Techn

Developmen

Efficiency C

Engines and 

to 50% T

Efficie

A

u

g

u

st 5

Donald S

Research & T
2 

Brake Thermal Efficiency (%) HECC DoE Co-Sponsored Program (DE-PS26-04NT42099-01) DoE Vehicle Technologies 50% BTE Engine Demonstration

354045505560

1985 1990 1995 2000 2005 20

W

DoE 

DoE Vehicle Tec

55% BTE Engine A

Class 8 Line Haul Application: Highway Cruis

Evolution of He

Diesel Engine E
3 

EGR Loop EGR Loop - Lower Pressure Drop

- Alternative Cooling

Fuel System

-High Injection Pressure

-Piston Bowl/Nozzle

-Multiple injections

Ad

-E

- Mixed 

Variable 

Valve

Actuation

Variable Intake

Swirl

Turbo

Technology

Ele

Aftertreatme

Turbo

Technology

-Electrically Assisted

-2-Stage

-C

Variable 

Valve

Actuation

Aftertreatm

-DOC

-DPF

-SCR

-Sensors

Variable Intake

Swirl

Phase Phase 3: 2008 - 2009 3: 2008 - 2009

ISX Technology Roadm

for Efficiency Improvem

Black – Black –EEnabling Technology for HECC Progra

nabling Technology for HECC Progra
4 

0.0 0.2 0.4 0.6 0.8 

BSNOx [g/hp-hr]

BSDPM [g/hp-hr]

EGR+DOC+DP

+

SCR

SCR NOx Conversion Efficiency 

=0.03

Program Baseline

Advanced Fuel Injection System + EGR Sys

EGR System + Combustion System + Air Handling

Air Handling + Sens

Low P, High Flow Rate EGR + VVA

0.0

Achieving a Wide Range of Engine Out NO

7979%%-84-84%%

* Robustness remains an issue

for In-Cylinder NOx Control

In-Cylinder NOx Control

EGR+DOC+DPF
5 

0.0 0.2 0.4 0.6 0.8 

BSNOx [g/hp-hr]

BSDPM [g/hp-hr]

EGR+DOC+DP

+

SCR

SCR NOx Conversion Efficiency

=0.03

Program Baseline

0.0

Fuel Consumption Comparison of the In

vs SCR NOx Control Engine Archite

7.5% Improvement

in BTE

7.5% Improvement

in BTE

14% 

Improv

in B

14% 

Improve

in BT

Non – HECC Engine

(2007 Production Engin

Non – HEC

(2007 Produc

7979%%-84-84%% 

In-Cylinder NOx Control

EGR+DOC+DPF
6 

Evolution of High Efficien

2%

4%

6%

8%

2% 4% 6% 8% 10

Percent Improvement in SCR NOx Conver

Relative to 2010 SCR System Cap

Reduction in Fuel Consumption

Compared to 2007 Engine (%)

Does Not Include DEF Usage

10%

Represent Changes in Aftertreatment Har

Including Feedback Controls for Urea D

Represent Chang

es in After

treatm

ent Hard

Includi

ng F

eedbac

k Control

s for Urea D

o

Transient Drive Cycle Resul

t

s Transient Drive Cycle Resul

t

s
7 

Evolution of High Efficien

2%

4%

6%

8%

2% 4% 6% 8% 10

Percent Improvement in SCR NOx Conver

Relative to 2010 SCR System Cap

Reduction in Fuel Consumption

Compared to 2007 Engine (%)

Does Not Include DEF Usage

10%

Represent Changes in Engine Arc

Including Thermal Management S

Represent Changes in Engine Arch

Including Thermal Management St

Transi

Transie

Acceptable Payback Period

For Class 6, 7, and 8 Vehicles

Acceptable Payback Period

For Class 6, 7, and 8 Vehicles
8 

Potential Fuel Consumption Benefit 

SCR NOx Conversion Efficien

2007 EO NOx – Non SCR

Percent Change in Drive Cycle

Fuel Consumption

* Assumes DEF cost = diesel fuel cost/2

-12%

-9%-6%-3%

0%3%6%

0.75 0.80 0.85 0.90 

SCR Conversion Efficiency

BSFC [lb/hp-hr]

BSFC + 0.5*Urea [lb/hp-hr]

EO BSNOx [g/hp-hr]

ANR=1 ANR=1

~10% Fuel Consumption

Reduction

~10% Fuel Consumption

Reduction

Fuel Consumption

Fuel and DEF Consumption*

Engine Out NOx
9 

Potential Fuel Consumption Benefit 

SCR NOx Conversion Efficien

2007 EO NOx – Non SCR

* Assumes DEF cost = diesel fuel cost/2

-12%

-9%-6%-3%

0%3%6%

0.75 0.80 0.85 0.90 

SCR Conversion Efficiency

BSFC [lb/hp-hr]

BSFC + 0.5*Urea [lb/hp-hr]

EO BSNOx [g/hp-hr]

ANR=1 ANR=1

Fuel Consumption

Fuel and DEF Consumption*

Engine Out NOx

Represent Changes in Engine Architecture 

Including Thermal Management Strategie

Represent Changes in Engine Architecture 

Including Thermal Management Strategies

Percent Change in Drive Cycle

Fuel Consumption
10 

Technical Barriers wit

Possible Solutions

In-Cylinder NOx Control Vehicle heat rejection

 Low temperature radiator configuration 

(multiple options considered)

 Power density limitations

 Increased vehicle heat rejection 

capability

 Cylinder pressure capability

 Robustness

 Reduce charge flow and fuel flow 

variation

• Control algorithms• Sensor technology• EGR cylinder to cylinder distribution

 Transient response

 2-stage turbo Electrically assisted boost

 CAC bypass

High NOx Conver >97% conversio

drive cycles

 Conversion o

urea derived 

 NOx selectivi

catalyst

 System pressu Packaging

 Unique arran Reduce catal New substrat

 Fuel efficient th

transient emiss

 Turbomachin Injection strat EGR cooler b Compressor 
11 

Improved Customer Va

 Must significantly reduce the aftertreatmen

• Aggressive target should be a 50% reduction 

 Diesel particulate filter size reduction with l

combined SCR functionality

• As SCR NOx conversion efficiency increases

reduced drastically

• DPF operating in passive regeneration mode

 Eliminate ammonia slip catalyst Greater than 50% reduction in precious me

DOC

 Key is system integration with novel contro
12 

Brake Thermal Efficiency (%) HECC DoE Co-Sponsored Program (DE-PS26-04NT42099-01) DoE Vehicle Technologies 50% BTE Engine Demonstration

354045505560

1985 1990 1995 2000 2005 20

W

DoE 

DoE Vehicle Tec

55% BTE Engine A

Class 8 Line Haul Application: Highway Cruis

Evolution of He

Diesel Engine E
13 

WHR

~9.5%

BTE Benefit

Coolant Heat 

Recovery

+0.5%

Vehicle

Condens

Capacity +

EGR Heat

Recovery

+2.0%

Exhaust Heat 

Recovery

+3.0%

Charge Air Heat 

Recovery

+1.0%

Nearly a 10% performance improvement is possible – additional cost and system complexity

Future development must focus on the most promising 

potentials energy recovery sources -

ORC Energy Recovery Pote

Less 

With 

Less E

With h

Greater exhaust stream heat

recovery potential with

high efficiency SCR system

Greater exhaust stream heat

recovery potential with

high efficiency SCR system

Cost Reduction is a Key Area of Emphasis fo

2nd Generation ORC WHR Syste

Cost Reduction is a Key Area of Emphasis fo

2nd Generation ORC WHR Syste
14 

Fuel Energy

100%

Indicated Power

51.7%

E

Gas Exchange

2.2%

Friction

0.9%

Accessories

1.1%

Brake Power

50.1%

E

S

Engine Fuel Energy Balance 

50% BTE