Cummins/DOELight Truck Diesel Engine

Progress Report

August 2002

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Technical Program Overview

• Partnership, Cummins and U.S. Department of Energy• Focus

– Development of technologies that will result in a product in thenear 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 1997gasoline 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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0

10

20

30

40

50

60

70

80

84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 '00

'01

Jun-

02

% o

f Veh

icle

s S

old

US Passenger-Car & Light-Truck Market

Cars

Light Trucks

50%

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Light Truck Major Segments

Vans 22%Sport Utility Vehicles 39%

Pickup Trucks 39%

8.4M Vehicles

2001 Sales

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V Family Goals and Status

Meets Goal

Partially Meets Goal;Plan in Place

V6 V8

Emissions

Noise, dBa68.7 Interior, Cruise @ 65 mph, Durango

65.0 Interior, Cruise @ 65 mph, BR 1500

Fuel Economy, MPG22.1 Combined, Durango (+60%)

21.7 Combined, BR1500 (+60%)

Quality/Reliability

Rated Speed

Useful Life km(mi)

Performance11.9 sec, 0-60 mph, Durango

9.95 sec, 0-60 mph, BR1500 4x4

Displacement, liter 4.2 5.6

Power, kW(hp) @ rpm 177(237) @ 3600224(300) @ 4000

Interim target met.

Torque Peak, Nm(ft-lb) 475(350) 623(460)

Warm-Up

Serviceability

Cold Start

Weight, kg(lb) 301(663) 379(835)

Not yet evaluated.

Actual (status)Description

Tier 2 Interim demonstrated, Tier 2 final, met on laboratory basis.

Not yet evaluated.

Not yet evaluated.No Adjustments

Diesel fuel filter added.

4000 rpm (5000 max.)4000 hr Total Development Testing (equivalent usage >965,000(600,000)

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Light Duty Automotive Engine - V6

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Light Truck DieselSubsystem Description

Subsystem Description Configuration 90° VDisplacement 4.2 L V6 5.6 L V8Bore and Stroke 94 X 100 mmValvetrain and Drive Single overhead cam, chain-drivenValve System Four valves per cylinder with hydraulic lash adjustmentFuel System High-pressure common rail (HPCR)Control System Full electronicEmissions Control Modulated-cooled EGR plus deNOx catalyst (Interim)

4-Way Catalyst (Tier 2, Bin 5)Aspiration Wastegated turbochargedIntercooling Vehicle mounted air-to-airBlock Cast iron, thin-walledHead High temperature alloy aluminumNVH Control Deep skirted block, with bedplateAccessories Common automotive V-8 gasolineAccessory Drive Single serpentine belt, self-adjusted

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Demonstrated EmissionsInterim Results

0.0

0.2

0.4

0.6

0.8

1.0

0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14

TPM [gm/mile]

NO

x (g

m/m

ile)

DOE Target

5750 lbPassive deNOx10.6 l/100 km

(22.2 mpg) city

5750 lbPassive deNOx10.8 l/100 km

(21.8 mpg) city

MY09+ Ultimate Tier 2Fleet Average

MY2004-8 Maximum Interim Bin

Max. Tier 2 Bin

5250 lbPassive deNOx10.6 l/100 km

(22.2 mpg) city

Sulfur = 350 ppm

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Demonstrated EmissionsTier 2 Results

Particulates (g/mi)

NO

x (g

/mi)

5500 lbNOx Adsorber then Soot FilterDiesel Fuel Reductant (2-3%)9.6 l/100 km(24.4 mpg) city

0.0

0.2

0.4

0.6

0.00 0.02 0.04 0.06 0.08

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

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Demonstrated Fuel Economy

Test Weight (lb)

Mile

s P

er G

allo

n

20

25

30

35

4250 4750 5250 5750

Highway

City

BR

1500

Dur

ango

Dak

ota

Dak

ota

Dur

ango

BR

150

0

Lite

r/10

0 km

2000 (kg) 2500

12

11

10

9

8

7

Interim Results Tier 2 Results

Raw Values

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Typical Results

*Adjusted values for vehicle labeling

City, mpg*

Highway, mpg*

Combined, mpg*

Combined 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

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V6 Performance Results

0

100

200

300

400

500

600

500 1000 1500 2000 2500 3000 3500 4000 4500

Engine Speed [rpm]

Pow

er [

kW]

Tor

que

[Nm

]

0

134

268

402

536

670

804

Pow

er [

hp]

To

rque

[lb

-ft]

221

295

369

443

Torque

Power

Inlet Restriction = 17.5" H2OExhaust Restriction = 9.0" Hg

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Noise Test ResultsV8 in Ram 1500

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

80.0

Interior Idle Interior,Steady 60 mph Open Hood, 3 ft at 45 deg

Sou

nd P

ress

ure

Leve

l (d

BA

)

5.9l Gasoline 5.6l Diesel

43.2

74.0

66.165.065.1

50.5

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Competitive Noise Comparison

2000 RPM, Full Load

75

80

85

90

95

100

1 2 3 4 5 6 7 8 9Displacement - Liters

1M S

PL

- d

BA

Diesel Gas Cummins/DOE V61 Top Cover2 Pan Encl.

12

2

2

Est. Eng/Eng SD = 0.6 dBA

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Acceleration Test ResultsV8 in Ram 1500

4.00

10.07

17.76

4.56

9.95

17.85

0

5

10

15

20

0 - 100 ft 0 - 60 mph 1/4 mile

Tim

e (s

ec)

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~ Reliability~ Fuel Variability Tolerance

– Overall System~ Improved Control of Variability~ Very Low (Precise) Emissions~ Sensor Technology Applied to Diesels

Cost/Robustness

+

Variability

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Prime PathSystem with 4-Way Catalyst

Delta PressureSensor

O2Sensor

O2Temperature

Sensors MY 07+ Tier 2 EPA & LEV II CA4 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

Soot Regen Lean Pilot + Main + Post

Sulfur Regen Rich Pilot + Main + Post

Th

erm

alM

anag

emen

t

+

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Variability

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• Engine condition 1500 rpm, 2.6 bar BMEP (~18 hp for V6-4.2)• Consider a nominal target of 45% EGR

EGR,% NOx,g/hp-hr- All cylinders nominal 45 0.1- +/- 10% EGR target 40 0.30- +/- 5% EGR target 43 0.18

Variability Example

EGR Cylinder Variability Example - NOx

0

0.2

0.4

0.6

0.8

1

1.2

20 25 30 35 40 45 50 55EGR Rate [%]

NO

x [g

/hp.

hr]

nominal cylinders+/- 10% EGR+/- 5% EGR

EGR Cylinder Variability Example - bsfc

200

250

300

350

20 25 30 35 40 45 50 55 60EGR Rate [%]

bsf

c [g

/hp

.hr]

nominal+/- 10%+/- 5%

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EGR MeasurementsV8 EGR Port-to-Port Distribution

Measured by CO2

-12-11-10

-9-8-7-6-5-4-3-2-10123456789

101112

1 2 3 4 5 6 7 8

Cylinder #

% D

evia

tio

n o

f CO

2

Mode 1 - 1000 rpm, 50 ft-lb Mode 2 - 1400 rpm, 67 ft-lb Mode 3 - 1400 rpm, 135 ft-lbMode 4 - 1800 rpm, 105 ft-lb Mode 5 - 1800 rpm, 210 ft-lb

Target Distribution Limits = +/- 2 %

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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 advancedaftertreatment devices

• There is a path to market for the Light Truck Diesel

– Cost/Robustness issues resolved

– Variability issues minimized