Cummins/DOE Light Truck Clean Diesel Engine Progress Report
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1 Cummins/DOE Light Truck Clean Diesel Engine Progress Report August 2003
2 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 lb GVW ~ NO x = 0.07 g/mi; PM = 0.01 g/mi Fuel economy - 50 percent MPG improvement over 1997 gasoline powered vehicle it replaces Acknowledgment Partnership funding from DOE Vehicle and installation design assistance from Dodge Truck Engineering Engine Development Team at Cummins 2
3 US Passenger-Car & Light-Truck Market Cars Light Trucks % '00 '01 '02 % of Vehicles Sold Source - Automotive News
4 Light Truck Major Segments Vans 22% 8.4M Vehicles Sport Utility Vehicles 39% Pickup Trucks 39% 2001 Sales 4
5 Importance of Fuel Economy Over Time Percent of respondents who declared fuel economy to be very important or critical to them. 80% 60% 40% 43% 56% 58% 50% 20% 0% All Women Younger CD Buyers Source: J D Power 2002 Clean Diesel Study 5
6 Consumer Demand for Clean Diesels Definite willingness to consider buying clean diesels. 60% Respondents 50% 40% 30% 20% 10% 0% All Vehicles Entry Compact FS Car FS SUV LD FS PU HD FS PU Source: J D Power 2002 Clean Diesel Study 6
7 V Family Goals and Status Description Emissions Noise, dba Fuel Economy, MPG Quality/Reliability Rated Speed Actual (status) V6 V8 Tier 2 Interim Demonstrated, Tier 2 Bin 5 Final, Met in Vehicle 72.7, Bare Engine in Test Cell 22.1 Combined, Durango (+60%) Current Work Focus 4000 rpm (5000 max.) 49.7 Interior Idle Park Ram1500 Pickup 21.7 Combined, Ram1500 (+60%) Useful Life km(mi) Performance 10.7 sec, 0-60 mph, 5500 # PTW 9.6 sec, 0-60 mph, Ram1500, 6000 # PTW Displacement, liter Power, rpm 8000 hr Total Development Testing (equivalent usage >1.9M(1.2M) 3600 WG 3800 VNT 4000 Interim target met. Torque Peak, Nm(ft-lb) 584(430) 623(460) Warm-Up 34C in C Future Work Serviceability No Adjustments Diesel fuel filter added. Cold Start 3.2 sec (10 sec -10C Future Work Weight, kg(lb) 301(663) 357(788) Meets Goal Partially Meets Goal; Plan in Place 7
8 Light Duty Automotive Engine - V6 8
9 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 (Bin 10) 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 9
10 Chassis Certification Method Cold start: sec 3.6 mi Running start: sec plus shutdown 3.9 miles 10 min. soak Hot start: sec plus shutdown Running start: sec (not actually run) FTP-75 Speed (mph) Time (sec) Fresh Sample Filter 10
11 Demonstrated Emissions Interim Results 1.0 Sulfur = 350 ppm NOx (gm/mile) MY DOE Target Max. Tier 2 Bin MY09+ Ultimate Tier 2 Fleet Average Maximum Interim Bin 5250 lb Passive denox 10.6 l/100 km (22.2 mpg) city 5750 lb Passive denox 10.8 l/100 km (21.8 mpg) city 5750 lb Passive denox 10.6 l/100 km (22.2 mpg) city TPM [gm/mile] 11
12 Prime-Path-System with 4-Way Catalyst System Delta Pressure Sensor Close-Coupled: Oxidation cat. O 2 Sensor O 2, Temperature Sensors MY 07+, Tier 2 EPA & LEV II CA Underfloor: PM Filter N0 x Adsorber HC & CO 12
13 Regeneration Strategy Condition Engine Out Combustion Condition NO x Regen Rich Pilot + Main Injection Thermal Management Soot Regen Lean + Pilot + Main + Post Sulfur Regen Rich Pilot + Main + Post 13
14 Demonstration Emission System CCC (Pt); NAC (Pt & Rh); DPF (Pt) 1.3L, Metallic NOx and THC analyzer (CC out or UF in) P sensor NOx and THC analyzer (UF out or Tailpipe) CCC NAC CSF Temp and O2 sensor 7.5x7 (5.1L) 7.5x12 (8.7L) Temp and O2 sensor 14
15 Chassis Test Results - Bag Results V lb hp@50 mph Test CO [g/mi] CO2 [g/mi] NOx [g/mi] NMHC [g/mi] FE [mpg] PM [g/mi] FTP-75 FUL limits FTP-75 FTP Start mi bag bag bag
16 Chassis Test Results - Bag Results V lb hp@50 mph Test CO [g/mi] CO2 [g/mi] NOx [g/mi] NMHC [g/mi] FE [mpg] PM [g/mi] HFET Start mi SC US
17 Analyzer Results - Bag 1 & Tailpipe NOx Engine Out NOx Vehicle Speed Cumulative NOx [gm] Vehicle Speed [MPH] Time [sec] 17 0
18 Typical Results City, mpg* Highway, mpg* Combined, mpg* Combined gal/mi CO 2 Dodge Durango - Gasoline Diesel % Improve 37% Reduction 27% Reduction Dodge Ram Gasoline Diesel % Improve 38% Reduction *Adjusted values for vehicle labeling 18
19 V6 Performance Results kw ( rpm Torque, N-m Engine Speed, rpm 19
20 Noise Test Results V8 in Ram Sound Pressure Level, dba Wendy's, Idle Interior, Idle Interior, 60 mph Open Hood, 3 ft at 45 deg 20
21 Acceleration Test Results V8 in Ram Gas = rpm Diesel = rpm Time, sec ft 0-60 mph mph 5.7 l 6000 lb 5.6 l 6000 lb 21
22 Conclusions Light Truck Diesel Family continues to show promise Fuel economy advantage is clear, approaching 60 percent Performance and sociability are becoming gasoline-like Interim Tier 2 emissions, met using known technology Final Tier 2 emissions, met in a complete vehicle system using advanced aftertreatment devices There is a path to market for the Light Truck Diesel Cost/Robustness issues are the ongoing challenge 22
Cummins Light Truck Clean Diesel Engine. September 2004
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