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LD Diesels in U.S. MarketplaceTechnical Progress Will Lead to Cost-Effective Business Cases

Charles L. Gray, Jr., DirectorAdvanced Technology Division

Office of Transportation and Air QualityU.S. Environmental Protection Agency

2005 DEER ConferenceAugust 24, 2005

Clean Automotive Technologieswww.epa.gov/otaq/technologies

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The Drivers for Increasing LD Diesels in US Marketplace

1. Expected higher costs of petroleum

2. Expected higher costs of petroleum

3. Expected higher costs of petroleum

4. Expected higher costs of petroleum

3

0

20

40

60

80

100

120

1900 1925 1950 1975 2000 2025 2050 2075 2100 2125

Mbb

l/da

Proven Reserves

Double ProvenReserves

Triple ProvenReserves

EIA ConsumptionProjections

Projections for World Crude Oil Production

You are here!

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Transportation in the Pre-Oil Era

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Transportation in the Post-Oil Era

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AlternativeFuelNeed

Impact of “Aggressive” ConservationAmount of

“alternative fuels”required by the

World to continue at this level as oil is depleted if only the US adopts this

“aggressive”technology

strategy

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AlternativeFuelNeed

Impact of “Aggressive” ConservationAmount of

“alternative fuels”required by the

World to continue at this level as oil is depleted if only the US adopts this

“aggressive”technology

strategy

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Logical Conclusions…

1. We need fuel conservation - ASAP

2. Diesels are the technology which could be implemented quickly and broadly (diesel hybrids, waste heat recovery, further improvements to aero and rolling resistance, weight reductions… will follow)

3. Plans for fuel transition should begin - ASAP

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State of Clean Diesel Solutions -Making Technical Progress…

NOx Adsorber AftertreatmentViable approach (primary path for compliance)

SCR AftertreatmentInfrastructure, cost, significant compliance and enforcement concerns – engine manufacturers responsible for in-use compliance

Clean Diesel CombustionControl NOx Engine-out & Smoke/PM/HC with Conventional Aftertreatment

Diesel Options to Meet LD Tier 2 or HD2010 On-Road Emissions Levels

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Clean Diesel Combustion

What Is It?

Initial Results

Challenges / Opportunities

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Basic NOx Production versus Combustion Temperature

0

10

20

30

1800 2000 2200 2400 2600 2800

Temperature (k)

Rel

ativ

eN

O L

evel

5 msec 1 msec

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EPA’s Approach to Clean Diesel Combustion NOx Control

0.00.20.40.60.81.0

1.21.41.61.82.0

9 10 11 12 13 14 15 16 17 18Intake O2 [%]

NO

x [g

/bhp

-h]

0.00.20.40.60.81.0

1.21.41.61.82.0

NO

x [g

/bhp

-h]

1 bar5 bar7.5 bar10 bar15 bar

If you keep intake oxygen concentration between 11% and 14%,then combustion temperature will be below 2000 Deg K.

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Good Efficiency with Low Engine-Out NOx

Engine Brake Efficiency (%) Brake Specific NOx (g/hp-hr)

42%

40-41%

Pexhaust = Pinput + .1 Bar NOx below .2 everywhere

1.9L 4-cyl

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Engine Test Fuel Economy (mpg) HC(g/mi) CO NOx PM

Stock FTP city 32 0.05 0.10 0.8 0.028

FTP hwy 49 0.01 0.02 0.7 0.027

US06 32 0.01 0.03 1.8 0.069

Tier 2 Bin 5 (120k mi) 0.09 4.20 0.07 0.010 CDC FTP city 30 0.23 1.12 0.06 0.001

FTP hwy 47 0.10 0.18 0.05 0.0004

US06 26 0.20 0.07 0.14 0.008

VEHICLE: ~ 4,200 lb test weight

a larger-wagon or mini-van

Update on Clean Diesel Combustion

Initial Vehicle Test Results

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Continuing to Improve Performance & Reduce PM

0.0

1.0

2.0

3.0

4.0

5.0

Smok

e N

umbe

r

Mid-2004 CDC Combustion

Improved CDC results

CDC asreported Nov 2002

Highe

r Loa

d -

Mediu

m Sp

eed

Today’s CDC Combustion

Mediu

m Lo

ad -

Cruis

e Spe

ed

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Infrared Combustion AnalysisEquipment/Setup

Sapphire Insert & Assembled bowditch piston

Camera Merlin MIDManufacturer FLIRDetector Type InSbDetector Cooling Integral SterlingSpectral Range 1.5-5 μmTemperature Range 0-2000 °CThermal Sensitivity 0.025 °C *Accuracy ± 2 °C, ± 2 % *Array Format 320 x 256 FPAImage Frequency 60 HzIntegration Time 10, 20 μs

Camera Information

* Dependent on emissivity

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Study of Fuel Injection As it Occurs Just Before Combustion Event

IR Images10deg After SOI

High Speed Imaging-10kfps10deg After SOI

0

200

400

600

800

1000

1200

1400

1600

2160 2260 2360 2460 2560 2660 2760 2860

Crank Angle

Pres

sure

[psi

]

-0.5

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Volta

ge

gas phase vs. liquid phasefor normal diesel injection

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Normal Diesel Combustion andClean Diesel Combustion

Normal Diesel Combustion10deg After SOI

Clean Diesel Combustion10deg After SOI

Set Temperature Scale: 272-775 F

Optimized Temperature Scale

IR Images IR Images

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Clean Diesel Combustionis COOLER Combustion (~550 °C)

Temp range: 940-3842 F, Exp time: 20 μs, Inj time: 25 BTDC, 108F Intake temp: 13.5% Int O2

Clean Diesel Combustion @ 3 BTDC

Temp range: 940-3842 F, Exp time: 20 μs, Inj time: 17 BTDC, 20.8% Int O2

Normal Diesel Combustion @ 5-3 BTDC

Combustion Mode

Engine Load BMEP [Bar]

Boost [Bar-Abs]

Intake O2 [%]

Speed [RPM]

Commanded Start of Inj BOI

[°BTDC]

Fueling Rate

[kg/hr]

Injection Duration

[ms]

Hydraulic Injection

Pressure [psi]Peak Cylinder

Press [Bar]Clean Diesel 10 1.8 13.5 2000* 17.5 1.7 1.02 3000 135

Normal Diesel 10 1.5 20.9 2000* 17.5 1.7 1.02 3000

* Actual test speed was 1500 RPM

Engine Firing Conditions

LD Diesels in U.S. MarketplaceTechnical Progress Will Lead to Cost-Effective Business CasesThe Drivers for Increasing �LD Diesels in US MarketplaceProjections for World Crude Oil ProductionTransportation in the Pre-Oil EraTransportation in the Post-Oil EraImpact of "Aggressive" ConservationImpact of "Aggressive" ConservationLogical Conclusions…State of Clean Diesel Solutions -�Making Technical Progress…Clean Diesel CombustionBasic NOx Production versus Combustion TemperatureEPA’s Approach to Clean Diesel Combustion NOx ControlGood Efficiency with �Low Engine-Out NOx Update on Clean Diesel CombustionContinuing to Improve Performance & Reduce PM Infrared Combustion Analysis�Equipment/SetupStudy of Fuel Injection As it Occurs Just Before Combustion EventNormal Diesel Combustion and�Clean Diesel CombustionClean Diesel Combustion�is COOLER Combustion (~550 °C)