# Development and Demonstration
of a Fuel

- Efficient HD Engine

(Dept of Energy Supertruck Program)

Acknowledgements: DOE Contract: DE

- EE0003303
Industrial Partners: Bosch, ARGONNE, Federal Mogul, WERC William de Ojeda



### Navistar

Technical Session: High

- Efficiency Engine Technologies Part 1



### DOE DEER CONFERENCE

16 October 2012 Dearborn, Michigan

1

# Project Goals: Approach for Fuel Economy

2 

### Baseline

**2010 ProStar**  **with**
**MAXXFORCE 13L** Demonstrate 

### 50% improvement in overall 

### freight efficiency of a tractor

- trailer

• 

### 30% through tractor/trailer technologies

• 

### 20% through engine technologies

0 10 20 30 40 50 60 70 80 90

Aerodynamic

losses Rolling

resistance Auxiliary

loads Drivetrain

losses kW Energy Audit

on Baseline and Target Supertruck

Base

Target 160kW

112 kW

# Engine Technologies

3 2. Air System

1. Combustion 3. Friction

Accessories 4. WHR



### 20%



## Base efficiency BTE > 50%

turbocompounding 

## Leverage Technologies

Electrical Turbocompounding Rankine Cycle

Low Friction components Lube system Cooling system

VVA + turbo match VVA Turbo optimization

2900bar capability

Comb match Increased PCP Optimum timing Higher Injection Pressure

Aftertreatment



### Evaluation at Fully Loaded Drive Cycle (65,000 lb vehicle weight)Increased PCP Optimum timing Higher Injection Pressure

Aftertreatment 

# Optimization criteria

4 

## Leverage Technologies Optimize Integration Criteria

Efficiency gain Weight (Ton

- mile/gallon) 

### Cost (payback)

2. Air System

1. Combustion 3. Friction

Accessories 4. WHR



### 20%



## Base efficiency BTE > 50%

Electrical Turbocompounding Rankine Cycle

Low Friction components Lube system Cooling system

VVA Turbo optimization



### Evaluation at Fully Loaded Drive Cycle (65,000 lb vehicle weight)

# Engine Targets

5 

## Leverage Technologies

Evaluation at Fully Loaded Drive Cycle (65,000 lb vehicle weight) 2. Air System

1. Combustion 3. Friction

Accessories 4. WHR



### 20%



## Base efficiency BTE > 50%

Electrical Turbocompounding Rankine Cycle

Low Friction components Lube system Cooling system

VVA Turbo optimization

Increased PCP Optimum timing Higher Injection Pressure

Aftertreatment Target : 20% Efficiency gain
20% Ton

- mi/gal

# Development Facilities

6 

### BOSCH High

- injection pressure capability High Compression ratio
CFD

- Engine correlations 

### Navistar Combustion Development Air / cooling system

Emissions Turbocompounding
EGR

- Rankine Cycle



### Argonne
National Labs
WERC Fuel Reactivity Cylinder head redesign PFI system installation
Simulations

Ref DEER 2012 Navistar

– Dr. Yu Zhang 

### Federal Mogul Friction Benchmark Power cylinder components

# Efficiency Roadmap

**Technology Introduction**

7 phase 1: cooling sys TUCO (Next Generation)

phase 2: lube sys friction phase 3: power cyl



## Progress to date

47.3% BTE Current Activities

ORC system will be used only on dyno 

###  Preparing engine for vehicle to run at ~50% BTE

Re

- optimized comb High

- CR

VVA

TUCO
Comb38 40 42 44 46 48 50

0.0 0.5 1.0 1.5BTE

NOx (g/bhp

- hr) N=1200rpm

BMEP=17bar 

# Combustion

**Optimization of hardware and emissions**

8 **Baseline In Cylinder Solution** 

Combustion match Two stage boost Two stage cooling High Injection Pressure
NOx ~ 0.2

- 0.5 gNOx 

### Supertruck Oct 2011

Higher CR Advanced Fuel System NOx ~1gNOx **Projected development on**  **Supertruck during 2013**



### Current Demo Oct 2012 **Supertruck Program**

Friction reduction + TUCO

## Electrical Turbocompounding **System optimization**

9 **Advantages**

 Highest efficiency opportunity

 Synergistic with **Supertruck** hybridization

**Challenges:**

 Must reduce engine back pressure
 Must keep temps and flows up



### turbo

**- generator** 

ECU

Lube oil Power electronics

Brake resistor

Hybrid Bus 700 VDC BUS

PTC

High efficiency turbochargers Aftertreatment

location Controls 0 2 4 6 8

0.0 0.2 0.4 0.6 0.8 1.0Fuel Improvement (%)

NOx (g/bhp

- hr) 

### 260kW

**140 kW Decrease restriction** 

# Turbocompounding

**Installation on base engine**

10 

### Turbo

generator

Bypass

DPF Lube system

Power electronics Pump

tank

cooler filter 

### ProStar Vehicle Installation

## Improved Base Engine **BTE gains across the engine map**

11 

### Phase 3

 Power cyl comp Phase 2

 Cooling

 Lube oil

0.75 

### +1 %

+2%

+3% Phase I

 Cooling system

+1 %

+2% 0.45

## Re

- matching the combustion

12 

### With turbocompounding

 Potential gains with **higher compression ratio** 

 Re

- examine other boundaries:
 Air System
 Peak cylinder pressures
 Optimum EGR rates


... 39% 40% 41% 42% 43% 44%

0.0 0.5 1.0 1.5 2.0BTE (%)

BSNOx (g/bhp

- hr) CR

Δ SOI= 3o

Δ SOI= 3o

1500 rpm

CR gains are substantial at higher engine speeds CR 42.5 43.0 43.5 44.0 44.5 45.0 45.5

low baseline highBTE 1200 rpm 1500 rpm

38.0 39.0 40.0 41.0 42.0 43.0 44.0

low baseline highBTE



### Gain ~ +2 % Air system
limitations

# Advanced BTE Concept

Impact of Fuel Reactivity

13

 Significant improvement on BTE with fuel reactivity

 At better controlled engine out emissions Ref DEER 2012

Navistar

– Dr. Yu Zhang



## Progress to Date Diesel

45% at ~1gNOx BTE gain

Alcohol Fuels

45.1%
NOx ~ 0.1gNOx Gasoline/Diesel

43.6%
NOx ~ 0.1gNOx 43.6% 45.1%



## Current Target

Increased reactivity

BTE > 47% at NOx < 0.1gNOx 47% Friction

TUCO

VVA+CR ORC



## Technologies

from the Diesel
platform

# Summary

Project is assessing and developing engine and vehicle technologies to:

 Improve freight efficiency for class 8 truck and trailer

 Attain peak engine efficiencies of 50% BTE



## The work to date includes:

 Combustion optimization demonstrated efficiency improvement to 45% BTE

 Turbocompounding improvement increased BTE to 46.5%

 First phases of Base Engine Technologies increased BTE further to 47.2%



## In addition:

 Engine has been prepared to examine the impact of Fuel Reactivity

 Current fuel studied increased the engine efficiency above 45% while keeping engine NOx and PM levels significantly lower than the Diesel counterpart.

14

# Acknowledgements

Engine Project Partners

TM

CFD Fuels Enabling Technologies

15 WERC BOSCH ARGONNE
NATIONAL
LABS FEDERAL
MOGUL

Willy de Ojeda
Navistar, Inc.

2601 Navistar Drive Lisle, IL 60532 willy.deojeda@navistar.com 

# Thank You