• Cummins/DOE Light Truck Diesel Engine Progress Report

Cummins/DOE
Light Truck Diesel Engine
Progress Report
August 2002
Technical Program Overview
• Partnership, Cummins and U.S. Department of Energy
• Focus
– Development of technologies that will result in a product in the
near term
– Emissions
~ U.S. Tier 2 6000-8500 lb GVW
~ NOx = 0.07 g/mi; PM = 0.01 g/mi
– Fuel economy - 50 percent MPG improvement over 1997
gasoline powered vehicle it replaces
• Acknowledgment
– Contractual funding from DOE
– Vehicle and installation design assistance from Dodge Truck
Engineering
– Engine Development Team at Cummins
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 US Passenger-Car & Light-Truck Market
80
70
60 Cars
% of Vehicles Sold
50 50%
40
30
20 Light Trucks
10
0
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
'00
'01
Jun-02
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Light Truck Major Segments
8.4M Vehicles
Sport Utility
Vans 22% Vehicles 39%
Pickup Trucks 39%
2001 Sales
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V Family Goals and Status
Actual (status)
Description
V6 V8
Tier 2 Interim demonstrated,
Emissions Tier 2 final, met on laboratory basis.
68.7 Interior, Cruise 65.0 Interior, Cruise
Noise, dBa @ 65 mph, Durango @ 65 mph, BR 1500
22.1 Combined, 21.7 Combined,
Fuel Economy, MPG Durango (+60%) BR1500 (+60%)
Quality/Reliability Not yet evaluated.
Rated Speed 4000 rpm (5000 max.)
4000 hr Total Development Testing
Useful Life km(mi) (equivalent usage >965,000(600,000)
11.9 sec, 0-60 mph, 9.95 sec, 0-60 mph,
Performance Durango BR1500 4x4
Displacement, liter 4.2 5.6
224(300) @ 4000
Power, kW(hp) @ rpm 177(237) @ 3600 Interim target met.
Torque Peak, Nm(ft-lb) 475(350) 623(460)
Warm-Up Not yet evaluated.
No Adjustments
Serviceability Diesel fuel filter added.
Meets Goal
Cold Start Not yet evaluated. Partially Meets Goal;
Plan in Place
Weight, kg(lb) 301(663) 379(835)
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Light Duty Automotive Engine - V6
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 Light Truck Diesel
Subsystem Description
Subsystem Description
Configuration 90° V
Displacement 4.2 L V6 5.6 L V8
Bore and Stroke 94 X 100 mm
Valvetrain and Drive Single overhead cam, chain-driven
Valve System Four valves per cylinder with hydraulic lash adjustment
Fuel System High-pressure common rail (HPCR)
Control System Full electronic
Emissions Control Modulated-cooled EGR plus deNOx catalyst (Interim)
4-Way Catalyst (Tier 2, Bin 5)
Aspiration Wastegated turbocharged
Intercooling Vehicle mounted air-to-air
Block Cast iron, thin-walled
Head High temperature alloy aluminum
NVH Control Deep skirted block, with bedplate
Accessories Common automotive V-8 gasoline
Accessory Drive Single serpentine belt, self-adjusted
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 Demonstrated Emissions
Interim Results
1.0
Sulfur = 350 ppm
0.8 5750 lb
Passive deNOx
10.8 l/100 km
NOx (gm/mile)
MY2004-8 Maximum Interim Bin (21.8 mpg) city
0.6
DOE Target
0.4
5750 lb
5250 lb Passive deNOx
Passive deNOx 10.6 l/100 km
Max. Tier 2 Bin 10.6 l/100 km
0.2 (22.2 mpg) city
(22.2 mpg) city
MY09+ Ultimate Tier 2
Fleet Average
0.0
0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14
TPM [gm/mile]
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 Demonstrated Emissions
Tier 2 Results
0.6
Laboratory Setup:
• Stationary Engine Control System
• Stationary Aftertreatment System
• Urban Dyno Drive Schedule (UDDS) - Highway Fuel Economy Cycles ONLY
• Sulfur < 4 ppm, 48 Cetane
• NOx accuracy +/- 0.025 g/mi
• PM accuracy +/- 0.005 g/mi
0.4
NOx (g/mi)
0.2
5500 lb
NOx Adsorber then Soot Filter
Diesel Fuel Reductant (2-3%)
9.6 l/100 km
(24.4 mpg) city
0.0
0.00 0.02 0.04 0.06 0.08
Particulates (g/mi)
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Demonstrated Fuel Economy
Raw Values
Interim Results Tier 2 Results
35
Highway
7
Liter/100 km
Miles Per Gallon
30 8
9
25
10
City
11
20 12
BR 1500
Durango
Durango
BR1500
Dakota
Dakota
2000 (kg) 2500
4250 4750 5250 5750
Test Weight (lb)
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 Typical Results
City, Highway, Combined, Combined
mpg* mpg* mpg* gal/mi CO2
Dodge Durango
- Gasoline 12 17 13.8 0.072
- Diesel 20.3 25.0 22.1 0.045
+60% Improve 37% Reduction 27% Reduction
Dodge Ram 1500
- Gasoline 12 16 13.5 0.074
- Diesel 19.8 24.6 21.7 0.046
+61% Improve 38% Reduction
*Adjusted values for vehicle labeling
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 V6 Performance Results
600 804
443
Torque
500 670
369
Torque [Nm]
Torque [lb-ft]
400 536
295
300 221
402
200 268
Power [kW]
Power [hp]
100 134
Power
0 0
500 1000 1500 2000 2500 3000 3500 4000 4500
Engine Speed [rpm] Inlet Restriction = 17.5" H 2 O
DEERE0802(V) Exhaust Restriction = 9.0" Hg
Noise Test Results
V8 in Ram 1500
80.0
74.0
70.0
65.1 65.0 66.1
Sound Pressure Level (dBA)
60.0
50.5
50.0
43.2
40.0
30.0
20.0
10.0
0.0
Interior Idle Interior,Steady 60 mph Open Hood, 3 ft at 45 deg
5.9l Gasoline 5.6l Diesel
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Competitive Noise Comparison
2000 RPM, Full Load
Diesel Gas Cummins/DOE V6 1 Top Cover
2 Pan Encl.
100
2
95
1M SPL - dBA
2
90 1
2
85
80
75
1 2 3 4 5 6 7 8 9
Displacement - Liters Est. Eng/Eng SD = 0.6 dBA
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Acceleration Test Results
V8 in Ram 1500
20 17.76 17.85
15
Time (sec)
10.07 9.95
10
4.00 4.56
5
0
0 - 100 ft 0 - 60 mph 1/4 mile
5.9l Gasoline @ 5300 lb 5.6l Diesel @ 5835 lb
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Current Focus
• What needs improvement in this picture
– Emission System
~ Lower Cost, Simpler
~ More Robust
~ Compact Cost/Robustness
~ Reliability
~ Fuel Variability Tolerance +
Variability
– Overall System
~ Improved Control of Variability
~ Very Low (Precise) Emissions
~ Sensor Technology Applied to Diesels
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Prime Path
System with 4-Way Catalyst
Delta Pressure
Sensor
O2
Sensor
O2
Temperature
Sensors MY 07+ Tier 2 EPA & LEV II CA
4 Way Catalyst: PM Filter
N0x Adsorber
HC & CO
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Regeneration Strategy
Condition Engine Out Combustion Condition
NOx Regen Rich Pilot + Main Injection
Management
Thermal
Soot Regen Lean + Pilot + Main + Post
Sulfur Regen Rich Pilot + Main + Post
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 Variability
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 Variability Example
• Engine condition 1500 rpm, 2.6 bar BMEP (~18 hp for V6-4.2)
• Consider a nominal target of 45% EGR
EGR,% NO x,g/hp-hr
- All cylinders nominal 45 0.1
- +/- 10% EGR target 40 0.30
- +/- 5% EGR target 43 0.18
1.2 350
EGR Cylinder Variability Example - NOx EGR Cylinder Variability Example - bsfc
1
nominal
0.8 nominal cylinders 300
bsfc [g/hp.hr]
+/- 10%
NOx [g/hp.hr]
+/- 10% EGR
+/- 5%
+/- 5% EGR
0.6
0.4 250
0.2
0 200
20 25 30 35 40 45 50 55 20 25 30 35 40 45 50 55 60
EGR Rate [%] EGR Rate [%]
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 EGR Measurements
V8 EGR Port-to-Port Distribution
Measured by CO2
Mode 1 - 1000 rpm, 50 ft-lb Mode 2 - 1400 rpm, 67 ft-lb Mode 3 - 1400 rpm, 135 ft-lb
Mode 4 - 1800 rpm, 105 ft-lb Mode 5 - 1800 rpm, 210 ft-lb
12
11
10
9
8
7
6
5
4
% Deviation of CO 2
3
2
1
0
-1
-2
-3
-4 Target Distribution Limits = +/- 2 %
-5
-6
-7
-8
-9
-10
-11
-12
1 2 3 4 5 6 7 8
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Sources of Variability
• EGR Distribution
• Swirl Port-to-Port
• Piston Bowls
• Spray Angle
• Spray Hole Size
• Shot-to-Shot Fueling & Timing
• Cylinder-to-Cylinder Air Flow
• Fuel
• Etc.
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Conclusions
• Light Truck Diesel Family continues to show promise
• Fuel economy advantage is clear, approaching 60 percent
• Performance and sociability are gasoline-like
• Interim Tier 2 emissions, met using known technology
• Final Tier 2 emissions, demonstrated using advanced
aftertreatment devices
• There is a path to market for the Light Truck Diesel
– Cost/Robustness issues resolved
– Variability issues minimized
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