Overview. Diesel Engine Challenges for North American market Global Climate Change Emission Reduction Standards Compliance

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1 Overview Challenges Facing the Introduction of Diesel Engines in Passenger Cars and Light Trucks in North America John W. Fairbanks Office of FreedomCAR and Vehicle Technologies US Department of Energy, Washington, D.C. Paris Mondial de l Automobile Paris, France September 28 th 24 Diesel Engine Challenges for North American market Global Climate Change Emission Reduction Standards Compliance In-Cylinder Aftertreatment Fuel Economy Improvements Reduce Emissions Electric Turbocompounding Breakthrough in Quantum Well Thermoelectrics Conclusions Mercedes Diesel E Class 4% of MD s North American Sales Volkswagen Diesels 5% of VW s North American Sales Jetta Golf New Beetle Passat Touareg 1

2 US Passenger-Car & Light-Truck Market Light-Duty Trucks: Fuel Economy Opportunity For Diesels 8 7 % of Vehicles Sold Cars Light Trucks 54% ' '1 '2 '3 '4/7 Source - Automotive News Performance of Diesel Engines Developed at Cummins with DOE Support Light Truck Acceleration Test Results Dodge Durango -Gasoline -Diesel Dodge Ram 15 City mpg Highway mpg Combined mpg % Better Combined gal/mi % Reduced CO 2 Reduction % Time, sec Gas = rpm Diesel = 3 4 rpm Gasoline -Diesel % Better % Reduced %. -1 ft -6 mph 5-7 mph 5.7 l 6 lb 5.6 l 6 lb 2

3 Prime-Path-System with 4-Way Catalyst System Light Truck Emissions Improvements O 2, Temperature Sensors Close- Coupled: Oxidation Catalyst Delta Pressure Sensor O 2 Sensor MY 7+, Tier 2 EPA & LEV II CA Underfloor: PM Filter Nx Adsorber HC & CO NOx, g/mi Aftertreatment 2 EGR 1998 Full Electronics PM, g/mi FTP-75 Cycle 1996 European ~4 liter MY96 Is the Ferrari Enzo the World s Fastest? Performance of Diesel with Comparable Gasoline Engine -6 mph faster Noise, vibration, equal to or better than Durability ~ 2 times comparable gasoline engines Top Speed 12 Cylinder Gasoline Engine 217 mph (estimated) 6 Cylinder Diesel Engine mph (measured) 5% better city/highway mileage Less frequent fueling 28% reduction in CO 2 greenhouse gas Fuel Economy 8-12 MPG 21.2 MPG 3

4 4 Carbon Balance Through Internal Combustion Engine PM Size Distribution from a 2.2 Liter Gasoline Vehicle (with Catalyst) at Constant Speeds Gasoline C 7 H 16 Diesel C 18 H 3 Methanol CH 3 OH Ethanol C 2 H 5 OH Natural Gas (Primarily Methane, CH 4 ) Propane C 3 H 8 Carbon PM HC Unburned Fuel, Lube Oil CO CO 2 Road Load (km/h in gear) Number Density (cm -3 ) Particulate Mobility Diameter (nm) Source: Report of the UK Particulate Group (Harwell) PM Size Distributions from a 1.9 Liter Turbocharged Diesel Vehicle at Constant Speed Regional Deposition of Particulates Road Load (km/h in gear) Number Density (cm -3 ) Deposition Fraction S.I. Diesel Nasal T-bronchial Pulmonary Particulate Mobility Diameter (nm) Source: Report of the UK Particulate Group (Harwell) Mass Median Aerodynamic Diameter (µm) Source: Particles in Our Air: Concentrations and Health Effects 1996 Harvard School of Public Health

5 Heating Up Melting Down Temperature Rising NATIONAL GEOGRAPHIC CHANNEL S MOST AMAZING DISCOVERIES, SEPT. 6-1 AT 9 P.M. ET/PT Sea Level Rising Global Warming 3 feet 2 1 Rise Above 19 sea level (global average) Worst-case Scenario CO 2 at 971 ppm Best-case Scenario CO 2 at 478 ppm In Bangladesh, at just over 3 feet of rise, 7 million people could be displaced. 75 percent of coastal Louisiana wetlands would be destroyed at just over 1.5 feet. Many low- Lying South Sea islands are at further risk of flooding at about 4 inches Source: National Geographic, September 24 Worst Case Scenario

6 BY REED SAXON ASSOCIATED PRESS California wants to cut vehicle carbon dioxide emissions by 3 percent over the next decade. By GREG SCHNEIDER Washington Post Staff Writer California loves cars, with more on the road than anywhere else in the country. But the state where the Beach Boys wrote odes to the "Little Deuce Coupe" and "49" struggles to balance romance with environmental responsibility, and now California regulators have come up with a new clean-air guideline that has automakers howling. The state wants to cut vehicles' output of carbon dioxide by 3 percent over the next decade, limiting a major greenhouse gas thought to contribute to global warming. It's the first U.S. attempt to address the controversial issue through car emissions, and automakers argue it could boost car and truck pricces nationwide without producing much benefit. Unlike other engine emissions, carbon dioxide can't be filtered away, so the only way to cut it back is to improve efficiency in-creasing the distance a car can go on a gallon of gasoline. California regulators estimate that achieving their goal would cost roughly $1, per vehicle, but carmakers say that figure is low. "We would certainly consider it one of the most, if not the most, comprehensive and costly environmental programs that's ever been adopted -- not just by California, but by any-one," said John M. Cabaniss Jr., director of environment and energy at the Association of In- See AUTOS, E5, Col.1 6 Only Near-Term CO 2 Reduction Achievable with Diesel Climate Shift Threatens California The state wants to cut vehicles output of carbon dioxide by 3 percent over the next decade, limiting a major greenhouse gas through to contribute to global warming. California's CO2 Plan Worries Automakers Cutting Emissions Would Be Costly, Industry Warns Two GHG Emission Scenarios Fossil fuel use continuing at its present pace Summertime high temperatures could increase by 15 F in some inland cities Considerable use of wind and solar power Could push temperatures 4-6 F rising temperatures could lead to a sevenfold increase in heat-related deaths in Los Angeles and imperil the state s wine and dairy industry. Proceedings of the National Academy of Sciences, (August 16 24) Global Climate Effect on the Maine Lobster Industry DOE s Upcoming Climate Change R&D Opportunities about 6 lobster researchers brainstormed in Groton, Conn. They agreed that warming water seems to account for the lobster s decline. Last year s state (Maine s) catch fell back almost 14% to 53.9 Million pounds. The Washington Times, August Hydrogen Clean coal Renewable Nuclear

7 7 Petroleum Market Forecast The Washington Post August 5, 24 Prices for Oil Head Back to Record Levels Saudi Call for More Output Does Not Impress Markets By JONATHAN WEISMAN Washington Post Staff Writer Oil prices climbed back into record territory yesterday after energy traders shrugged off pledges by Saudi Arabia to increase production and focused instead on OPEC discord and the shutdown of a major oil platform in the Gulf of Mexico. Gasoline prices, meanwhile, continued their steady upward march. Pump prices for regular unleaded gasoline increased 4.7 cents in the past week, to a national average price of $2.64 a gallon, the Energy Department's Energy Information Administration said yesterday., Regular unleaded prices rose nearly a penny in Maryland to an average of $2.15, while Virginia prices climbed 1 cent to $1.934, according to the AAA motor club survey. Experts said it's likely gasoline prices will keep rising as the United States heads into the vacation-heavy summer driving season, re- Experts said it s likely gasoline prices will keep rising Newsweek August 16, 24 Diesel s Multi-Fuel Capability One expert has picked an Armageddon date for the peak of oil production: Thanksgiving 25. The slow decline in world supplies will start then. Diverse Gaseous and Liquid State Fuels Petroleum gasoline diesel Hydrogen Tolerant of impurities Hydrogen-enriched Bio-fuels Gas-to-liquids Oil sands Natural gas Coal-derived Shale-derived

8 8 ICE Operating on Hydrogen Fuel Potential Improvements for 6% Efficient Diesel Engines in 214 Help enhance commercial aspects of the hydrogen infrastructure As hydrogen becomes available Diesel or SI gasoline engines could be modified to operate on hydrogen Improved fuel injection equipment Most of emission reduction in-cylinder Multiple injections and rate shaping HCCI Combustion Advanced microcomputer controls Integrated with aftertreatment Reduced weight Moving parts Aluminum block (vehicle mpg) Variable-nozzle and sequential turbochargers Waste heat utilization Turbocompounding High efficiency thermoelectrics Pilot Injection Sulzer Medium Speed Diesel Engine Late 8 s DDEC IV DDEC Data

9 9 Flexible Injection System Diesel Operating on 1% HCCI at Full Load MMI funded under LTCD Program Program Mgr. - J. Fairbanks Mixed Mode Injector designed to address HCCI load range issue Conventional Injection power HCCI Injection low emissions or late post injection for A/T Both Injections Can Occur in Same Cycle to Achieve Low Emissions With High Power Cylinder Pres (MPa) 12 rpm, 2 kpa BMEP NOx =.13 g/hphr AVL Smoke = CO = 3 g/hphr 4 6 HC = 1.1 g/hphr CAD Heat Release (kj/m3) HCCI Engine Achieves LD Tier 2 Emissions Caterpillar Approach to Tier 2 PM (gm/mile) Tier 2 Fleet Avg Tier 2 Bin 8 Single Cylinder Research Engine NOx (gm/mile) Current Engine Caterpillar s single cylinder testing has demonstrated Engine out NOx & PM emissions at LD Tier 2 levels PM (gm/mile) Light Truck Standards Major Reduction in Engine out Emissions Tier 1 Tier 2 - Bin 8 Tier 2 - Fleet Avg Recent Multi-cylinder Break-thru Without NOx Aftertreatment Cost effective. Aftertreatment NOx (gm/mile)

10 1 Single Cylinder HCCI Emissions Data Diesel Engine Waste Heat Energy AVL Smoke NOx levels meet 21 standard (.2 g/hphr) without NOx aftertreatment 12 rpm 15 rpm 18 rpm BSNOx (g/hphr) BMEP (kpa) rpm.3 15 rpm rpm BMEP (kpa) Smoke levels low, but need PM trap to meet 21 standard (transient) Typical Fuel Energy Path In Diesel Fueled Personal Vehicle Waste Heat Accounts for 6% of the Diesel Fuel Energy Gasoline Diesel Gasoline 1% Combustion 33% Exhaust Gas 38% Engine 24% Coolant 5% Friction & Radiated Vehicle Operation 33% Mobility & Accessories Diesel engine waste heat recovery Turbocompound Mechanical Electrical High-efficiency thermoelectrics - T s Radiator Lube oil sump Exhaust gas EGR loop Turbocharger discharge Braking Belt-less or more electric engine Integrated starter, alternator/motor, damper (ISAD) Major contribution 6% efficient diesel

11 Diesel Engine Waste Heat Recovery Utilizing Turbocompounding Mechanical System Electrical System Turbine Turbocharger Transmission ETC system has been designed and analyzed 5% - 1% fuel economy improvement potential Opportunity for reduced emissions and improved driveability Exhaust Gases Features Provides turbo-assist capabilities Reduction in Fuel Electric Turbocompound Turbocharger Turbine Engine Control Inputs Electric Loads Energy Storage Powertrain Compressor Modular HVAC Variable speed compressor more efficient and serviceable 3X more reliable compressor no belts, no valves, no hoses leak-proof refrigerant lines instant electric heat Truck Electrification Demonstration Electrify accessories Decouple them from engine Match power demand to real time need Enable use of alternative power sources 4 Starter Generator Motor Beltless engine product differentiation improve systems design flexibility more efficient & reliable accessories Auxiliary Power Unit Supplies DC Bus Voltage when engine is not running - fulfills hotel loads without idling main engine overnight Shore Power and Inverter Cooler 1 Technical Approach Turbocompound 3 Common Voltage Bus Power Electronics Consumption Beltless Engine Generator Motor Predicted 5 to 1% reduction in fuel consumption Overall System Controller Rotor Assembly Potential for 5 to 1 % Windings Compressor Working Principle of Electric Turbocompounding Stator Motor/Generator (+Power Conversion) Power Turbine Rotor Electric Turbocompound Technology Supplies DC Bus Voltage from 12/24 Vac 5/6 Hz Input Supplies 12 Vac outlets from battery or generator power Power Electronics Engine Motor Generator Down Converter Electric Water Pump Supplies 12 V Battery from DC Bus Compressed Air Module Supplies compressed air for brakes and ride control Higher reliability variable speed faster warm-up less white smoke lower cold weather emissions Electric Oil Pump Variable speed Higher efficiency 11

12 FIGURE OF MERIT ZT 12 Thermoelectric (TE) Energy Conversion Recent Breakthrough in Efficiency of TE Materials Hot Side ( Waste Heat ) Heat-to-electricity conversion efficiency depends on a figure of merit, Z, that is material-specific: 4. Potential with Thin-Film Technologies Cold side Waste heat >> Electricity Z = S 2 σ/k S = Seebeck Coeff = dv/dt σ = Electrical Conductivity k = Thermal Conductivity Thot T 1+ ZT cold η = * Thot 1+ ZTavg Carnot efficiency avg 1 T + T cold hot Efficiency of Thermoelectric Material (ZT) Thin-Film Superlattice Technology 1. Industry Progress Bulk Semiconductor Technology Prediction of Quantum Confinement Effects in Low-D Systems Thermoelectric (TE) Energy Conversion WELL OR WIRE WIDTH (Å) Note: Conduction is assumed to be along the extended dimension 2D, 3D: Hicks and Dresselhaus, Phys. Rev. B47 (1993), p D: Hicks and Dresselhaus, Phys. Rev. B47 (1993), p TE Device Efficiency (%) T C = 4 K ZT = For a given T, higher the ZT, higher the heat-to-electric conversion efficiency 2 nm 4 nm Temperature Difference (K) Bulk Superlattice 2D Nanowire 1D Quantum Dots D If ZT of 1 can be achieved, a theoretical conversion efficiency of ~35% is possible for T of ~5C

13 13 DOE High Efficiency Thermoelectrics Waste Heat Recovery Projects Competitive Award Selections (March 24 RFP from NETL) Prime Contractors Additional Team Members High Efficiency Thermoelectrics General Motors Corporation and General Electric BSST, LLC United Technologies Corporation Michigan State University MIT-Lincoln Laboratory, University of Michigan, University of South Florida, Oak Ridge National Laboratory, and RTI International Visteon, BMW-NA, and Teledyne Pratt & Whitney, Hi-Z Technology, Pacific Northwest National Laboratory, and Caterpillar, Inc. Jet Propulsion Laboratory and Cummins Engine Company Conclusions- North American Personal Vehicle Market Factors Emission standard compliance challenge Low sulfur fuel Integrated in-cylinder and aftertreatment Fuels availability and costs Cost of owning and operating CO 2 and HOV legislation could accelerate diesel sales Current diesel efficiency ~ 38% Potential diesel efficiency (by 214) ~ 6% Waste heat utilization major contribution Comparison of high efficiency, clean diesels with other technologies should be on a comparable time-frame basis Diesel Technology Forum Surveys With Science, Anything is Possible. - Indiana Jones Survey I: Policymakers Elites Opinion Conducted May 24 to June 9; Margin of Error ± 4.9% Government Officials 17 Interviews Media 13 Interviews Other Opinion Leaders 1 Interviews Survey II: Public Opinion Conducted June 9 to 14; Margin of Error ± 3.1% Randomly Selected Voters 1, Interviews

14 23-24: Increasing Recognition of Clean Diesels Among Policymakers Thinking About Environmental Considerations, Would You Say the Diesel Has Over the Last 1 Years? 8% 7% 6% 5% 72% 58% 8% 7% 6% 5% 79% 4% 3% 2% 1% % 41% 32% 3% 24% Clean Diesel Dirty Diesel Green Diesel 4% 3% 2% 1% % 38% 33% 19% 1% 8% Gotten Better Gotten Worse Same Elite 23 Elite 24 Elite Public Public Opinion: Positive About Diesel Improvement (last 5 or 1 years) Public Opinion: Positive About Diesel Improvement (last 5 or 1 years) 4% 35% 3% 25% 2% 3% 38% 33% 33% The diesel industry says that by 27 emissions from diesel trucks/buses ill be similar to those from natural gas. Do you think that is? Somewhat Likely 42% 15% 1% 5% 12% 8% Very Likely 17% % Gotten Better Gotten Worse Same Public 23 Public 24 Don t Know 11% Very Unlikely 11% Somewhat Unlikely 18% 14

15 15 Policy Makers Believe There Will be Growth of Diesel Power in the U.S. Auto Industry in the next 1 Years Construction Agriculture Mining Auto Industry Trucking Emergency Services Backup Power Railroads In Ten Years Now How important is diesel to the following industries? 1 = not at all important; 1 = extremely important