The Role of the Internal Combustion Engine in our Energy Future
Anthony Greszler Volvo Organisation
AB Volvo Business Areas
BA Asia Mack Renault Volvo Construction Volvo Volvo Financial Incl. Buses Trucks Trucks Trucks Equipment Penta Aero Services UD Trucks
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Volvo 3P
Volvo Powertrain
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Volvo Information Technology & Others HD Vehicle Market has Huge Variety Size, Shape, Duty Cycle
Projection – Provided by US DOE in 2009 Projected Fuel Use for Heavy Trucks through 2050. 6
5 Class 3-6 Oil 4 Local Class 7-8 Oil 3 Intermediate-Haul Class 7-8 Oil Inte 2 Oil
Consumption,mbpd 80% Class 7-8 1 70% Highway Long-Haul Class 7-8 Hau
0 2005 2010 2015 2020 2025 2030 2035 2040 2045 2050
Year FOCUS Source: US DOE - GPRA 06 FCVT Heavy Vehicle Benefits On Class 8 Long-Haul Factors Influencing Power Choices for Motor Vehicles
• Power Demand Requirements • Fuel Availability Factors Driving Potential • Durability • Reliability ICE Replacement • Operating Cost • Acquisition Cost • Finite supply of fossil fuel • Emissions -Cost Impact Range with on-board fuel • • GHG emissions Size • Energy security Weight • • Better alternatives? • Response lag time • • Cooling Requirements • Refueling time
Driving Factors all Relate to Fuel Issues HistoricalHistorical Look -Best & PointProjected BSFC US HD On- HighwayHD US Diesels Diesel Efficiency
0.39 g - B G CO 2
US Emission Levels - /HP 0.37 T H hr
E G 0.35 38% 506
1.2 g/hp-hr NOx .2g/hp-hr Nox 2.5 g/hp-hr NOx with SCR 0.33 200 gr/kw-hr 40% 477 Consent Decree 6g/hp-hr NOx 2014 RMC Cycle GHG target =475 2017 RMC Cycle GHG target =460 0.31 188 43% 448 BSFC (lb/BHPH) BSFC
0.29 176 46% 419 Best BSFC low speed marine diesel Diesel 51% T.E. * 13 g/hp-hr Nox * Unlimited cooling capacity *2 stroke Waste Heat Electrical * 95 RPM * Full Load * Unlimited space and weight adds 6% 164 Waste Heat Recover -max electrical output 12% of engine 50% 390 0.27 *Uses exhaust turbine (diverts 10% of exhaust to power 57% total Thermal Eff turbine) and rankine cycle from exhaust heat
0.25 1975 1980 1985 1990 1995 1999 2001 2004 2007 2010 2014 2017 2020 Year Alternatives to ICE’s
• Gas Turbine Rankine Don’t really address the problem • unless they provide substantial • Sterling improved efficiency
• BEV • Fuel Cell • Other?
Gas Turbine?
• Efficiency challenged to get above 40% in mobile applications. • Efficiency suffers at light load compared to diesel • Slow response • Expensive – even compared to full diesel emissions package • Might be an option in hybrid combination • But doesn’t offer a real advantage over diesel ICE Rankine Engine?
• Has been around a long time in various forms • Recent incarnations may be feasible for on-road motor vehicles • Still doesn’t approach diesel efficiency targets • Greater fuel flexibility may offer some opportunity • Still no indication that it will become a significant player in motor industry Sterling Engine?
• Never a strong consideration for motor vehicles • Bulky • Slow responding • Materials limit operating temperature and efficiency • Practical efficiency does not approach diesel PEM or SOFC Fuel Cell? PEM is 50-60% EFFICIENT – 45% of fuel energy must be extracted by coolant at temperatures around 70-80C. – For heavy-duty, this would mean a massive cooling system with negative aerodynamic consequences. – With H2 from fossil sources GHG outcome is significantly worse than diesel hybrid Does it make sense to synthesize H2 from renewable electricity sources? – Some analyses indicate only 22% of electrical energy makes it to the wheels On-board H2 storage is not capable of long-haul range requirements. Typical mobile SOFC has only 30-35% electrical efficiency, but potential of 50-55% plus waste heat secondary cycle – Long warm-up time – Could be a possible option, but a long way from feasible. – Still requires energy dense on-board fuel Battery requirements for electric propulsion
10 kg for 10 km Possible!
40 kg for 10 km Possible!
200 kg for 10 km Possible!
20 tons for 1000 km Not possible!
45 000 tonsBattery of batteries. operation alone not The take off weight is 413 tons ! Notpossible possible! for Long Haul/Coach … One possible Full Electric Option…
• A Plug In vehicle able to charge from a “Slide In” track in the road
• Can REALISTICLY reduce the Energy Use by 50 % (Long haul) up to 75 % Converter (Cars) to Battery Voltage
• Almost eliminates the use of fossil BATTERY fuel
• Does not require any Rocket Science and can have realistic safety
• But requires development of safe and reliable method to electrify major Asphalt roadways.
Where does that leave us?
• Diesel cycle engines will be prime movers for freight transport for a long time – This means compression ignition, not necessarily diesel fuel • Vehicle electrification (where feasible) and efficiency improvements should be applied as broadly and quickly as possible • Fossil and biofuels should be reserved for long- haul transport and industrial feedstocks that don’t have alternatives. So,Historical how Look - Bestdo Point we BSFC achieve US HD On-Highway these Diesels efficiencies?
0.39 g - B G CO 2
US Emission Levels - /HP 0.37 T H hr
E G 0.35 38% 506
1.2 g/hp-hr NOx .2g/hp-hr Nox 2.5 g/hp-hr NOx with SCR 0.33 200 gr/kw-hr 40% 477 Consent Decree 6g/hp-hr NOx 2014 RMC Cycle GHG target =475 2017 RMC Cycle GHG target =460 0.31 188 43% 448 BSFC (lb/BHPH) BSFC
0.29 176 46% 419 Best BSFC low speed marine diesel Diesel 51% T.E. * 13 g/hp-hr Nox * Unlimited cooling capacity *2 stroke Waste Heat Electrical * 95 RPM * Full Load * Unlimited space and weight adds 6% 164 Waste Heat Recover -max electrical output 12% of engine 50% 390 0.27 *Uses exhaust turbine (diverts 10% of exhaust to power 57% total Thermal Eff turbine) and rankine cycle from exhaust heat
0.25 1975 1980 1985 1990 1995 1999 2001 2004 2007 2010 2014 2017 2020 Year Back to Basics…
• Air-Standard Otto-Cycle 0.9 0.8 Efficiency goes up with rc 0.7 Efficiency goes up with 0.6 Gamma 0.5 Typical Diesel 0.4 Is it really Efficiency 0.3 gamma = 1.3 0.2 gamma = 1.4 this simple?
0.1 gamma = 1.5 Gamma (Cp/Cv) for dry air is 0 1.4 at 20 C. 0 10 20 30 Gamma decreases with increasing temperature. Compression Ratio Gamma decreases for burned gases vs unburned gases. (EGR is negative) Efficiency vs. Compression Ratio
0.75
0.7
0.65 Theoretical Cycle Efficiency 0.6 Heat Transfer & 0.55 Combustion Loss ITE 0.5 Friction Loss Efficiency 0.45 Pumping Loss BTE 0.4
0.35
0.3 10 15 20 25 Compression Ratio Path from 43% to 50% Thermal Efficiency? • Combustion BTE Efficiency Gain(%) – Peak cylinder pressure – High efficiency SCR to decouple 2-3% NOx/efficiency trade-off • Turbocharger & gas handling efficiency 2-3% • Exhaust & EGR Heat Energy Recovery Turbo-compound – 2-3% – Rankine cycle – Thermo-electric • Friction, lubricants – Efficient accessories 1-2% • Managing engine speed & load within optimal efficiency range via powertrain innovation 1-2% – Hybridization in appropriate duty cycles – Idle elimination • Alternative premixed combustion strategies 1-2% – RCCI, PCCI, LTC
2 4 6 8 Conclusions • Although electrification options are feasible to displace a majority of fossil fuel in light duty applications, this is not true for long-haul, heavy duty. • There are no significant alternatives to ICE’s for long-haul heavy transport. • Diesel cycle engines will continue dominate in this market – Even natural gas engines will likely be compression ignition for long-haul – Other fuels (even typical SI fuels) may be used in low temperature combustion schemes • Secondary waste heat recovery cycles will see increasing use • Efficiency will be driven by fuel cost and by regulation – NOx battle has been won – Efficiency and GHG is the new front