HD Diesel Supercharger · Agenda • Market Drivers for Downspeeding • HD Diesel Supercharger Overview • Application Specific Approaches • Supercharged Demonstrator Vehicle

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HD Diesel Supercharger

© 2011 Eaton Corporation. All rights reserved.

HD Diesel SuperchargerDownspeeding with Performance

Philip Wetzel

Eaton Corporation, Supercharger Division

September 28, 2011

Agenda

• Market Drivers for Downspeeding

• HD Diesel Supercharger Overview

• Application Specific Approaches

• Supercharged Demonstrator Vehicle

2© 2011 Eaton Corporation. All rights reserved.

• Supercharged Demonstrator Vehicle

• Hardware

• Test Results

• Future Development Effort

Business OpportunityMarket Drivers

Market Drivers: CO2 Reduction and Fuel Economy

CO2 Reduction

EPA to regulate commercial vehicle CO2 emissions starting MY2014.

Class 7

Low Roof

Class 7

Mid Roof

Class 7

High Roof

Class 8

Low Roof

Class 8

Mid Roof

Class 8

High Roof

Sleeper

Low Roof

Sleeper

Mid Roof

Sleeper

High Roof

2014 CO2

[gCO2/ton mile]

104 104 118 79 79 87 65 70 73

2014 Fuel Consumption

[gal/1000 ton-mile]

10.3 10.3 11.6 7.8 7.8 8.6 6.3 6.9 7.1

2014 Target (over 2010) 6% 6% 9% 6% 6% 9% 15% 14% 18%

2017 CO2 103 103 116 78 78 86 64 69 71


Fuel Economy

Fuel is typically one of the largest expenses for freight haulers

End users are very motivated to reduce fuel expense; 1-year payback on fuel saving

technologies is attractive to end user

NHTSA fuel economy regulation shadows EPA regulation

Problem: Vehicle OEMs must meet CO2 regulation and maximize fuel economy

Engine downspeeding is a critical part of the industry response

2017 CO2

[gCO2/ton mile]

103 103 116 78 78 86 64 69 71

2017 Fuel Consumption

[gal/1000 ton-mile]

10.1 10.1 11.4 7.7 7.7 8.5 6.3 6.3 7.0

2017 Target (over 2010) 7% 7% 11% 7% 7% 10% 16% 15% 20%

HD Diesel SuperchargerSystem Description

Engine Downspeeding with Super-Turbo (or Turbo-Super) Boosting System

Downspeeding reduces CO2 and saves fuel

Supercharger enables better downspeeding

• Instantaneous boost during low-rpm and transient events improves performance and enables more downspeeding

• Allows turbo to be optimized for steady-state cruise efficiency

Supercharger Bypass Valve


Supercharger Bypass Valve

• Manages SC boost

• Controlled by ECU

Supercharger Clutch

• Couples SC to crankshaft

• Controlled by ECU

• May be unnecessary in some applications

Supercharger

• Provides boost when turbo lags

• Allows turbo to boost at

steady-state for peak efficiency

Supercharged Kenworth T800

Demonstration Vehicle

Application-Specific Approaches

Enables turbo optimization for max efficiency at cruise

• Currently, turbo design is compromised by competing objectives:

fast response vs. peak efficiency

• Supercharger can provide fast response, allowing turbo design to

focus on peak cruise efficiency

Increased engine downspeeding at cruise

Supercharger in linehaul applications (cruise-intensive cycles)


• Aggressive downspeeding during vehicle acceleration

• Better air-fuel ratio control and EGR rate control during transients

• Improved drivability

Fuel Economy Improvements through

Downspeeding and Turbo Optimization

Supercharger in vocational applications (highly transient cycles)

Supercharged Diesel DemonstratorEngine Downspeeding with Performance

Objective

Demonstrate engine downspeeding with good performance

• Supercharger’s instantaneous boost compensates for turbo lag

• Downspeeding is achieved while meeting customers’ expectations for pedal response

Kenworth T800 Demonstration Vehicle

Demonstration Vehicle Hardware


Eaton TVS® Supercharger

• High efficiency

• High pressure ratio

• Paccar MX-455 engine

• Eaton UltraShift PLUS VCS

• Dana D46 4.30:1

• Test GVW 57,000 lb

• GVWR 64,000 lb

• GCWR 80,000 lb

Supercharged Diesel DemonstratorPrototype Installation

• Super-Turbo architecture

• SC bypass valve manages boost

• SC clutch manages drive system

• Recalibrated transmission provides

downspeeding


Downspeeding with PerformancePreliminary Data – Boost Response

High-Load Step Response: 9th gear, 1000 rpm

Faster boost response

Faster turbo spool-up

Acceleration event: 2nd gear

(Negative slope caused by sub-

optimal SC boost control algorithm)


Downspeeding with Performance350 RPM Downspeeding Event

Test data from T800

0-35 mph acceleration

8 repetitions of each case at

Marshall track

350 rpm downspeeding

results:800

1000

1200

1400

1600

1800

2000

2200Engine Speed (RPM)

Engin

e S

peed (

RP

M)

800

1000

1200

1400

1600

1800Avg Engine Speed

Avg E

ngin

e S

peed (

RP

M)

Downsped, Super-Turbo PR 2.5

Baseline, Turbo Only





results:

Faster acceleration:

4% improvement

Better fuel economy:

12% increase in MPG

0 5 10 15 20 25 30600

time (sec)

0 5 10 15 20 25 30

600

time (sec)

0 5 10 15 20 25 300

5

10

15

20

25

30

35Vehicle Speed

time (sec)

Vehic

le S

peed (

mph)

0 5 10 15 20 25 300

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

time (sec)

Avg F

uel E

conom

y (

MP

G)

Avg Fuel Economy (MPG)





J1939 Fuel Flow Data

Downspeeding with Performance450 RPM Downspeeding Event


Test data from T800

0-35 mph acceleration

2 repetitions of each case at

Marshall track


results:


results:

Faster acceleration:

2.5% improvement

Better fuel economy:

21% increase in MPG

J1939 Fuel Flow Data

Downspeeding with PerformanceLinehaul Application

Downspeeding

Eaton J1939 test data @ constant 45 mph:

5

10

15

20

25

30

35

40

45

Fu

el

Rate

(L

/h)

T700 Tractor Trailer - Fuel Rate Comparison

8th Gear (45 mph)

8th Gear (45 mph)

9th Gear (45 mph)

9th Gear (45 mph)

Gear RPM MPG MPG Improvement

KW T800

Dump*

9th 1602 8.49 -- --

10th 1193 9.90 16.6% 4% / 100rpm

KW T700

Tractor-

Trailer

8th 1744 8.54 -- --

9th 1267 9.87 15.7% 3.3% / 100rpm


0 50 100 150 200 250 300 350 4000

5

Time (sec)

Eaton has data to support part of the linehaul value story

Turbo optimization

Eaton / FEV simulations show 1-2% MPG improvement by changing VGT to FGT

Industry experts suggest additional 1-2% MPG from new FGT optimized for this application

Eaton GT Power simulations indicate approx. 2.4% / 100rpm at highway cruise conditions

* Supercharger clutch disengaged

Downspeeding with Performance

The Super-Turbo system in this vehicle is not optimized – better results are possible

Turbo-Super is probably a better architecture

• Allows a smaller supercharger to be used (less power consumption)

• Enables mid-loop EGR (potential to reduce pumping loss)

Turbocharger should be redesigned for peak device efficiency and BSFC

Supercharger control algorithms should be improved for peak fuel economy and better

“handoff” to turbo


Future Plans –

Controls tuning and track testing

Confirm the value story with engine dyno data:

Fuel economy and CO2

Performance

Emissions

Turbo-Super System

Architecture Example


Documents

HD Diesel Supercharger · Agenda • Market Drivers for Downspeeding • HD Diesel Supercharger Overview • Application Specific Approaches • Supercharged Demonstrator Vehicle