Fuel Conservation and Management Symposium Equipment Technology for Fuel Savings & Emission Reduction Steve Duley Schneider National Moderator Rich Moskowitz The American Trucking Assoc. Presenter Dave Beasley Goodyear Tire & Rubber Co. Presenter Tim Tindall Daimler Trucks NA Detroit Diesel Presenter
48
Embed
Fuel Conservation and Management Symposium Equipment Technology for Fuel Savings & Emission Reduction Steve DuleySchneider NationalModerator Rich MoskowitzThe.
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
Fuel Conservation and Management Symposium
Equipment Technology for Fuel Savings & Emission Reduction
Steve Duley Schneider National Moderator Rich Moskowitz The American Trucking Assoc. Presenter Dave Beasley Goodyear Tire & Rubber Co. Presenter Tim Tindall Daimler Trucks NA Detroit Diesel Presenter Mark Lampert Daimler Trucks NA Freightliner Presenter
Fuel Conservation and Management Symposium
Fuel economy has been a constant priority, and a requirement to compete as a low-cost provider of services.
• Key sustainment actions– Driver training and management– Equipment specs – Equipment controls – Supplier decisions
The impact of change is new; the effort and drive to improve has continued for 30 years
Improve Fuel Efficiency (Energy Legislation)• Voluntary• Market Based Incentives• Constant Improvement (3 year plans)• Funding dropped from $3M to $2M in ‘08
SCR Benefits Will Rapidly Overcome Upfront Cost Increases and “Complexity” Challenges
SCR Fuel SavingsPer Truck
@ 3% = 583 gallons/yr
@ 4% = 769 gallons/yr
@ 5% = 952 gallons/yr
There Are 3 Factors In SCR Economics
1. Diesel Fuel Savings
1 yr. 2 yr. 3 yr.
DEF Price = $2.50
Diesel Price = $5.00
$0
$2,000
$3,800
$7,500
$11,430
3% fuel savings5% fuelsavings
3. DEF PricingRelative to Diesel
2. Fluid Savings from
SCR
Fuel Conservation and Management Symposium
2010 Aftertreatment Design Concept
Fuel Conservation and Management SymposiumFuel Conservation and Management Symposium
Drivers have a significant impact on vehicle fuel consumption
Numerous engine control strategies are employed to control the drivers influence on fuel consumption
• Vehicle Speed Limiting• Cruise Control Incentives• Progressive Shifting Engine Speed Controls• Engine Idle Time Limiters• Cooling Fan Control Strategies• “Soft” Cruise Control • Adaptive Cruise Control – anticipate topography changes (future
technology)
Other Factors Impacting Fuel Consumption
Fuel Conservation and Management Symposium
Future Fuel Economy Improvements
• Future Fuel Economy Improvements beyond 2010 will come in small increments
• Attention to aerodynamic detail in both tractor and trailer
• Incremental electronic controls to further optimize drivelines
• Continued small increments in basic engine efficiency
Fuel Conservation and Management Symposium
Reduced Fleet (Fuel) Operating Costs
Mark LampertSr. VP SalesDaimler Trucks North America
Fuel Conservation and Management Symposium
Fuel Energy Distribution
• A modern Long Haul Class 8vehicle operating on a typicalU.S. round trip with a GVW of80,000 lb utilizes fuel energyas follows:
Drivetrain Friction
3%Engine Based
Auxiliaries1%
Brake Friction*4%
Tire Rolling Resistance
16%
Aerodynamics*19%
Engine*57%
* Influenced by driving technique
Fuel Conservation and Management Symposium
DD15 - TURBO COMPOUND
Optimize Fuel Consumption – Engine & Engine Based Auxiliary Loads
• Technologies available today (FE increase)− DD15 (5% vs previous industry benchmark)
• Turbo Compounding• Amplified Common Rail System• Benchmark compression ratio• Thermostat on inlet side
− Eaton AMT with integrated shift map for DD15 (up to 20%, depending on driver) − Soft cruise (up to 1%)− Gearing for cruise speed around sweet spot (up to 10%)− APUs to reduce idling (5% depending on idle time)
• Short Term Future Technologies− BlueTec – EPA 2010 (3 to 5 % compared to non-SCR engines)− Gear based torque management (under evaluation)− Engine oil temperature thermostat (up to 3% in extremely cold climate)
• Long Term Future Technologies− Electrified Exhaust energy recycling− Coolant energy recycling− Variable injection angles− Variable compression ratio
• Driver Influence (depending on baseline driver up to 25%)− Progressive shifting − Moderate accelerations− Fan control− Idling
Fuel Conservation and Management Symposium
Improving Tractor Aerodynamics
Fuel Conservation and Management Symposium
Power Required toOvercome Aero Drag
Note: approximately 50% of aero drag is from the tractor and front of trailer, while the other half is from the trailer undercarriage and rear of trailer.
Optimize Fuel Consumption – Aerodynamics
• Driver influence – high− Speed
• Technologies available today (FE gain)− Slow down – 5mph reduction (5% to 8%)− Optimum 5th wheel height and trailer gap (6%)− Aero bumper and air dam (3%)− Tractor side fairings/skirts (3%)− Aero mirrors (1%)− Eliminate sunvisor (1%)− Eliminate hood mounted aux mirrors (1%)− Trailer side skirts and wheel covers (3.3%)− Trailer undercarriage flow device (1%)− Rear trailer aero treatment (2 to 4%)
• Technologies available today• Fuel efficient tire vs. std tire (5%)• Wide based singles with tire inflation system (2.5%)• Proper tire inflation vs. 10% under-inflation (1%)• Synthetic transmission and axle lube (1%)• Direct drive vs. overdrive (up to 1%)• Proper axle ratio (up to 10%)
• Technologies of the future• Advanced tandems
Fuel Conservation and Management Symposium
Energy Use by Application
0%
10%20%
30%40%
50%
60%70%
80%90%
100%
Delivery City Bus Refuse Class 8
Braking
Aero
Rolling
Optimize Fuel Consumption – Braking
• Driver influence – moderate to high• Maintain momentum (braking/accelerating)
• Technologies available today• Driving technique – looking ahead to minimize braking/accelerating• Route optimization (traffic, stops, etc)• Hybrid for medium duty (25% to 40%)
• Technologies of the future• Hybrid for Class 8 (4 to 5%)
• Hybrid
• Recovers brake energy
• Reduction of idle time (ePTO, HVAC/hotel power, etc)
• Lower fuel consumption reduces emissions
Fuel Conservation and Management Symposium
• A part of the drive torque of the ICE is transferreddirectly into the drive train
• The other part is used over a planetary gear for thedrive of a electrical generator
• Combustion engine (ICE) propels only generator • No mechanical connection between ICE and axles• ICE can be operated always at optimal point
Serial Hybrid – Application: City-Bus
e.g. Orion VII
ICEengine/
generator
battery
• Electric motor coupled with conventional powertrain
• Electric motor is used either for charging the battery or to support the ICE. Can drive ePTO
Parallel Hybrid – Application: Bus, Van, Truck
e.g. M2e Business ClassDual Hybrid – Application: Passenger Cars
e.g. Toyota Prius
ICE
engine/generator
battery
planetary axle
Long haulCity bus Touring coachRefuse
- Frequent stops- Low mileage, lower share of fuel cost
- Operating in emission sensitive city area
- Variations due to altitude profile and road grade
- High share of fuel cost- Demand for hotel power (HVAC, powernet)
Urban Highway
Delivery
Different HEV Configurations
engine/generator
ICEengine/
generator
battery
Fuel Conservation and Management Symposium
Optimize Fuel Consumption Summary
• Class 8 long haul tractor trailer combination:− Aerodynamics (tractor & trailer) improvements: approx. 10 -15 % possible fuel savings with
integrated tractor and trailer.
− Others improvements: approx. 15- 25% possible fuel savings
− Driver remains a critical element
• Medium Duty Delivery vehicle:− Hybrids: approx. 25% - 40% possible fuel savings depending on vehicle
application, most promising in stop and go traffic
− Hybrid with ePTO: approx. 50% to 60% fuel savings with idle reduction