© Ricardo plc 2005 DEER 2005

Ricardo’s ACTION Strategy:An Enabling Light Duty Diesel Technology

for the US Market

11th Diesel Engine Emissions Reduction Conference21st – 25th August 2005

Palmer House Hilton, Chicago

Adrian Greaney – Chief Program Engineer, Light Duty Diesel, Ricardoadrian.greaney@ricardo.com

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Our industry has already made remarkable progress in light duty diesel technology…..

…..and developments continue to show significant potential for future US and global diesel products…….

0%

20%

40%

60%

80%

100%

120%

140%

160%

180%

1996 1998 2000 2002 2004 2006 2008 2010

EU3 EU4EU2

AVG. SPECIFIC TORQUE

AVG. SPECIFIC POWER

EU FLEET AVG. CO2

PM EMISSIONS

NOx EMISSIONS

Last significant US consumer experience in

early/mid 1980’s

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Contents

Critical challenges in developing light duty diesel solutions for the US

Ricardo’s approach to meeting the US diesel challenge

Status update on minimum engine-out NOx development

Summary and conclusions

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Contents

Critical challenges in developing light duty diesel solutions for the US

Ricardo’s approach to meeting the US diesel challenge

Status update on minimum engine-out NOx development

Summary and conclusions

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There are many challenges in developing light duty diesel solutions for the US market

Technology Strategy

Lowest system cost

Engine technology selection

Aftertreatment technology selection

Control approach & OBD

Emissions variability & durability

Retain diesel fuel economy benefit

Deliver performance & refinement

Commonality with Euro technology

Robustness to fuel quality

Market/Product Strategy

Diesel vehicle selection

US specific or shared EU platforms

Alignment to gasoline products

Alignment to hybrid products

Pricing strategy

45 States (Bin8) or 50 States (Bin5)

CAFE strategy

Market acceptance

ACHIEVE VIABLE BUSINESS CASE

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Contents

Critical challenges in developing light duty diesel solutions for the US

Ricardo’s approach to meeting the US diesel challenge

Status update on minimum engine-out NOx development

Summary and conclusions

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Achieving a viable business case remains the most significant challenge to Light Duty Diesel growth in the US market, and is highly dependent on the selected emissions technology strategy

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 + 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

Level 2 + LNT

BASELINE4-5L V8 HSDI

$4k - $4.5k variable cost

~100k unitsper year

Euro 4 / Bin10 technology with

oxidation catalyst only

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ACTION is a diesel engine technology strategy to provide lowest cost robust emissions solutions through engine-out NOx reduction

Targets support Euro 5 and US

Tier 2 Bin 5 Requirements

Approach consists of a progressive roadmap of technology

development

Advanced Combustion Technology for Improved engine-Out NOx

Tech

nolo

gy M

atur

ity

SingleCylinder

MultiCylinder

VehicleDemo

2003 2004 2005 2006 2007 2008 2009 2010

REDUCED ENGINE-OUT NOxIMPROVED PERFORMANCERETAIN FUEL ECONOMY BENEFIT

ACTION Level 2Tier2 Bin8

Engine-Out NOx in 3500lb LDV

ACTION Level 3Tier2 Bin5 Engine-Out NOx in 3500lb LDV or

~0.1g/mi LDT4

ACTION Level 4?Tier2 Bin5 Engine-Out

NOx in LDT4?

Euro 4

SeriesProduction

Ready

ACTION Level 1Euro 5 Engine-Out NOx in 3500lb LDV

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Two approaches exist to lowering engine NOx and soot levels but both are often called “HCCI”

Partial HCCI or Highly Premixed Cool Combustion (HPCC)

Highly pre-mixed combustion achieved by injecting fuel during the ignition delay period

• Injection timings near TDC• Low [O2] to control RoHR• High rail pressures• High levels of swirl

• Very low NOx and soot emissions• Moderate increases in HC and CO emissions• Increase in fuel consumption if combustion too late• Application over wider operating zone• More practical control

Practical approach for near-term introduction

Homogeneous Charge Compression Ignition (HCCI)

Homogeneous. low temperature combustion achieved by early injection

• Injection timings before -30 °CA ATDC• Low [O2] to retard and control RoHR• Multiple injections• High levels of swirl

• Ultra-low NOx and soot emissions• Large increase in HC and CO emissions• Maximum load limited• Major control challenge due to mode switching• Combustion phasing challenge

Long-term option, but with many practical problems to solve?

Low NOx and soot diesel combustion strategies

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Progressive technology developments are enabling highly pre-mixed cool combustion (HPCC) to achieve T2 Bin 5 engine-out

Numbers indicate percentage of fuel injected before start of combustion of the main injection

100 %

85 %

70 %

100 %

85 %

70 %

100 %85 %

70 %

Euro 4 – O2 Concentration Map Level 2 – O2 Concentration Map Level 3 – O2 Concentration Map

ACTION ROADMAP(Advanced Combustion Technology to Improve engine-Out NOx)

Euro 4Baseline

(Engine-Out NOx)

LEVEL 2T2 Bin 8

(Engine-Out NOx)

LEVEL 3T2 Bin 5

(Engine-Out NOx)

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

Air System Developments

2005 20102007/8

NOx sensor In-Cycle Model-Based Control (ARTEMIS)

Lambda sensor

Variable swirlEGR cooler+bypass1 Stage VGT

Staged boostingAdvanced cooling strategiesLP EGR (app.specific)

Enhanced EGR cooling & temperature control

Reduced CR (~17:1)7 hole nozzles

Reduced CR (~16.5:1)+8 hole nozzlesCold start enablers

Reduced CR (~16:1)Highly Pre-mixed Combustion

Combustion System Developments

Closed Loop Control Development

LEVEL 1(T2 Bin 9 LDT, Euro 5

without NOx A/T)

LEVEL 2(T2 Bin 8 LDT

without NOx A/T)

LEVEL 3(T2 Bin 5 LDV, Euro 6?

without NOx A/T)

Increased multiple injection capabilityIncreased fuel injection performance

Combustion Feedback Control (CPEMS)

Variable Valve Actuation

LEVEL 4 (TBC)(T2 Bin 5 LDT?

without NOx A/T)

Variable nozzle technology

2012+

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Contents

Critical challenges in developing light duty diesel solutions for the US

Ricardo’s approach to meeting the US diesel challenge

Status update on minimum engine-out NOx development

Summary and conclusions

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-4

-2

0

2

4

6

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14

0 500 1000 1500 2000 2500 3000 3500Engine Speed [rpm]

BM

EP [b

ar]

.

Preliminary assessment of Euro 5 vehicle on US cycles shows Bin 5 feasibility with ~60% aftertreatment deNOx requirement

0.136g/mi

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

0 500 1000 1500 2000 2500Time [s]

Cum

ulat

ive

NO

x [g

]

.

0

10

20

30

40

50

60

Targ

et V

ehic

le S

peed

[mph

]

Engine Out (Test) Post SCR (Simulation)

0.000

0.020

0.040

0.060

0.080

0.100

0.120

0.140

0.160

CO/10 HC NOx PM

[g/m

ile]

.

(Bin 5 50k NMOG)

CO 3.4 g/mile

ENGINE-OUT

TAILPIPE

BIN 5 50k LIMIT

NOx

~2L 3500lb ITW vehicle75hp/liter specific ratingACTION Level 2 hardware with single stage VGT & enhanced EGR cooler with bypassNo US specific hardware optimizationMinimal calibration developmentExcludes Bin 5 combustion & air/EGR system developments

FTP-75

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0.00

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0.35

CO HC NOx PM

[g/m

ile]

.

CO 8.0 g/mile

ENGINE-OUT

TAILPIPE

US06 4k LIMIT

Preliminary assessment of Euro 5 vehicle on US cycles shows Bin 5 feasibility with ~60% aftertreatment deNOx requirement

0.29g/mi

US06 load increases to 20 bar BMEP4k Tier 2 NOx feasible with ~60% aftertreatment NOx reductionPotential for further improvements with re-optimization of combustion & air/EGR system for higher loadsFTP-75 fuel economy of 40.2mpgUS06 fuel economy of 43.2mpg -4

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4

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0 500 1000 1500 2000 2500 3000 3500Engine Speed [rpm]

BM

EP [b

ar]

.

US06

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0 100 200 300 400 500 600Time [s]

Cum

ulat

ive

NO

x [g

]

.

0

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90

Vehi

cle

Spee

d [m

ph]

.

Engine-Out (test) Post SCR (simulation)US06 Cycle

NOx

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Single cylinder research tool has been used to investigate combustion fundamentals & define requirements for Tier2 Bin5

Research StatusNew single cylinder and optical engines establishedStrategy for ultra low NOx confirmedAir/EGR requirements for Bin 5 and US06 definedCombustion system hardware direction defined CFD design tools under developmentBin 5 emissions potential demonstratedNext generation fuel system technology not yet exploited

0.0

0.5

1.0

1.5

2.0

2.5

3.0

0 2 4 6 8 10 12 14 16Engine BMEP [bar]

NO

x [g

/kW

.h] Euro 4

Bin 5 & US06Target Map

(1590 kg/3500 lb)

Single cylinder test results at 2000 rev/min

1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000

2

4

6

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10

12

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Engine Speed [rev/min]

BM

EP [b

ar]

EGR Map [%]

12.5

15

17.5

2022.

5

25

27.5

3032.

5

35

37.5

40

42.5

45 47.5

5052.555

57.560

62.5

65

67.5

70

72.572.577.5

72.5

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0.00

2.00

4.00

6.00

8.00

10.00

8.00 12.00 16.00 20.00 24.00Oxygen concentration (%)

NO

x (g

/kW

h)Oxygen concentration reduction by lowering air/fuel ratio and raising EGR rates is the key to lowering NOx emissions

Reducing O2 concentration leads to reduced maximum combustion temperatures and therefore NOx emissions

E4

ACTIONLevel 3

ACTIONLevel 2

Euro 4

Level 2

Level 3

Overview of ACTION trend at 4 steady state key points

17 bar

11 bar

3 bar

7 & 8 bar15.0 21.017.0 19.00

50

100

150

200 3000

2750

2500

2250

2000

NO

x (g

/h)

Flam

e te

mpe

ratu

re (k

)

Charge [O2]

Reference: Nakayama et al. SAE 2003-01-3181

Calculated flame temperature &calculated NOx emissions using

Zeldovich mechanism

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Part load / rated power trade-off at high EGR rate

40.0

45.0

50.0

55.0

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90.0

4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0

BMEP achieved at 2000rpm with 42% EGR, bar

spec

ific

pow

er a

t 400

0rpm

, kW

/l

baseline:short route EGR, single VGT

short route EGR systemstwo stage TC / TC + SC

long route EGR systemstwo stage TC / TC +SC

long route EGR, single VGT

LPT

HPTHPCVGT

LPT LPC

HPTHPCHPC Bypass

HP Wastegate

LP Wastegate

LPT LPC

HPTHPCHPC Bypass

HP Wastegate

LP Wastegate

VGT

Extensive study of boost & EGR system concepts completed to assess alternative systems against Bin 5 requirements

12+ system configurations studied including the following:– Single stage VGT with and without wastegate– Variable compressor– Alternative two-stage configurations– Turbocharger and Supercharger arrangements– High pressure and low pressure EGR routings

Long route systems

decouple EGR and boost systems

allowing high EGR and high

rating

Short route systems cannot

be simultaneously optimized for high

EGR and high rating

PART LOAD/RATED POWER TRADE-OFF WITH HIGH EGR RATE

BMEP ACHIEVED AT 2000rpm & 42% EGR (bar)

SPEC

IFIC

PO

WER

AT

4000

rpm

(kW

/L)

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Ricardo target for ACTION Level 3 is Tier 2 Bin 5 without active NOx aftertreatment in a ~3500lb passenger car

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EU4 ACTION 1 ACTION 2 ACTION 3 ACTION 4

US0

6 N

Ox,

g/m

0

0.1

0.2

0.3

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0.8

FTP7

5 N

Ox,

g/mUS06 Bin 10

FTP75 Bin 10

FTP75 Bin 5 (0.04)US06 Bin 5

US06

FTP75

0%20%40%60%80%

100%

EU4 ACTION 1 ACTION 2 ACTION 3 ACTION 4

A/T

deN

Ox

Req

'd.

% A/T deNOx for FTP75 Bin 5

% A/T deNOx for US06

ACTION NOx Reduction for Passenger Car (LDV)

Current vehicle capability

Current Single Cylinder Status

Lean feedgas NOx emissions

ACTION Level 3 consistent with FTP75 Bin 5 in LDV without NOxaftertreatment

ACTION Level 3 consistent with US06 Bin 5 in LDV without NOxaftertreatment

ACTION Projection

Aftertreatment deNOx quoted relative to lean feedgas calibration

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0.00

0.50

1.00

1.50

2.00

2.50

US0

6 N

Ox,

g/m

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

FTP7

5 N

Ox,

g/m

FTP-75 becomes more challenging for LDT4, but aftertreatment deNOx could be reduced to ~60% with ACTION Level 3

ACTION Level 3 consistent with US06 Bin 5 in LDT4 ACTION Level 3 consistent with FTP75 Bin 5 with ~60% NOx A/T

ACTION ProjectionUS06 Bin 10

FTP75 Bin 10

FTP75 Bin 5

LDT4 US06

US06 FTP75

ACTION NOx Reduction for LDT4 (~5L 6000lb ITW)Lean feedgas NOx emissions

Target for 6000-7000lb LDT4

0%

20%

40%60%

80%

100%

EU4 ACTION 1 ACTION 2 ACTION 3 ACTION 4

A/T

deN

Ox

Req

'd

% A/T deNOx for FTP75 Bin 5

% A/T deNOx for US06

Aftertreatment deNOx quoted relative to lean feedgas calibration

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Contents

Critical challenges in developing light duty diesel solutions for the US

Ricardo’s approach to meeting the US diesel challenge

Status update on minimum engine-out NOx development

Summary and conclusions

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Conclusions

Engine out NOx reduction combined with minimum NOx aftertreatment offers the most robust approach to Tier 2 Bin 5– Aftertreatment deNOx requirement reduced to <60%– Enables SCR solutions with service interval urea refill– Offers potential for robust LNT solutions and possible LNT cost reduction– NOx aftertreatment may be deleted for smaller vehicle applications

Robustness (emissions variability) is becoming the key challenge– Closed loop combustion control solutions are under development

Huge progress in diesel emissions reduction has been made over the last ~10 years

Highly Pre-mixed Cool Combustion offers a practical approach to further significant engine-out NOx reduction for Tier 2 Bin 5 applications

NOx Reduction Trend

0%

20%

40%

60%

80%

100%

EU2

EU3

EU4ACTIO

N1ACTIO

N2ACTIO

N3ACTIO

N4

Rem

aini

ng N

Ox

%

.