INTRODUCTION TO NEAR TERM TECHNOLOGIES FOR LD DIESEL EFFICIENCY

INTRODUCTION TO NEAR TERM TECHNOLOGIES FOR LD DIESEL EFFICIENCY prepared for: 2014 CRC Advanced Fuel and Engine Efficiency Workshop February 25 th 2014 H. Nanjundaswamy b), B. Holderbaum a), T. Körfer a), H. Pieta a), M. Scassa c), J. Schaub d), T. Schnorbus a), R Van Sickle b), D. Tomazic b) a) FEV GmbH, b) FEV Inc., c) FEV Italia, d) VKA 2014 CRC 1

Agenda Introduction Control Concept Technology Approach Base Engine-Out BSFC - NO X Level NO X Aftertreatment Conversion Efficiencies Simulation of Complete System for Global Optimization Outlook and Summary 2

Future LEV III Emissions Standards and CAFE Regulations A Challenging Framework for Highly Fuel-Efficient Diesel Engines LEV III/Tier 3 Emission Standards Fuel Economy 8 l/100 km 3

A Challenging Framework for Highly Fuel-Efficient Diesel Engines Modern Diesel Engine Design and Layout Robust, Low Friction Design Tailored Peak Firing Pressure < 200 bar for combustion; VCR protected Flow-Optimized 4-Valve Cyl. Head w/ VVT (modular functionality) Crankcase (AL/CGI) with minimized bore distortion Modular crank drive for various ratings Variable, adjustable accessories (water pump, oil pump, vacuum pump, alternator, )* High-Efficient, Low NOx Combustion Refined Advanced Combustion Process with high EGR Tolerance Optimized Compression Ratio 2-Mode Arrangement (14:1.17:1) Variable load-dependent Cyl. Swirl Highly-Refined FIE ( 2200 bar) Optimized Single-Stage TC up to 75 kw/l, dual-stage TC up to 90 kw/l * electrified, if electrical board net is 48V 4

NMOG [g/mile] Significant Engine-Out Emissions Reduction to Meet SULEV 0.25 0.20 0.15 0.10 Engine out reduction for SULEV! ~ 70% reduction ~ 70% reduction at engine-out location to maintain current AFT performance at ~ 150k miles Definition of new engine-out targets necessary for best compromise between engine hardware enhancement and exhaust aftertreatment system. 0.05 T2B5 SULEV 0.00 0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35 NOx [g/mile] 5

Transient versus Steady State Emissions and Fuel Consumption Behavior for an Air Mass Based and a NO X Based Control Concept PM Engineering target Quasi steady state emissions w/ Air Mass control Transient w/ Air Mass control Quasi steady state emissions w/ NOx control Transient w/ NOx control Fuel Consumption Offsets between steady state and transient emissions and fuel consumption as observed for air mass based control concepts need an additional reduction of steady state emissions with drawbacks in fuel consumption. Advanced emission based control concepts for increasingly complex engine hardware and tailored calibration measures are key points. OFFSET NOx OFFSET NOx 7

Layout of the NO X Emission Based Control Concept for Multiple EGR Paths Rule based optimization of the use of each EGR line according to its reaction times and most fuel efficient use in steady state conditions 8

Global Emission Management for Varying Aftertreatment Efficiencies 9

NO x tailpipe target Attainable NO x engine out level Boundary Conditions for the Definition of a Robust NO X Engine-Out Emission Level with Favorable Fuel Economy BSFC / Required DeNO x Efficiency Required DeNO x Efficiency Feasible DeNO x Efficiency (OBD requirements) BSFC NO x Trade Off Robust NO x engine out level for maintaining tailpipe emission targets NO x Engine-Out Level 11

Ignition Delay / ms Indicated Efficiency / % Indi. spec. HC- Emissions / (g/kwh) Indi. Spec. CO- Emissions / (g/kwh) Temperature up. Turbine / C External EGR- Rate / % Enhanced Combustion System Performance with Valve Train Variabilities 300 280 260 240 220 200 5 4 3 2 1 0 2.0 1.6 1.2 0.8 0.4 0.0 50 40 30 20 10 0 24 20 16 12 8 4 40 38 36 34 32 30 Internal EGR increases the compression temperature and reduces the cylinder charge for low load operation under highest EGR rates. Significant reduction of engineout HC and CO emissions, in combination with a 40 C increase of the exhaust temperature with a fuel consumption drawback < 1 %. Load point: n = 2000 min -1,BMEP = 2.0 bar ISNO x = 0.5 g/kwh, Pilot and Main Injection, Same Center of Combustion Base Valve Timing, Intake Valve Lift = 8 mm Reduced I/E event length + camphasing, Intake Valve Lift = 5.0 mm 12

Air System Layout for Reduced Engine-Out NO X Emissions Low Pressure EGR systems depict an efficient method to reduce engine out NO X emissions for medium and high load operation, which are gaining weight with increased overall gear ratios and the parallel trend for down-speeding to increase fuel economy. LP EGR systems allow to increase the EGR rate with only minor density losses through multi-stage cooling and improve fuel consumption through reduced gas exchange losses in a wide range of operation. 13

Torque [Nm] Torque [Nm] Torque [Nm] Torque [Nm] Enhanced Combustion System Performance NTE engineering target with Optimized HP LP EGR 1 4.25 g/kwh NTE engineering target 2 4.25 g/kwh Mass flow NO x, specific [g/kwh] 350 300 250 200 150 100 50 0 1000 1200 1400 1600 1800 2000 2200 2400 Engine Speed [rpm] Optimized HP EGR Mass flow PM, specific [mg/kwh] 350 12 10 8 6 5 4 3 2.5 2 1.5 1 0.5 Significant reduction in NOX Emission. LP EGR offers Higher EGR %, Improved distribution, Low thermal footprint HP EGR offers Faster response time, High capacity NTE engineering target 3 281 mg/kwh HP-LP EGR with cooling management: Offers the best of both worlds 350 300 250 200 150 100 50 0 1000 1200 1400 1600 1800 2000 2200 2400 Engine Speed [rpm] 350 Mass flow NO x, specific [g/kwh] Optimized HP LP EGR Mass flow PM, specific [mg/kwh] 12 10 8 6 5 4 3 2.5 2 1.5 1 0.5 NTE engineering target 4 281 mg/kwh 300 0.28 300 0.28 250 200 150 100 0.2 0.16 0.12 0.08 0.04 At the same time PM level is also reduced. 250 200 150 100 0.2 0.18 0.12 0.08 0.04 50 0.02 50 0.02 0 0 1000 1200 1400 1600 1800 2000 2200 2400 1000 1200 1400 1600 1800 2000 2200 2400 Engine Speed [rpm] Engine Speed [rpm] 14

Potential Exhaust Aftertreatment Configurations for SULEV Complex Control and Aftertreatment Management Functions Layout Size / Volume Main Features DOC SDPF SCR 110 100 310 700 400 DOC: 1.25l SDPF: 3l SCR: 4l Close-coupled SDPF, innovative AdBlue injection system with reduced mixing length, under-floor SCR as backup catalyst LNT SDPF 110 100 450 SC SC: Slip Catalyst LNT: 1.25l SDPF: 4l SC: 1l Close-coupled LNT and SDPF with reduced mixing length, SC eliminates HC and NH 3 breakthrough LNT CDPF SCR 390 800 400 LNT: 1.25l CDPF: 3l SCR: 4l Close-coupled LNT and CDPF, under-floor SDPF 16

Engine Out emissions [g/mi] Tailpipe emissions [mg/mi] Simulated NO X and HC Emissions for DOC/SDPF/SCR and LNT/cDPF/SCR System 0.5 NOx weighted 50 0.4 HC weighted 40 0.3 T2B2 NOx Limit T2B2 NMOG Limit 30 0.2 20 0.1 10 0.0 Engine Out Tailpipe Engine Out Tailpipe Engine Out Tailpipe VVT VVT VVT very high very high very high DOC/SDPF/SCR LNT/SDPF/SC LNT/cDPF/SCR 0 17

Δ Fuel Consumption [-] Δ AdBlue consumption [-] Impact of Aftertreatment Configuration on Fuel and AdBlue Consumption 1.2% 0.8% 0.4% 60% 40% 20% 0.0% -0.4% -0.8% -1.2% FC w/o DPF regeneration FC w/ DPF regeneration AdBlue consumption Fuel AdBlue Fuel AdBlue Fuel AdBlue VVT VVT VVT very high very high very high DOC/SDPF/SCR LNT/SDPF/SC LNT/cDPF/SCR 0% -20% -40% -60% 18

Outlook and Summary In order to fulfill the upcoming LEV III and CAFE regulations a holistic optimization of engine and aftertreatment systems in conjunction with an upgraded engine management system is required. Engine-out thermal management with reduced THC slip is key to fulfill aftertreatment efficiencies and cold start emissions slip Optimized air management for improved process efficiencies is key for efficient combustion control The SCR based system (DOC/SDPF/SCR) together with VVT achieves the tailpipe emission target under ideal conditions, which is quite challenging to maintain over life time. The LNT/SCR combinations provide a good compromise between fuel consumption penalty and AdBlue consumption with slight fuel consumption advantages for the LNT/CDPF/SCR due to the available CRT effect. 20