heavy-duty (hd) diesel engines roadmap · fpt industrial brands and timeline sae-na 2015 6 1929...

Gilles Hardy

Dipl.-Ing. (TU)

Arbon, Switzerland

Contains confidential proprietary and trade secrets information of CNH Industrial. Any use of this work without express written consent is strictly prohibited.

SAE-NA 2015

Heavy-Duty (HD) Diesel Engines Roadmap

16 September 2015

1. FPT Industrial2. Last decade HD development: ATS

3. Thermal Efficiency Improvement

4. 3D CFD Combustion Analysis

5. Conclusions

Outline

SAE-NA 2015 216 September 2015

FPT IndustrialCNH Industrial: Group Structure

316 September 2015 SAE-NA 2015

FPT IndustrialLocation

416 September 2015 SAE-NA 2015

FPT IndustrialCNH Industrial: Product Portfolio

5SAE-NA 201516 September 2015

FPT IndustrialBrands and timeline

6SAE-NA 2015

1929 > 1975: “Fiat Veicoli Industriali”, later incorporated into the newly-born Iveco

2004: creation of Iveco Motors dedicated to industrial (both on and off highway), marine and power

generation applications

2005: creation of FPT, Fiat Powertrain Technologies, unified all of the powertrain activities within the

Fiat Group

2010: Fiat demerged its agricultural and construction equipment business (CNH), trucks and

commercial vehicles business (Iveco) and the related powertrain activities (FPT Industrial) to a newly

established company, Fiat Industrial S.p.A

2013: CNH Global N.V. and Fiat Industrial S.p.A. were merged into CNH Industrial N.V.

16 September 2015

FPT IndustrialInnovation in industrial engines


FPT IndustrialIndustrial engines portfolio


FPT IndustrialExample H-D Truck mission

9SAE-NA 2015

Engine RPM [1/min]

En

gin

e L

oad

[%

]Cruise 100 kW

16 September 2015

FPT IndustrialExample Farm Tractor mission

10SAE-NA 2015

Engine RPM [1/min]

En

gin

e L

oad

[%

]

16 September 2015

FPT IndustrialExample Combine Harvester mission

11SAE-NA 2015

Engine RPM [1/min]

En

gin

e L

oad

[%

]

16 September 2015

FPT IndustrialExample Excavator mission

12SAE-NA 2015

Engine RPM [1/min]

En

gin

e L

oad

[%

]

16 September 2015

FPT IndustrialExample Marine Speed Yacht mission

13SAE-NA 2015

Engine RPM [1/min]

En

gin

e L

oad

[%

]

16 September 2015

1. FPT Industrial

2. Last decade HD development: ATS3. Thermal Efficiency Improvement


5. Conclusions

Outline


Emission Regulation in EuropeTimeline


Not only stricter limits but more demanding test procedures (dynamic) and in particular ISC-PEMS (real time driving) has driven the development and technology selection

1980 1985 1990 1995 2000 2005 2010 2015

20

18

16

14

12

10

8

6

4

2

0

YEAR

No

x (

g/k

Wh

)

1.4

1.2

1

0.8

0.6

0.4

0.2

0

FAV 2 NOx

Europa NOx

FAV 2 PM

Europa PM

ECE R49 13-steps ESCETCELR

WHSCWHTCWNTE

W-OBDdurabilityPEMS*NOx control

RAPD**RMI***

OBDdurabilityNOx control

EU

RO

III

EU

RO

IV

EU

RO

V

EU

RO

VI

PN-LIMIT

PM

(g/k

Wh

)

EU6:

NOx = 0.4 g/kWh

PM = 0.01 g/kWh

EU3:

NOx = 5.0 g/kWh

PM = 0.1 g/kWh

ISC: In-Service Conformity

PEMS: Portable Emission Meas. System

Technologies DevelopmentTechnologies vs regulation


Naturally aspirated Turbo Turbo + IC VTG, WG, IC, 2-stage TC

UI Common Rail

Mechanical control EDC, map-based

Non-EGR EGR

No ATS Oxicat / DPF SCR / DPF

IDI on small high speed diesel DI on small high speed diesel

I II IV V VI

FIE: Distributor, in-line pump

III

Power density hp/liter

20 26 37 43 45-50 ?

3’000 20’000 50’000 150’000 150’000 ?

Oil drain interval km

1970 1980 1990 2000 2010 2020

model-based

Euro VI TechnologyModerate EGR approach


100

5.03.5

SCR0

10%

0

SC

R e

ffic

ien

cy

Ad

Blu

eco

nsu

mp

tio

n

0

40 50%

0

Ad

d.

Co

olin

g p

ow

er

SCR EGR

EG

R R

ate

2.0

Fuel consumption

PM (g/kWh)

2 stage TC & IC

1 stage TC

Combustion

EGRDPF

NOx (g/kWh)

Euro III

Euro VI0.40

0,01 Euro V Euro IV

Euro VI TechnologyHI-eSCR approach


5.03.52.0

0

100 10%

0

SC

R e

ffic

ien

cy

Ad

Blu

eco

nsu

mp

tio

n

0

40 50%

0

Ad

d.

Co

olin

g p

ow

er

SCR EGR

EG

R R

ate

Fuel consumption

Combustion

NOx (g/kWh)

Euro III

Euro VI0.40

0,01 Euro V

DPFSCR

2 stage TC & IC

1 stage TC

Euro IV

PM (g/kWh)

Euro VI TechnologyHI-eSCR approach for On-Road Euro VI


Euro VI TechnologyHI-eSCR approach (no PDF) for Off-Road Tier 4b


� On-road emissions of Euro VI heavy duty trucks (fully loaded) are about four times lower

than a single passenger car in g/(kmT)

� Criteria Pollutants in the exhaust are within max workplace concentration limits (ppm)

� The PEMS requirements will guarantee that emissions remain within the limits over the

useful life of the vehicle

Euro VI TechnologyIn use emissions summary


Euro VI = near zero emission truck

EU6 NOx Speed Power NOx NOx

g/kWh km/h kW g/km g/km.T

HD Truck 40T 0.4 80 100 0.5 0.0125

Passenger Car 1.6T 0.08 0.05

Ratio 6.25 0.25

Euro VI TechnologyFuel Consumption Development


AVERAGE FUEL CONSUMPTION (GROSS VEHICLE WEIGHT 38/40 T)

1986 Modified Routing

Liter

Diesel /

100 km

Source: lastauto omnibus 4/2014 Euro 6

?

Original test track Slightly Modified test track New test track

1. FPT Industrial

2. Last decade HD development: ATS

3. Thermal Efficiency Improvement4. 3D CFD Combustion Analysis

5.Conclusions

Outline


Technology DriversParadigm change

24SAE-NA 2015

Innovation driven by emissions legislation NOx / PM

Maintaining or improving fuel consumption / CO2 and operating cost

Improving cost, reliability and weight

Innovation driven by fuel consumption / CO2 and operating cost

Maintaining low NOx / PMemission level

Improving total cost of ownership, reliability and weight

16 September 2015

Thermal Efficiency (best point)Timeline

25SAE-NA 2015

1893 1980 20131999

FPT INDUSTRIALHI-eSCRENGINES

FIRST TURBOCHARGED

HEAVY DUTY ENGINE

FIRST DIESELENGINE

ADVANCEDAIR-HANDLING

SYSTEMS

THERMAL EFFICIENCY

2020

INTEGRATEDENERGY

MANAGEMENT

26% 44%39% 42%>50%

(?)

16 September 2015

320 g/kWh 215 g/kWh 200 g/kWh 189 g/kWh 168 g/kWhbsfc

Efficiency SegregationDefinition

26SAE-NA 2015

{ 43421&

&&

43421&&

43421&

Wall

fuel

wallfuel

Combustion

wallfuel

iHP

GasEx

iHP

iLP

Mech

i

ee

Q

QQ

QQ

P

P

P

P

P

Q

Pη

fuel

Eng

ηηηη

−⋅

−⋅

+⋅== 1

ηMech … Mechanical Efficiency ηWall … Wall Heat Loss Efficiency

ηComb … Combustion Efficiency ηGasEx ... Gas-Exchange Work Efficiency

Pe ……. Brake Power (at flywheel) Pi ……. Indicated Power (at pistons)

QFuel …. Fuel Energy QWall …. Total Wall Heat Flux

PiHP ...... Ind.Power during high pr. Cycle PiLP ….. Ind.Power during low pr. cycle

AHHR

Fuel Consumption for 100 % Efficiency (Hu = 42.8 MJ/kg): η(100 %) ≈ 84.1 g/kWh

16 September 2015

Brake Thermal EfficiencyWhat are the Limitations ?

27SAE-NA 2015

Approach

Combustion

Efficiency

[%]

Mechanical

Efficiency

[%]

Wall Heat Loss

Efficiency

[%]

Gas Exchange

Efficiency

[%]

Brake Thermal

Efficiency

[%]

BSFC

[g/kWh]

EURO VI (best BSFC) 55.7 % 93.5 % 85.5 % 99.3 % 44.2 % 190.2

Vision 2020 60.0 % 95.0 % 87.0 % 101.0 % 50.0 % 167.9

Delta (EU VI – Vision 2020) 4.3 % 1.5 % 1.5 % 1.7 % 5.8 % 22.3

LimitationsAchievable with

shorter combustion duration

Seems max. achievable, little effect of further improvements

No feasible solution yet, further effort

required. Any improvement on

combustion worsens Wall HT

Small further improvement

(intake ports), more map optimisation

Highest potential for further thermal efficiency improvement:

Reach higher combustion and wall heat losses efficiencies simultaneously

16 September 2015

� Compression Ratio� Combustion Duration

� EGR – AdBlue

� Two-Stage T/C

Brake Thermal EfficiencyHow to improve it?


Compression RatioMixed / Sabathé / Seilinger Cycle


Friction loss ∝∝∝∝ PCP(Peak Cylinder Pressure)

Compression RatioPeak Cylinder Pressure


Euro V

Euro III Injection retarded!!

� Compression Ratio

� Combustion Duration� EGR – AdBlue

� Two-Stage T/C



Combustion durationCR and Combustion duration effect on BSFC


-3g/kWh-2g/kWh

Combustion durationInjector Nozzle Permeability


Cruise Load

Combustion

Duration [°CA]Std

Holes

Large

Holes

Q10% [° aTDC] -2.7 -2.7

Q 10%-90% [° aTDC] 33.4 36.6

Q50% [° aTDC] 4.3 3.9

>> BSFC improvement

0.2% !!! (negligible)

Combustion duration can be

misleading !!

Combustion durationInjector Nozzle Permeability


Potential gain to run with

larger holes but at the

expense of Soot!!!

FIE future development:

Variable Nozzle Permeability


� Combustion Duration

� EGR – AdBlue� Two-Stage T/C



EGR StrategyTotal Fuel + Adblue Cost


EGR StrategyTotal Fuel + Adblue Cost


EGR rate [%]

bsN

Ox

aft

. E

ngin

e [g

/kW

h]

Fu

el +

Ure

ab

sfc

[g/k

Wh

]

Increased Heat Rejection (leading to aerodynamic loss)

+25%

A75 Load


� Combustion Duration

� EGR – AdBlue

� Two-Stage T/C



Two-Stage T/CLayout


C13 VTG compared toC10 2-stage (2 x FTG)

� Improved BSFC by downsizing: about 2-3 %

� High Power density

� Requires higher PCP (Friction increase)

� Higher Cost

Two-Stage T/CEfficiency


Downsizing

Current HD On-road

Application of TechnologiesFPT Heavy-Duty FEP demonstrator

41SAE-NA 2015

�Higher Compression Ratio

�Optimised Bowl Shape & Swirl

�L-EGR

�Thermal Management

�Low Friction Bearings

�Turbo Charger upgrade

16 September 2015

ηηηη CombustionFPT Heavy-Duty

42SAE-NA 2015

bsfc ηηηη Comb : 55.7%

Map Area > η 57%: 60%

bsfc ηηηη Comb : 58.7%

Map Area > η 57%: 90%

+3.0% abs. η Combustion 16 September 2015

C11 EU6 C11 FEP

ηηηη Wall Heat LossFPT Heavy-Duty

43SAE-NA 2015

bsfc ηηηη Wall HT : 85.5%

Map Area > η 84%: 45%

bsfc ηηηη Wall HT : 84.4%

Map Area > η 84%: 30%

-1.1% abs.η Wall Heat Loss 16 September 2015

C11 EU6 C11 FEP

Burnt Duration: Q 90%-10% [°CA]FPT Heavy-Duty

44SAE-NA 2015

C11 EU6

bsfc Q 90%-10% : 33.4° bsfc Q 90%-10% : 25.8°

C11 FEP

16 September 2015

pRail: 1300 barpRail: 900 bar

EGR: 4%EGR: 0%

X 0.77

Combustion EfficiencyWhat’s next?


Turbo Coumpound

WHR: Rankine Cyle

Mission Optimisation

Hybridisation

+1% at Full Load

+2-3% at Part Load

+1% in Mission Load

+?% depends on power

and battery capacity

1. FPT Industrial


3. Thermal Efficiency improvement

4. 3D CFD Combustion Analysis5.Conclusions

Outline


3D CFD Combustion AnalysisTools to optimise Combustion efficiency


� 3D CFD Combustion to analyse and improve ηηηη Combustion

� Sector calculation from IVC > EVO as cost effective

� Current Combustion model (like ECFM) and Heat Transfer

models not very predictive for High Load HD Diesel

� Started in-house project to develop a combustion model being

validated with HD-like condition flame structure and Engine

High Load conditions

CFD Combustion AnalysisNexGenComb


Refs:

Thiesel 2014

SAE 2015-01-0375

into OpenFoam

CFD Validation of Flame Structure (Spray A)FPT Heavy-Duty


CFD Validation of CR sweep for Cruise load pointFPT Heavy-Duty


1. FPT Industrial


3. Thermal Efficiency improvement


5.Conclusions

Outline


ConclusionsFPT Heavy-Duty


� 50% brake thermal efficiency is probably achievable without

add ons but wall heat loss reduction is a big challenge.

� Add on such as WHR, Turbo Compound, Electrification could

bring thermal efficiency up to 52-53% but cost and

maintenance is an issue

Acknowledgments


o Politecnico di Milano, prof. A. Onorati and his group

o TU Eindhoven, prof. B. Somers and his group

o FPT Motorenforschung, dr. H. Fessler & Colleagues

25 June 2015

… any questions?

Thank you

very much

for your attention!

T:

E:

FPT Motorenforschung AGSchlossgasse 2

CH-9320 Arbon

www.cnhind.com

Gilles HardyDipl.-Ing. (TU)

+41 (0)71 4477285

[email protected]

Air Handling

54

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25 June 2015 55

heavy-duty (hd) diesel engines roadmap · fpt industrial brands and timeline sae-na 2015 6 1929...

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