This presentation does not contain any proprietary, confide

Enablin

Efficienc

Combu

May 21, 

Donald S

Research & T

2009 Semi-Mega 

Project ID: ace_40_stan
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Agenda

 Goals and Objectives Collaborations/Interactions Approach Accomplishments and Future Wo

 Heavy Duty 15L ISX Engine Light Duty 6.7L ISB Engine

 Fuels Impact Summary
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Statement of Project Obj

1. Improve brake thermal efficiency b

meeting US EPA 2010 emissions

• Baseline is current production engine 

EPA emissions compliance

2. Design and develop enabling com

subsystems (air handling, fuel injeengine, controls, aftertreatment, et

3. Specify fuel properties conducive 

improvements in emissions and fu

4. System integration for fuel econom

(engine and vehicle)
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Project Layout

 Budget Period I – October 2005 thru Septem

 Applied Research & Exploratory Developm

 Budget Period II – October 2006 – Septemb

 Component Technology Exploration and D

 Budget Period III – October 2007 – Septemb

 Multi-Cylinder Engine System Integration

 Budget Period IV – October 2009 – Septemb

 Engine and Vehicle Fuel Economy Optimi

Funding- FY2008: $3.2M DoE Funding and $3.2M Cumm- FY2009: $2.7M DoE Funding and $2.7M Cummi
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Collaborations/Inte

 Oak Ridge National Laboratory

 Fuels research Engine performance analysis

 Purdue University 

 Engine testing with renewable fuels Collaboration on fuel sensing technologi VVA controls

 BP – Global fuels technology

 Evaluation of future market fuels Fuel supplier Collaboration on the fuel properties cond

operation

 OEM Partners (Chrysler and Paccar 

 Definition of vehicle and power-train req Vehicle packaging and performance imp Provide vehicle for demonstration
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Engine Platforms

 Heavy duty diesel automotive marke

 Commercial use Class 8 trucks

 Medium duty diesel automotive ma

 Commercial use Personal use

15L ISX

6.7L ISB
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2002 (Emissions Compliant)

2007 (Emissions Compliant)

2010 (Emissions Compliant)

*Includes impact of thermal management of aftertreatment, fuel consumption 

equivalent fuel consumption for NOx aftertreatment (e.g. SCR NOx aftertreat

Path to Targe

15L Heavy Duty En

38% 42% 46

Brake Thermal Effi

3% worse fuel consumption with 2007 

engine + aftertreatment*

HECC Ta

Baseline Reference

5% imefficieexpan

5% im

the fu

assoc

3% imefficie
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HECC (2010 Emissions 

Compliance)

Baseline (2010 Emission

Compliance)

HECC Target: 10% 

Improvement

0% 5% 10% 15% 20

Percent Reduction in Fuel Co

Baseline reference – with NOx after-treat(Tier 2 Bin 8 Compliant)

Path to Target

6.7L Light Duty Eng

4% imafter-

6% imefficieexpa
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Technical Approach

Combustion Strategy for High Ef

Early PCCI

Late PCCI

Smokeless

Rich

Conventional Diesel

Lifted Flame • Enhanced m• Higher EGR • Improved NO• Favorable co

efficiency imp

Low Temperature Combustion: Early PCCI

Lower Loads
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Ap

 Develop technology that provides engine e

improvements over a wide range of engine levels to support two types of engine architmeet US EPA 2010 emissions compliance

• In-Cylinder NOx Control (no NOx aftertreatme• Integrated SCR NOx Aftertreatment

 Same engine technology has been used to 

efficiency improvements for both in-cylindeand SCR NOx aftertreatment engine archit

 Leveraging Cummins Component Busines

technologies for subsystem development

• Examples: Fuel systems, turbomachinery, afte

electronics, combustion system, and base eng
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Agenda

 Goals and Objectives Collaborations/Interactions Approach Accomplishments and Future Wo

 Heavy Duty 15L ISX Engine Light Duty 6.7L ISB Engine

 Fuels Impact Summary
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HECC Heavy Duty Program 

2007

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q

2008 200

2006

Q1 Q2 Q3 Q4

Component Technology Exploration Phase 2

Phase 3 –Complet

Engine and Vehic

Fuel Economy Optimizatio

Phase 3

Phase 2 –Complete 

Fuel InjePressure 

EGR System IntegraCooling with low ΔP 

Co

Air Handling

ISX LTC Transand Fuel Econ

Current Sta
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Phase 2: 2007

EGR Loop EGR Loop - Lower Pressure Drop

- Alternative Cooling

Ad

-E

- Mixed 

ISX Technology Roadm

for Efficiency Improvem

Variable 

Valve

Actuation

Variable Intake

Swirl

Turbo

Technology

Ele

Aftertreatme

-C

Black – Enabling Technology for Phase 

Fuel System

-High Injection Pressure

-Piston Bowl/Nozzle

-Multiple injections
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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 3: 2008 - 2009

ISX Technology Roadm

for Efficiency Improvem

Black – Enabling Technology for Phase 
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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 

Δ=0.03

Program Baseline

Advanced Fuel Injection System + EGR Sys

EGR System + Combustion System + Air Handling

Air Handling + Sens

Low ΔP, High Flow Rate EGR + VVA 

0.0

Achieving a Wide Range of Engine Out NO

Transient 

Emissions*

79%-84%

* Robustness remains an issue

for In-Cylinder NOx Control

In-Cylinder NOx Control

EGR+DOC+DPF
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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

Δ=0.03

Program Baseline

0.0

Fuel Consumption Comparison of the In

vs SCR NOx Control Engine Archite

7.5% Improvement 

in BTE

14% 

Improve

in BT

Non – HECC Engine

(2007 Production Engin

Non – HEC

(2007 Produc

79%-84% 

In-Cylinder NOx Control

EGR+DOC+DPF
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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 >95% conversi

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 
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Summa

Accomplishments for H

ISX 15L Engine Dev

 All 2008 milestones have been met  HECC engine technologies have been dev

wide range of engine out NOx levels to sup

• In-cylinder NOx control engine architecture• Integrated SCR aftertreatment architecture

 An in-cylinder NOx control engine architec

US EPA 2010 emissions with a 7.5% improengine efficiency

• Identified additional technology integration op

achieve the 10% program goal

 An integrated SCR aftertreatment architec

US EPA 2010 emissions with a 14% improengine efficiency which exceeds the progra
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HECC Engine with In-Cylinder

NOx Control 

HECC Engine + SCR

Aftertreatment

2010 (Emissions Compliant)

Baseline 

Summary of Heavy Duty Ef

Improvements and Future P

Improvements

38% 42% 46

Brake Thermal Effi

HECC P

Current Status Tar
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HECC Engine with In-Cylinder

NOx Control 

HECC Engine + SCR

Aftertreatment

2010 (Emissions Compliant)

Baseline 

Summary of Heavy Duty Ef

Improvements and Future P

Improvements

38% 42% 46

Brake Thermal Effi

High NOx Conversion Efficiency SCR

Low DP DPF with Improved Soot Loading Characteristics

Downspeed Engine Operation

Additional Phase 3 Technology

HECC P

Tar

Fuel System + Combustion System Improvements
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SCR Engine Architecture: HECC engine integration with a high NOx conv

efficiency SCR system (>95% conversion efficie

 Demonstrate engine efficiency improvement as

next generation DPF 

• Low ΔP• Improved soot loading characteristics

 Controls development for engine + aftertreatme

• 5 initiatives for engine efficiency improvements

 Transient emissions and fuel consumption dem

the Phase 3 aftertreatment system

 Engine downspeed assessment 

In-Cylinder NOx Control: (PM Robustness Focuse

 VVA testing Combustion system development for lower PM  Fuel system improvements for multiple injection  Engine downspeed assessment

Key Deliverables for FY 2

Heavy Duty 15L ISX Engin
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Agenda

 Goals and Objectives Collaborations/Interactions Approach Accomplishments and Future Wo

 Heavy Duty 15L ISX Engine Light Duty 6.7L ISB Engine

 Fuels Impact Summary
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HECC Light Duty Program 

2007

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q

2008 200

2006

Q1 Q2 Q3 Q4

Component Technology Phase 2 Exploration

Phase 3 –Complet

Engine and Vehic

Fuel Economy Optimizatio

Phase 3

Phase 2 –Complete 

Fuel InjecPressure

Combustion 

Multi-Cylin

Current Sta
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EGR Loop EGR Loop - Lower Pressure Drop

- Alternative Cooling

Fuel System Fuel System -Piston Bowl/Nozzle

-Multiple injections A

A

- Mi

ISB Technology R

for Efficiency Impr

Variable 

Valve

Actuation

Variable Intake

Swirl

Turbo

Technology

Aftertreatmen

Turbo

Technology

-2 Stage

Aftertreatmen

- HC and CO contro

Phase 2
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HECC (2010 Emissions 

Compliance)

Base (2010 Emission

Compliance)

HECC Target: 10% Improveme

0% 5% 10% 15% 20

Percent Reduction in Fuel Co

Baseline reference – with NOx after-treat(Tier 2 Bin 8 Compliant)

Status of Efficiency Impr

6.7L Light Duty Engin

Phase 2 Acco

(Exceeding the 
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Fuel System

-Piston Bowl/Nozzle

-Multiple injections

-High Injection Pressure*

-Precision Control

Variable Intake

Swirl

Variable 

Valve

Actuation

EGR Loop EGR Loop - Lower Pressure Drop

- Alternative Cooling

A

A

- Mi

ISB Technology R

for Efficiency Impr

Turbo

Technology

Aftertreatmen

Turbo

Technology

- 2 Stage

Aftertreatmen

-HC and CO Contr

Phase 3: 2008 - 2009 

* Used for power density improvements and US06 cycle emissions

compliance associated with potential SFTP2 emissions regulation
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HECC (2010 Emissions 

Compliance)

Base (2010 Emission

Compliance)

HECC Target: 10% Improveme

0% 5% 10% 15% 20

Percent Reduction in Fuel Co

Baseline reference – with NOx after-treat(Tier 2 Bin 8 Compliant)

Potential Phase 3 Efficiency Imp

6.7L Light Duty Engine

Pha

(Fuel System 
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Combustion Strategy for Ad

ISB Fuel Economy Improve

• Demonstrated robust smokeless rich combustion• Extended the early PCCI mode of combustion w• Additional work required for lifted flame combus

Earl
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Key Deliverables for FY 2

Light Duty 6.7L Engine

 Closed loop combustion controls stra Multi-cylinder VVA engine testing

 Extending early PCCI combustion mode Transient engine operation (combustion 

transition)

 Aftertreatment thermal management
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Fuels Related Work – 2

Accomplishments

 Continued to develop fuel consumption and em

as a function of fuel properties for diesel and biblends

• Cummins – soy based biodiesel testing (diesel fuel 

2007)

• Purdue University – soy based biodiesel testing• ORNL – variety of diesel blends and biofuel feedsto• BP – fuel supplier and analysis support

 Models are being used to study the impact of fu

over a variety of drive cycles

• Most engines operate in mix mode combustion• Impact of fuel properties varies depending on comb

• Drive cycle assessment best means to study the im

properties on efficiency

 Developing controls strategies to minimize fuel 

penalty associated with biodiesel

• Development of virtual fuel sensors is on-going• Real sensor evaluation for biofuels has been co
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Commercial Viabilit

 Leverage Cummins Component Business U

 HECC program used to identify research  Establish investment strategy Cummins can supply all key subsystem t

 Align HECC program with Cummins Engine 

plan 

 Phase 2 impact on 2010 products Phase 3 and 4 impact on beyond 2010 p

 Comprehensive Total Cost of Ownership (T

to evaluate commercial viability with collabopartners

 Addressing On-Board Diagnostics (OBD) is

with HECC technology – only new and uniq
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Concl

 Program is on path to meet objectives

 All 2008 milestones met All fuel economy targets have been met or exc

testing (vehicle based demonstration is part o

 Cummins component technologies needed to 

emissions compliance and fuel economy targdeveloped 

 Additional fuel economy improvements expec

Phase 4 Engine and Vehicle Optimization eff

 Robust PM emissions compliance for the hea

cylinder NOx control architecture remains a cheavy duty engine effort

 Phase 3 work identified to improve robustness 

 Commercial viability remains high as technol

transitioning to product development program