot-to-Shot Fueling & Timing• Cylinder-to-Cylinder Air Flow• Fuel• Etc.
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Conclusions
• Light Truck Diesel Family continues to show promise
• Fuel economy advantage is clear, approaching 60 percent
• Performance and sociability are gasoline-like
• Interim Tier 2 emissions, met using known technology
• Final Tier 2 emissions, demonstrated using advancedaftertreatment devices
• There is a path to market for the Light Truck Diesel
– Cost/Robustness issues resolved
– Variability issues minimized