Beyond the GHG Rules for Heavy Trucks - SuperTruck Roland Gravel Vehicle Technologies Program U.S. Department of Energy
Outline Background Project Justification Progress/Update Cummins Inc./Peterbilt Motors Company Daimler Trucks of North America, LLC Navistar, Inc. Volvo Technology of North America, Inc. Expected Outcome Summary 2
Background 3
Percent Percent Why Heavy-Duty Trucks? Critical to movement of the nation s freight and economic activity. Haul about 69 percent of all freight tonnage, as much as 80 percent of the total quantity of goods transported Use about 65% of fuels used in commercial trucks, comprise 6% of onroad vehicles but 16% of U.S. fuel consumption High mileage trucks with high turnover High return on investment Truck operators Federal Government Industry is ready and willing to adopt new technology Growing domestic and international markets Saves domestic jobs 50 40 30 20 10 0 70 60 50 40 30 20 10 0 Light Duty Heavy Duty Non- Highway U.S. Oil Use in 2010 Industry Buildings Electric Utilities Class 2B Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 4 Fuel Use by Truck Class
Challenge: Heavy Truck Market SuperTruck projects help expedite technology development/deployment Expectations Low operating costs High uptime Low maintenance High residual value Requirements Low fuel consumption High perfomance Safe operation Ease of operation Driver satisfaction Information systems Emissions compliance 5
Final GHG Rules Key Elements Begins with 2014 model year and increases in stringency through 2018 Breaks diverse truck sector into 3 distinct categories Line haul tractors semis (largest heavy-duty tractors used to pull trailers, ie. 18 wheelers) Heavy-duty pickups and vans (3/4 and 1 ton trucks and vans made primarily by Ford, GM and Chrysler) Vocational trucks (everything else, buses, refuse trucks, concrete mixers, ambulances ) Sets separate standards for engines and vehicles, ensures improvements in both Source: DEER 2011 presentation by B. Bunker, EPA 6
SuperTruck: Systems-Level Technology Integration for Class 8 Trucks June 2009: Solicitation develop and demonstrate a 50% improvement in overall freight efficiency on a heavy-duty Class 8 tractor-trailer measured in tonmiles per gallon. Both engine and vehicle system technologies included Vehicle target of 50% freight efficiency (ton-miles per gallon) improvement based on 65,000 pound GVW 40% of the total improvement is projected to be from engine technologies (50% thermal efficiency) and the remainder from vehicle system technologies 2010: Four competitively selected projects awarded; total value ~ $270 million, DOE plus industry cost share). 7
Project Justification 8
Why SuperTruck? We have the regulations in place, our work is done here, right? Regulation are about implementing what is feasible and cost effective now. while SuperTruck is about developing high risk technologies and breaking new ground that will move us towards the goal of energy independence over the long term Different roles both necessary 9
Progress/Update 10
SuperTruck Project Teams Competitively selected cost-shared awards with different focus areas. Cummins Inc. (Columbus, Indiana) - Develop and demonstrate a highly efficient and clean diesel engine, an advanced waste heat recovery system, an aerodynamic Peterbilt tractor and trailer combination, and a fuel cell auxiliary power unit to reduce engine idling. Focus is on engine efficiency. Daimler Trucks North America, LLC (Portland, Oregon) - Develop and demonstrate technologies including; engine downsizing, electrification of auxiliary systems such as oil and water pumps, waste heat recovery, improved aerodynamics and hybridization. Focus is on hybridization. Navistar, Inc. (Fort Wayne, Indiana) - Develop and demonstrate technologies to improve truck-trailer aerodynamics, combustion efficiency, waste heat recovery, hybridization, idle reduction, and reduced rolling resistance tires. Focus is on aerodynamics. Volvo Technology of America, Inc. (Greensboro, North Carolina) - Develop and demonstrate technologies to improve engine efficiency, truck-trailer aerodynamics, waste heat recovery, hybridization, idle reduction, and reduced rolling resistance tires. Focus is on combined truck/engine efficiency. 11
Cummins-Peterbilt Cummins SuperTruck Peterbilt SuperTruck Project: Comprehensive Project Approach to CO 2 Reduction 12
Integration of Cummins Component Technologies 13
Roadmap to 50% Engine Efficiency Program Baseline 42% Status Program Requirement 50% BTE Cummins Advanced Engine + High Efficiency AT + WHR* Evaluations Optimization 42 43 44 45 46 47 48 49 50 51 Engine Brake Thermal Efficiency (%) *WHR - Cummins Organic Rankine Cycle Waste Heat Recovery 14 Gas Flow Lower DP EGR loop Volumetric h Gains Aftertreatment WHR Cooling System Design Turbine Expander Parasitics Friction Pump Power Powertrain 14
SuperTruck Status: Cummins/Peterbilt Completed analysis of path to engine and vehicle efficiency targets Baseline vehicle testing complete Engine Testing Engine Demonstration of 48 percent BTE and US EPA 2010 Emissions Vehicle integration of Cummins Waste Heat Recovery System Design of Advanced Transmission Performance Assessment of SOFC APU CFD Analysis of Vehicle Demo. #1 Aero 15
SuperTruck Status: Cummins/Peterbilt Vehicle Aerodynamics Computational Fluid Dynamics (CFD) Analysis Truck #1 accomplished a 36% reduction in drag exceed 28% target Truck #2 analysis indicates a 43% potential drag reduction more work required to reach 48% target *Vehicle drag coefficients (Cd s) shown are adjusted to SAE J1252 baseline using % average increments from 0 and 6 degree CFD runs 16
Daimler Truck NA/Detroit Diesel SuperTruck Project Plan Technologies include: 17
SuperTruck Status: Daimler Truck NA/Detroit Diesel 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 and prototype completed in 2011 Waste heat recovery system being extensively modeled, component level testing completed, and system procurement initiated in 2011. 18
Navistar SuperTruck Project Overview Combustion Efficiency Improvement Air System Enhancements Waste Energy Recovery Aftertreatment Optimization Friction Reduction/Insulation Variable Valve Actuation Dual Fuel 19
SuperTruck Status: Navistar Engine Selection: The MAXXFORCE 13L engine is well posed to: Deliver 20% BTE gain across the engine map and the 50% MAX BTE target as seen from present tests and projections from heat recovery. Incorporated the following technologies: Extended peak cylinder pressure capability (190 220 bar) Higher injection pressure (2200 2900 bar) Electrical turbo-compounding with advance air system Systems to be procured and put on test stand: -Dual Fuel Engine -Friction reduction Package 20
Volvo SuperTruck Project Approach Advanced Driver Aids High Efficiency Combustion - Waste Heat Recovery - Turbo-Compound - Downspeeding - Idle Reduction Parasitic Loss Reduction Rolling Resistance Reduction Aero. Drag Reduction Advanced Materials Source: DEER 2011 presentation by P. Amar, Volvo 21
Volvo SuperTruck: Increasing Engine Efficiency Turbocharging Air Handling 5-6% Combustion System Advanced EATS 5-7% Rankine WHR 4-6% Friction Reduction 2-3% 2 4 6 8 10 12 14 16 18 20 Brake Thermal Efficiency Increase (%) 22 Source: DEER 2011 presentation by P. Amar, Volvo
SuperTruck Status: Volvo Technology of America, Inc. Initial studies and vehicle modeling conducted in parallel with concept development and testing to accelerate effort. Early tests with prototype high performance pistons show an improvement of 2% in thermal efficiency Selected waste heat recovery (WHR) system configuration and layout Rankine cycle WHR system expected to provide close to 10kW at cruise conditions and close to 25kW at full load condition. Begun testing of baseline vehicle to provide the data necessary to select the right concepts for an improved longhaul truck Tools and resources needed have been identified and are being secured for the duration of the project. Began modeling baseline and concept trucks for simulation and use in selection and development of the new technologies. 23
Expected Outcome Some of the SuperTruck technologies will begin to enter the market in about four years. As improved and more cost-effective manufacturing methods are developed, and market demand for better fuel economy increases, more of the technologies developed in SuperTruck will find their way into Class 8 trucks. Over the next decade, an estimated 80 percent of these technologies are expected to be seen in the marketplace. 24
Summary of Progress to Date All SuperTruck projects are on schedule to meet the 50 percent freight efficiency improvement goals. 40 percent from engine efficiency improvements; and 60 percent from other vehicle system improvements such as aerodynamics, light weighting, drivetrain friction reduction and for some of the industry partners hybridization. Vehicle baselines have been established as have the technical specification for meeting the heavy-duty engine efficiency targets Pathway to meeting the engine target of 50 percent brake thermal efficiency (BTE) have been developed. One industry partner has reported meeting 48 percent BTE for the engine. At least one industry partner will have demonstrated a 50 percent BTE at 65mph for an engine on a dynamometer by midyear. 25