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Advanced Engine Technology to Meet the Needs of NAFTA Markets Dr. Donald Stanton Director – Advanced Engine Development April 2014
Agenda
Business Drivers
Macro Trends in Heavy-Duty Engine Applications
U.S. Phase 1 GHG
Technology Roadmap for GHG Reduction
Engine and Vehicle Technology Demonstrations
Concluding Remarks
2
Globalization Urbanization Economic growth in emerging and developing markets Exhaust emission standards in world markets Increasing demand for energy with rising prices Infrastructure spending
Faster to Market - Reduced cycle times Better Designs - Right the First Time Using our most advanced tools to design and
develop - “Fit for Market” products Integrated system solutions Reduced product development costs Global technical footprint
What is driving the business environment?
3
Macro Trends – Heavy Duty Intense focus on fuel economy and operating costs Diverging cost of diesel fuel and natural gas Focus on Total Cost of Ownership Vertical Integration FE / GHG regulation The Global Economy
Trucks moved 9.2 billion tons of freight last year*
Trucks hauled 67% of all freight in 2012*
Burned 37 billion gallons of diesel fuel
Travelled 400 billion miles
* ATA American Trucking Trends, 2012/2013
4
Clean Diesels – A Success Story
5
0
2
4
6
8
10
12
1988 1990 1995 2000 2005 2010 2015 2020
10.7g/HP-hr
6.0g/HP-hr
5.0g/HP-hr
4.0g/HP-hr
2.5g/HP-hr
1.2g/HP-hr* 0.2g/HP-hr
0
0.1
0.2
0.3
0.4
0.5
0.6
1988 1990 1995 2000 2005 2010 2015 2020
0.6g/HP-hr
0.25g/HP-hr
0.1g/HP-hr
0.01g/HP-hr Urban Bus 0.05g/HP-hr
NOx / NOx+HC Particulate
OBD ULSD
Phase I Phase II
On-Board Diagnostics Required across all engines by EPA and ARB in 2013 Detects emissions related malfunctions and alerts the operator
FTP FTP
+ SET
FTP
FTP +
SET
Phase 1 US GHG Diesel Engine Standards 2011 U.S. EPA/NHTSA regulation
– Separate vehicle and engine standards
Utilize existing regulatory provisions – certify the engine as today for NOx and PM but now add CO2
Different standards for Tractor and Vocational engines
Standards range from 3% improvement in 2014 to 9% in 2017 over a 2010 industry baseline
Standards for CH4 and N2O emissions
Technologies to Reduce CO2 Emissions
Waste Heat Recovery
Aftertreatment
High Efficiency
Clean Combustion
Reduced CO2 = Fuel Efficiency
Hybrids
Idle
Reduction Low Carbon
Fuels
7
Engine Efficiency Evolution
35
40
45
50
55
60
1985 1990 1995 2000 2005 2010 2015
Brak
e Th
erm
al E
ffici
ency
(%)
2020
Class 8 Line Haul Application: Highway Cruise Condition
2014 GHG Target (Represents 3% Reduction in CO2)
2017 GHG Target (Represents 6% Reduction in CO2)
Cummins SuperTruck Technology
Demonstration (51% BTE)
Cooled EGR, VG Turbochargers Particulate Filter
SCR + OBD
8
Engine System Includes WHR
Transmission/Axle Technology
Next Generation LRR Tires
Advanced Aerodynamics
Idle Management (APU)
Route Management
System
Driver Display with Fuel Economy Tools
Weight Reduction
Freight Efficiency Enabling Technologies Vehicle Freight Efficiency (ton-mile per gallon)
9
Vehicle Demonstration of Freight Efficiency Improvement
0
10
20
30
40
50
60
70
80Fr
eigh
t Eff
icie
ncy
Impr
ovem
ent (
%)
Approximately 19% reduction in Engine Fuel Consumption
Drive Cycle 24 hour Duty Cycle
10
Concluding Remarks
The Clean Diesel engine is delivering the goods across the US and across the world
Near Zero emission of NOx and Particulate Meeting the US GHG regulations ahead of schedule Further significant improvements in engine efficiency:
– Base engine improvements – Rankine Cycle – Advanced NOx aftertreatment
GHG regulation of the engine is key to investment Natural gas powered commercial vehicles can also play
a key role going forward: – Lower CO2 emissions – Energy independence – Operating costs
11
WHR Exhaust Heat Exchanger Exhaust
Aftertreatment WHR Expander Drive Module
WHR Recuperator
WHR EGR Heat Exchanger
WHR Condensor
50,000 Miles on Two Trucks with WHR
Waste Heat Recovery Trucks on the Road