Roadmap to Energy Conversion Efficiency at Cummins 2013 ERC Symposium June 5, 2013 Wayne Eckerle-VP Corporate Research & Technology
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Topics Technology Integration Process Key Technologies for Diesel Engines GHG Reduction Potential for On-Highway Applications Key Technologies for Natural Gas Engines Summary
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Our Products Must Meet Customer Requirements Low Initial Cost Fuel Efficient High Performance Reliable and Durable Low Emissions
Electronic Integration Low Maintenance
R&T Product Preceding Technology Research Areas Analysis Led Design Controls
Mechanical Components
Improve
Catalyst
Alt Fuels
Technology
Understanding
Development
Achieving Very Low Engine Out
System
Diesel
Integration
Emissions
Keys to Successful Analysis-Led Design Cultural Change Effective Tools Documented Processes Skilled Analysts Continuous Improvement Analysis Must Deliver
10-Year Combustion Research ALD Funnel Hopper
Active Projects (Exploratory)
Advanced Simulation • Turbulence and Spray DNS • Full Chemistry • Advanced Numerical Methods • Advanced Computing Technology
Modeling Enhancements
• Fully-Coupled LES with Sprays and Chemistry • Improved Combustion & Emissions Models • Injector Internal Flow/Spray Routine Coupling • Flow/Structure Heat Transfer Routine Coupling • Massively Parallel Computing
Active Projects (Near Term) New CFD Tool
Baseline Technology
KIVA (Old CFD Tool)
• Detailed, Flamelet, and Flame-Area Chemistries • Improved Emissions Modeling • Spark Ignition Engine Modeling, including Knock • Improved Spray Modeling, including Liquid Films • Improved RANS Turbulence Modeling • Integrated Port Flow Modeling • Full Parallelization • Improved Pre-/Post-Processing Tools • Improved Support and Documentation
New Chemistry Tool
• Detailed Mechanism Calculations • Reduced Kinetics Mechanism Generation • Flamelet Model Support/Library Generation • One-dimensional Engine Model, including Knock
New Optimization Tool
• Fully integrated Mesher, Solver, and Optimizer • Automated Grid Generation/Mesh Refinement • Detailed Chemistry Solver (RIF to be added) • Genetic Algorithms Optimization
2012 - 2016 > 2016
2011 - 2012
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• • • •
RIF Diesel and G-Equation NG Combustion Model Full NOX Soot Moment Model KH-RT Spray Model Single CPU
Shaft seal Variable flow lube pump and viscosity Geartrain Cylinder kit friction Cooling and fuel pump power
WHR system EGR, exhaust, recuperator Turbine expander Low GWP refrigerant
Energy Balance for Advanced HD Engine
Innovation You Can Depend On™
with Electrification of the Vehicle Fuel Energy 100%
Indicated Power 58%
Gas Exchange 2%
Friction 1.0%
Accessories 1.0%
Brake Power 60.5%
Electrified Vehicle
Heat Transfer 17%
Exhaust 18.5%
EGR Source (ORC) 5%
EGR + Exhaust Source 1.5%
Hybrid Technology
Power to Driveline Accessory Loads
Motor
Battery
Higher initial cost
Hybrid Spectrum
Integrated starter generator Integrated power source (super alternator) Start stop with braking energy capture Basic Start stop
Affordable Today
Increased functionality
Parallel full hybrid
Research efforts in place to pull these down.
Hybrids and EVs in the 2012 Marketplace Technical feasibility has been demonstrated Performance competitive Customer interest growing BUT Market penetration continues to be hampered by persistent high costs Aggressive cost reduction at ALL levels essential for commercial viability and mass market acceptance
Key HEV Technologies Driving Vehicle Performance and Cost Energy Storage Systems Power Electronics (Inverter, Converter, Charger) Electric Machines System Integration
DoE Traction Drive Technical & Cost Targets
ATLAS Program Technologies for High Efficiency Pickup Truck Application On-Engine/ Close coupled aftertreatment
Low Pressure EGR Direct NH3 Gas Delivery
Light Weighting Base
ATLAS
City MPG
15.6
23.5
Highway MPG
24.5
34.3
Down Sizing Reduced Displacement
Low Thermal Mass Exhaust Manifold
SCRF
Cold Start Catalyst By JMI
Natural Gas Technology Natural gas produces 5-10% less mass of exhaust CO2/hp (less CO2/energy but worse BTE) Diesel Engine Technologies Combustion Most Technologies Transfer
CH4 GWP = 25 x CO2 GWP Natural Gas Technologies Ignition Systems Nat Gas Combustion
Aftertreatment
Nat Gas Aftertreatment
Air Handling
Air Handling
Friction and Parasitics
Friction and Parasitics
Waste Heat Recovery
Waste Heat Recovery
Spark Ignition Architectures Higher Detonation Limit for “EGR diluted” mixture
ALB w/SCR
Advanced Lean Burn Stoichiometric Cooled EGR
Simple Lean Burn Stoichiometric
λ = (Airin + Diluant*)/Airstoich Ratio * CO2 + H2O
Ghourshal, Bangladesh – 146 QSK60 Gas Aggreko gensets
Summary Engine and powertrain technology can provide significant GHG benefits going forward Technologies are applicable to a wide range of energy sources Simulation capability is a significant enabler System Integration is the discriminator
Acknowledgements DOE Partners on the DOE programs – Peterbilt, Eaton, Nissan
