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TRENDS IN GASOLINE POWERTRAIN TECHNOLOGY FOR HIGH...
Transcript of TRENDS IN GASOLINE POWERTRAIN TECHNOLOGY FOR HIGH...
Dr. Hubert FRIEDL
AVL List GmbH
TRENDS IN GASOLINE POWERTRAIN TECHNOLOGY
FOR HIGH PERFORMANCE AND LOW EMISSION
CAR2017Pitesti, November 7th, 2017
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SOME HEADLINES
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EXTENDED CONSEQUENCES OF “DIESELGATE”
• Extremely negative image of whole automotive industry
• “War” of Non Government Organizations against Diesel
• Aggressive scenarios (e.g. city access restrictions or even ban)
• Severe aggravation of RDE boundaries short termed
• Industry changes to proactive role regarding EV`s
• Over fulfillment of emission limits
• Broad introduction of Gasoline Particulate Filter in Europe
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CO2 Reduction
Emission Compliance
Development Drivers
CO2 Emissions▪ Enhanced CO2 limits additionally
aggravated by boundaries (e.g. WLTP) ▪ Well to Wheel as next discussion point
Pollutant Emissions▪ Extended consequences of Diesel Gate▪ ICE ban under discussion ▪ Minimum emissions under all operating
conditions – over fulfillment of legislation “Zero Impact ICE”
▪ Shift towards electrification
GENERIC TRENDS FOR PASSENGER CARS
CO2 / EMISSION REDUCTION
Tailored Electrification
ADAS
Zero Impact ICE
City Access ?ICE Ban 2030 ?
Connectivity
Connectivity /ADAS▪ Intensively used for optimized
powertrain control (e.g. energy management, emission, CO2)
Real Driving Emissions
New ICE & Transmission
AUTONOMOUS
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EXTENDED EMISSION COMPLIANCE
REAL DRIVING EMISSION
R
D
E RDE REGULATIONSCOME INTO FORCE
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EXTENDED EMISSION COMPLIANCE
IMPACT TEST PROCEDURE
From EXACTLY REPRODUCIBLE TESTCYCLE towards STATISTICAL PROPABILITY
Paradigm shift in technology, development and testing
R
D
E
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RDE IMPLEMENTATION WORLDWIDE
RDE is a Global Topic
R
D
ERDE is not restricted to Europe, it becomes a Global Topic
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Alt
itu
de -
m
Temperature - °C
Application Real Driving Emissions (2016/427 1st package, 2016/646 2nd package, 3rd package)
Standard
Light duty vehicle on Real Driving Emission testing:
• Portable Emission Measurement System (PEMS) to measure CO2, CO, NOx, PN, Exhaust flow, Speed and GPS data.
• Implementation: EU 2016, Korea 2018, China 2020, India 2020, Japan 20xx
RDE Test requirements:
• Cold- and hot-start test, 30min conditioning drive, 5-56h soak time,
• RDE Drive between 90 to 120min in normal traffic
• 34% Urban (<60km/h), 33% Rural (60 ... 90km/h), 33% Motorway (>90km/h)
• max. Speed 145km/h (can be extended to 160km/h)
• positive altitude gain < 1200m/100km
• PlugIn Hybrid test in Charge–Sustaining mode
(will be revised in Package 4)
• Periodical Regeneration w/o Regeneration use ki-factors
Ambient conditions:
• Temperature 0°C to 30°C (extended range -7°C to 35°C)
• Altitude up to 700m (extended range 1300m) (China 2400m)
Limits:
• CF NOx: 2.1 CF PN: 1.5 to be fulfilled in each phase
• 2 calculation options, EMROAD (JRC) or CLEAR (TU-Graz)
China
Extended
Extended
Standard
RDE TECHNICAL REGULATIONS
CHALLENGES FROM LATEST AGGRAVATIONS
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0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
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New RDE acc. Package 3
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/h
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R
D
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REAL DRIVING EMISSION
IMPACT OF NEW RDE BOUNDARIES (PACKAGE 3)
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RDE Evaluation up to Dec. 2016
Driving Style:
moderate
dynamicdrive off
TGDI Lifetime aged
4-way cat 20° Start
PN
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Average w/o cold start / warm up
over total distance Average with
cold startsingle phase
Significant aggravation of RDE compliance by RDE Package 3 (2016-12-20)
CF 1.5
CF 2.1
NOx
PN
Distance driven
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GPF APPLICATIONS FOR HIGHER EMISSION ROBUSTNESS
EXHAUST GAS AFTERTREATMENT SYSTEMS
GPF Configuration Concepts
GPF expected to become mandatory at least for GDI – short termed !
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REAL DRIVING EMISSION
PN EMISSIONS AT TEMPERATURES < 20°CEngine Out PN Potential per Real World Driving Warmup Phase, EU6c calibration
• Driving style has a huge influence in soot accumulation at cold temperatures, dominated by drive-off emissions
RDE DynamicDrive off
RDE moderate
CFPN Urban
incl. ColdEngine out
75
150
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REAL DRIVING EMISSION
PN EMISSIONS AT TEMPERATURES < 20°CEngine Out PN Potential per Real World Driving Warmup Phase, EU6c calibration
0,00
0,30
0,60
0,90
1,20
1,50
1,80
2,10
2,40
2,70
3,00
-40 -30 -20 -10 0 10 20 30
Engine Start Temperature [°C]
Critical Soot LoadingEn
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e O
ut
PM
Em
issi
on
3x 5x 10x 25x1x 3x 5x
RDE moderate
RDE DynamicDrive off
∫PM per Engine Warmup PhaseEngine out
• Driving style has a huge influence in soot accumulation at cold temperatures, dominated by drive-off emissions
Control Passive Regeneration to avoid thermal GPF damage
Active Regeneration will be necessary for GPFs in winter city operation
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Cylinder Deactivation- Mechanically- Electronically
“Smart Hybridization”- electric auxiliaries- 48V systems
Combustion System- Miller, Atkinson- high BMEP TGDI- Low PN- CNG-DI- Water Injection
Variable Valvetrain- 2-step / 3-step- fully flexible
Variable Crank Train- Var. Compression Ratio- Var. Expansion Ratio
Boosting- 2-stage - electric boosting- water cooled VGT
2-steplow lift
2-stephigh lift
3-stepl/h lift
cont.
Exhaust Gas Cooling- External cooled EGR- Cooled / integrated
manifold ExhaustAir
GASOLINE POWERTRAIN TECHNOLOGY
FEATURES FOR INCREASING EFFICIENCY
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GASOLINE ENGINE
TECHNOLOGY TRENDS
Source: Toyota, (HMC, VW), Vienna Motor Symposium 2016, 2017
• Hybridization enables shift
towards higher loads high
load area and max. efficiency
gaining importance.
• Trade-off between maximum
efficiency and spec. power
becomes the key trade-off
• Miller / Atkinson Cycle con-
firmed as most cost effective
CO2 solutions (e.g. Toyota, Audi,
VW, HMC, etc.)
Maxim
um
Sp
ecif
ic P
ow
er –
kW
/l
TARGETshort term
Improving the trade-off between max. efficiency and max. specific performance at attractive cost is the key development target for SI engines
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Maximum Thermal Efficiency - %
32 34 36 38 40 42 44
Toyota 2,5 TNGA , GDI, EGR
AUDI 2.0 TGDI Miller, no EGR
AVL 1.5 TGDI Miller
no EGR, SOP 2017
Toyota 1.8 MPI, EGR
VW 1.5 TGDI Miller, no EGR
HMC 1.6 GDI, EGR
AVL 1,6 TGDI Miller, EGR, no VVL
Future Potential AVL 2.0 TGDI Miller,
SqC-TC, no EGR
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Pre
ssu
re
Volume
Isothermal compression
1-stage compression
(2-st w/o interstage cooling)
Compressor work saved
2-stage boosting with interstage
cooling
2-stage compression + interstage cooling instead of single stage
ADVANCED CHARGING SEQUENTIAL COMPRESSOR TC
• Lower turbine power demand• Lower compression temperature
schematic
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EVOLUTION OF GASOLINE TECHNOLOGIES
EXTENDING HIGH EFFICIENCY OPERATION
Telescopic Conrod
for VCR Variable
Compression Ratio
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• Compression ratio variation
of 3-6 units
• Simple and cost-effective
design
• Minimized friction impact
compared to other VCR
systems
• Applicable for Gasoline and
Diesel engines
Actuation module
Telescopic module
Conrod base module
COMBINED HIGH EFFICIENCY & HIGH PERFORMANCE
AVL 2-STEP VARIABLE COMPRESSION RATIO
Full modularity with conventional ICE
Variable Compression Ratio enables combination of high efficiency & high performance. Modular systems enable easy integration into std. engines
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Future
Potential
TGDI Miller,
SqC-TC
• Formula 1 engines offer the by far
most outstanding efficiency vs. spec.
performance trade-off
• Emission compliance, esp. RDE
compromises ultra high efficiency
concepts, especially lean operation
• Water injection as enabler to extend
the potential of advanced boosting
• Combined processes as long term
concept for efficiencies > 50 %
Different development directions: high performance + low efficiency, low performance + high efficiency, best compromise: adv. boosting + water injection or VCR
Maxim
um
Sp
ecif
ic P
ow
er –
kW
/l
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90
80
70
60
50
40
30
Maximum Efficiency - %
32 34 36 38 40 42 44 45 50 55 60
300
250
200
150
F1
Status
2017Hybrid Engines
Mid Term
Ultra High Performance
Engines Mid Term
Advanced Boosting
Combined Processes
GASOLINE ENGINE
FUTURE TECHNOLOGY TRENDS 2025
?
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2025Global Engine ProductionAVL Prediction 1/2017
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Glo
bal
En
gin
e P
ro
du
cti
on
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io/
Year
ICE:• Significantly higher effort for emission compliance (RDE,
China6, SULEV xx, …),
• “Zero Impact Emission Concepts” starting
• Increasing share turbocharging + Rightsizing,
• Advanced boosting, exhaust energy recuperation, full map stoichiometric, EGR
• E-fuels and E-gas increasing
Mild Hybrid: • 48 V in various configurations P0 – P4
• Power Increase 15 20 30 kW
• ICE utilizes synergies
Full Hybrid: Primarily with Japanese OEM´s
Plug In Hybrid: CAFE and city access as major driver
BEV: Dependent on infrastructure, incentives and access restr.
Fuel Cell: limited to specific markets
TECHNOLOGIES IN THE NEXT 10 YEARS
2025: 50% electrified, still 100 mio ICE´s , however, high scatter of predictions
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FUTURE TECHNOLOGY IMPACT ON ENGINEERING DEMAND
Dramatically enhanced engineering demand
Connected & Autonomous
New EV / Fuel Cell
Significantly higher effort for emission compliance (RDE, China 6b, SULEV xx, …)
Huge variety of new complex XEV systems
120
100
80
60
40
20
0
En
gin
es
Pro
du
ced
[M
io.€
]
AVL(12/2016)
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SUMMARY AND CONCLUSION
• The forthcoming Emission-Legislation together with RDE and CO2-limits will dramatically enhance technology requirements and optimization demand for powertrain and complete vehicle.
• For best Fuel Economy and RDE conformity, advanced powertrain technology features as well as Hybridization massively will be introduced to meet diversification requests from market globally.
• The “conventional” internal combustion engine proves to still have huge further improvement potential.
• Balancing the fuel economy and EAS measures on powertrain and vehicle side are essential to get optimum results at affordable product cost.
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RIGHTSIZING THE FUTURE POWERTRAINS
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Abbreviations (1/3) AER All Electrical range
AT Automatic Transmission
BEV Battery Electric Vehicle
BMEP Brake Mean Effective Pressure (spec. value for engine torque)
BSFC Brake Specific Fuel Consumption
BSG Belt Starter Generator
CAI Controlled Auto Ignition (general expression for HCCI)
CNG Compressed natural Gas
CSI Compression and Spark Ignition (AVL patented comb. system featuring HCCI)
CVT Continuously Variable Transmission
DCT Dual Clutch Transmission
DOC Diesel Oxidation Catalyst
DeNOx Nitrogen oxide reducing catalyst
DPF Diesel Particulate Filter
EAS Exhaust Aftertreatment System
EGR Exhaust Gas Recirculation
EU6 European Emission Limit Stage 6
| November 7th, 2017 | 24CAR2017-Pitesti
Abbreviations (2/3) EV Electric Vehicle
FC Fuel Cell
FE Fuel Economy
FTP Federal Test Procedure (USA)
GDI Gasoline Direct Injection
GPF Gasoline Particle Filter
HSDI High Speed Direct Injected (Diesel)
ICE Internal Combustion Engine
ITW Vehicle Inertia Test Weight (curb weight)
LNT Lean NOx Trap
LPG Liquified Petrol Gas
MPI Multipoint Port Fuel Injection
MPV Multi Purpose Vehicle
MT Manual Transmission
MY Model Year
NA Naturally Aspirated
NEDC New European Driving Cycle
| November 7th, 2017 | 25CAR2017-Pitesti
Abbreviations (3/3)
OBD On Board Diagnosis
OEM Original Equipment Manufacturer (=brand)
PEMS Portable Emission Measurement System
PHEV Plug-in Hybrid Electric Vehicle
PN Particle Number (Emission)
RDE Real Driving Emission
RPM Revolutions per Minute (engine speed)
SCR Selective Catalytic Reduction (for NOx)
SI Spark Ignited
SULEV Super Ultra Low Emission Vehicle (US, California Emission Standard)
SUV Sport Utility Vehicle
TCI Turbo Charged Intercooled
TGDI Turbo Charged Gasoline Direct Injection
TWC 3-Way Catalyst
VVL Variable Valve Lift
VVT Variable Valve Timing
WLTP World Harmonised Light Duty Vehicle Test Procedure