on-cycle emissions and fuel economy for my2025 · 2017. 10. 19. · my2025 standard fuel econ....

Kasab, John

AVL Powertrain Engineering Inc.

Public

ON-CYCLE EMISSIONS AND FUEL

ECONOMY FOR MY2025

Concepts to meet CAFE and SULEV30

Kasab, John, Mulenga, Clarence, Heimann, Gregory | CLEERS | 04 October 2017 | 2Public

AVL SUPPORTS THE BROADER MOBILITY INDUSTRY

Powertrain Engineering

Advanced Simulation Technologies

Instrumentation & Test Systems


CONTENTS

1. Background

2. Methodology

3. Vehicle Modeling

4. Engine and EAS Modeling

5. Conclusions


CO2 AND FUEL ECONOMY ARE DRIVING TECHNOLOGY FOR LIGHT-DUTY VEHICLES

� Future CO2 and fuel economy rules are driving powertrain innovation.

� Overall trend and rates of improvement are converging globally.

� Key light truck fuel economy targets:

� US 40.3 mpg (MY2025)

� EU 40.1 mpg (MY2020)

� Japan 42.0 mpg (MY2022)

Source: http://www.theicct.org/sites/default/files/info-tools/pvstds/chartlibrary/CAFE_mpg_LT_Sept2015.pnghttps://www.epa.gov/sites/production/files/styles/large/public/2017-01/fca-learn-about.jpghttps://archive.epa.gov/otaq/technology/web/jpg/minivan-2011.jpg


SITUATION

� AVL wishes to identify a set of technologies that will allow a premium SUV with LDD engine to meet

� MY2025 CAFE and GHG standards.

� SULEV30 or Tier 3 bin 30 standards.

� Why the Premium SUV segment?

� Relevant to US market.

� Challenge in meeting targets.

� Opportunity to continue program through to demonstrator vehicle.

� Why a light-duty diesel engine?

� Potential for cost-effective CO2 and fuel economy.

R&D PROGRAMMY2025 LIGHT-DUTY DIESEL PREMIUM SUV


For diesel light-duty vehicle, CAFE target does not align with greenhouse gas target because diesel releases more CO2 per gallon of fuel than gasoline.

Assumptions:

• Apply maximum A/C credits (17.2 g/mi.).

• Vehicle footprint stays at 52 ft2.

• Vehicle performance will need to be equivalent to baseline, including

• 7.1 sec 0–60 mph acceleration.

• 1,200 lb. payload + 7,200 lb. towing.

• ≥60 mph on 5% grade at full towed load in top or next to top gear.

MY2025 VEHICLE REQUIREMENTS

MY2025 Standard Fuel econ. (mpg)

GHG (g CO2/mi.)

D G D G

NHTSA CAFE 41.2 247 216

EPA GHG (no credits) 51.2 44.7 199

EPA GHG (max credits) 47.2 41.2 216

Pollutant FTP75 (g/mi.)

SFTP (g/mi.)

US06 (g/mi.)

NMHC + NOx 0.030 0.050 —

PM 0.003 — 0.006

CO 1.0 4.2 —

H2CO 0.004 — —


CONTENTS

1. Background

2. Methodology

3. Vehicle Modeling


5. Conclusions


METHODOLOGY: OVERVIEW

Identify baseline vehicle and engine

Gather input data for baseline models

Fit baseline model to published data

Define plausible future design space

Model future technologies

Evaluate future engine–EAS

packages

Evaluate future engines in future

vehicles

Define plausible future design space

Model future technologies

Vehicle Engine & EAS

Evaluate future vehicle packages

Baseline

Future work

Complete


METHODOLOGY: VEHICLE MODEL

Gather Publicly AvailableInput Data

Parameterize Vehicle Model Model Use on Program

Concept investigations at vehicle system level (Operating strategies)

Evaluate full vehicle performance on cycle

A,B,C


METHODOLOGY: ENGINE MODEL

Characterize Engine Model Engine

Parameterize EAS Model Use on Program

Concept investigations on engine system level (Operating strategies)

Layout of exhaust aftertreatment system (EAS) components

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260270 280290 300310 320330340350360370380390 400


METHODOLOGY: BASELINE ENGINE MODEL

� Engine data measured from an advanced technology LDD engine were scaled to match the torque curve of a production 6-cylinder engine.

� Key metrics include

� Rated power: 255 hp at 4,000 rpm

� Peak torque: 560 N∙m at 1,500 rpm

� Engine model implemented in AVL CRUISE™ M with MoBEO diesel cylinder.

� Real time simulation (or faster).

� Interfaces with aftertreatment (EAS) model components.

� Supports full vehicle simulation on drive cycle.

Source: AVL analysis

0

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Torq

ue (

N·m

) or

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er (

kW)

Engine Speed (rpm)

TorquePower

190 kW = 255 hp

560 N∙m


CONTENTS

1. Background

2. Methodology

3. Vehicle Modeling


5. Conclusions


BASELINE VEHICLE RESULTS

� Baseline vehicle model uses steady-state engine maps.

� Vehicle model parameters were adjusted to match simulation results to published results for baseline vehicle.

� BMW X5 xDrive35d

� Key results for vehicle performance are

� CAFE fuel economy

� Acceleration time (0–60 mph)

� Simulation results are acceptably close (<5%).

FTP75 HWFET Combined

Target data 30.4 44.2 35.4 7.3

CRUISE baseline 31.5 45.0 36.4 7.2

Error 3.8% 1.9% 3.0% 1.9%

0–60 mph

accel. time (s)

Fuel Economy (mpg)


ADVANCED VEHICLE CONFIGURATIONS

Several vehicle technologies were assessed for their effects on vehicle performance.

Combinations of technologies were used to define four future vehicle configurations.

Configuration Baseline Plausible 1 Plausible 2 Plausible 3 Optimistic

Engine Baseline Baseline Baseline Baseline Baseline

Mass (lb.) 5,173 4,656 4,656 4,656 3,880

Mass reduction –0% -10% -10% -10% -25%

Rolling resistance &

Aerodynamic drag–0% -5% -5% -5% -10%

Transmission type AT DCT AT DCT DCT

Transmission losses –0% -5% -5% -5% -10%

Shift schedule Baseline New New New New

Lockup strategy Baseline — New — —

Coolant & oil pumps Mech. Elec. Elec. Elec. Elec.

Hybrid arch. None 12-V micro 12-V micro 48-V mild 48-V mild

Qualitative Cost ∆ 0 ++ ++ +++ ++++


� Net change in future SULEV30 engine fuel consumption improvement needed:

� Baseline vehicle: 20–25%

� Plausible vehicles: 10–15%

� Most optimistic: 0%

� Results are not performance neutral.

� Fuel economy should improve 1–3% with performance neutral sizing.

VEHICLE RESULTS WITH BASELINE ENGINE

� Future vehicle configurations were evaluated using the baseline 3.0-L LDD engine.

� Engine and EAS at ULEV50 currently.

� Design space includes baseline and four future configurations.

� Combined CAFE cycle fuel economy target is 47.2 mpg (216 g CO2/mi.), from EPA GHG limits.

Configuration

FTP75

(mpg)

HWFET

(mpg)

Combined

(mpg)

Fuel cons.

change (%)

Acceleration

(s)

Baseline 31.9 45.0 36.7 0.0% 7.2

Plausible 1 36.7 49.1 41.4 -11.4% 6.3

Plausible 2 36.7 48.8 41.3 -11.1% 6.5

Plausible 3 38.3 49.0 42.5 -13.6% 6.0

Most Optimistic 42.9 54.3 47.4 -22.6% 5.2


CONTENTS

1. Background

2. Methodology

3. Vehicle Modeling


5. Conclusions


RESULTS FROM CRUISE™ M–MOBEO MODEL

� Engine input data included fueling rate, IMEP, and engine out pollutant mass flows.

� Use model to calculate FMEP and get BMEP.

� Baseline BMEP results are generally within ±6% of input engine data map

� A few low-load points are within ±10%.

� Baseline engine-out NOx levels are generally within ±2% of input engine data map.

� A few low-load points are within ±6%.

� These results were considered an acceptably close fit.

BASELINE ENGINE MODEL RESULTS

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000Engine Speed [rpm]

BM

EP

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6Light-Duty Diesel MY20253L R&D Project 2016CruiseM-MoBEO R2016b v125Model ID005MF_Fuel = Required FuelMF_NOx_EO = Required NOx EOSteady-State; PIDs OFFContour Plot: Delta BMEP [%]

750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000Engine Speed [rpm]

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EP

[ba

r]

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10Light-Duty Diesel MY20253L R&D Project 2016CruiseM-MoBEO R2016b v125Model ID00MF_Fuel = Required FuelMF_NOx_EO = Required NOx EOSteady-State; PIDs OFFContour Plot: Delta MF_NOx [%]

BMEP % err.

�� NOx % err.


SULEV30 Potential• 2 kW Exhaust Heater• Increase Rh content in NSC• Increase SCR volume

(5 to 7.5 L)• SCR initial NH3 surface loading

EAS RESULTS: ON-CYCLE NMOG+NOX

MY2017 BMW X5d already meets ULEV50 standard per Calif. ARB test certificate.


� Team has determined how to model these technologies.

� Some technologies considered are not easily implemented in CRUISE™ M, e.g.,

� Higher fuel injection pressure.

� VVA for pumping loss reduction.

� Several factors were identified for two-level fractional factorial design, and are tabulated on next slide.

� Advanced boost system has three levels, and two-level factorial design will be replicated for each boost system configuration.

� Engine downsizing

� Engine downspeeding

� Integrated exhaust manifold

� Thermal barriers in exhaust ports and manifold

� EAS warm-up acceleration

� Using VVA (EEVO)

� Using electric heater

� EGR cooler bypass

� EGR: High pressure only or low and high pressure combined

� Reduced engine friction

� SDPF vs. DPF + SCR

� Advanced boost systems

ADVANCED ENGINE TECHNOLOGIES


No. Technology Low High

1. Engine displacement (L) 2.4 3.0*

2. Engine downspeeding: Rated power (rpm) 3200 4000*

3. Integrated exhaust manifold Absent* Present

4. EAS warm-up acceleration Absent* Present

5. Thermal barriers Low Baseline*

6. Engine friction Low Baseline*

7. Cooler bypass Absent* Present

8. EGR system High pressure only* High and low P

9. Electric heater for LNT 0 kW* 2 kW

10. DPF + SCR or SDPF DPF + SCR* SDPF

ENGINE DESIGN SPACE

1. Advanced single stage turbocharger2. Turbocharger + e-supercharger3. Two-stage turbocharger

Advanced boost system (3 levels)

* Baseline value


CONTENTS

1. Background

2. Methodology

3. Vehicle Modeling


5. Conclusions


Correlation of a baseline vehicle model using engine maps to available data on the vehicle.

Development of the baseline engine model in CRUISE™ M–MoBEO:

• Good match to fueling/BMEP and engine-out emissions.

• Model simulates transient behavior in real time or better.

Several vehicle technologies have been identified and evaluated for their benefit to MY2025 CAFE and GHG standards.

Several engine technologies have been identified that could help meet MY2025 CAFE and SULEV30 targets.

AVL’S ACCOMPLISHMENTS TO DATE INCLUDE


1. Completing the evaluation of future engine technology design space.

� Assess benefits of each technology separately and in combination.

� Assess incremental costs for implementing each technology.

2. Identifying one or two promising engine technology packages and evaluate

� Potential to meet performance and emissions targets.

� Best value options: incremental cost per g CO2/mi. improvement.

3. Evaluating on-cycle performance of advanced engines in the advanced vehicles against

� 47.2 mpg (216 g CO2/mi.) fuel economy target.

� SULEV30 criteria pollutants target.

These activities will help determine the preferred engine and vehicle configurations for demonstration, should the program continue to hardware.

AVL’S NEXT STEPS FOR 2017 INCLUDE

www.avl.com

THANK YOU


Author(s):Kasab, JohnMulenga, ClarenceHeimann, Gregory

Co-Author(s): Vaughn, Jennifer

Approved by:

Project Leader: Kasab, John

Version: 1.0

Release date: 04.10.2017

Security level: Public

Customer: CLEERS

Project: APE7316

Task ID:

Department:

Copyright © 2017, AVL Powertrain Engineering Inc.

CLEERS WORKSHOP PRESENTATION

ON-CYCLE EMISSIONS AND FUEL ECONOMY FOR MY2025: CONCEPTS TO MEET CAFE AND SULEV30

on-cycle emissions and fuel economy for my2025 · 2017. 10. 19. · my2025 standard fuel econ....

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