Engine System Technologies for Reducing GHG and NOx

Transcription

1 Engine System Technologies for Reducing GHG and NOx ERC Symposium University of Wisconsin Michael Ruth for Gary Salemme Director Advanced Engineering Systems Integration June 3, 2015

2 Topics Potential Future GHG Reductions What About Lower NOx? Summary of Future Technology Challenges 2

3 SuperTruck Technology Contributions 3

4 Technologies for 50% Engine Thermal Efficiency Combustion & Air Handling Piston bowl size and shape Injector specification Calibration optimization Turbocharger efficiency Aftertreatment optimization SuperTruck Efficiency Improvement Results Parasitic reductions Shaft seal Variable flow lube pump and viscosity Geartrain Cylinder kit friction Cooling and fuel pump power WHR system EGR, exhaust, recuperator Turbine expander Low GWP refrigerant 4

5 Subsystem Technology Palette Combustion & Fuel Systems Air Handling & EGR System Optimization Aftertreatment (AT) Transmission Integration M/G Energy Recovery Electronic Controls Acc 5

6 CO 2 Reduction Potential Potential % Improvement vs Standards (On the Certification Cycle) Medium Heavy- Duty Vocational Engine 5-11 Transmission Integration* 3 15 Key Technologies Advanced Combustion Strategies Turbocharger and EGR Air Handling Friction and Parasitic Reductions Increased Peak Cylinder Pressure Heat Transfer Management High Efficiency Aftertreatment Variable Valve Actuation Shift Optimization Cycle Efficiency Management Hybrid * Not realized on the engine certification cycle 6

7 CO 2 Reduction Potential Potential % Improvement vs Standards (On the Certification Cycle) Heavy Heavy- Duty Tractor Engine 9-15 Engine and Powertrain Integration* 3-5 Key Technologies Advanced Combustion Strategies Turbocharger and EGR Air Handling Friction and Parasitic Reductions Increased Peak Cylinder Pressure High Efficiency Aftertreatment Heat Transfer Management Downspeeding Waste Heat Recovery (WHR) Shift Optimization Cycle Efficiency Management Hybrid * Not realized on the engine certification cycle 7

8 Waste Heat Recovery Technology Exhaust to Air Engine Power Expander Exhaust to Air 4-5% Fuel Consumption Benefit Boiler Takes in heat Pump Waste Heat Additional Power Condenser Releases Unusable Heat Beyond SuperTruck 4 th generation design Improvements for packaging, cost, reliability End-user testing planned for late 2015 Production possible by ~2020 8

9 In Cylinder Heat Transfer Management Base Piston: Piston A: Piston B: Max Temp = 254 C Max Temp = 345 C Max Temp = 386 C 0.6 pt heat loss reduction 0.3 pt heat loss reduction 0.3 pt GITE improvement 0.1 pt GITE improvement BTE impact: + 0.8% BTE Koeberlein 2014 AMR 9

10 Engine Connection to Other Technologies Hybrid and Stop-Start Vehicle Integration Connectivity and Telematics Transmission Integration 10

11 Increased Functionality Long Term Approach to Electrification Start Stop Electric Accys Low Voltage Hybrid High Voltage Hybrid PlugIn Hybrid Battery Range EV Extended EV Lower Initial Cost Lower Operating Cost

12 12 What impact will lower NOx standards have on GHG and fuel consumption?

13 0.5 Gator Dragster Cold FTP Diesel Low NOx Challenge FTIR TP NOx (g) At 0.2 g/hp*hr 80% of composite tailpipe NOx is created during warmup of the SCR system Time (sec) Cumulative NOx (g) 10 5 X: 333 Y: Time (sec) Managing NOx during catalyst warm-up is key. 13

14 System Performance Requirements Combined System Performance 100 Aftertreatment NOx Conv. Eff (%) Engine Opportunities Aftertreatment Opportunities g/hp*hr Engine Out NOx (g/hp*hr) Tailpipe Out Targets 14

15 ATP-LD Tier 2 Bin 2 Diesel Technologies Low Thermal Inertia Exhaust 2 Loop EGR Q Close Coupled Catalysts Direct NH 3 Injection PNA SCRF Q Engine Advanced Controls 15

16 EGR Flow More EGR Path to Lower Engine Out NOx Challenges Opportunities Increased Heat Rejection Higher PCP and Friction Increased PM and DPF Regen Increased Pumping Losses Durability Concerns WHR potential Improved Design for Low Friction Improved Inj & Combustion System Advanced EGR High Effy Turbo Stop - Start 16 Engine Out NOx

17 Aftertreatment NOx Conversion Catalyst Warmup Considerations Challenges Increased Thermal Management Fuel Urea Deposits Poor Low Temp NOx Conversion Opportunities More Efficient Thermal Management & conservation Advanced Controls NOx Storage and Low Temp Catalysts 17 Catalyst Warm Up Time

18 GHG Penalty at Low Tailpipe NOx Diesel More work needed to identify a robust 0.02 g/hp*hr diesel solution Potential path to ~0.1 g/hp*hr with minimal CO 2 penalty New technology will help, but needs development Improving Current Conventional Diesel Combustion w/scr New Diesel Technologies BTE Improvements Catalysts (SCRF, NOx Storage) Urea Dosing Controls and Strategies Thermal Management 18

19 GHG Penalty at Low Tailpipe NOx Diesel Natural Gas* Path to 0.02 g/hp*hr with natural gas with small CO 2 penalty Improving Current Conventional Diesel Combustion w/scr Improved Current Technology Stoichiometric EGR w/twc New Diesel Technologies New Nat Gas Technologies BTE Improvements Close Coupled AT TWC and Air Handling Controls More EGR Advanced TWC * Includes methane emissions as equivalent CO 2 19

20 Alternative Fuels Compression Ignition Challenges Low Exhaust Temperatures Controllability HC Emissions High PCP Combustion Noise Knock Control Opportunities Low Temp Aftertreatment Closed Loop Model Based Combustion Controls Design for Knock Reduced NOx and PM Aftertreatment Power Density Cold Start NOx 20 Engine Out BSNOx [g/hp*hr] Koeberlein: 2014 DOE AMR

21 GHG Penalty at Low Tailpipe NOx Diesel Natural Gas* Advanced Combustion Advanced Combustion Path to 0.02 g/hp*hr with advanced combustion with good CO 2 Still in research Improving Current Conventional Diesel Combustion w/scr Improved Current Technology Stoichiometric EGR w/twc New Diesel Technologies New Nat Gas Technologies * Includes methane emissions as equivalent CO 2 21

22 Ultra Low Carbon Powertrain - ETHOS Compressor Bypass Combustion Optimization Divided Exhaust Manifold Stop / Start Advanced Controls Increased Peak Cylinder Pressure High Compression Ratio Aluminum Cylinder Head Variable Valvetrain Direct Injection Fuel System TWC Aftertreatment Optimized Charge Motion 22

23 %Change in CO2 Well To Wheels Carbon Emissions Fuel Elemental Carbon Well to Tank Carbon g CO2/ MJ g CO2/ MJ California Reformulated Gasoline California Ultra-Low Sulfur Diesel Corn Ethanol Cellulosic Ethanol from Farmed Trees California E85 - Corn California E85 - Farmed Trees CO2 Emissions Reduction With 17.5k GVW Farmed Trees Ethanol Pathway FTP HFET HTUF P&D Program Target Diesel Gasoline Cummins P&D 23 35%-80% CO 2 Reduction Potential

24 Summary Engine system technology can provide significant improvement in fuel consumption and CO 2 emissions and continue to reduce NOx emissions Key Areas for Research Include: Knock Control in High BMEP Premixed Engines Combustion Design for Very High Dilution Compression and Spark Ignited Engines Measurement Systems for: In Cylinder Heat Transfer Fired Engine Friction System Integration of PNA Catalysts Fuel Efficient, Fast Catalyst Warmup Low Temperature Aftertreatment Performance Hybrid System Component Cost: Batteries, Power Electronics 24