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Transcript of Fuel Conservation and Management Symposium Equipment Technology for Fuel Savings & Emission...
Fuel Conservation and Management Symposium
Equipment Technology for Fuel Savings & Emission Reduction
Steve Duley Schneider National Moderator Rich Moskowitz The American Trucking Assoc. Presenter Dave Beasley Goodyear Tire & Rubber Co. Presenter Tim Tindall Daimler Trucks NA Detroit Diesel Presenter Mark Lampert Daimler Trucks NA Freightliner Presenter
Fuel Conservation and Management Symposium
Fuel economy has been a constant priority, and a requirement to compete as a low-cost provider of services.
• Key sustainment actions– Driver training and management– Equipment specs – Equipment controls – Supplier decisions
The impact of change is new; the effort and drive to improve has continued for 30 years
Fuel Conservation and Management Symposium
Significant progress has occurred; factors have offset some gains.
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 20086.10
6.20
6.30
6.40
6.50
6.60
6.70
6.80
6.90
7.00
7.10
Fleet Average MPGSpeed change from 63
to 60 MPH
'07 En-gine
change
EGR Emission change
Change to Freightliner con-ventional, emis-
sion change
Speed change
from 57 to 63 MPH
Engine change to DDC S60
.6
.4
.5
.3
.2
.1
.0
-.1
-.2
-.3
-.4
Low rolling re-sistance
tires
More tire design
changes
• Competition for drivers• Requirement to lower diesel emissions
Fuel Conservation and Management Symposium
Fundamentals of mpg.
• Factors for fuel consumption:– Air Resistance
– Rolling Resistance
– Power Train
PowerDemand
Power Creation and Delivery
Fuel Conservation and Management Symposium5
0.0
50.0
100.0
150.0
200.0
250.0
300.0
350.0
400.0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
Vehicle Speed, mph
Ro
ad L
oad
, HP
Air ResistanceHPRolling ResistanceHP
Fundamentals of mpg: Power demand vehicle speed and road load horsepower.
Vehicle Speed MPH
Rolling Resistance HP
Air Resistance HP
Road Load HP
30 31.9 11.1 43.060 82.8 89.0 171.8
Linehaul tractors operate at about 60 mph 50% of operating time
Fuel Conservation and Management Symposium
Factors affecting truck fuel economy (fundamentals).
RouteFlat Interstate Highway
vs = 4-18%Mountainous Interstate
DriverBest Driver
vs = up to 35%Worst Driver
IdlingZero Idling Time
vs = 7-10%50% Idling Time
Speed55 mph
vs = 15%65 mph
Tire Inflation100 psi
vs = up to 2%80 psi
Load80,000 lbs
vs = 5%70,000 lbs
WeatherWinter No Headwind
vs = 8-12% vs = 5-10%Summer 5 mph Headwind
Fuel Conservation and Management Symposium
Each design factor is influenced by purchase and operation decisions.
Factor Variables Fleet Action
• Aerodynamics− Ideal: Rain drop
• Speed• Shape• Frontal area
• Completed− Governor speed − Cruise speed limit− Cab and chassis design− Roof fairing− Side extenders− Side skirts− Wheel base− 5th wheel position− Trailer king pin− Trailer type
• Known, not cost effective− Trailer skirts− Trailer tail
Fuel Conservation and Management Symposium
Each design factor is influenced by purchase and operation decisions.
Factor Variables Fleet Action
• Rolling resistance− Ideal: Train
• Speed • Weight• Tire design• Tire tread depth• Air pressure• Geometry/Align• Pavement type
• Tire spec• Maintenance practices
− Alignment/airing − Change out standards− Empty weight
Fuel Conservation and Management Symposium
Each design factor is influenced by purchase and operation decisions.
Factor Variables Fleet Action
• Power train/operation− Ideal: 100% energy
conversion− Current 34% thermal
conversion
• Engine design− Fuel map
• Horsepower/torque • Transmission type • Parasitic losses• Idle• Driving practices
• Accessory design/type(fans, compressor)
• Lubricants – synthetic• Direct drive transmission
• Gearfast/run slow• Cab heaters/coolers• Turbo compound• Maximize top gear time• Engine ECM parameters
(speed, cruise, idle, progressive shift)
Fuel Conservation and Management Symposium
Equipment Technology and Advancements to Conserve Fuel within Scope of
Legislative and Regulatory Mandates
Fuel Conservation and Management Symposium
Richard MoskowitzVice President, Regulatory Affairs CounselSeptember 23, 2008
Fuel Conservation and Management Symposium
• 2002 Emissions Standards (EGR) • 2006 ULSD• 2007 PM traps• 2010 Additional NOx Controls (SCR)
Fuel Conservation and Management Symposium
1994
1998
Electronic fuel control
2002EGR
2007Increased EGR w / DPF
2010EGR w/Urea injection
0.010.01 0.100.10
0.20.2
1.21.2
2.52.5
4.04.0
5.05.0
0.00.00.00.0
NO
x (
g/h
p-h
r)N
Ox (
g/h
p-h
r)
PM (g/hp-hr)PM (g/hp-hr)
Relationship Between EPA’s Diesel Emissions Regulations and Fuel Economy has been Negative
Fuel Conservation and Management Symposium
Can Congress Solve the Energy Crisis?
Comprehensive Solution Needed:
• Drill – Increase Supply• Conserve – Reduce Demand • Orderly Markets – Government Oversight
Opportunities:– Energy Legislation (55 bills)– Highway Reauthorization (2009)
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
ATA’s Sustainability Initiatives
Control Speed (Highway Reauthorization)• 1/10 mpg for each 1 mph • Enact 65 mph national speed limit • Govern new trucks at 68 mph maximum speed
Fuel Conservation and Management Symposium
65 mph for trucks*:2.8 billion gallons of diesel fuel31.5 million tons of CO2* Over 10 years
65 mph for all vehicles*:
8.7 billion gallons of gasoline 84.7 million tons of CO2
Fuel Conservation and Management Symposium
ATA’s Sustainability Initiatives
Reduce Main Engine Idling (Gang of 10)
- 40 state/municipal regulations (GA, NC, PA)
• .8 gallons per hour• Financial Incentives
– Waive FET (12%)– Provide tax incentives– Weight exemption (32 states)
Fuel Conservation and Management Symposium
Truck idling consumes 1.1 billion gallons of diesel annually13.3 million tons of CO2 annually
Fuel Conservation and Management Symposium
ATA’s Sustainability Initiatives
Address Congestion (Highway Bill)• 4.2 billion hours/year sitting in traffic • 2.9 billion gallons of fuel
• Invest in infrastructure– Gas Tax (1% - 2% cost)– No Tolls (20%-30% cost)
Fuel Conservation and Management Symposium
Eliminating 437 key congestion bottlenecks could save trucking companies:
4.1 billion gallons of fuel over a 10 years45.2 million tons of CO2 emissions annually
Fuel Conservation and Management Symposium
ATA’s Sustainability Initiatives
Improve Fuel Efficiency (Energy Legislation)• Voluntary• Market Based Incentives• Constant Improvement (3 year plans)• Funding dropped from $3M to $2M in ‘08
Fuel Conservation and Management Symposium
SmartWaysm Benefits:
554 million gallons annually48M tons CO2 by 2012
Fuel Conservation and Management Symposium
ATA’s Sustainability Initiatives
Enhance Truck Productivity (Highway Reauthorization)
• Lower consumption by reducing the number of trucks needed to move freight
• Size and Weight Reform
Fuel Conservation and Management Symposium
Allowing heavier double 33-foot trailers could save:
20.5 billion gallons of diesel over 10 years 227.3 million tons of CO2
Fuel Conservation and Management Symposium
ATA’s Sustainability Initiatives
Increase Fuel Economy Standards
• Historical Tradeoff• NAS study
• Technologically Feasible• Economically Feasible • Maintain Performance• Adequate Lead Time
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
Looking to the FutureThe Greenwashing of Public Opinion
• Massachusetts v. EPA • EPA ANPRM (GHG Emissions) – Future Mandates
– Aerodynamic Standards – Heat Recovery– Low Viscosity Lubricants– Alternative Fuels– Hybrid Technologies– Automatic Tire Inflation
• Climate Change – Greenhouse Gas Controls– Carbon Tax– Low Carbon Fuel Standard– Cap & Trade
• Lieberman/Warner Bill ($3 trillion dollars)• Moderated / Derailed by dramatically higher fuel costs• ATA Position – no double counting
• Presidential Politics
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
Dave BeasleyDirector, Commercial Tire Sales
Improving Truck Fuel Technology
Fuel Conservation and Management Symposium
Tire rolling resistance.
• ROLLING RESISTANCE is the energy loss resulting from sidewalldeflection and tread deformation
Improving tire rolling resistance can reduce fuel consumption.
Load
Deflection – tire sidewall flexes outward
Deformation – tread in the contact patch is compressed and deformed
Fuel Conservation and Management Symposium
Each wheel position contributes to rolling resistance.
Drive and trailer tires account for over 85% of total rolling resistance.
Fuel Conservation and Management Symposium
Various tire components contribute to rolling resistance.
Fuel efficiency improvements come primarily from the tire tread.
Fuel Conservation and Management Symposium
Tire tread research focuses on two areas to improve rolling resistance.
Tread Design Optimization
Tread designs that reducetread element deformations
Tread Rubber CompoundsCompounds that reduce tread element compression and deformation
Tread designs and compounds work together to meet performance objectives.
Fuel Conservation and Management Symposium
New tires and retreads with Fuel Max™ technology.
Up to 4%* actual on-highway fuel savings with strong mileage andperformance for the life of the tire.
* In comparison with standard Goodyear tires. Results may vary.
Fuel Conservation and Management Symposium
Goodyear continues to improve tire fuel efficiency.
0
2
4
6
8
10
12
14
16
18
20
% S
AE
Fu
el
Sa
vin
gs
1980’s 1990’s Today’s FE Future FETechnology Technology Technology Technology
The next generation of Fuel Max products will provide even greater fuel savings.
Fuel Conservation and Management Symposium
Removal Mileage
Wear Evenness
Noise
RetreadabilityRR Improvement
Handling
Traction
95
100
105
110
115
Removal Mileage
Wear Evenness
Noise
RetreadabilityRR Improvement
Handling
Traction
Current Technology Target Future Technology Target
Next generation tires will be designed to enhance overall performance.
Current Product
New Product
Rolling resistance will not be the only improvement.
Fuel Conservation and Management Symposium
Tire and truck maintenance remains important.
Prevent fuel economy losses with proper tire and truck maintenance.
Tire Inflation Axle Alignment
Fuel Conservation and Management Symposium
After fuel cost, fleet managers say their largest uncontrollable issue is on-road tire failures.
Improve uptime and reduce repair costs with DuraSeal Technology®.
• Nearly 2/3 of on-highway tire failures come from the trailer position
• The G316 trailer tire with DuraSeal Technology® has a built-in tire sealant that quickly seals up to ¼” diameter tread punctures in the tread area
Fuel Conservation and Management Symposium
Engine Manufacturers Perspective
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
Detroit Diesel Engines Emission Control Timeline
Fuel Conservation and Management Symposium
1990 2000 2010
Cooled Exhaust Gas Recirculation
Particulate Filters
Selective Catalytic
Reductant Systems
Emissions Controlled through fuel injection timing
Improving fuel consumptionIncreased fuel consumption
Improving fuel consumption
Fuel Conservation and Management Symposium
Detroit Diesel Engines
• In the beginning of 2000, it was determined a another advancement in engines was needed
• Detroit Diesel, now part of Daimler began development of a brand new line of heavy duty engines
• Once again the focus was fuel economy and emission reduction as the 2007 emission standards were now clearly defined
• Investment of $1.5 Billion has bought this engine family to the market beginning in January 2008
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
Gro
ss
Co
mb
ine
d V
eh
icle
We
igh
t, l
bs
55000
60000
65000
70000
75000
80000
85000
90000
Vehicle Speed, mph
55 60 65 70 75
3.0
4.0 5.03.5
4.55.5
5.95.55.24.13.4DD15 Fuel Consumption vs. S60 Fuel Consumption
Source:
Advantage DD15
Advantage S60
Fuel Conservation and Management Symposium
The new DD15 is the industry leader in fuel
efficiency
Fuel Conservation and Management Symposium
SCR System for 2010
2007 Emissions2007 Emissions 2010 Emissions2010 Emissions
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
2010 Aftertreatment Design Concept
Fuel Conservation and Management Symposium
Fuel Conservation and Management Symposium
SCR Benefits Will Rapidly Overcome Upfront Cost Increases and “Complexity” Challenges
SCR Fuel SavingsPer Truck
@ 3% = 583 gallons/yr
@ 4% = 769 gallons/yr
@ 5% = 952 gallons/yr
There Are 3 Factors In SCR Economics
1. Diesel Fuel Savings
1 yr. 2 yr. 3 yr.
DEF Price = $2.50
Diesel Price = $5.00
$0
$2,000
$3,800
$7,500
$11,430
3% fuel savings5% fuelsavings
3. DEF PricingRelative to Diesel
2. Fluid Savings from
SCR
Fuel Conservation and Management Symposium
2010 Aftertreatment Design Concept
Fuel Conservation and Management SymposiumFuel Conservation and Management Symposium
Drivers have a significant impact on vehicle fuel consumption
Numerous engine control strategies are employed to control the drivers influence on fuel consumption
• Vehicle Speed Limiting• Cruise Control Incentives• Progressive Shifting Engine Speed Controls• Engine Idle Time Limiters• Cooling Fan Control Strategies• “Soft” Cruise Control • Adaptive Cruise Control – anticipate topography changes (future
technology)
Other Factors Impacting Fuel Consumption
Fuel Conservation and Management Symposium
Future Fuel Economy Improvements
• Future Fuel Economy Improvements beyond 2010 will come in small increments
• Attention to aerodynamic detail in both tractor and trailer
• Incremental electronic controls to further optimize drivelines
• Continued small increments in basic engine efficiency
Fuel Conservation and Management Symposium
Reduced Fleet (Fuel) Operating Costs
Mark LampertSr. VP SalesDaimler Trucks North America
Fuel Conservation and Management Symposium
Fuel Energy Distribution
• A modern Long Haul Class 8vehicle operating on a typicalU.S. round trip with a GVW of80,000 lb utilizes fuel energyas follows:
Drivetrain Friction
3%Engine Based
Auxiliaries1%
Brake Friction*4%
Tire Rolling Resistance
16%
Aerodynamics*19%
Engine*57%
* Influenced by driving technique
Fuel Conservation and Management Symposium
DD15 - TURBO COMPOUND
Optimize Fuel Consumption – Engine & Engine Based Auxiliary Loads
• Technologies available today (FE increase)− DD15 (5% vs previous industry benchmark)
• Turbo Compounding• Amplified Common Rail System• Benchmark compression ratio• Thermostat on inlet side
− Eaton AMT with integrated shift map for DD15 (up to 20%, depending on driver) − Soft cruise (up to 1%)− Gearing for cruise speed around sweet spot (up to 10%)− APUs to reduce idling (5% depending on idle time)
• Short Term Future Technologies− BlueTec – EPA 2010 (3 to 5 % compared to non-SCR engines)− Gear based torque management (under evaluation)− Engine oil temperature thermostat (up to 3% in extremely cold climate)
• Long Term Future Technologies− Electrified Exhaust energy recycling− Coolant energy recycling− Variable injection angles− Variable compression ratio
Fuel Conservation and Management Symposium
2400
2000
1600
1200
800
400
00 1
020
30
40
50
60
70
80
Vehicle Speed Mile/h
En
gin
e S
pee
d r
/min
Peak Torque Zone
Road Speed Limit
9th gear
10th gear
6.68 mpg
5.46 mpg
IMPORTANCE OF PROGRESSIVE SHIFTING
Optimize Fuel Consumption – Engine & Engine BasedAuxiliary Loads (cont.)
• Driver Influence (depending on baseline driver up to 25%)− Progressive shifting − Moderate accelerations− Fan control− Idling
Fuel Conservation and Management Symposium
Improving Tractor Aerodynamics
Fuel Conservation and Management Symposium
Power Required toOvercome Aero Drag
Note: approximately 50% of aero drag is from the tractor and front of trailer, while the other half is from the trailer undercarriage and rear of trailer.
Optimize Fuel Consumption – Aerodynamics
• Driver influence – high− Speed
• Technologies available today (FE gain)− Slow down – 5mph reduction (5% to 8%)− Optimum 5th wheel height and trailer gap (6%)− Aero bumper and air dam (3%)− Tractor side fairings/skirts (3%)− Aero mirrors (1%)− Eliminate sunvisor (1%)− Eliminate hood mounted aux mirrors (1%)− Trailer side skirts and wheel covers (3.3%)− Trailer undercarriage flow device (1%)− Rear trailer aero treatment (2 to 4%)
• Technologies of the future (FE gain)− Optimize tractor/trailer interface (5%)− Tractor/Trailer cross flow vortex trap device (3.5%)− Trailer vortex strake device (2%)
Fuel Conservation and Management Symposium
Optimize Fuel Consumption – Rolling Resistance, Drivetrain
• Driver Influence - minimal• Tire inspection/inflation
• Technologies available today• Fuel efficient tire vs. std tire (5%)• Wide based singles with tire inflation system (2.5%)• Proper tire inflation vs. 10% under-inflation (1%)• Synthetic transmission and axle lube (1%)• Direct drive vs. overdrive (up to 1%)• Proper axle ratio (up to 10%)
• Technologies of the future• Advanced tandems
Fuel Conservation and Management Symposium
Energy Use by Application
0%
10%20%
30%40%
50%
60%70%
80%90%
100%
Delivery City Bus Refuse Class 8
Braking
Aero
Rolling
Optimize Fuel Consumption – Braking
• Driver influence – moderate to high• Maintain momentum (braking/accelerating)
• Technologies available today• Driving technique – looking ahead to minimize braking/accelerating• Route optimization (traffic, stops, etc)• Hybrid for medium duty (25% to 40%)
• Technologies of the future• Hybrid for Class 8 (4 to 5%)
• Hybrid
• Recovers brake energy
• Reduction of idle time (ePTO, HVAC/hotel power, etc)
• Lower fuel consumption reduces emissions
Fuel Conservation and Management Symposium
• A part of the drive torque of the ICE is transferreddirectly into the drive train
• The other part is used over a planetary gear for thedrive of a electrical generator
• Combustion engine (ICE) propels only generator • No mechanical connection between ICE and axles• ICE can be operated always at optimal point
Serial Hybrid – Application: City-Bus
e.g. Orion VII
ICEengine/
generator
battery
• Electric motor coupled with conventional powertrain
• Electric motor is used either for charging the battery or to support the ICE. Can drive ePTO
Parallel Hybrid – Application: Bus, Van, Truck
e.g. M2e Business ClassDual Hybrid – Application: Passenger Cars
e.g. Toyota Prius
ICE
engine/generator
battery
planetary axle
Long haulCity bus Touring coachRefuse
- Frequent stops- Low mileage, lower share of fuel cost
- Operating in emission sensitive city area
- Variations due to altitude profile and road grade
- High share of fuel cost- Demand for hotel power (HVAC, powernet)
Urban Highway
Delivery
Different HEV Configurations
engine/generator
ICEengine/
generator
battery
Fuel Conservation and Management Symposium
Optimize Fuel Consumption Summary
• Class 8 long haul tractor trailer combination:− Aerodynamics (tractor & trailer) improvements: approx. 10 -15 % possible fuel savings with
integrated tractor and trailer.
− Others improvements: approx. 15- 25% possible fuel savings
− Driver remains a critical element
• Medium Duty Delivery vehicle:− Hybrids: approx. 25% - 40% possible fuel savings depending on vehicle
application, most promising in stop and go traffic
− Hybrid with ePTO: approx. 50% to 60% fuel savings with idle reduction