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DOE Transportation Strategy: Improve Internal Combustion Engine Efficiency

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DOE Transportation Strategy: Improve Internal Combustion Engine Efficiency DOE Transportation Strategy: Improve Internal Combustion Engine Efficiency Gurpreet Singh, Team Leader Advanced Combustion Engine Technologies Vehicle Technologies Program U.S. Department of Energy Presented at the ARPA-E Distributed Generation Workshop Alexandria, VA June 2, 2011 Program Name or Ancillary Text eere.energy.gov Outline Current state of vehicle engine technology and performance trends (efficiency and emissions) over time Headroom to improve vehicle engine efficiency Future technical pathways and potential impact DOE’s current strategy and pathways eere.energy.gov Passenger Vehicle Fuel Economy Trends Significant fuel economy increases (in spite of increases in vehicle weight, size and performance) can be largely attributed to increase in internal combustion engine efficiency. Source: Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 through 2010, EPA. eere.energy.gov Progress In Heavy-Duty Diesel Engine Efficiency and Emissions Historical progress in heavy-duty engine efficiency and the challenge of simultaneous emissions reduction, illustrate positive impact from DOE R&D support. (Adapted from DEER presentation, courtesy of Detroit Diesel Corporation). 20 Steady State 2.0 hr) - Test NOx + HC Particulate Matter 15 1.5 g/bhp NOx Transient Test (Unregulated) 90% NOx NO + HC 10 x 1.0 Oil savings from heavy-duty vehicles alone PM (Unregulated) 2002 (1997 – 2005) represent an over 35:1 return NOx on investment (ROI) of government funds for 5 0.5 heavy-duty combustion engine R&D. PM NOx + NMHC 90% Oxides ofOxides Nitrogen ( Urban Bus PM 0 0.0 Source: Retrospective Benefit-Cost Evaluation of U.S. DOE 1970 1975 1980 1985 1990 1995 2000 2005 2010 Vehicle Advanced Combustion Engine R&D Investments: Model Year 2007 Impacts of a Cluster of Energy Technologies, U.S. DOE, May 2010 Historical Trend in Emissions from New Diesel Engines eere.energy.gov Vehicle Drive Cycle Dictates Efficiency Comparison of ICE efficiency for Light-Duty, Heavy- Duty, and Hybrid Electric Vehicle Operation Source: Combustion Engine Efficiency Colloquium, USCAR Detroit, MI, March 3 – 4, 2010 eere.energy.gov Engine Operation (Speed and Load) Dictates Efficiency Distributed Generation Internal combustion engines used for distributed power generation application (at constant high speed and load) could be operated at high efficiency eere.energy.gov Opportunity for Increased Internal Combustion Engine Efficiency Increasing the efficiency of internal combustion engines (ICEs) is one of the most promising and cost-effective approaches to improving the fuel economy of the U.S. vehicle fleet “…The internal combustion engine will be the dominant prime mover for light-duty vehicles for many years, probably decades …” NRC Report1 Advanced engines in conventional, hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) will maintain significant market share for several decades Medium-duty and heavy-duty commercial vehicles account for a quarter of the fuel used (mostly diesel fuel) 1 Review of the Research Program of the FreedomCAR and Fuel No obvious alternative to ICE for over-the road Partnership: Third Report, NRC, trucks in the foreseeable future 2010 More efficient internal combustion engines can be promising and cost-effective for distributed power generation eere.energy.gov Workshops to Identify R&D Needs Combustion Engine Efficiency Colloquium, USCAR Detroit, MI, March 3 – 4, 2010 Findings • Achievable peak efficiencies > 60%, “affordable” engines may be lower. • Possible 2X improvement in fuel efficiency for LD vehicles. Workshop on Predictive Simulation of ICE (PreSICE), March 3, 2011 Highest Priority Industry Barriers For Advanced Engines (PreSICE workshop focus) • Effect of stochastic nature of in-cylinder flow on engine combustion, performance and emissions • Spray modeling and experimentation in dense spray and nozzle internal flow regions, including physics like cavitation and flash boiling. eere.energy.gov Science-Based Engine Design - An early example Basic Science Applied R&D Manufacturing/ Commercialization BES BES EERE Cummins and Dodge Sustained support in 2 areas Applications of chemistry Cummins used simulation tools and Development of predictive and diagnostics to engines improved understanding of diesel fuel chemistry in model flames sprays to design a new diesel engine with reduced development time and cost and Predictive improved fuel efficiency. Computational chemical models kinetics and under realistic experiments conditions ISB 6.7 liter Cummins diesel Advance laser diagnostics engine first marketed in the 2007 applied to model flames Laser diagnostics Dodge Ram pickup truck; more of diesel fuel than 100,000 sold/year sprays in engine Laser-based cylinders chemical imaging eere.energy.gov Advanced Combustion Engine R&D Strategic Goal: Reduce petroleum dependence by removing critical technical barriers to mass commercialization of high- efficiency, emissions-compliant internal combustion engine (ICE) powertrains in passenger and commercial vehicles Primary Directions Improve ICE efficiency for cars, light- and heavy-duty trucks through advanced combustion and minimization of thermal and parasitic losses Develop aftertreatment technologies integrated with combustion strategies for emissions compliance and minimization of efficiency penalty Explore waste energy recovery with mechanical and advanced thermoelectrics devices Coordinate with fuels R&D to enable clean, high-efficiency engines using hydrocarbon-based (petroleum and non-petroleum) fuels and hydrogen Performance Targets Light-Duty Heavy-Duty 2010 2015 2015 2018 Engine brake 45% 50% 55% thermal efficiency Powertrain cost < $30/kW NOx & PM Tier 2, Tier 2, EPA EPA emissions Bin5 Bin2 Standards Standards Fuel economy 25 – 40% 20% 30% improvement eere.energy.gov ICEs Can Use a Variety of High Energy Density Fuels 1,200 1058 990 1,000 950 922 3 785 800 690 683 679 633 600 562 483 400 Thousand Btuper ftThousand 270 266 200 68 0 Diesel Biodiesel Butanol LPG Ethanol Methanol CNG3626 eere.energy.gov Research Tools Bridge Fundamentals to Application and Support Model Development Close coupled modeling and experiments Advanced diagnostics including optical, laser, x-ray, and neutron Nozzle Sac based techniques X-Ray Image HCCI & Lean- Combustion simulators burn Gasoline Multi-dimensional computational Optical Engines models Fuel kinetics Gasoline PRF: Diesel PRF: n-heptane n-hexadecane iso-octane 2,2,4,4,6,8,8 hepta- methylnonanev Engine Simulation Multi- and single-cylinder engines LTC Simulator 3-Million Cell LES Grid Close collaboration between industry, national labs and universities Cross-cuts light- and heavy-duty R&D Leading to engine CFD modeling tools widely used in industry eere.energy.gov Advanced Engine Combustion Research Supports DOE/Industry High-efficiency, Clean Engine Goals Goal: To develop the knowledge base for low-temperature combustion (LTC) strategies and carry research results to products. – Science-base for advanced combustion strategies – Computational tools for combustion system design and optimization – Identify potential pathways for efficiency improvement and emission compliance Close collaboration with industry through the Advanced Engine Combustion MOU led by Sandia National Labs carries research to products. Cross cuts light-duty and heavy-duty engine R&D University research integrated with MOU (Wisconsin, Michigan, MIT, UC Berkeley, and Michigan State) eere.energy.gov Boosted gasoline HCCI achieves 2x load of previous best, with ultra-low NOX & no knock (SNL) New detailed understanding of HCCI processes Demonstrated in a medium-duty engine enable high-load operation on conventional configured for HCCI operation 87- octane gasoline 16 Maximum engine load – Exhaust Gas Recirculation (EGR) with EGR and delayed – Intake pressure boosting (turbo-charging) combustion timing 12 – Combustion timing control – Thermal stratification 8 Offers possibility of an engine operating full- 4 Typical previous maximum time on HCCI with: engine load on gasoline – Peak indicated efficiency of 47-48% [bar]load in Engine IMEP 0 over the 8 to16 bar Indicated Mean Effective 50 100 150 200 250 300 350 Pressure range Intake air pressure boost [kPa absolute] – No engine knock (Low noise and stable 101 kPa is ambient air , i.e., no boost combustion) – Ultra-low NOx (well below 2010 regulations) – No soot Currently investigating robustness of high-load operation over a broader Load range and efficiency comparable to a turbo-charged diesel but with potential for less parameter range and potential for ~52% complicated and costly aftertreatment. peak indicated efficiency. eere.energy.gov LTC in Heavy- and Light-Duty Engines (UW) Light-duty RCCI (1900 rev/min) 0.3 Heavy-duty RCCI (1300 rev/min) Engine efficiency 0.2 Tier 2 Bin 5 NOx Limit (47 MPG) NOx 0.1 improvement could [g/kW-hr] potentially increase LD 0.0 fuel economy by over 75 0.03 Tier 2 Bin 5 Soot Limit (47 MPG) 0.02 percent compared to Soot 0.01 current gasoline engine. [g/kW-hr] 0.00 Dual fueling (with gasoline 57 54 and diesel fuel) has 51 shown indicated efficiency 48 Efficiency between 50% and 59%. GrossInd. 45 4 6 8 10 12 14 Gross IMEP [bar] eere.energy.gov A Free-Piston Linear Alternator (FPLA) Using HCCI Combustion Offers High Efficiency (>60% Indicated), Low Emissions, and Multi-fuel Capability (SNL) An FPLA has inherent electronically-controllable Ideal cycle limit (67% ITE) variable compression ratio and high-pressure capability
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