super truck program: engine project review · tp/pna detroit diesel corporation 1 super truck...

Detroit Diesel CorporationTP/PNA 1

Super Truck Program: Engine Project Review

Recovery Act – Class 8 Truck Freight Efficiency Improvement Project

PI: Kevin Sisken (Engine); Derek Rotz (Vehicle)Presenter: Kevin Sisken

Detroit Diesel CorporationMay 12, 2011

Project ID: ACE058This presentation does not contain any proprietary, confidential, or otherwise restricted information


Overview

Timeline• Project start: April 2010• Project end: March 2015• Percent complete: 20%

Budget• Total project: $79,119,736

• DOE: $39,559,868• Daimler: $39,559,868

• Budget is split between engine and vehicle projects (DDC & DTNA)

• 2010 engine budget $5,126,628• DOE: $2,563,314• Detroit Diesel: $2,563,314

Barriers• Rankine engine has significant

technical hurdles

Partners• Department of Energy• Oak Ridge National Laboratory• Massachusetts Institute of

Technology• Atkinson LLC• Daimler Trucks North America• Daimler Advanced Engineering


Program Objective• Super Truck (ST) program goal: 50% improvement in freight efficiency

• Measured in ton-miles/gallon over typical heavy truck drive cycle• Baseline is production 2009 Cascadia with DD15 Engine

• Super Truck engine goal: 50% brake thermal efficiency at a condition representative of over the road operation

• Base engine – 47%• Parasitic reduction – 48%• Waste heat recovery – 50%

Thermal Efficiency vs BSFC

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

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

Peter Schlatt (T/ GPO) Extract from RPlan

11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10

2010 2011 2012 2013 2014 2015

Supertruck Targets Set (Component Level)Baseline Evaluation

Submit Final Scientific / Technical ReportFinal Report

Supertruck Program CompleteSuperTruck Buildup

Supertruck Design CompleteTarget System Optimization

Supertruck Specification Complete (target conflicts resolved)Preliminary System Prototypes

SuperTruck Shortlist Defined

Concept Creation &Theoretical Analysis

IQG3 IQG2 IQG1Quality Gates Supertruck

IQG0

Qrtl. Qrtl. Qrtl. AnnualQrtl. Qrtl. Qrtl. Qrtl. AnnualQrtl. Qrtl. Qrtl. Qrtl. AnnualQrtl. Qrtl. Qrtl. Qrtl. AnnualQrtl. Qrtl. Qrtl. Qrtl. AnnualQrtl.Reporting DOE

T MP_Prototyp assemblyT LL_Project LeaderT LL_Project LeaderT EV_Verfication DrawingsT EP_Proving/ TestingT EI_Integration

T ED_DesignT ED_DesignT EC_CAx/ SimulationQuality GateAnnual ReportingQuarterly Reporting

Tasks

Peter Schlatt (T/ GPO) Extract from RPlan

11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 1011 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10 11 12 01 02 03 04 05 06 07 08 09 10

2010 2011 2012 2013 2014 20152010 2011 2012 2013 2014 2015

Supertruck Targets Set (Component Level)Baseline Evaluation Supertruck Targets Set (Component Level)Baseline Evaluation Supertruck Targets Set (Component Level)Baseline Evaluation

Submit Final Scientific / Technical ReportFinal Report Submit Final Scientific / Technical ReportFinal Report

Supertruck Program CompleteSuperTruck Buildup Supertruck Program CompleteSuperTruck Buildup

Supertruck Design CompleteTarget System Optimization Supertruck Design CompleteTarget System Optimization

Supertruck Specification Complete (target conflicts resolved)Preliminary System Prototypes Supertruck Specification Complete (target conflicts resolved)Preliminary System Prototypes Supertruck Specification Complete (target conflicts resolved)Preliminary System Prototypes

SuperTruck Shortlist Defined

Concept Creation &Theoretical Analysis SuperTruck Shortlist Defined

Concept Creation &Theoretical Analysis

IQG3 IQG2 IQG1Quality Gates Supertruck

IQG0IQG3 IQG2 IQG1Quality Gates Supertruck

IQG0





Tasks







Tasks


Super Truck Program: 8 Cross-Functional Workstreams

Engine Downsizing& Hybrid

Parasitic Losses

Energy Management

Powertrain Integration

Engine

Waste heatRecovery

Aerodynamics Weight Reduction

Thema

50% Improvement

In FreightEfficiency

Predictive Technologies


Engine Down Sizing

In the early 1990’s, 11-13L engines dominated

Today, 13-15L engines dominate

• Some reasons technical, some user based

Where is engine size headed?

• Drivability• CO2/fuel economy• Weight• Cost• Hybrids

0

2

4

6

8

10

12

S60

Non

-EGR

1998

DD15

EGR

; DPF

;Tu

rbo-

com

poun

d;AP

CRS

2007

DD13

L EG

R; D

PF;

APCR

S 20

07

DD15

EGR

; DPF

;Tu

rbo-

com

poun

d;AP

CRS;

SCR

201

0

DD13

EGR

; DPF

;AP

CRS;

SCR

201

0

Supe

rTru

ck E

GR;

DPF;

APC

RS; S

CR20

10

Frei

ght E

ffici

ency

Ben

efit


Horsepower Rating and Operating Speed Analysis

Drivability studies have been performed.

Over the past 20 years, engine ratings have drifted higher, resulting in higher speeds on hills, fewer shifts and increased driver satisfaction. Downside is fuel economy.

Balancing driver satisfaction vs. fuel economy is an interesting challenge.


Combustion System UpdateObjective: Evaluate 2-step piston bowl; showed improved bsfc on single cylinder.

Results varied for the different bowl shapes, but baseline bowl bsfc remained competitive. However, significant ( >30%) reductions in engine smoke levels were seen with 2-step bowl.

Follow-on activity: heads with higher swirl level are being procured as this is expected to be an important factor in effecting 2-step bowl bsfc based on single cylinder testing.

-25

-20

-15

-10

-5

00 5 10 15 20 25 30 35 40 45 50 55 60

BaselineProto 1Proto 2Proto 3Proto 4

-25

-20

-15

-10

-5

00 5 10 15 20 25 30 35 40 45 50 55 60


-25

-20

-15

-10

-5

00 5 10 15 20 25 30 35 40 45 50 55 60



Engine Performance vs. NOx

0

20

40

60

80

100

120

140

160

0 2 4 6 8 10 12 14 16

In-Cylinder Volume, L

In-C

ylin

der P

ress

ure,

bar

[email protected]/hp-hr NOx

[email protected]/hp-hr NOx

0

1

2

3

4

5

6

0 2 4 6 8 10 12 14 16

In-Cylinder Volume, L

In-C

ylin

der P

ress

ure,

bar

NOX_GHPHR [g/hp-hr]0 1 2 3 4 5 6 7 8 9 10 11

BSFC

[kg/

kWhr

]

0.195

0.197

0.199

0.201

0.203

EGR

_PC

T [%

]

10.0

17.5

25.0

32.5

40.0

SMK_

FSN

[FSN

]

0.0

0.5

1.0

1.5

2.0

TPI [

kPa]

100

150

200

250

300

NOX_GHPHR [g/hp-hr]0 1 2 3 4 5 6 7 8 9 10 11

BSFC

[kg/

kWhr

]

0.195

0.197

0.199

0.201

0.203

EGR

_PC

T [%

]

10.0

17.5

25.0

32.5

40.0

SMK_

FSN

[FSN

]

0.0

0.5

1.0

1.5

2.0

TPI [

kPa]

100

150

200

250

300


0

2

4

6

8

10

12

14

1 2 3 4 5 6 7 8 9

NOx, g/hp-hr

Pum

ping

Los

s, %

For Super Truck, air/EGR system must be re-matched to reduce pumping loss at lower EGR flow rates

Pumping Loss vs. NOxSimulation shows higher bsfc with today’s air system at increased NOx levels

• Also shows significant bsfc improvement with air system re-matched for lower EGR rates at higher NOx


Super Truck Engine Controls – Objectives

Calibration Constraints Drivability Durability Fuel economy Life-cycle cost NOx / PM / NMHC / CO2

OBD Exhaust temperature GPS / Route / Traffic info.

Develop a predictive engine controller

Include a fuel efficiency optimizer

Integrate predictive vehicle information

Reduce calibration complexity

Extensive engine mapping is used in neural network model training

Emissions & fuel economy models enable on-board BSFC optimization

Predictive Hill Detection

Predictive route information enables enhanced use of engine optimization.


Super Truck Engine Controls – Test Results

Implemented controller logic on engine in transient test cell

The controller provide significant CO2 vs. NOx flexibility

Transient Results (Test Cell)

Controller response under road load conditions (1500 RPM / 1500 N.m)

Steady State Results (Test Cell)

Increased NOx target

Preliminary tests completed on heavy duty truck

BOI

Inj.

Pres

s.EG

R

RPM

Fueling rate

Vehicle Evaluation On-going


Parasitic Reduction: Targeting >4% bsfc ImprovementMultiple systems being optimized.

• Kit friction, overall engine friction, and accessory loads

Smarter use accessories and pumps

• Increased electronic control/optimization

2010 progress

• 1.5% improvement demonstrated in test cell and on vehicle.

• Parts on order to allow demonstration of an additional 1.5% (anticipated) improvement.

• Feasibility evaluation underway for further improvements of >1%. Verifying risk to engine and required enabling technologies.• Partnered with Massachusetts Institute

of Technology (MIT)


Aftertreatment

• Aftertreatment program focused on next generation materials

• Objective is lower dP for improved engine operating efficiency and improved DEF-SCR efficiency to allow for higher engine out NOx• New DOC material for reduced back pressure• New material DPF for lower back pressure while maintaining soot storage

capability• New DEF-SCR with focus on higher NOx conversion efficiency

• Sizing and design work complete

• Part procurement underway• Scheduled arrival at DDC: July 2011


Waste Heat Recovery

Approximately 55% of fuel energy is “waste heat”

Waste heat recovery

• Turbocompound – will be fitted to ST engine• Rankine cycle – recover energy from EGR

and/or exhaust gases• 5% BSFC improvement expected• Significant technical challenges

• Heat exchangers, expander, compressor, packaging, engine integration, etc

• Status – system sizing and significant component level testing underway

Development Partners

• Oak Ridge National Laboratory• Daimler Advanced Engineering Group

generator

boiler

Power

expander

condenserpump

turbo

EGR

ATD

Compound


Simulation and Packaging

•Multiple simulation tools being used

• Thermodynamic calculator to GT-Power

• Being performed at ORNL and Detroit

•Component testing @ Daimler Research

•Packaging studies underway


Rankine Major Components

Evaporator High efficiency heat exchanger located at ATD outlet. Transfer exhaust energy to working fluid.

Handle 2-phase flowWithstand high pressure ratioHigh speed for electricity generation

Expander

Condenser

Handle 2-phase flowRejected heat will be released back to

environment under hoodPump

Hermetically sealedDiaphragm pump

Working FluidEthanol

Low environmental impactThermodynamic properties suitable

for Rankine cycle


Collaboration and Support• Department of Energy Head Quarters

• Gurpreet Singh• Roland Gravel

• National Energy Technology Laboratory• Carl Maronde

• Oak Ridge National Laboratory• Waste heat recovery modeling and testing

• Massachusetts Institute of Technology• Low friction technologies

• Atkinson LLC• Advanced engine controls


Summary and Future Work

• First year of Super Truck program complete

• Engine displacement and rating have been selected

• Base engine performance:

• 2-step piston bowl showed significant smoke improvement, but at slight expense of bsfc. Higher swirl heads being investigated.

• BSFC benefit of higher engine out NOx is feasible with re-matched air system

• Over 1% bsfc already demonstrated via reduced parasitics with more on the way

• Partnered with MIT for studies into new oils, additives, and material coatings.

• Next generation engine optimizing controller functioning well in lab and (limited) vehicle tests

• Aftertreatment system re-design complete and prototypes due in July 2011

• Waste heat recovery system being extensively modeled, component level testing underway, and system procurement to begin in summer 2011.

super truck program: engine project review · tp/pna detroit diesel corporation 1 super truck...

Documents