Improved Fuel Economy Using New Engine and Driveline Designs

© by FEV – all rights reserved. Confidential – no passing on to third parties

Fuel Economy – How Do We Get There?

39th Automotive-PetroleumIndustry Forum

Dr. Dean Tomazic, Executive VP & CTO, FEV North America, Inc.

HIGH PERFORMANCE ENGINEFUTURE DEVELOPMENT

Dearborn, MI, April 19th, 2016

IMPROVED FUEL ECONOMY USINGNEW ENGINE & DRIVELINE DESIGNS

© by FEV – all rights reserved. Confidential – no passing on to third parties | 2

Introduction

Development Trends

Potential Game Changing Technologies

Future Lubricant Requirements

Summary

Agenda


The Future of PowertrainsCurrent Global Situation

Mass Mobilization

Green Themes

Energy Security

Urbanization

Glo

bal M

ega

Tren

ds

LegislationTotal Costof Ownership

Government Policies(Taxation, Subsidies etc.)

Res

ultin

g D

river

s

Hybrid ATCVTDCTMT

Fuel CellHEV HHVICE Natural Gas ICE

Pow

ertr

ain

Tech

nolo

gies


U.S. Emissions, Fuel Economy, and CO2 RegulationOverview

U.S. – Passenger Cars and Light Trucks (GVW < 6,000lbs)

Source: Delphi, FEV Research

2005 06 07 08 09 2010 11 12 13 14 2015 16 17 18 19 2020 21 22 23 24 2025

Fuel mpg

CO2 g/mi

NOx g/mi

CO g/mi

PM g/mi

NOx g/mi

CO g/mi

PM g/mi

PC: 33.8 39.5LT: 25.7 28.8

From 0.2 (Bin 8) - 0.02 (Bin 2)Phase-In

Tier IIU.S.

Federal

California

Fuel Economy

U.S. CAFE StandardsPC 27.5mpg / LT 22.2 mpg

Tier III – Phase In

0.02 (Bin 7-8) - 0.01 (Bin 1-6)

4.2 (Bin 5-8) - 2.1 (Bin 2-4)

0.07 (LEV, ULEV) - 0.02 (SULEV) Combined NMOG&NOx limit ramp down4.2 (LEV), 2.1 (ULEV), 1.0 (SULEV)

0.01 PM ramp down

Tier III0.07g/mi NOx fleet average

Phase-In

LEV II LEV III – Phase In

Durability Increase to 150k mi

+ 3 new low emission categories

SULEV-level emission average

FE I FE 2Combined Fleet Average

PC: 5% p.a./LT: 3.5%-5%p.a.35.5 54.5

PC/LD1: 323 205LD2/MDPV: 439 332

California AB 1493

PC: 5% p.a./LT: 3.5%-5%p.a. 163

Coordinated ApproachMinimum ZEV Requirements: MY 15-17: 14%, MY18+: 16%

0.03 NMOG+NOx

0.003

NHTSA

EPA

0.03 NMOG+NOx

0.003

1.0

LEV III

CO limit ramp down

0.001

Combined NMOG&NOx limit ramp downCO limit ramp down

1.0

Tier IIIemission average

PM ramp down

250


Introduction

Development Trends



Summary

Agenda


* Proposed Target

Worldwide regulations for CO2 reduction – CO2 fleet targets (g/km) NEDC based

95

130

160

2006 Target 2015

Target 2020

Target 2025

68-78*

-53%

140

182

249

101*

Target 2020

Target 2015

2006 Target 2025

-57% -30%

Target 2020

105*

Target 2015

125

2006

149-38%

Target 2020

120*

Target 2015

167

2006

188

Development TrendsGlobal CO2 Emission Targets


Source: FEV Consulting

Extrapolation of trend based on ongoing market survey

Maximum specific power depends on market position of individual OEM

Mainstream engine of Premium OEM might have higher BMEP than ‘high performance engine’ from large volume OEM

Additional features for future considered, e.g. variable compression ratio (VCR)

20

40

60

80

100

120

140

160

180

200

220

2025202020152010200520001985 1990 1995

NA Engines

Boosted High Specific Power EnginesBoosted Engines & High Speed NA Engines

Spe

cific

Pow

er /

kW/l

Specific Power: History and Future

Model year / -

Development TrendsGasoline Engines


NA engines 1-stage boosted engines 2-stage boosted engines Motorcycle engines under development at FEV

0.00

0.02

0.04

0.06

0.08

0.10

0.12

0.14

0.16

0.18

20 40 60 80 100 120 140 160 180 200 220

Spe

cific

low

-end

-torq

ue /(

Nm

*min

/l)

Specific power /(kW/l)


Trend: Further downsizing High specific power & LET

Several high performance engines in development at FEV

Boosting system is key component

1-stage boosting limited

2-stage boosting to combine high specific power and low-end-torque (LET): TC + eC TC + TC TC + SC

SCATTERBAND

Borderline TC engines MY2015

Borderline TC engines MY2008

/

In development


Technology TrendsHybridization / Electrification / Transmissions


Introduction

Development Trends



Summary

Agenda



Combustion Efficiency Improvements

Direct Injection (& Var. Charge Motion)

Variable Compression Ratio (VCR)

Miller/Atkinson Cycle

Controlled Auto-Ignition (CAI)

Cooled EGRText

Electrification/Hybridization

Micro/Mild/Full Hybrid

PHEV

48V Infrastructure

Accessory (FEAD) Electrification

Reduction of Throttling Losses

Downsizing

Boosting

Cylinder Deactivation

Variable Valvetrain

Lean-burn Operation

Reduction of Parasitic & Idle Losses

Friction Reduction

Stop/Start

Advanced Thermal Management

Accessory (FEAD) Electrification


Friction Reduction Base Engine Design Opportunities

Friction reduction Impact on bearing dimensioning Higher bearing loads Discrepancy in bearing load between FE vs. high-power version (LSPI) Stop-start (polymer coatings) Oil aeration


Combustion System ChallengesGasoline Engine Development: Low-Speed Pre-Ignition (LSPI)

TR00

5; C

ylin

der4

; Cyc

le 3

353

480 deg CA

Type 1

120 bar

40 deg C

90/90 deg C

1.100

50 mbar

Oil/Cool Temp.:

Intake Temp.:

Lambda Spindt:

Exh. backpres.:

SOI:

Fuel:

Rail pres.:

Camph. IV/EV: 15/35 deg CA

Engine speed: 1600 rpm

Spark plugs: No.1

Inj. orientation: No.1

Pre-conditioning: Dirty Pre-Conditioning

[V]

-0.5

0.0

0.5

1.0

[deg CA]-100 -50 0 50 100 150 200

Ignition signal

[bar

]

0

50

100

150

200

[deg CA]-100 -50 0 50 100 150 200

pmaxpPIpavg30dpmax-avgdpmax-PImaxPISOCavg30igndPI-igndPI-SOCavg30dPI-max

[bar][bar][bar][bar][bar][deg CA][deg CA][deg CA][deg CA][deg CA][deg CA][deg CA]

158.96 26.51 31.00 127.96 132.45 4.71 -9.29 1.71 -8.29 -1.00 -11.00 -14.00

Averaged Pressure Trace Cycle Pressure Trace

Cylinder pressure

Picture

Example:

- Picture taken 3deg CA beforespark event

- LSPI event inthe middle of thecombustionchamber

- Pressure rise 1deg CA beforespark


2-Step Variable Compression Ratio (VCR) MechanismBackground & Incentive


2-Step Variable Compression Ratio (VCR) MechanismBackground & Incentive

Source: FEV


2-Step Variable Compression Ratio (VCR) MechanismDesign Features


2-Step Variable Compression Ratio (VCR) MechanismFunctionality


Development TrendsTransmissions

‘Direct’ Transmission Efficiency Improvements

High Efficiency Oil Pumps

Minimized Open Clutches

Low-Loss Bearings/Seals/Gears

Low-Leakage Hydraulics

Low-Viscosity OilsText

Transmission Types

Manual/AMT/DCT

Planetary Automatics

CVT

Hybrids

‘Indirect’ Transmission Efficiency Improvements

Increased Number of Speeds

Increased Ratio Spread

Aggressive Torque Converter Lock-Up

Active Thermal Management

Development Path


HybridizationArchitectural Alternatives

Increasing Degree of Hybridization/Electrification

Gear Box

Fuel Tank

Series-Hybrid

BatteryInverter

ElectricMachine

HEV

Power Split-Hybrid

Parallel-Hybrid Parallel-Hybrid

Power Split-Hybrid

Series-Hybrid

Plug to Power net

Plug to Power net

Plug to Power net

Plug-In HEV

Electric Vehicle

Battery EV (BEV)

BEV with REX

Conventional ICE-Only Vehicle Plug-In (PHEV)Hybrid Electric Vehicle

(HEV)

Battery EV (EV)


Introduction

Development Trends



Summary

Agenda


Engine LubricantsFuture Requirements

Engine– Friction reduction Impact on bearing dimensioning Higher bearing loads– Discrepancy in bearing load between FE vs. high-power version (LSPI)– Higher operating temperatures (oil and coolant)– Low viscosity desired during start up (rapid warm-up)– Piston skirt lubrication (honing pattern)– Piston ring tension reduction (friction, blow-by, oil consumption)– HLA’s, VVL, stop-start, etc.– Fuel in oil entrainment (dilution) w/ DI engines (E10-100)– Oil aeration– Variable oil pumps (2-step or continuous)

Transmission– Friction reduction Impact on bearing dimensioning Higher bearing loads– Separate oil pump (stop-start)– Higher operating temperatures (‘fill for life’)– Accelerated warm-up (cold start)– Optimized gear geometries– Etc.


Introduction

Development Trends



Summary

Agenda


Summary

The industry is facing multidimensional challenges from a legislative, economicand societal perspective. Technical solutions must satisfy all of theserequirements to succeed in the marketplace.

Technologies to meet future requirements are either already available or underdevelopment. However, different markets have different requirements and hencedifferent technical solutions.

Due to these requirements, the variability of different powertrain types willcontinue to increase resulting in the need to also adapt fuels and lubesaccordingly.

A ‘one fits all’ solution becomes more and more unlikely due to the vastdifferences among the different powertrains and the way they will be used in themarket.

The main challenge remaining is to develop a cost efficient powertrain portfoliothat meets legislative requirements and is accepted by the customer despitefluctuating fuel prices.

Improved Fuel Economy Using New Engine and Driveline Designs

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