Integration of Diesel Engine Technology to Meet

US EPA 2010 Emissions with Improved Thermal

Efficiency

Donald StantonResearch and TechnologyCummins Inc.

August 14, 2007 – DEER Conference

60

Bra

ke T

herm

al E

ffici

ency

(%)

55

50

45

40

Historical Perspective of HD Brake Thermal Efficiency

HECC DoE Effort Advanced Mixed Mode Combustion

Air Handling (Air on Demand – Electronically Assisted) HPCR Fuel System Technology

Closed Loop Combustion Control

Advanced Engine Concepts

1985 1990 1995 2000 2005 2010 2015

2

35

0

0.2

0.4

0.6

0.8

bsNOx (g/bhp-hr)

Par

ticul

ate

Mat

ter (

g/bh

p-hr

)

2010 Transient Emissions Compliance While Maintaining High

3

0 0.2 0.4 0.6 0.8 1 1.2 1.4

HECC Technology Development

8% Increase in BTE

6% Increase in BTE

Efficiency Clean Combustion Remains a ChallengeEfficiency Clean Combusti2010 Transient Emissions Compliance While Maintaining High

on Remains a Challenge

bsNOx (g/hp-hr)

Par

ticu

late

Mat

ter

(g/b

hp-

hr)

Meeting 2010 Steady State Emissions ISX 15L Engine

SwirlIntegration of Cummins Business Component

Technologies in a Cost Effective Manner

ISX Technology Roadmapfor Efficiency Improvement

Fuel System Advanced LTC

Variable Valve

Actuation

EGR Loop

ControlsVariable Intake

Electrically Driven Components

Turbo Technology Aftertreatment

Integration of Cummins Business Component Technologies in a Cost Effective Manner

4

Early PCCI

ConventionalDiffusion Controlled

Moderate EGR RatesDiffusion Controlled

Poor EffiModerate

0

200

400

600

800

1000

1200

1400

400 600 800 1000 1200 1400 1600 1800 2000

Early PCCI

Lifted Flame DiffusionControlled

1600

0

200

400

600

800

1000

1200

1400

400 600 800 1000 1200 1400 1600 1800 2000

1600

5

Combustion Strategy for Fuel Economy Improvements

SPEED (rpm)

TOR

QU

E (ft

-lbs)

ciency PM and NOx

High Efficiency Low PM and NOx

SPEED (rpm)

TOR

QU

E (ft

-lbs)

ciencyPM and NOx

High EfficiencyLow PM and NOx

Early PCCI

Conventional Diffusion Controlled

Moderate EGR Rates Diffusion Controlled

Poor Effi Moderate

Early PCCI

Late PCCI

Smokeless Rich

Conventional Diesel

TOR

QU

E (ft

-lbs)

TOR

SPEED (rpm)SPE

Early PCCI

Lifted Flame Diffusion Controlled

QU

E (ft

-lbs)

ED (rpm)

0.00%

1.00%

2.00%

3.00%

4.00%

5.00%

6.00%

7.00%

8.00%

9.00%

10.00%

2350 2400 2450 2500 2550 2600 2650 2700 2750Maximum Alpha 0 Rail Pressure

Incr

ease

inFT

Pbs

PM

0%

2%

4%

6%

8%10%

12%

14%

Per

cen

t In

crea

se in

FTP

bsD

PM

16%

Rail Pressure (bar)

18%20%

0.00%

1.00%

2.00%

3.00%

4.00%

5.00%

6.00%

7.00%

8.00%

9.00%

10.00%

2350 2400 2450 2500 2550 2600 2650 2700 2750Maximum Alpha 0 Rail Pressure

Incr

ease

inFT

Pbs

PM

0%

2%

4%

6%

8%10%

12%

14%

Per

cen

t In

crea

se in

FTP

bsD

PM

16%

Rail Pressure (bar)

18%20%

Rail Pressure (bar)

1600 RPM at 100% Load1600 RPM at 100% Load

6

Impact of Injection Pressure on Transient Particulate Matter

50 bar50 bar

0%

2%

4%

6%

8% 10%

12%

14%

Per

cen

t In

crea

se in

FTP

bsD

PM

16%

50 bar

18% 20%

Soot formation depends on equivalence ratio, temperature, and time

Eq

uiv

ale

nce

Ra

tio

Soot Mass Fraction 0 3 6 9

x 10-4

0

1

2

3

4

5

6

Increasing Injection Pressure

SSoot formation depends on equivalence ratio,temperature, and time

Eq

uiv

ale

nce

Ra

tio

Soot Mass Fraction0 3 6 9

x 10-4

0

1

2

3

4

5

6

Increasing Injection Pressure

oot formation depends on equivalence ratio,temperature, and time

Eq

uiv

ale

nce

Ra

tio

Soot Mass Fraction0 3 6 9

x 10-4x 10-4

0

1

2

3

4

5

6

1600 RPM at 100% Load

CFD Simulation

Increasing Rail Pressure (bar)

Increasing Injection Pressure

ection

Triple Injectionail Pressure 300 bar

New RecipeTriple Injection

ΔRail Pressure 300 bar

nsumption

7

0 0.2 0.4 0.6 0.8

Composite bsNOx (g/bhp-hr)

Com

posi

te b

sfc

(lbm

/hp-

hr)

0.05 lbm/bhp-hr

bsDPM≤ Target

Single Injection New Recipe

Single Injection Old Recipe

Triple Inj New Recipe

ΔR

Combustion Recipe Development

New Recipe Improved EGR Loop

2007 Fuel Co

bsNOx (g/bhp-hr)

bsD

PM (g

/bhp

-hr)

Target NOx

Baseline Recipe - Engine

Baseline Recipe - CFD

New Recipe - Engine

New Recipe - CFD

0

200

400

600

800

1000

1200

1400

400 600 800 1000 1200 1400 1600 1800 2000

Early PCCI

Lifted Flame DiffusionControlled

1600

0

200

400

600

800

1000

1200

1400

400 600 800 1000 1200 1400 1600 1800 2000

1600

TOR

QU

E (ft

-lbs)

TOR

QU

E (ft

-lbs)

Early PCCI

Lifted Flame Diffusion Controlled

Extending the Range of Early PCCI Cannot inject in this range

(ign. delay too short) ignition delay

Late PCCI ignition and burningcompression

temperature

PCCI ignition and burning too short

PCCI Late PCCI injection injectionEarly PCCI Late PCCI

SPEEDSPE (rpm)ED (rpm)TDC

Crank Angle

Mode Advantages Disadvantages

Early PCCI

- Good stability - Good fuel consumption

- High peak cyl. pressure - Limited BMEP - Noise - Higher cooled EGR rates

Late PCCI - Low peak cyl. pressure - High BMEP capability (20 bar) - Low noise

- Narrow stability range - Higher fuel consumption - Needs combustion sensor

8

9

Bow

l rim

Formaldehyde PLIF

SOI=-5 ATDC, O2=14.7%

20 ATDCInjector

Equivalence Ratio Contours

1% to 3% bsfc reduction

Sandia-Cummins N14

Images Courtesy of Mark Musculus - SNL

Engine data from 2–8 bar BMEP with triple injection and

intake temp. management

Engine data from 2–8 bar BMEP with a combination of single

and dual injection

Reducing HC and CO for Early PCCI Efficiency Improvement

ISX Technology Roadmapfor Efficiency Improvement

EGR Loop

Fuel System Advanced LTC

Controls

Variable Valve

Actuation

Variable Intake Swirl

Turbo Technology

Electrically Driven Components

Aftertreatment

10

0

0.1

0.2

0.3

0.4

0 5 10 15 20

% Mass Flow

Smok

e

% Mass Flow - H

11

0.5

0.6

0.7

0.8

0.9

25 30 35 40

(FSN

)

Constant NOx = 0.2 g/bhp-hr

ydrogrinding

K factor = 0

1.0% bsfc reduction with 2007 FIE

3% bsfc reduction with Cummins New HPCR with Increased Injection Pressure

Impact of Nozzle Configuration at High Injection Pressures

ISX Technology Roadmapfor Efficiency Improvement

EGR Loop

Fuel System Advanced LTC

Controls

Variable Valve

Actuation

Variable Intake Swirl

Turbo Technology

Electrically Driven Components

Aftertreatment

12

13

Improving Transient Air Flow

First Representative Transient Segment of FTP – ISX Engine

NO

x M

ass

Flow

(g/

hr)

EGR F

ract

ion,

Cha

rge

Flow

(kg

/min

)

EGR

NOx Mass Flow

Actual Charge Flow

Commanded Charge Flow

• Actual EGR flow is following commanded flow well • EGR Pump technology can improve

• Air flow is the issue

14

Commanded Charge to Meet 2010 Transient Emissions

E-Boost On

High Shaft Inertia Solutions

First Representative Transient Segment of FTP – ISX Engine

Electric Turbo – VGT Transient Air Handling Simulation

Electronic Turbo with Reduced Intake Volume

More than twice the shaft inertia is used for E-Turbo model, since it’s expected that shaft inertia would raise with the electric motor

mounted on the shaft.

Baseline VGT

ISX Technology Roadmapfor Efficiency Improvement

EGR Loop

Fuel System Advanced LTC

Controls

Variable Valve

Actuation

Variable Intake Swirl

Turbo Technology

Electrically Driven Components

Aftertreatment

15

6.5 7

7.5

8.5

9

Controls Development for Transient Emissions

5% - 10%% Cumulative NOx Error 10 CyberVehicle Or CyberEngine3%-5% Fuel Economy Improvement 9.5

bsD

PM (g

/hp-

hr)

bsD

PM

(g/

bhp-

hr)

GT Power ReducedOpen Loop Combustion ControlAftertreatment

8Engine Model System Model

Engine Controls8% - 14% Cumulative PM Error 6

5.5

Aftertreatment Controls

Close Loop Combustion Control 5 0 0.2 0.4 0.6 0.8

bsNOx (g/bhp-hr) bsNOx (g/bhp-hr) Combustion and

Emissions ReducedFuel Injection Quantity and SOIGT Power + Engine ModelCharge ManagerElectronic TurboController Block +

Closed-loop Unit Test EnvironmentEGR Rate 16

60

Bra

ke T

herm

al E

ffici

ency

(%)

55

50

45

40

HD Brake Thermal Efficiency Accomplishments

HECC Progress to Date

Projected Improvements with Integration of New Component Technology

to Meet Transient Emissions

HECC Target

1985 1990 1995 2000 2005 2010 2015

17

35