Diesel Engine Fuel Economy Improvement Challenges and Opportunities

Ning Lei

Advanced TechnologyNavistar

June 10th 2009, ERC Symposium

About Navistar

North America’s Largest Integrated Truck and Engine ManufacturerTruck and Engine Manufacturer

2

Navistar’s Engine Product Range

A world wide leader with a full range of Diesel engines for commercial vehicles# 1 E i M f t i S th A i# 1 Engine Manufacturer in South America

Coming

MaxxForce™ DT Series 9/10

MaxxForce™ 7 Ford V8MaxxForce™ 5 South American

EnginesMaxxForce™

11/13

15L Big Bore I-66.4L V-8200 350 hp

4.5L V-6 7.6L/9.3L I-6210 330 hp

I-4/I-6100 320 hp

MaxxForce™ 15

11L/13L Big Bore I 6 g

450 - 550 hp

Class 8 Truck

200 - 350 hp

HD diesel Pickup/Vans

150 - 310 hp

For Class 4-5

210 - 330 hp

Class 6-7 Truck and School Bus

100 - 320 hp

Complete line of 3L-7L products

Big Bore I-6310 - 475 hp

Class 8 Truck

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The Diesel Engine Industry Journey

60%Brake Thermal Efficiency  Hi Injection Pressure

Higher EGR Flow,

50%

55%

60%

El t i EGR

Cooling, VGT, 2-stage turbo Turbocompounding Aftertreatment

40%

45%

50%

40 – 42%

Electronic Engine

EGRVGT

AftertreatmentCommon

Rail

30%

35%

40%

20%

25%

30%

1991 1994 1998 2004 2007 2010

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What Is Coming to Truck Industry

• Legislation Under Discussion for HD & MD TruckGHG i i l i Cli C l– GHG emission regulation------ Climate Control

– Oil Usage ------ Energy Security Act• Engine Efficiency improvement, diesel 50% - 55% BTE anticipated • Vehicle fuel economy improvements ( DOE Super Truck Solicitation ofVehicle fuel economy improvements, ( DOE Super Truck Solicitation of

>50%, measured in (ton-mile/gallon) )• Japan’s mandatory HD vehicle fuel economy regulation, ~12% by 2015

• General Approach:– Low Carbon based fuel usage, “Well to wheel” concept

Transportation System Efficiency– Transportation System Efficiency

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Diesel Engine Technology Options

Advanced Combustion

For Efficiency And Emission

Advanced Combustion Phasing, Flex. Modes, Flex. fuel

Advanced Fuel Injection System

Flexible Air & EGR Charging System

IntegratedSolution atFlexible Air & EGR Charging System

Total Engine and Vehicle Cooling &

Thermal Management

Cost, Quality, Timing,

Reliability

Smart Engine Controls & Sensors

Variable Valve Technology

Waste Heat Recovery Many Opportunities

High Efficiency & Low Cost

Aftertreatment

Powertrain Integration

Conventional Diesel Engine Becomes Complex Doing Business Becomes Costly

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Powertrain IntegrationTransmission Match ElectrificationHybrid and Energy Management

FTP HD Emission Cycle vs. Driving Mode

E i i C l D i iA

Product DevelopmentEmission Cycle vs Driving

Cycle

HD Emission Dominant

T h l S l ti140016001800

b)

A BC

Technology Selection

Balanced and Trade off EmissionBSFC800

10001200

rque

(ft-

l

Driving Cycle

Product cost

0200400600

Tor Cycle

0500 1000 1500 2000 2500

Speed (rpm)

7

Approach on Vehicle FE

Truck and Engine Integrated Solutions

BaseBase Engine

P t i

Vehicle TechnologyCustomer Focus

S t i bl S l ti Powertrain Integration

Sustainable Solution

8

Overall Vehicle Fuel Efficiency Opportunities

Heavy Duty Class 8 Long Haul Truck FE Study

Drive ManagementLoad Management

Road SpeedSpeed and Load Management

Vehicle

B tt i C l

Integrated Truck-CabAdvanced Truck-Cab

longer trailer Vehicle Aerodynamics

Combustion

ParallelHybridElec. Turbocompounding

Bottoming CyclePowertrain Integration Engine

Power Management

BaselineVVA

Mech TurbocompoundingCombustion

Base Engine Management

0 5 10 15 20 25

% Fuel Efficiency Improvements9

*** Data from multiple source, NESCCAF, ICCT, Calstart

Truck Hybridisation – The Benefits

• Fuel Economy benefit highly dependent upon drive cycleHybrid Trucks are most efficient65%

70%

Certified FE ImprovementsCurrent Systems

• Hybrid Trucks are most efficient in city driving

• Greatest benefit from working trucks is idle engine off operation

61%65%

50%

60%

base

line

4000

4500Work Truck Fuel

Consumption

Stationary

trucks is idle engine off operation

35%

27%

32%30%

40%

vem

ent o

ver b UDDS

(MPG)

OrangeCounty(MPG)

2000

2500

3000

3500

ons

fuel

Stationary OperationOn Highway

24%

8%

24%

10%

20%

% F

E Im

pro Manhattan

(MPG)

0

500

1000

1500

Gal

lo0%

Bus(PHEV)

[No Idle Stop]

MDBox Truck

[No Idle Stop]

MDUtility Truck

[No Idle Stop]

Bucket Truck HybridBucket Truck

10

80% reduction Stationary Operation20% reduction On Highway

Truck Hybridisation – The Challenges

• Incremental system costs over non Hybrid areextremely high

• Must increase scale through lowering costs and improving functionality

– Drive technology towards modular and scaleabledesigns across Passenger Car and Commercial Truck

• EPA needs to address the vehicle certification for MD & HD – Fully demonstrate FE and emission benefit

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Technology Impact

Challenges and barrier to CommercializationProduct cost Technology maturity and complexity Supplier base readiness

Industry CollaborationUniversity & Research lab involvementGovernment Funding

Product development time

Technology break through

g

T h l

$

TechnologyImpact

FE Gain,%

Cost,$

FE Gain,%

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Time

Summary

Exciting time for engineeringP diConventional diesel engine needs Paradigm shift

lower cost, simplicity & efficiencyFocus on technology integration, crossing the gy g gBoundary for better solutionGreater vertical Integration required for truck and

i f t iengine manufacturing. Collaboration throughout the entire supply chain is the key, OEMs, fleets, engines, suppliers, universities,the key, OEMs, fleets, engines, suppliers, universities, labsQuick to develop technologies with R&D funding

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