Diesel Engine Fuel Economy Improvement Challenges and Opportunities
Ning Lei
Advanced TechnologyNavistar
June 10th 2009, ERC Symposium
About Navistar
North America’s Largest Integrated Truck and Engine ManufacturerTruck and Engine Manufacturer
2
Navistar’s Engine Product Range
A world wide leader with a full range of Diesel engines for commercial vehicles# 1 E i M f t i S th A i# 1 Engine Manufacturer in South America
Coming
MaxxForce™ DT Series 9/10
MaxxForce™ 7 Ford V8MaxxForce™ 5 South American
EnginesMaxxForce™
11/13
15L Big Bore I-66.4L V-8200 350 hp
4.5L V-6 7.6L/9.3L I-6210 330 hp
I-4/I-6100 320 hp
MaxxForce™ 15
11L/13L Big Bore I 6 g
450 - 550 hp
Class 8 Truck
200 - 350 hp
HD diesel Pickup/Vans
150 - 310 hp
For Class 4-5
210 - 330 hp
Class 6-7 Truck and School Bus
100 - 320 hp
Complete line of 3L-7L products
Big Bore I-6310 - 475 hp
Class 8 Truck
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The Diesel Engine Industry Journey
60%Brake Thermal Efficiency Hi Injection Pressure
Higher EGR Flow,
50%
55%
60%
El t i EGR
Cooling, VGT, 2-stage turbo Turbocompounding Aftertreatment
40%
45%
50%
40 – 42%
Electronic Engine
EGRVGT
AftertreatmentCommon
Rail
30%
35%
40%
20%
25%
30%
1991 1994 1998 2004 2007 2010
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What Is Coming to Truck Industry
• Legislation Under Discussion for HD & MD TruckGHG i i l i Cli C l– GHG emission regulation------ Climate Control
– Oil Usage ------ Energy Security Act• Engine Efficiency improvement, diesel 50% - 55% BTE anticipated • Vehicle fuel economy improvements ( DOE Super Truck Solicitation ofVehicle fuel economy improvements, ( DOE Super Truck Solicitation of
>50%, measured in (ton-mile/gallon) )• Japan’s mandatory HD vehicle fuel economy regulation, ~12% by 2015
• General Approach:– Low Carbon based fuel usage, “Well to wheel” concept
Transportation System Efficiency– Transportation System Efficiency
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Diesel Engine Technology Options
Advanced Combustion
For Efficiency And Emission
Advanced Combustion Phasing, Flex. Modes, Flex. fuel
Advanced Fuel Injection System
Flexible Air & EGR Charging System
IntegratedSolution atFlexible Air & EGR Charging System
Total Engine and Vehicle Cooling &
Thermal Management
Cost, Quality, Timing,
Reliability
Smart Engine Controls & Sensors
Variable Valve Technology
Waste Heat Recovery Many Opportunities
High Efficiency & Low Cost
Aftertreatment
Powertrain Integration
Conventional Diesel Engine Becomes Complex Doing Business Becomes Costly
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Powertrain IntegrationTransmission Match ElectrificationHybrid and Energy Management
FTP HD Emission Cycle vs. Driving Mode
E i i C l D i iA
Product DevelopmentEmission Cycle vs Driving
Cycle
HD Emission Dominant
T h l S l ti140016001800
b)
A BC
Technology Selection
Balanced and Trade off EmissionBSFC800
10001200
rque
(ft-
l
Driving Cycle
Product cost
0200400600
Tor Cycle
0500 1000 1500 2000 2500
Speed (rpm)
7
Approach on Vehicle FE
Truck and Engine Integrated Solutions
BaseBase Engine
P t i
Vehicle TechnologyCustomer Focus
S t i bl S l ti Powertrain Integration
Sustainable Solution
8
Overall Vehicle Fuel Efficiency Opportunities
Heavy Duty Class 8 Long Haul Truck FE Study
Drive ManagementLoad Management
Road SpeedSpeed and Load Management
Vehicle
B tt i C l
Integrated Truck-CabAdvanced Truck-Cab
longer trailer Vehicle Aerodynamics
Combustion
ParallelHybridElec. Turbocompounding
Bottoming CyclePowertrain Integration Engine
Power Management
BaselineVVA
Mech TurbocompoundingCombustion
Base Engine Management
0 5 10 15 20 25
% Fuel Efficiency Improvements9
*** Data from multiple source, NESCCAF, ICCT, Calstart
Truck Hybridisation – The Benefits
• Fuel Economy benefit highly dependent upon drive cycleHybrid Trucks are most efficient65%
70%
Certified FE ImprovementsCurrent Systems
• Hybrid Trucks are most efficient in city driving
• Greatest benefit from working trucks is idle engine off operation
61%65%
50%
60%
base
line
4000
4500Work Truck Fuel
Consumption
Stationary
trucks is idle engine off operation
35%
27%
32%30%
40%
vem
ent o
ver b UDDS
(MPG)
OrangeCounty(MPG)
2000
2500
3000
3500
ons
fuel
Stationary OperationOn Highway
24%
8%
24%
10%
20%
% F
E Im
pro Manhattan
(MPG)
0
500
1000
1500
Gal
lo0%
Bus(PHEV)
[No Idle Stop]
MDBox Truck
[No Idle Stop]
MDUtility Truck
[No Idle Stop]
Bucket Truck HybridBucket Truck
10
80% reduction Stationary Operation20% reduction On Highway
Truck Hybridisation – The Challenges
• Incremental system costs over non Hybrid areextremely high
• Must increase scale through lowering costs and improving functionality
– Drive technology towards modular and scaleabledesigns across Passenger Car and Commercial Truck
• EPA needs to address the vehicle certification for MD & HD – Fully demonstrate FE and emission benefit
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Technology Impact
Challenges and barrier to CommercializationProduct cost Technology maturity and complexity Supplier base readiness
Industry CollaborationUniversity & Research lab involvementGovernment Funding
Product development time
Technology break through
g
T h l
$
TechnologyImpact
FE Gain,%
Cost,$
FE Gain,%
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Time
Summary
Exciting time for engineeringP diConventional diesel engine needs Paradigm shift
lower cost, simplicity & efficiencyFocus on technology integration, crossing the gy g gBoundary for better solutionGreater vertical Integration required for truck and
i f t iengine manufacturing. Collaboration throughout the entire supply chain is the key, OEMs, fleets, engines, suppliers, universities,the key, OEMs, fleets, engines, suppliers, universities, labsQuick to develop technologies with R&D funding
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