Aneja (2006) - Heavy-Duty Engine Technology for High Thermal Efficiency at EPA 2010 Emissions...

7/29/2019 Aneja (2006) - Heavy-Duty Engine Technology for High Thermal Efficiency at EPA 2010 Emissions Regulations

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Confidential and Proprietary to Freightliner LLC. Freightliner LLC. All rights reserved. Detroit Diesel Standard Template.ppt

Heavy-Duty Engine Technology for High Thermal Efficiency at EPA 2010Emissions Regulations

Craig Savonen, Guangsheng Zhu, Houshun Zhang, Sandeep Singh, Rakesh AnejaAugust 23, 2006


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Detroit Diesel Standard Template.ppt 1Confidential and Proprietary to Freightliner LLC. Freightliner LLC. All rights reserved.

Presentation Outline

Technical Status Towards Project Objectives

Technology Development Methodology

Technology Building Blocks Example Case Studies

9 Combustion

9 Fuel Injection System

9Air and EGR System

9 Controls

9 System Integration

Conclusions


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9 Combustion


9Air and EGR System

9 Controls


Conclusions


4/23


Project Objectives

Develop and validate on-highway truck engine technologies for 50% thermal efficiency and near-zero emissions (NZ-50) that are viable for subsequent product development and eventualcommercialization

Project Duration CY2000-CY2006

Project Sponsorship U.S. DOE, Office of Vehicle Technologies

Emphasis on Enabling Sub-system Technologies

9 Low Emissions Combustion Processes

9Fuel Injection Events Flexible, Precise, Repeatable, Distributed, Modulated Pressure / Rate-shape

9 Engine Charge Efficient Charging and EGR Cooling; Efficient, Variable Breathing

9 Controls and Automated Calibration Techniques Model-based, Adaptive, Closed-Loop

9 Basic Aftertreatment and System Integration Vehicle Boundary Conditions

NZ-50 Multi-cylinder Test-bed


5/23DetroitDiesel StandardTemplate.ppt 4Confidential and Proprietary to Freightliner LLC. Freightliner LLC. All rights reserved.

Representative Over-the-Road Truck Route

0

10

20

30

40

50

60

70

80

90

100

Speed [rpm]

400 600 800 1000 1200 1400 1600 1800 2000 2200

14

14

10

10

10

6

6

6

6

Percent Time Spent as a Function of Engine Speed and LoadTypical Over-the-Road Operation - Class 8 Truck with 80,000 lbs. GVW

Detroit, MI to Carlisle, PA

Load

[%]

In addition to the project objective of peak thermal efficiency at a single operating condition, emphasis

placed on fuel economy (equivalent thermal efficiency) during over-the-road representative cycles


6/23Detroit Diesel Standard Template.ppt 5Confidential and Proprietary to Freightliner LLC. Freightliner LLC. All rights reserved.

Thermal Efficiency StatusIntegrated Experimental and Analytical ResultsPeak Thermal Efficiency at a Single Operating Condition

Phase II-A

Out-of-Box with 07 Emissions

Phase II-A Interim

Result

FY05 Joule

Milestone

Demonstration

Phase I

Current ProductionEngines

NZ-50 Phase I

Demonstration

Technologies to Achieve 50.2% Thermal Efficiency Demonstrated

? Roadmap for >50% Equivalent Thermal Efficiency Being Developed

Phase II-B Interim

Results

PhaseII-B



Thermal Efficiency Roadmap - Key Building BlocksPeak Thermal Efficiency at a Single Operating Condition

Combustion OptimizationDistributed Injection EventsEGR Cooling System OptimizationCharging and Breathing Efficiency ImprovementBasic Exhaust Recovery

Selective Implementation of Low Emissions CombustionBasic NOx Aftertreatment Integration

Higher Compression Ratio (Higher Peak Firing Pressure)High Efficiency NOx AftertreatmentExhaust Energy Recovery (Turbo-compounding)

Increased Turbo System EfficiencyVariable BreathingAftertreatment Back-pressure Reduction

Parasitic Loss Reduction



Progress Towards Near-zero EmissionsExperimental Multi-Cylinder Engine Results

System-out Emissions Demonstrated to be Below 2010 EmissionsLevels over Representative Over-the-road Conditions



Progress Towards Near-zero EmissionsExperimental Multi-Cylinder Engine Results

Integrated System/Controls Optimization

ConventionalCombustion Optimization

Selective Implementation

of Low Emissions Combustion

EPA 2010 System-out Emissions LevelsDemonstrated over Transient FTP







9 Combustion


9Air and EGR System

9 Controls


Conclusions



DDCs Integrated System Development Approach

2010+ Technology

Conceptual Targets

Identified via Analysis

Steady-state Multi-cylinder

Development Validates Analysis;

Simulates Transient

Transient Multi-cylinder

Development Validates

Steady-state Development;

Simulates Vehicle

Vehicle Development Validates

Transient Development; Identifies

Baseline for Next-generation



NZ-50 Phase II-B Technology IntegrationBuilds on Phase I, Phase II-A

Advanced Transient

Combustion &

Emissions

Model-based Control

Strategies

Fuel System Flexibility

Next Generation

EGR System &

Exhaust RecoveryConcepts

Integration of

Aftertreatment

Technologies

Phase IIPhase II--BB

Phase I, II-A Demo

Transferable

Technology

2010+ System-level

Boundary Conditions



NZ-50 Phase II Multi-cylinder Test-beds

NZ-50 Phase II Test-beds based on Multi-cylinder Series 60-2007 (shown above) and PrototypeHeavy-duty Engine

Prototype Heavy-duty Engine Test-bed Equipped with Exhaust Energy Recovery Hardware andIncreased Peak Firing Pressure Capability

Test-beds Equipped with Multiple-leg Exhaust System with Bypass to Provide Flexibility for TestingEngine-out and Tailpipe-out Configurations

Test-beds Equipped with Multiple Emissions Sampling Capability to Provide Spatial and Temporal

Resolution of Exhaust Species for Low Emissions Combustion


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9 Combustion


9 Air and EGR System

9 Controls


Conclusions


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Example Combustion System ResultLow Emissions Combustion Development on NZ-50 Phase II-B EngineDemonstrated Up to 70% Load (~15bar BMEP)

Low

Emissions

Combustion

Technical Demonstration of EPA 2010 Emissions

Engine-out

However, Technology not Viable for

Commercialization in the Near-to-Mid Term due

to Significant Thermal Efficiency Deterioration

In-cylinder Spatial Distribution of Temperature

and Equivalence Ratio forTraditional Diffusion

Limited Combustion and Low Emissions

Combustion

DOE-DDC Light Truck Program CY2002


16/23


Example Fuel Injection / Controls System ResultTechnology Demonstration of Precise, Distributed Injection Events

TDC

720CA

Injector #1

Injector #3

240CA

Cam Signal

Crank Signal

Simulated NZ-50

engine cam/crank

timing configuration

5 injection events

with 360 to 360 CA

injection timing span

There is overlapping

of injection among

six cylinders


17/23


Example Air and EGR System ResultVariable Breathing Optimization of Exhaust Valve Event and Intake Valve EventUsing Design of Experiments

0

1

2

3

4

5

6

7

8

9

10

A25 B25 C25 B50 A75 C75 A100 B100

BS

FCImprovement(%)

Various Engine Operating Modes

BSFC

BSFC

Comprehensive Engine Cycle Simulation Model Developed and Calibrated

Model Coupled with Design of Experiments and being Utilized to Analytically Optimize Engine Breathing Events to Reduce PumpingLosses, for Thermal Management and for In-cylinder Temperature Control for Low Emissions Combustion

Initial Application of the Model over Steady-state Operating Conditions, Followed by Application over Transient Conditions


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Example Controls and Calibration System ResultModel-Assisted Total System Calibration and Optimization

Demonstrated improvement in FTP emissions

(NOx, CO) and fuel economy

Method emerging as a promising tool for calibrating

and optimizing increasingly complex total system

comprising engine, aftertreatment (NOx and PM)and vehicle systems

The next step involves 2nd iteration of model

generation and experimental validation over steady

state and transient

Optimized window showingimprovement in NOx, Smoke and

BSFC

Baseline

Analytical example shown here

demonstrates ~6% reduction in fuel

consumption and over 20% reduction inNOx and smoke emissions


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Example System Integration ResultDemonstration of Transient EPA 2010 Emissions over FTP CycleExperimental Multi-Cylinder Engine Results

Integrated System/Controls Optimization

ConventionalCombustion Optimization

Selective Implementation

of Low Emissions Combustion

EPA 2010 System-out Emissions LevelsDemonstrated over Transient FTP


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9 Combustion


9 Air and EGR System

9 Controls


Conclusions


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2004 vs. 2007 DDC Fuel Economy Comparison

Testing showed EPA07 engine to be within 1% of the EPA04 engine.

All runs were within 2% variance.

This test was a preliminary look at EPA07 vs. EPA04 Fuel Economy.


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Conclusions

Demonstrated Technologies, via Integrated Experiments and Analysis, to Achieve the

Technical Objectives of the DOE-DDC Heavy Truck Project (NZ-50)

950.2% Peak Thermal Efficiency at a Single operating Condition

9 EPA 2010 Emissions Regulations over Steady-state and Transient Operation

Significant Risks and Challenges Remain for Application and Commercial Viability of

Some of the Technology Enhancements

However, Collaborative DOE-Industry Programs Lay a Strong Technology Foundation

for Subsequent Industry-led Product Development to Address These Challenges

Forward Engineering Methodologies Enabled by Analytical Tools were Beneficial to

Develop and Validate the Technical Roadmap to Enhance Thermal Efficiency and

Reduce Emissions


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Acknowledgements

DOE-DDC Collaborative Heavy-Truck Project (NZ-50)

Department of Energy, HQ

9 Gurpreet Singh

9 Roland Gravel

National Energy Technology Laboratory

9 Carl Maronde

9 Jeffrey Kooser

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