This presentation does not contain any proprietary, confidential, or otherwise restricted informationEnabling HighEfficiency CleanCombustionMay 21, 2009Donald StantonResearch & Technology2009 Semi-Mega Merit ReviewProject ID: ace_40_stanton2This presentation does not contain anyproprietary or confidential informationAgendaGoals and ObjectivesCollaborations/InteractionsApproachAccomplishments and Future WorkHeavy Duty 15L ISX EngineLight Duty 6.7L ISB EngineFuels ImpactSummary3This presentation does not contain anyproprietary or confidential informationStatement of Project Objectives1.Improve brake thermal efficiency by 10% whilemeeting US EPA 2010 emissions•Baseline is current production engine meeting 2007 USEPA emissions compliance2.Design and develop enabling components andsubsystems (air handling, fuel injection, baseengine, controls, aftertreatment, etc.)3.Specify fuel properties conducive toimprovements in emissions and fuel efficiency4.System integration for fuel economy optimization(engine and vehicle)4This presentation does not contain anyproprietary or confidential informationProject LayoutBudget Period I –October 2005 thru September 2006Applied Research & Exploratory DevelopmentBudget Period II –October 2006 – September 2007Component Technology Exploration and DevelopmentBudget Period III –October 2007 – September 2009Multi-Cylinder Engine System IntegrationBudget Period IV –October 2009 – September 2010Engine and Vehicle Fuel Economy OptimizationFunding-FY2008: $3.2M DoE Funding and $3.2M Cummins Funding-FY2009: $2.7M DoE Funding and $2.7M Cummins Funding5This presentation does not contain anyproprietary or confidential informationCollaborations/InteractionsOak Ridge National LaboratoryFuels researchEngine performance analysisPurdue UniversityEngine testing with renewable fuelsCollaboration on fuel sensing technologiesVVA controlsBP – Global fuels technologyEvaluation of future market fuelsFuel supplierCollaboration on the fuel properties conducive to HECCoperationOEM Partners (Chrysler and Paccar Inc.)Definition of vehicle and power-train requirementsVehicle packaging and performance impactProvide vehicle for demonstration6This presentation does not contain anyproprietary or confidential informationEngine PlatformsHeavy duty diesel automotive marketCommercial useClass 8 trucksMedium duty diesel automotive marketCommercial usePersonal use15L ISX6.7L ISB7This presentation does not contain anyproprietary or confidential information2002 (Emissions Compliant)2007 (Emissions Compliant)2010 (Emissions Compliant)*Includes impact of thermal management of aftertreatment, fuel consumption for soot filter regeneration, andequivalent fuel consumption for NOx aftertreatment (e.g. SCR NOx aftertreatment)Path to Target15L Heavy Duty Engine38%42%46%50%Brake Thermal Efficiency3% worse fuel consumption with 2007engine + aftertreatment*HECC Target: 10% ImprovementBaseline Reference5% improvement in closed cycleefficiency (optimum effectiveexpansion ratio)5% improvement by reducingthe fuel consumption penaltyassociated with aftertreatment3% improvement in open cycleefficiency (turbo, EGR system, etc.)8This presentation does not contain anyproprietary or confidential informationHECC (2010 EmissionsCompliance)Baseline (2010 EmissionCompliance)HECC Target: 10%Improvement0%5%10%15%20%30%30%Percent Reduction in Fuel ConsumptionBaseline reference – with NOx after-treatment(Tier 2 Bin 8 Compliant)Path to Target6.7L Light Duty Engine4% improvement by minimizing NOxafter-treatment fuel consumption6% improvement in closed cycleefficiency (increase effectiveexpansion ratio)9This presentation does not contain anyproprietary or confidential informationTechnical ApproachCombustion Strategy for High EfficiencyEarly PCCILate PCCISmokelessRichConventional DieselLifted Flame Combustion Strategy•Enhanced mixing•Higher EGR tolerance•Improved NOx vs PM tradeoff•Favorable combustion phasing forefficiency improvementLow Temperature Combustion: Early PCCILower LoadsHigher Loads10This presentation does not contain anyproprietary or confidential informationApproachDevelop technology that provides engine efficiencyimprovements over a wide range of engine out NOxlevels to support two types of engine architectures thatmeet US EPA 2010 emissions compliance•In-Cylinder NOx Control (no NOx aftertreatment)•Integrated SCR NOx AftertreatmentSame engine technology has been used to provideefficiency improvements for both in-cylinder NOx controland SCR NOx aftertreatment engine architecturesLeveraging Cummins Component Businesstechnologies for subsystem development•Examples: Fuel systems, turbomachinery, aftertreatment,electronics, combustion system, and base engine11This presentation does not contain anyproprietary or confidential informationAgendaGoals and ObjectivesCollaborations/InteractionsApproachAccomplishments and Future WorkHeavy Duty 15L ISX EngineLight Duty 6.7L ISB EngineFuels ImpactSummary12This presentation does not contain anyproprietary or confidential informationHECC Heavy Duty Program Schedule2007Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3200820092010Q42006Q1Q2Q3Q4Component TechnologyExplorationPhase 2Phase 3 –CompletePhase 4Engine and VehicleFuel Economy OptimizationPhase 4 – CompletePhase 3Phase 2 –CompleteMulti-CylinderSystem IntegrationFuel Injection System – High InjectionPressure + Efficiency improvementsEGR System Integration – High CapacityCooling with lowΔP – Vehicle IntegrationCombustion and AH ControlsAir HandlingISX LTC Transient Emissionsand Fuel EconomyISX SCR System EvaluationCurrent Status13This presentation does not contain anyproprietary or confidential informationPhase 2: 2007EGR LoopEGR Loop- Lower Pressure Drop- Alternative CoolingAdvanced LTC-Enhanced PCCI-Mixed Mode CombustionISX Technology Roadmapfor Efficiency ImprovementControlsVariableValveActuationVariable IntakeSwirlTurboTechnologyElectrically DrivenComponentsAftertreatmentControls-Charge Air Manager-MAF-Closed Loop CombustionBlack – Enabling Technology for Phase 2Fuel System-High Injection Pressure-Piston Bowl/Nozzle-Multiple injections14This presentation does not contain anyproprietary or confidential informationEGR 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 - 2009ISX Technology Roadmapfor Efficiency ImprovementBlack – Enabling Technology for Phase 315This presentation does not contain anyproprietary or confidential information0.00.20.40.60.81.01.2BSNOx [g/hp-hr]

BSDPM [g/hp-hr]0.300.32 % Change in Fuel Consumption Relative To BaselineDPF+SCR2007 Engine+SCREGR+DOC+DPF+SCR>89%SCR NOx Conversion EfficiencyEngine Out PM LevelAssuming DPFΔ=0.03Program BaselineAdvanced Fuel Injection System + EGR System + ControlsEGR System + Combustion System + Air HandlingAir Handling + Sensors + CalibrationLowΔP, High Flow Rate EGR + VVA0.0Achieving a Wide Range of Engine Out NOx CapabilityTransientEmissions*79%-84%* Robustness remains an issuefor In-Cylinder NOx ControlIn-Cylinder NOx ControlEGR+DOC+DPF0%-3%-6%-9%-12%85%-88%16This presentation does not contain anyproprietary or confidential information0.00.20.40.60.81.01.2BSNOx [g/hp-hr]

BSDPM [g/hp-hr]0.300.32 % Change in Fuel Consumption Relative To BaselineDPF+SCR2007 Engine+SCREGR+DOC+DPF+SCRSCR NOx Conversion EfficiencyEngine Out PM LevelAssuming DPFΔ=0.03Program Baseline0.00%-3%-6%-9%-12%Fuel Consumption Comparison of the In-Cylindervs SCR NOx Control Engine Architectures7.5% Improvementin BTE14%Improvementin BTENon – HECC Engine(2007 Production Engine)Non – HECC Engine(2007 Production Engine)>89%79%-84%85%-88%In-Cylinder NOx ControlEGR+DOC+DPF17This presentation does not contain anyproprietary or confidential informationTechnical Barriers withPossible SolutionsIn-Cylinder NOx ControlVehicle heat rejectionLow temperature radiator configuration(multiple options considered)Power density limitationsIncreased vehicle heat rejectioncapabilityCylinder pressure capabilityRobustnessReduce charge flow and fuel flowvariation•Control algorithms•Sensor technology•EGR cylinder to cylinder distributionTransient response2-stage turboElectrically assisted boostCAC bypassHigh NOx Conversion Efficiency SCR>95% conversion efficiency over relevantdrive cyclesConversion of urea to ammonia (eliminateurea derived deposits)NOx selectivity of the ammonia slipcatalystSystem pressure dropPackagingUnique arrangements definedReduce catalyst size via zone coatingNew substrate material for smaller sizeFuel efficient thermal management fortransient emissions (FTP)TurbomachineryInjection strategyEGR cooler by-passCompressor by-pass18This presentation does not contain anyproprietary or confidential informationSummary of 2008Accomplishments for Heavy DutyISX 15L Engine DevelopmentAll 2008 milestones have been metHECC engine technologies have been developed for awide range of engine out NOx levels to support:•In-cylinder NOx control engine architecture•Integrated SCR aftertreatment architectureAn in-cylinder NOx control engine architecture can meetUS EPA 2010 emissions with a 7.5% improvement inengine efficiency•Identified additional technology integration opportunities toachieve the 10% program goalAn integrated SCR aftertreatment architecture can meetUS EPA 2010 emissions with a 14% improvement inengine efficiency which exceeds the program goal19This presentation does not contain anyproprietary or confidential informationHECC Engine with In-CylinderNOx ControlHECC Engine + SCRAftertreatment2010 (Emissions Compliant)BaselineSummary of Heavy Duty EfficiencyImprovements and Future PotentialImprovements38%42%46%50%Brake Thermal EfficiencyHECC ProgramTargetCurrent Status20This presentation does not contain anyproprietary or confidential informationHECC Engine with In-CylinderNOx ControlHECC Engine + SCRAftertreatment2010 (Emissions Compliant)BaselineSummary of Heavy Duty EfficiencyImprovements and Future PotentialImprovements38%42%46%50%Brake Thermal EfficiencyHigh NOx Conversion Efficiency SCRLow DP DPF with Improved Soot Loading CharacteristicsDownspeed Engine OperationAdditional Phase 3 TechnologyHECC ProgramTargetFuel System + Combustion System Improvements21This presentation does not contain anyproprietary or confidential informationSCR Engine Architecture:HECC engine integration with a high NOx conversionefficiency SCR system (>95% conversion efficiency)Demonstrate engine efficiency improvement associated withnext generation DPF•LowΔP•Improved soot loading characteristicsControls development for engine + aftertreatment•5 initiatives for engine efficiency improvementsTransient emissions and fuel consumption demonstration ofthe Phase 3 aftertreatment systemEngine downspeed assessmentIn-Cylinder NOx Control:(PM Robustness Focused)VVA testingCombustion system development for lower PM emissionsFuel system improvements for multiple injection controlEngine downspeed assessmentKey Deliverables for FY 2009Heavy Duty 15L ISX Engine22This presentation does not contain anyproprietary or confidential informationAgendaGoals and ObjectivesCollaborations/InteractionsApproachAccomplishments and Future WorkHeavy Duty 15L ISX EngineLight Duty 6.7L ISB EngineFuels ImpactSummary23This presentation does not contain anyproprietary or confidential informationHECC Light Duty Program Schedule2007Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3200820092010Q42006Q1Q2Q3Q4Component TechnologyExplorationPhase 2Phase 3 –CompletePhase 4Engine and VehicleFuel Economy OptimizationPhase 4 – CompletePhase 3Phase 2 –CompleteMulti-CylinderSystem IntegrationFuel Injection System – High InjectionPressureCombustion System DevelopmentMulti-Cylinder VVA Design DevelopmentVVA Engine TestingClosed LoopCombustion ControlAH Controls DevelopmentCurrent Status24This presentation does not contain anyproprietary or confidential informationEGR LoopEGR Loop- Lower Pressure Drop- Alternative CoolingFuel SystemFuel System-Piston Bowl/Nozzle-Multiple injectionsAdvanced LTCAdvanced LTC-Enhanced PCCI-Mixed Mode CombustionISB Technology Roadmapfor Efficiency ImprovementControlsVariableValveActuationVariable IntakeSwirlTurboTechnologyElectrically DrivenComponentsAftertreatmentTurboTechnology-2 StageAftertreatment- HC and CO controlPhase 225This presentation does not contain anyproprietary or confidential informationHECC (2010 EmissionsCompliance)Base (2010 EmissionCompliance)HECC Target: 10% Improvement0%5%10%15%20%30%30%Percent Reduction in Fuel ConsumptionBaseline reference – with NOx after-treatment(Tier 2 Bin 8 Compliant)Status of Efficiency Improvement6.7L Light Duty EnginePhase 2 Accomplishment(Exceeding the Program Goal)26This presentation does not contain anyproprietary or confidential informationControls-Closed Loop Combustion-Charge ManagerFuel System-Piston Bowl/Nozzle-Multiple injections-High Injection Pressure*-Precision ControlVariable IntakeSwirlVariableValveActuationEGR LoopEGR Loop- Lower Pressure Drop- Alternative CoolingAdvanced LTCAdvanced LTC-Enhanced PCCI-Mixed Mode CombustionISB Technology Roadmapfor Efficiency ImprovementTurboTechnologyElectrically DrivenComponentsAftertreatmentTurboTechnology- 2 StageAftertreatment-HC and CO ControlPhase 3: 2008 - 2009* Used for power density improvements and US06 cycle emissionscompliance associated with potential SFTP2 emissions regulation27This presentation does not contain anyproprietary or confidential informationHECC (2010 EmissionsCompliance)Base (2010 EmissionCompliance)HECC Target: 10% Improvement0%5%10%15%20%30%30%Percent Reduction in Fuel ConsumptionBaseline reference – with NOx after-treatment(Tier 2 Bin 8 Compliant)Potential Phase 3 Efficiency Improvements6.7L Light Duty EnginePhase 3 Potential(Based on Analysis)Phase 3 Improvement(Fuel System and Combustion Recipe)28This presentation does not contain anyproprietary or confidential informationCombustion Strategy for AdditionalISB Fuel Economy Improvements•Demonstrated robust smokeless rich combustion•Extended the early PCCI mode of combustion with acceptable noise•Additional work required for lifted flame combustionEarly29This presentation does not contain anyproprietary or confidential informationKey Deliverables for FY 2009Light Duty 6.7L EngineClosed loop combustion controls strategyMulti-cylinder VVA engine testingExtending early PCCI combustion modeTransient engine operation (combustion modetransition)Aftertreatment thermal management30This presentation does not contain anyproprietary or confidential informationFuels Related Work – 2008AccomplishmentsContinued to develop fuel consumption and emissions modelsas a function of fuel propertiesfor diesel and biodiesel fuelblends•Cummins – soy based biodiesel testing(diesel fuel study completed in2007)•Purdue University – soy based biodiesel testing•ORNL – variety of dieselblends and biofuel feedstock•BP – fuel supplier and analysis supportModels are being used to study the impact of fuel propertiesover a variety of drive cycles•Most engines operate in mix mode combustion•Impact of fuel properties varies depending on combustion mode•Drive cycle assessment best meansto study the impact of fuelproperties on efficiencyDeveloping controls strategies to minimize fuel consumptionpenalty associated with biodiesel•Development of virtual fuel sensors is on-going•Real sensor evaluation forbiofuels has been completed31This presentation does not contain anyproprietary or confidential informationCommercial ViabilityLeverage Cummins Component Business UnitHECC program used to identify research areasEstablish investment strategyCummins can supply all key subsystem technologiesAlign HECC program with Cummins Engine Business productplanPhase 2 impact on 2010 productsPhase 3 and 4 impact on beyond 2010 productsComprehensive Total Cost of Ownership (TCO) models usedto evaluate commercial viability with collaboration with OEMpartnersAddressing On-Board Diagnostics (OBD) issues associatedwith HECC technology – only new and unique aspects32This presentation does not contain anyproprietary or confidential informationConclusionsProgram is on path to meet objectivesAll 2008 milestones metAll fuel economy targets have been met or exceeded with enginetesting (vehicle based demonstration is part of Phase 4 work)Cummins component technologies needed to achieve fullemissions compliance and fuel economy targets are beingdevelopedAdditional fuel economy improvements expected during thePhase 4 Engine and Vehicle Optimization efforts.Robust PM emissions compliance for the heavy duty incylinder NOx control architecture remains a challenge for theheavy duty engine effortPhase 3 work identified to improve robustnessCommercial viability remains high as technology istransitioning to product development programs