Scania Engine

Developments

Anders Lundström

1
 Transport efficiency
Present development challenges
Long-term strategy
Future energy challenges

2
 Today’s issues for operators

• Reliability and uptime?

• Operating cost?
• Fuel economy?
• Payload / pay-cube?
• Fuel quality?
• Resale value?
• Convenience?
• Purchase price?
• Investment?
• Environmental performance?

3
 Drivers and challenges
Long-haulage

Construction

Fuel Driver 1kg fuel Distribution

=
Fuel Driver= 3 kg CO2

Other
Other Fuel

Other Driver

Other

to give the customer the lowest operating cost

4
 More efficient road transport
Engine improvement

Rolling resistance

Aerodynamic drag

Increased payload capacity

Driver influence
10 percent

50%
1970 2000
Fuel consumed per tonne-km (= CO2 emissions)

5
 More efficient road transport
Engine improvement

Rolling resistance

Aerodynamic drag

Increased payload capacity

Biofuels
Vehicle improvements
Driver

50% Efficient use of vehicles

1970 2000 2020

Fuel consumed per tonne-km (= CO2 emissions)

6
 More efficient road transport
Modular combination lengths

Three cargo units – 25.25 m

Tractor/semitrailer – 16.5 m • 40-60% added capacity

• 30% fewer trips
• 20% less fuel per tonne
transported
Truck/trailer– 18.75 m
• 20% lower emissions
• Eight axles sharing the weight
7
 Present development
challenges

8
 European emission standards

NOx g/kWh
8
Euro 1 1992
Euro 2 1996

6
Euro 3 2001
e n ts
i r em
4 qu
Euro 4 2006 Re

2 Euro 5 2009

Euro 6 / EPA10 2012?

0
0 0.10 0.20 0.30 0.40
PM g/kWh

9
Fuel consumption
Engine development
CO2 emissions

NOx
Nitrogen oxides = NO + NO2

10
Fuel consumption
Engine development
CO2 emissions

NOx
Nitrogen oxides = NO + NO2

11
Fuel consumption
Engine development
CO2 emissions

Engine development
is to shift the curve

0.5% per
year

NOx
Nitrogen oxides = NO + NO2

12
 Long-term strategy

13
 Powertrain design

• Fuel flexibility
• Convenient handling
• Proven and robust technology
• Affordable

14
 Euro 5 (2008/09)

All truck and bus engines Particulates 0.02 g/kWh

NOx 2.0 g/kWh
• Scania EGR Scania XPI
Rail

• Scania XPI
Injectors

• Variable turbo geometry

• Increased swept volume

Fuel filters

• Oxicat
Low pressure
High-pressure
fuel pump

fuel pump

15
 Euro 6 (2011/12 ?)
New world standard based on EPA 10 ?

Assuming Particulates 0.013 g/kWh

NOx 0.27 g/kWh
– Japanese, US and
European norms Scania XPI
Rail
harmonised
– World-harmonised
Injectors
test cycle

Technologies
– Scania XPI, EGR, Fuel filters

VTG, SCR … High-pressure

fuel pump
Low pressure
fuel pump

16
 Scania HCCI
• Homogeneous charge
compression ignition
• Technology mature
around 2015

• High efficiency
• Lean (cold) combustion Image from test cell
gives low NOx
or in truck
• Premix prevents
formation of particulates
• High EGR rate
• Tricky combustion control
• High noise level
• High strength required

17
 Future energy challenges

18
 Oil and gas production
Expected
production peak
in 2008

Source: Uppsala Hydrocarbon Depletion Study Group, Oil and gas liquids 2004 Scenario,
Updated by Colin J. Campbell, 15 May 2004

19
 OECD
International Energy Agency

• has a more positive outlook to 2030

• but huge investments are needed,
15 to 20 trillions (1012) of USD

20
 Forecast for transport fuels
according to EU objectives
350

300

250
Hydrogen
200 6% 20%
Natural gas
Mtoe

EU targets for Bio fuel

150
alternatives Oil
100

50

0
2005 2010 2015 2020
Year

21
 Primary energy

Energy carrier

Energy conversion

22
 Future ne r gyfuels and energy carriers
e
a ry
Prim Sun
Natural Biomass Nuclear
Oil Coal Hydro
gas (waste) Wind power

Diesel oil Synthetic

gas Electricity

Fischer-
RME Tropsch Hydrogen

DME Alcohols

Petrol Methane
LPG

Source: Rolf Egnell, Lund Institute of Technology

23
 Future fuels and energy carriers
Natural Sun Nuclear
Biomass
Oil Coal Hydro
gas (waste) Wind power

Diesel oil Synthetic

gas Electricity

Fischer-
RME Tropsch Hydrogen

DME Alcohols

Petrol Methane
r rie rs
LPG a
r gy c
Ene
Source: Rolf Egnell, Lund Institute of Technology

24
 Future fuels and energy carriers
Sun
Natural Biomass Nuclear
Oil Coal Hydro
gas (waste) power
Wind

Diesel oil Synthetic

gas Electricity

Fischer-
RME Tropsch Hydrogen

DME Alcohols

Petrol Methane
LPG

Source: Rolf Egnell, Lund Institute of Technology

25
 Future fuels

• International standards
• Smooth transition to alternatives

• Existing technology can be used

26
 1st Scania ethanol (Otto) engine produced in 1916
1st Scania ethanol (Diesel) engine 1979, Brazil
Some 600 ethanol (Diesel) buses delivered

Ethanol
27
 1000 gas (Otto) vehicles delivered, mainly to Australia

Gas
28
 Robust hybrid technology

Ultra-capacitors for energy storage

Standard chassis and body components
25 per cent fuel reduction in city operations ?

29
 Liquid fuels preferable for vehicles

• Gas ideal for stationary

plants
• Gas propulsion possible
for urban use
• Gas gives weight and
bulk penalty onboard
• Liquid fuel convenient to
distribute and handle
• Liquid fuel easy to carry
onboard a vehicle
Source: BEST kickoff

30
 Renewable fuels
• Some alternatives are attractive, but …
– Production efficiency is lacking
– Lack of agricultural land for the quantities required
• Pure fuel for dedicated vehicles undesirable
• Mix with petrol and diesel recommended
– Adapted to suit all vehicles
– Potential for 100% in some cases
– International standards desirable
• Best mixes
– Petrol and ethanol
– Diesel and ethyl/methyl ester, e.g. RME

31
 Viable alternatives

• Ethanol – liquid renewable fuel

– With 5% ignition improver
• RME (FAME) – liquid renewable fuel
– 100% or mixed 5% in diesel
• Synthetic diesel – fossil or renewable
– 100% or mixed with diesel
• Gas (methane) – fossil or renewable

32
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