© Ricardo plc 2004 RD.04/103702.1

10th Diesel Engine Emissions Reduction (DEER) Conference 29th August – 2nd September 2004

Coronado, California

Light Duty Diesel Engine Technology to Meet Future Emissions & PerformanceRequirements of the US Market

A M Greaney, Ricardo, Inc. AMGreaney@ricardo.com

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RD.04/103702.1 2

Several challenges must be met to exploit the fuel economy & performance benefits of light duty diesel in the US market

Opportunities

CAFE improvement& CO2 Reduction

Diesel appeal of torque performance

Gasoline vs Diesel Fuel MPG - European Light Duty Vehicles

0

10

20

30

40

50

60

2000 3000 4000 5000 6000 7000 8000Gross Vehicle Weight (lb)

Com

bine

d C

ycle

MPG

(US)

.

GasolineDiesel

Diesel average +45% MPG benefit

Vehicle range

Incremental market sharefor product leaders

Challenges

Meeting Tier 2 Bin 5 Emission with Robustness & Durability

Competitive Launch Performance & Refinement vs premium gasoline V-engines

US market acceptance of light duty diesel products

Widespread availability of low sulfur fuel

Need to meet all product attribute requirements

within aViable Business Case

Market issues addressed by demand if good diesel

products offered

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RD.04/103702.1 3

Engine technologies to reduce NOx at source and minimize NOx aftertreatment offers the most viable business case

NOX REDUCTION RELATIVE TO TECHNOLOGY COSTFROM EURO 4 / BIN 10 TECHNOLOGY BASELINE

0

5

10

15

20

25

30

35

40

45

50

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%NOx Reduction

Incr

ease

in E

ngin

e+A

ftert

reat

men

t Cos

t (%

)

Euro 4 / Bin 10 + DPF + LNT

DPF & re-calibration

Level 1:Improved 16.5~17 CR Combustion System & multiple injection

Level 2:Advanced air/EGR control16~16.5 CR & cold start aid

Level 3:Advanced Low Temperature Combustion

Level 2 + SCRRicardo ACTION Strategy

ACTION:Advanced Combustion Technology for Improved engine-Out NOx

! Cost/benefit estimates for 100,000~150,000 units per annum! Base cost assumes $3000~$3500 V6 variable cost and Euro 4 / Bin10 capability

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RD.04/103702.1 4

The route to reduced engine-out emissions is highly pre-mixed and lower temperature combustion

APPROACH

Source: MTZ 11/2002: Toyota

Temperature /(K)

Loca

l Equ

ival

ence

Rat

io

1000 1400 1800 2200 2600 3000

1

432

5

678

9

10

Soot formation area

NOx formation area

IMPROVED AIR/FUEL MIXING

INCREASED IGNITIONDELAY

INCREASED EGR RATES AND TEMPERATURE

MANAGEMENT

COMBUSTION AND TRANSIENT CONTROL

IMPROVED AIR SYSTEM EFFICIENCY

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RD.04/103702.1 5

EGR & Boosting System Developments

Closed-Loop ModelBased Control Developments

Low Compression Ratio Combustion System Design

LPT LPC

Large capacity bypass duct with throttle valve

HPTHPCHPC Bypass

LPT LPC

Large capacity bypass duct with throttle valve

HPTHPCHPC Bypass

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Cold Start& Drive

EnablersLOW

ENGINE-OUTNOx

The ACTION strategy integrates engine technologies to deliver low engine-out emissions with performance, refinement & fuel economy

LOW CR ⇒PERFORMANCEWITH LOW PMAX

(LOW COST & WEIGHT)

ADVANCED BOOSTSYSTEMS

⇒PERFORMANCE & ECONOMY

BENEFITS

CONTROLDEVELOPMENTS

ENABLE IMPROVEDREFINEMENT & REDUCED

COMPONENT COSTS

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RD.04/103702.1 6

The Ricardo ACTION engine technology roadmap uses an incremental approach to meet the future diesel challenges

2005 +20102007/8

! Combustion Feedback Control (CPEMS)

! NOx sensor

! In-Cycle Model-Based Control (ARTEMIS)

! Lambda sensor

! Reduced CR (~17:1)! Variable swirl! EGR bypass

! Reduced CR (~16:1)! Variable Valve Actuation! Advanced cooling

strategies

! Reduced CR (~16.5:1)! Advanced boosting! Advanced EGR systems

& temperature control! Cold start enablers

Increasing Multiple Injection Capability

! 7 hole nozzles ! +8 hole nozzles! Improved Cd

! Variable nozzle technology

! Highly Pre-mixed Combustion Concepts

Nozzle Developments

Control

LEVEL 1(T2 Bin 9 LDT, E4+)

LEVEL 2T2 Bin 8 LDT, Euro 5 LEVEL 3

T2 Bin 5 LDT?, Euro 6? Air System Developments

Increased Injection Performance

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RD.04/103702.1 7

ACTION Level 2 advanced EGR systems enable improved control of combustion temperatures

! Cold EGR enables more highly pre-mixed combustion and increased EGR rates

! 25-30% NOx reduction achieved above 6 bar BMEP

01020

30405060

7080

0 50 100 150 200 250 300 350NOx [g/h]

soot

[g/h

]

NOx / Soot Trade-Off (2000rpm, 16 bar)

10

11

12

13

14

15

Fuel

[kg/

h]

Secondary EGR Cooling ParetoPrimary EGR Cooling ParetoData (Secondary)Data (Primary)Extra data (Secondary)

ConventionalCooling

AdvancedCooling

0

100

200

300

400

500

600

0 2 4 6 8 10 12 14 16

Engine Load [bar BMEP]

EGR

Tem

pera

ture

[°C

]EGR cooler inlet temp

EGR cooler out temp - normal cooling

EGR cooler out temp - additional cooling

! Temperature control is required for light load conditions to avoid HC, CO & FC penalties

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RD.04/103702.1 8

High efficiency EGR cooling hardware will be available to meet Tier 2 & Euro 5 engine system requirements

Comparison of EGR cooler performance

0

2

4

6

8

10

12

14

16

18

20

22

24

26

0 0.002 0.004 0.006 0.008 0.01 0.012 0.014 0.016 0.018 0.02 0.022 0.024 0.026 0.028 0.03

EGR massflow (kg/s)

Q/D

TE (W

/K)

Level 1 Vehicle

Advanced prototype testbed cooling systems(Level 2 test results)

+76% Q/DTE =-29% NOx at 8g/hr soot

Conventional Euro 4cooling capability(Bypassed for low cooling)

Advanced EGRcooler hardware to be investigated+55% Q/DTE = -33% NOx

at 0.5g/hr soot

Level 1+ Status

Level 1+ coolerbypassed

PREVIOUS TEST RESULTS

! Data from Ricardo ACTION advanced air/EGR programs

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RD.04/103702.1 9

Air system technology will enhance diesel appeal and launch feel while improving emissions and fuel consumption

LPT LPC

HPTHPCHPC Bypass

HP Wastegate

LP Wastegate

LPT LPC

HPTHPCHPC Bypass

HP Wastegate

LP Wastegate

0

5

10

15

20

25

30

0 1000 2000 3000 4000 5000 6000Engine Speed (rpm)

BM

EP (b

ar)

Speed range ~ 4.5:1

Speed range ~ 2.9:1

~70kW/l @ 4000rpm

~55kW/l @ 4000rpm

Current Best in Class VNT

Future Premium

0

5

10

15

20

25

30

0 1000 2000 3000 4000 5000 6000Engine Speed (rpm)

BM

EP (b

ar)

Speed range ~ 3.7:1

Speed range ~ 2.9:1

~80kW/l @ 5000rpm

~55kW/l @ 4000rpm

Current Best in Class VNT

Premium Sports

Transient boost control superior to best in class VGT

0

500

1000

1500

2000

2500

3000

1000 2000 3000 4000 5000Engine [rpm]

Boos

t Pre

ssur

e

2-stage Set Point2-stage Boost PressureVGT Set PointVGT Boost Pressure

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RD.04/103702.1 10

Successful –25°C cold start has been demonstrated at 15.5:1 compression ratio using ceramic glow plug and intake heating

! NGK air heater activated for 10 sec before glow plug operation

! 40 amp demand only! NGK NHTC Ceramic glow plug

operation of 4 sec before cranking! Twin pilot injection

Approach

! Similar start time (<5 sec) from cranking

! Pre-glow consistent (was 12 sec) ! Stable idle! Similar or improved smoke opacity

Results compared to 17:1 baselinewith production glow plugs

5 10 15 20 25

Time (s)

Eng

ine

Spe

ed

15.5:1 CR - Ceramic Glow Plugs & Air Heater

17:1 CR

0

20

40

60

80

100

5 10 15 20 25

Time (s)

Whi

te S

mok

e O

paci

ty

15.5:1 CR - Ceramic Glow Plugs & Air Heater

17:1 CR

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Advanced control technologies are essential to improve diesel engine transient control and production robustness

Lambda feedback strategies

Closed loop model based EGRcontrol

Cylinder Pressure Based Engine Management Systems (CPEMS)

now being applied to diesel

Automotive Real-Time Engine Modelling by In-cycle Simulation

(ARTEMIS)

Ricardo RCube500+ MIPS processor developed

0

0.02

0.04

0.06

0.08

0.1

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7Full Life NOx (g/mi)

Full

Life

PM

(g/m

i) .

BIN 10

BIN 8

BIN 5

Robustness is becoming the

greatest challenge

Control System Drivers / Benefits

! Emissions & Fuel Economy! Driveability & Refinement

– Direct Torque Based Control! OBD! Reduced total system cost! Reduced calibration effort &

development time/cost

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RD.04/103702.1 12

Single cylinder research is developing ACTION Level 3 combustion system & showing potential for further significant NOx reduction

0

0.02

0.04

0.06

0.08

0.1

0.12

0 0.1 0.2 0.3 0.4 0.5NOx (g/hp.hr)

Soot

(g/h

p.hr

) .

1500 RPM2.7 Bar NIMEP

1500 RPM6.3 Bar NIMEP

100

110

120

130

140

150

160

170

180

Fuel

Con

sum

ptio

n (g

/hp.

hr)

. 1500 RPM2.7 Bar NIMEP

1500 RPM6.3 Bar NIMEP

Euro 4Baseline

AdvancedEGR

Multi-CylSingle

Cylinder

Hardware! Hydra 500 cc Single cylinder! 16:1 compression ratio combustion system! New variable swirl port design! Multiple injection system achieving up to 5

injections! 7,8, 10 and 12 hole nozzle library

Objectives! To deliver a 2010 combustion system

design! To examine the potential for advanced FIE

to enable highly pre-mixed and lower temperature combustion

! Enhance CFD combustion system design techniques using optical analysis

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RD.04/103702.1 13

Current multi-cylinder results support first introduction Bin 5 solution with Bin 8 feedgas and ~65% aftertreatment deNOx for 6000lb ~5L LDT Predicted NOx vs PM over FTP-75 Cycle

0

0.02

0.04

0.06

0.08

0.1

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8NOx (g/mi)

PM (g

/mi)

.

BIN 10

BIN 8BIN 5

~5L 6000lb ITW LDT4

~3L 4700lb ITW LDT2

Euro 4Baseline

CurrentMulti-Cylinder

Feedgas Status

DPF

ECT deNOx

Application CycleTarget NOx without deNOx ECT (g/mi)

Estimated ECT deNOx Requirement (%)

Bin 5 Full Life 0.18 65%US06 4k 0.54 0%Bin 5 Full Life 0.14 50%US06 4k 0.34 35%

5L 6000lb ITW LDT4

3L 4700lb ITW LDT2

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RD.04/103702.1 14

Summary: ACTION technologies offer an integrated approach to deliver competitive US diesels within a viable business case

! The operating range of highly pre-mixed combustion can be enhanced – Practical solutions are

under development– Robustness is becoming

the most critical challenge

! An integrated approach will result in:– Aftertreatment cost savings– Improved engine performance– Optimized the trade-off between fuel consumption, NOx and cost– Improved refinement (transient control and combustion noise)

! Engine out NOx reduction combined with minimum NOx aftertreatment offers the best potential to achieve Bin 5 and US06 emissions for ’07/’08 first Tier 2 introductions

EGR & Boosting System Developments

Closed-Loop ModelBased Control Developments

Low Compression Ratio Combustion System Design

LPT LPC

Large capacity bypass duct with throttle valve

HPTHPCHPC Bypass

LPT LPC

Large capacity bypass duct with throttle valve

HPTHPCHPC Bypass

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Fuel InjectionTechnology

Cold Start& Drive

EnablersLOW

ENGINE-OUTNOx

EGR & Boosting System Developments

Closed-Loop ModelBased Control Developments

Low Compression Ratio Combustion System Design

LPT LPC

Large capacity bypass duct with throttle valve

HPTHPCHPC Bypass

LPT LPC

Large capacity bypass duct with throttle valve

HPTHPCHPC Bypass

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Fuel InjectionTechnology

Cold Start& Drive

EnablersLOW

ENGINE-OUTNOx