atp-ld; cummins next generation tier 2 bin 2 diesel engine2013: mule hardware will go to jm for...

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This presentation does not contain any confidential, proprietary, or otherwise restricted information.

ATP-LD; Cummins Next Generation Tier 2 Bin 2 Diesel Engine


Michael J Ruth Cummins Inc

17 May 2013

Project ID:ACE061

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Next Generation T2B2 Diesel Engine Overview

Timeline Start: 10/1/2010 End: 9/31/2014 Complete: 60%

Barriers GHG Requirements of 28 MPG

CAFE in ½ ton pickup truck Low emission – Tier2 Bin2 Cost effective solution

Budget Total Project: $15M DoE $15M Cummins Total Spend to date: $9.6M DoE $9.6M Cummins

Partners Nissan Motors Light Truck Johnson Matthey Inc

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Next Generation T2B2 Diesel Engine Objectives

Engine design and development program to achieve: – 40% Fuel Economy improvement over current gasoline V8

powered half-ton pickup truck – Tailpipe requirements: US T2B2 new vehicle standards

FE increase in light trucks and SUVs of 40% would

reduce US oil consumption by 1.5M bbl/day – Lower oil imports and trade deficits – GHG emissions reduction of 0.5 MMT/day – Enable OEM ability to continue to offer products as capable as

those in commerce today.

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Next Generation T2B2 Diesel Engine Objectives

*

* Baseline data from 2010 EPA database for new vehicle certification for Nissan Titan 2WD at 5500 lb test weight ** DoE program targets base on MPG values at 40% greater than base *** 26 mpg CAFE does not meet 2015 GHG requirement of 28 mpg

** Baseline

vehicle dataDoE Program

TargetFTP – 75

“city”15.6570

21.8462

mpgg/mi CO2

HFET“hi-way”

24.5363

34.3292

mpgg/mi CO2

CAFE18.6476

26.0385

mpgg/mi CO2

“Highway” ***

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2013 Milestones

2013 Milestones Mar 2013 100 New engine torque curve demonstration July 2013 30 T2B5 Demonstration on engine dynamometer Aug 2013 0 T2B2 Development Engine start up Sept 2013 10 T2B5 Vehicle installation (DEER display) Dec 2013 0 T2B5 Vehicle demonstration Dec 2013 0 Complete T2B2 engine side development

% Complete

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Future Milestones

2014 March 2014 T2B2 Aftertreatment integrated in dynamometer environment

June 2014 Convert Vehicle to T2B2 configuration

May 2014 Demonstration of FTP on engine dyno at T2B2 tailpipe

Sept 2014 Demonstration of FTP on chassis at T2B2

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Technical Approach

Replace aluminium V8 gasoline engine and emission control system with smaller diesel and its emission control system (ECS) without a weight penalty Extensive use of aluminium as well as space saving

design features for new engine weight control Down Sized Engine with high power density Integration of learning from LTD and LDECC programs

to utilize PCCI and high charge flow operation Reduce FE penalty due to emission controls

– Low pressure EGR, Cold Start Concept (CSCTM) catalyst for cold start NOx & HC mitigation, NH3 gas System for immediate reductant delivery, and a small engine running higher loads resulting in faster warm-up

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Technical Accomplishments and Progress; New Engine

Cummins has successfully designed and procured an all Aluminium 2.8L engine – 362 lb (production 2.8L = 480 lb)

Gasoline engine w/ECS – 514 lb

152 lb weight allowance for diesel ECS and application – Exhaust (with catalysts) – Reductant and delivery system – Added cooling circuit

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New engine first fire Dec 2012 New engine torque curve Jan 2013

– 350 Ft-lb at 2000 RPM – 210 Hp at 3200-3600 RPM

New engine modal emission demo Feb 2013 – T2B5 Trim (HP EGR only)

NOx g/mi

PM g/mi

FE MPG

ATLAS 0.69 0.09 26.1 Mule 0.63 0.09 25.2

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Initial set of test data – EGR sweeps – All high pressure EGR

Trends display advantage of new engine design

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Technical Accomplishments and Progress; Controls

Concluded work with Rose-Hulman on NOx Sensor – Will not use “observability” technique to control SCR – Insufficient time/capability for T2B2 requirement – Plan to use Cummins SCR control technology

Air Handling System plan to use Model Predictive Controller (MPC) – Physical model linearized about discrete conditions, utilizing

empirical data to calibrate transfer functions – Ability to rapidly change target control parameters (air flow,

charge flow, etc) and hardware configurations – Great start for OBD development

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Technical Accomplishments and Progress; Controls

Mule engine test data – Dual loop EGR – VGT – MPC Targeting Test

Response to target parameter – NOx & PM show little

response to change in target parameter

– Large HC response

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Technical Accomplishments and Progress; Aftertreatment

Continued development work on Cold Start Concept (CSCTM)* Catalyst Technology – CSCTM is an advancement beyond passive NOx adsorber

– Improved NOx holding capacity – Repeatable loading and complete release at 350oC – Optimizing PGM loading for performance

• NO2/NO split and HC conversion

SCR on Filter formulation advances – Showing improved effectiveness both degreened as well as

fully aged – Very high performance under warm conditions

*CSCTM is a trademark owned by JM

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Reference formulation

New formulation

Intermediate formulation

New CSCTM formulation has significantly higher instantaneous NOx trapping efficiency at 80oC

100 sec test

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New CSCTM can be fully regenerated by thermal exposure to 350oC under lean conditions

Cumulative NOx stored on the CSCTM for the first 100 seconds at 80oC after regeneration at 650oC (blue bar) and subsequently after each repeated regenerations at 350oC (red bars)

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Catalyst optimization for optimal NO2/NOx & HC conversion varying PGM load on CSC™ parts

PGM loading increases as X>Y>Z g/ft3

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NOx conversion for current and improved SCR technologies, degreened and engine aged

0

10

20

30

40

50

60

70

80

90

100

FTP75 US06 HWFET

NO

x Co

nver

sion

(%)

Current SCR (4k aging)

Improved SCR (4k aging)

Current SCR (120k aging)

Improved SCR (120k aging)

(same technology to be applied to SCRF)

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Collaborations

Partners – Johnson Matthey –(industry, subcontractor) Advanced aftertreatment

formulations and architecture • CSCTM for cold start NOx and HC emission mitigation • Close coupled SCR on filter for improved cost and effectiveness • Mule engine hardware transferred to JMI for on engine development

– Nissan (industry, partner) – Vehicle integration and guidance on engine technical profile.

Other involvement – Rose-Hulman – (institution, contract) Control system development to

reduce sensor needs and improve robustness of controls – ORNL – (Nat’l Lab, association) working with light weight CRADA team to

integrate advanced material process into base engine components • Additional work on fast exhaust gas measurement to ID individual cylinder

performance work is being planned

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Future Work

2013: Move all Cummins development from mule to new engine – Second round of castings in process to fix material specification problems as

well as design and machining fixes

– Document individual cylinder performance via ORNL CO2 measurements

– Procure hardware and begin T2B2 development (New engine LP-EGR)

2013: Mule hardware will go to JM for catalyst system development – System integration work for on engine testing

– Formulation optimization and tuning as a system test bed

2013: Control network refinement – Integrate engine and aftertreatment control systems into on control module

– Move MPC from controls rapid prototype tool to control module

– Develop electrical load management for cold start • Glow system, starter motor, NH3 storage system heater

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Summary Cummins is on plan to deliver fuel economy 40% improved

over that of the baseline gasoline power train while also meeting the requirements of Tier2Bin2 tail pipe emissions. Technical focus over the past year have been centered on

transferring work from mule to new engine – Planned march to achieve T2B5 followed up by T2B2 demo

The new engine is showing fuel economy improvement at similar NOx and PM as mule in a packaging friendly design Cummins and our partners are developing technology to

improve the overall engine package; – JM – Delivering materials for low temperature emission mitigation – ORNL – Leveraging light weight materials and measurement techniques

for general engine development – Nissan – Guiding hardware updates to vehicle systems for up to date

technology improvements

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Technical Backup Slides

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Technical Approach – High Efficiency Learning from LDECC program

– High charge flow for extended PCCI operating range – High charge flow reduces energy available for A/T

Appropriate sized engine – Down sized engine =>Increased power density => Maintain

vehicle drivability & Improved FE – Down sized engine => increased loads => higher exhaust gas

temperature => Improved A/T performance

Reduce FE penalty due to emission controls – Low pressure EGR to reduce pumping work – CSCTM to control NOx & HC under cold start w/o FE penalty – Direct Ammonia Delivery System (DADS) for immediate

reductant delivery without need for thermal enhancement

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Technical Approach – High Efficiency Engine weight control via design features

Light weight steel piston for reduced friction & compression height with increased power density

• Reduce deck height=> reduced cylinder block weight

Aluminum cylinder head and block • Reduced weight and physical size • Create a weight allowance for emission control devices

Low thermal mass exhaust manifold for rapid warm up • Reduced mass & thermal load vs standard cast iron construction

Forged crankshaft with smaller (than cast) journals and increased strength for power density

• Smaller and lighter vs standard cast iron

Goal: equivalent application weight as baseline engine

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Technical Approach – High Efficiency Appropriate sized engine

Down sized engine =>Increased power density => Maintain vehicle drivability & Improved FE

Addressable market based on power

and torque band in base offerings. Ideal positioning given current

capabilities is shown with a ‘star’. Value proposition is ‘high FE’ with

acceptable power/torque.

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Technical Accomplishments and Progress Engine Out Emissions and Fuel Economy

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0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

BASELINE ATLAS 1.1 ATLAS 1.3 ATLAS 1.4 ATLAS 1.5

LA-4

Fue

l Eco

nom

y (m

pg)

Engi

ne O

ut N

Ox

[g/m

i]

LA4HWFETLA-4 Fuel Economy

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APT LD Fuel Economy Plan

Con

vers

ion

to d

iese

l fue

l

Clo

sed

cycl

e ef

ficie

ncy

Hig

h Ef

f NO

x Af

tertr

eatm

ent

Hig

h Ef

f HC

Afte

rtrea

tmen

t

Clo

se c

oupl

ed D

PF

Low

Pre

ssur

e EG

R C

ircui

t

Varia

ble

Swirl

/ Ad

v po

rt de

sign

Exh

ther

mal

man

agem

ent d

esig

n

Acc

driv

e co

ntro

l opt

imiz

atio

n

VVA

oper

atio

n

Cyc

le tu

ning

Inte

rnal

eng

ine

para

sitic

s

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16

18

20

22

24

26

28

Fuel

Eco

nom

y (m

pg)

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APT Light Duty Tailpipe NOx Strategy

Clo

sed

cycl

e ef

ficie

ncy

Hig

h Ef

f NO

x A

ftert

reat

men

t

Hig

h Ef

f HC

Afte

rtre

atm

ent

Clo

se c

oupl

ed D

PF

Low

Pre

ssur

e EG

R C

ircui

t

Varia

ble

Swirl

/ A

dv p

ort d

esig

n

Exh

ther

mal

man

agem

ent d

esig

n

Acc

driv

e co

ntro

l opt

imiz

atio

n

VVA

oper

atio

n

Cyc

le tu

ning

Inte

rnal

eng

ine

para

sitic

s

0.00

0.05

0.10

0.15

0.20

0.25

0.30

Conversion to diesel fuelClosed cycle efficiencyHigh Eff NOx AftertreatmentHigh Eff HC AftertreatmentClose coupled DPFLow Pressure EGR CircuitVariable Swirl / Adv port designExh thermal management designAcc drive control optizationVVA operationCycle tuningInternal engine parasitics

Tailp

ipe

NO

x (g

/mi)

Con

vers

ion

to D

iese

l

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Technical Approach - Exhaust System Configuration

• Close coupled filter system to enable low pressure EGR • SCR coated on filter (SCR-F) allows for close coupling of SCR function for

fast light off • Use of a direct ammonia delivery system (DADS) can further improve NOx

conversion performance by reducing the time delay before NH3 introduction after cold start

• DADS also allows for multiple NH3 dosing locations, which allows for the integration of additional under-floor SCR elements to mitigate IRAF

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Technical Approach – High Efficiency Appropriate sized engine

Down sized engine => increased loads => higher exhaust gas temperature => Improved A/T performance

50

150

250

350

450

550

650

750

0 20 40 60 80 100

Exh

gas

Tem

p (d

eg C

)

Load (%)

FTP

-75

Cyc

le R

equi

rem

ent

40

50

60

70

80

90

100

200 250 300 350 400 450 500

Temperature (C)

Rel

ativ

e N

Ox

Red

uctio

n (%

)

NAC

SCR

Large Displacement

Small Displacement

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Technical Approach – High Efficiency Reduce FE penalty due to emission controls

Low pressure EGR to reduce pumping work In

crea

sing

Pum

ping

Wor

k to

Driv

e E

GR

Q

Q

Engine

Exhaust Fresh air

CA

C

LP

HP

Reducing Intake Manifold O2 Concentration

Steady speed and load, Fixed A/F ratio, EGR sweep

HP Loop

LP Loop Increased Gas Cooling

Targ

et

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PNA to control NOx under cold start w/o FE penalty • A passive NOx Adsorber (PNA) stores

NOx at low temperature and desorbs as the catalyst temperature increases

• With an optimal formulation release of NOx when the SCR reaches operating temperature

• PNA stores approximately 65% of the NOx released by the engine up to 180s into the cold FTP cycle

• This stored NOx is released around 180s when the exhaust temperature reaches 200oC Nearly all NOx captured

by PNA during cold start

Peak NOx Storage at 160oC

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Design features for fast warm up – Fabricated exhaust manifold instead of cast iron – Close coupled aftertreatment

• DOC/DPF assembled onto engine • Dual wall exhaust pipe work underbody

– Minimized exhaust port “wetted” area Decreasing exhaust

manifold weight

0

50

100

150

200

250

300

0 20 40 60 80 100 120 140 160 180 Time (sec)

Exh

Sta

ck T

emp

(C)

Air Gap

Insulated Exhaust Port

Increasing Manifold Weight

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Technical Accomplishments and Progress Vehicle Systems

Mule vehicle build complete – Established vehicle communication network – Baseline for mule engine fuel economy and emission map – Development bed for NVH solutions

Completed system map for FE accounting – Alternator, Vacuum pump, Oil viscosity, etc.

Base 15W40

Mech Vac

15W40 Elec Vac

5W30 Mech Vac

15W40 Mech Vac No Alt load

Fuel Economy LA-4 24.2 24.4 25.5 26.9 MPG

Fuel Economy HWFET 33.1 N/A N/A N/A MPG

atp-ld; cummins next generation tier 2 bin 2 diesel engine2013: mule hardware will go to jm for...

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