TechnologyDevelopment for HighEfficiency Clean DieselEngines and a Pathwayto 50% ThermalEfficiencyAugust 5, 2009Donald StantonResearch & Technology22009 DEER Conference

Brake Thermal Efficiency (%)HECC DoE Co-Sponsored Program(DE-PS26-04NT42099-01)DoE Vehicle Technologies50% BTE Engine Demonstration35404550556019851990199520002005201020152020Waste Heat RecoveryDoE Co-Sponsored Program(DE-FC26-05NT42419)DoE Vehicle Technologies55% BTE Engine AssessmentClass 8 Line Haul Application: Highway Cruise ConditionEvolution of Heavy DutyDiesel Engine Efficiency32009 DEER ConferenceEGR LoopEGR Loop-Lower Pressure Drop-Alternative CoolingFuel System-High Injection Pressure-Piston Bowl/Nozzle-Multiple injectionsAdvanced LTC-Enhanced PCCI-Mixed Mode CombustionVariableValveActuationVariable IntakeSwirlTurboTechnologyElectrically DrivenComponentsAftertreatmentTurboTechnology-Electrically Assisted-2-StageControls-Charge Air Manager-MAF-Closed Loop CombustionVariableValveActuationAftertreatment-DOC-DPF-SCR-SensorsVariable IntakeSwirlPhase 3: 2008 -2009Phase3: 2008-2009ISX Technology Roadmapfor Efficiency ImprovementBlack –EnablingTechnologyfor HECCProgram Phase 3Black –EnablingTechnologyfor HECCProgram Phase 342009 DEER Conference0.00.20.40.60.81.01.2BSNOx [g/hp-hr]

BSDPM [g / h p-hr]0.300.32 % C h ange i n Fu el Consumpti o n Re lati v e To Ba se l i neDPF+SCR2007 Engine+SCREGR+DOC+DPF+SCR>89%>89%SCR NOx ConversionEfficiencyEngineOut PMLevelAssumingDPF=0.03ProgramBaselineAdvanced Fuel InjectionSystem + EGR System +ControlsEGR System +CombustionSystem +Air HandlingAirHandling+Sensors+CalibrationLowP, HighFlowRate EGR+ VVA0.0Achieving aWideRangeof EngineOut NOxCapability79%-84%79%-84%* Robustness remains an issueforIn-CylinderNOx ControlIn-Cylinder NOxControlEGR+DOC+DPF0%-3%-6%-9%-12%85%-88%85%-88%52009 DEER Conference0.00.20.40.60.81.01.2BSNOx [g/hp-hr]

BSDPM [g / h p-hr]0.300.32 % C h ange i n Fu el Consumpti o n Re lati v e To Ba se l i neDPF+SCR2007 Engine+SCREGR+DOC+DPF+SCRSCR NOx ConversionEfficiencyEngineOut PMLevelAssumingDPF=0.03ProgramBaseline0.00%-3%-6%-9%-12%Fuel Consumption Comparisonofthe In-CylindervsSCR NOxControlEngineArchitectures7.5% Improvementin BTE7.5% Improvementin BTE14%Improvementin BTE14%Improvementin BTENon –HECC Engine(2007Production Engine)Non –HECC Engine(2007Production Engine)>89%>89%79%-84%79%-84%85%-88%85%-88%In-Cylinder NOxControlEGR+DOC+DPF62009 DEER ConferenceEvolution of High Efficiency SCR2%4%6%8%2%4%6%8%10%12%Percent Improvement in SCR NOx Conversion EfficiencyRelative to 2010 SCR System Capability

Reduction in Fuel Consumption Compared to 2007 Engine (%)Does Not Include DEF Usage10%Represent Changes in Aftertreatment HardwareIncluding Feedback Controls for Urea DosingRepresent Changes in Aftertreatment HardwareIncluding FeedbackControlsfor Urea DosingTransientDrive CycleResultsTransientDrive CycleResults72009 DEER ConferenceEvolution of High Efficiency SCR2%4%6%8%2%4%6%8%10%12%Percent Improvement in SCR NOx Conversion EfficiencyRelative to 2010 SCR System Capability

Reduction in Fuel Consumption Compared to 2007 Engine (%)Does Not Include DEF Usage10%Represent Changes in Engine ArchitectureIncluding Thermal Management StrategiesRepresent Changes in Engine ArchitectureIncluding Thermal Management StrategiesTransientDrive Cycle ResultsTransientDrive Cycle ResultsAcceptablePayback PeriodFor Class 6,7,and8VehiclesAcceptablePayback PeriodFor Class 6,7,and8Vehicles82009 DEER ConferencePotential Fuel Consumption Benefit of HigherSCR NOx Conversion Efficiency2007 EO NOx –Non SCR

Percent Change in Drive Cycle Fuel Consumption Engine Out bsNOx (g/hp-hr)* Assumes DEF cost = diesel fuel cost/2-12%-9%-6%-3%0%3%6%0.750.800.850.900.951.00SCR Conversion Efficiency024681012BSFC [lb/hp-hr]BSFC + 0.5*Urea [lb/hp-hr]EO BSNOx [g/hp-hr]ANR=1ANR=1~10%Fuel ConsumptionReduction~10%Fuel ConsumptionReductionFuel ConsumptionFuel andDEF Consumption*EngineOutNOx92009 DEER ConferencePotential Fuel Consumption Benefit of HigherSCR NOxConversion Efficiency2007 EO NOx–Non SCR Engine Out bsNOx (g/hp-hr)* Assumes DEF cost = diesel fuel cost/2-12%-9%-6%-3%0%3%6%0.750.800.850.900.951.00SCR Conversion Efficiency024681012BSFC [lb/hp-hr]BSFC + 0.5*Urea [lb/hp-hr]EO BSNOx[g/hp-hr]ANR=1ANR=1Fuel ConsumptionFuel andDEF Consumption*EngineOutNOxRepresent Changes in Engine ArchitectureIncluding Thermal Management StrategiesRepresent Changes in Engine ArchitectureIncluding Thermal Management Strategies

Per c en t Cha n g e i n D r iv e Cy cl e Fue l Co ns ump t io n102009 DEER ConferenceTechnical Barriers withPossible SolutionsIn-Cylinder NOx ControlVehicle heat rejectionLow temperature radiator configuration(multiple options considered)Power density limitationsIncreased vehicle heat rejectioncapabilityCylinder pressure capabilityRobustnessReduce charge flow and fuel flowvariation•Control algorithms•Sensor technology•EGR cylinder to cylinder distributionTransient response2-stage turboElectrically assisted boostCAC bypassHigh NOx Conversion Efficiency SCR>97% conversion efficiency over relevantdrive cyclesConversion of urea to ammonia (eliminateurea derived deposits)NOx selectivity of the ammonia slipcatalystSystem pressure dropPackagingUnique arrangements definedReduce catalyst size via zone coatingNew substrate material for smaller sizeFuel efficient thermal management fortransient emissions (FTP)TurbomachineryInjection strategyEGR cooler by-passCompressor by-pass112009 DEER ConferenceImproved Customer ValueMust significantly reduce the aftertreatment cost•Aggressive target should be a 50% reduction in priceDiesel particulate filter size reduction with lowerP andcombined SCR functionality•As SCR NOx conversion efficiency increases, PM emissionsreduced drastically•DPF operating in passive regeneration modeEliminate ammonia slip catalystGreater than 50% reduction in precious metal loading ofDOCKey is system integration with novel control strategies122009 DEER Conference

Brake Thermal Efficiency (%)HECC DoE Co-Sponsored Program(DE-PS26-04NT42099-01)DoE Vehicle Technologies50% BTE Engine Demonstration35404550556019851990199520002005201020152020Waste Heat RecoveryDoE Co-Sponsored Program(DE-FC26-05NT42419)DoE Vehicle Technologies55% BTE Engine AssessmentClass 8 Line Haul Application: Highway Cruise ConditionEvolution of Heavy DutyDiesel Engine Efficiency132009 DEER ConferenceWHR~9.5%BTE BenefitCoolant HeatRecovery+0.5%Vehicle/CondenserCapacity+1%ComponentEfficiencies+1%WorkingFluid+1%EGR HeatRecovery+2.0%Exhaust HeatRecovery+3.0%ChargeAirHeatRecovery+1.0%Nearly a 10%performance improvement is possible –though withhighadditional costandsystemcomplexityFuture development must focus on themost promising and realisticpotentialsenergy recovery sources -ORC EnergyRecoveryPotentialLess EGRstreamheat recoveryWith highefficiency SCRsystemLess EGRstreamheat recoveryWith highefficiency SCRsystemGreater exhaust streamheatrecovery potential withhighefficiencySCRsystemGreater exhaust streamheatrecovery potential withhighefficiencySCRsystemCost Reduction is aKeyArea of Emphasisforthe Cummins2ndGenerationORC WHR SystemCost Reduction is aKeyArea of Emphasisforthe Cummins2ndGenerationORC WHR System142009 DEER ConferenceFuel Energy100%Indicated Power51.7%Exhaust27.2%Heat Transfer21.1%Gas Exchange2.2%Friction0.9%Accessories1.1%Brake Power50.1%ExhaustSource(ORC)1.7%EGRSource(ORC)0.8%Engine Fuel Energy Balance to Meet50% BTE