Mastertitelformat bearbeiten I.C. Engines - Concepts for ... · PDF fileIn Germany, we see a continuos decline , ... Throttle device (EGAS) Canister purge valve ... 2-stage charging

1

1K/EWK-B 25.02.2002©2000 Alle Rechte bei Robert Bosch GmbH, auch für den Fall von Schutzrechtsanmeldungen. Jede Verfügungsbefugnis, wie Kopier- und Weitergaberecht, bei uns.

Mastertitelformat bearbeiten

Dr. Klaus Georg Bürger

I.C. Engines -Concepts for Reduction of

Emissions and Consumption

Dear Mr. Speaker, ladies and gentlemen,

thank you for giving me the opportunity to speak to youon behalf of a supplier within CLEPA about our view onconcepts for reduction of emissions and consumptionof IC-engines. IC stands for �internal combustion �; thisis the type of engine that is powering more or lessevery car and every truck all over the world.

Before we start with the technical details let me justintroduce myself: My name is Klaus Georg Bürger and Iwork for Robert Bosch, where I am responsible for R&Dco-ordination within the automotive branch.

2

© Alle Rechte bei Robert Bosch GmbH, auch für den Fall von Schutzrechtsanmeldungen. Jede Verfügungsbefugnis, wie Kopier- und Weitergaberecht, bei uns.K/EWK-B 25.02.2002

2

Trends in Gasoline Engines

Trends in Diesel Engines

Additional Trends in Powertrain

Roadmaps

Emissions and Consumption, actual Status

Conclusion

Overview

I�d like to start with the actual status of emissions andconsumption in relation with the corresponding legislation andself commitments. This can be seen to be the driver for futuretrends in the area of gasoline and diesel engines.

Future progress is not only based on the improvement ofcombustion engines; more and more the complete powertrain,i.e including transmission has to be taken into account, leadingto a co-ordinated powertrain control.

Further on, I�d like to explain to you our view of roadmaps ofthe expected developments and trends within the next 10 to 15years.

Finally, we will come to a conclusion

3


3

Overview




Roadmaps


Conclusion

So, let�s start with the actual legislation concerningemissions and the status of newly sold cars.

I will do this overview first for gasoline, then for dieselcars.

4


4

HC

[g/k

m]

NOx [g/km] CO [g/km] 2.2 2.3 3.16 0.252 0.15 0.08

0.0

0.10

0.20

0.341

ECE-R 83/01�EURO I� 1992

ECE-R 83/03�EURO II� 1996

1.0

für EU I nur Summe HC+Nox=1,13 g/km spezifiziert

Status 2000, Source of Vehicle Datas: Vehicle Certification Agency, UK

FV/SLT 144 049

ECE-R 83/05�EURO IV� 2005

ECE -R 83/05�EURO III� 2000

Emissions of Cars with Gasoline Engines

This slide shows the different stages of emission legislation forgasoline engines: We started with ECE-regulation 83/01, alsoknown as �EURO 1� in 1992; via EURO 2 in 1996 and EURO 3 in2000, we have now �EURO 4�, becoming the requirement for carsthat are released from 2005 onward. Starting from the centre, thediagram shows the different exhaust components (carbon oxide,nitroge oxide and hydrocarbon) in the different directions.

Comparing these requirements with the actual status of vehicledata, we recognise that already today, about 52% of sold newgasoline cars meet EURO 4 limits; more than 44% meet at leastEURO 3 and only very few are outside of EURO 3.

This explains our estimation that for gasoline engines meetingEURO 4 is within reach.

5


5

PM [g

/km

]

NOx [g/km] CO [g/km] 0.5 0.64 1.00.5 0.25

ECE-R 83/01 �EURO I� 1992

0.70

0.56

0.30

0.025

0.05

HC

+ N

Ox [

g/km

]

0.08

NOx für EU I / II not specified

3,16

1,13

0,18

Status 2000, Source of Vehicle Datas: Vehicle Certification Agency, UK

FV/SLT 144 048

ECE-R 83/05�EURO IV� 2005

ECE-R 83/03 �EURO II� 1996

ECE-R 83/05 �EURO III� 2000

Emissions of Cars with Diesel Engines

The amount of diesel engines sold in Europe is now about 50% ofall cars; the main reason being the low fuel consumption.

Looking at emissions from diesel cars, the situation becomesmore sophisticated: In addition to the gaseous components, wehave to look for particulate emissions very carefully, it is displayedon the additional axis showing down on the diagram.

The spread of meeting the limits is wider for diesel cars: AchievingEURO 4 still needs a lot of work to be done and will not be �free ofcharge�.

On the other hand, it must be stated, that especially in the field ofgaseous and particulate emissions of diesel engines, a lot ofprogress could be achieved in the recently passed time.

Technical details will be explained later

6


6

Situation in Europe and in the U.S.

DieselGasoline

CO2in g/km

Fuelconsumptionin l/100km

120 g / km

186 g/km

250

150

100

50

0

300

200

90 g / km

140 g/km

207 g / km

273 g / km

120 g/km169 g/km

201 g/km

274 g/km

Currentfleet average

3.9

5.3

3.4

5.9

8.55

11.8

1995 2000 2005 2010 20152008 2012 Source: VDA

EU-ParliamentDemand as of 02/98

ACEA-Self commitment

CAFEUS L. Trucks

CAFEUS Pas. Cars

Source: GS/ESK-H

EnvironmentLocal CO2-Emissions

Apart from harmful gaseous emissions, fuel consumption respectivelyCO2-emission is another important fact that is mainly discussed inconnection with its influence on the world climate.

The red line shows the ACEA self commitment (reduction from 186g/km in 1995 to 140 g/km in 2008). EU-parliament has given up its owndemand and will join the actual ACEA discussion for further reduction.

The red arrow indicates that automotive industry is on the right way toachieve the targets. The major reason for this is the high share of dieselcars (152 g/km) versus gasoline cars (194 g/km). Increasing the dieselshare in the sub compact class would initiate another push in the rightdirection

On the other hand, it is important to mention, that vehicle mass hasanother major influence on fuel consumption The corresponding figureis around 17g CO2/100km when the vehicle mass is increased by100kg. Unfortunately, due to trends towards bigger, more powerful andmore comfortable cars, the average mass of new vehicles does notdecrease, in spite of offers of so called light weight vehicles from theindustry.

Finally looking at the situation in the US, it becomes obvious, thatreduction of fuel consumption does not have a high priority there. Limitsand actually achieved values are much higher than in the EU, mainlypushed by the trend to light trucks and SUVs. US Priority is reduction ofgaseous emissions.

7


7

Comparison of Fleet Consumption in D and US Source: VDA and EPA, all Data converted into EUDC Cycle

Year

Con

supt

ion

in E

UD

C [

l/100

km

]

0

2

4

6

8

10

12

14

16

18

20

1975 1980 1985 1990 1995 2000

Germany

Verbrauch für Deutschland vor 1997 (Drittelmix) in MVEG-Verbrauch umgerechnet (+10%)

USA

Verbrauch für USA (55/45-Mittel City, Highway) in MVEG-Verbrauch umgerechnet (+13%)

Fuel Consumption

Source: FV/SLT

Comparing the fleet consumption (in l/100km) in the US andGermany gives some more information:

After a steep decrease in the 70s, the US average consumptionstays more or less constant; further progress is more thancompensated by to the increasing share of light trucks and heavyspecial utility vehicles (SUVs).

In Germany, we see a continuos decline , only interrupted by anincrease in the late 80s; that was due to the introduction of the 3-way catalyst.

This confirms once again, that there is a conflict in achieving bothemission- and consumption targets: Due to physical facts, there isno common optimum and meeting both requirements needs a wellbalanced set of technologies and ... it will cost money: Thisprogress does not come for nothing.

8


8




Roadmaps


Conclusion

Overview

So, what is behind the technology trends?

Let us first have a look at gasoline engines:

9


9

Fuel railInjector

Ignition coil

Phase sensor

Acceleratorpedal module

Oxygensensor(LSU)

Temp.sensor

Pre - catalyst

Exhausttemperaturesensor

Nox

catalyst

Oxygensensor(LSF)Bosch components

specifically for DE

Delivery module incl.low pressure pump

Speedsensor

Knocksensor

Pressuresensor

EGR - valve

Intake-manifoldpressuresensor

Throttledevice(EGAS)

Canisterpurge valve

High pressure pumpCarbon canister

Air mass meter withtemperaturew sensor

Electroniccontrol unit

Diagnosis interface

Malfunction indicator lamp

Immobilizer

CAN

Engine Management by DI-Motronic MED9for Gasoline Direct Injection (GDI)

Source: GS

This slide shows the system overview of modern gasoline directinjection system, that are about to be introduced in the near future.

Without going too much into details, I�d like to mention somecharacteristics:

! It is obvious that modern injection systems consist of numeroussensors, actuators and control devices that need to be operated in awell co-ordinated way.

! The open loop control of former systems is now replaced by asophisticated closed loop control strategy.

! The injection system is more and more bound up with thecombustion process inside the cylinder, which leads to a much closerdevelopment co-operation between injection systems supplier andengine designer.

! Optimising the internal combustion process is the most effectiveway, also from the point of view of cost/benefit relation. Nevertheless,additional technologies such as exhaust gas aftertreatment might beneeded to meet current and future legislation limits, especially forheavy cars.

10


10

Gasoline Technology StrategySystem Recomendation

Recommended Systems related to Engine SizeRe

duct

ion

of fu

el co

nsum

ptio

n

Displacement> 2.2 l

Displacement> 1.2 ... 2.2 l

Displacement< 1.2 l

15%

GDI λλλλ = 1 + Turbo

18%

Thermomanagement

15%

GDI lean stratifiedspray guidedincl. High-EGR

18%

Thermomanagement

22%

Further downsizing by2-stage charging (ETC)

27%

Start/StopStarter-Generator

29%VVA

22%

Cyl. Deactivation orVVA

26%

Start/StopStarter-Generator

30%VVA

23%VVA

4%High-EGR/Port De-Activation

7%Thermomanagement

15%

19%

Turbocharging/Downsizing with ETCStart/StopStarter-Generator

Source: GS/EVP

EGR: Exhaust Gas RecirculationETC: Electrically driven Turbo ChargerVVA: (fully) Variable Valve Actuation

Development and introduction of new injection systems will notbe independent from the engine size:

Depending on the engine displacement, we recommenddifferent combination of modules to achieve the requestedtargets. This is mainly due to the fact, that the automotivemarket is very cost sensitive and the industry, both OEM andsuppliers, always have to look for the solution with the bestcost/benefit relation.

Here you can easily see that before introducing such expensivesystems like crankshaft starter-generator or even fully variablevalve actuation, the introduction of other approaches such asGDI or thermomanagement is much more likely.

11


11




Roadmaps


Conclusion

Overview

In case of diesel engines, we generally have a similarsituation

12


12

High Pressure Diesel Injection Systems

Unit Injector Systemfor cars

Common Rail Systemfor cars

Radial DistributorPump VP44

Low fuel consumptionImproved performanceHigher Torque

Consumer BenefitsLow noiseFulfilment of future emissionrequirements

Diesel Injection Systems

Source: DS

Almost all new diesel engines are equipped withmodern high pressure direct injection system:

The unit injector system (on the left) and the wellspread common rail system (in the middle) are thebasis to meet future legislations such as EURO 4.

Parallel to that they enable even lower fuelconsumption, higher engine torque (meaning �fun todrive� for the driver) and a much lower noise level,compared to former systems.

Documents

Mastertitelformat bearbeiten I.C. Engines - Concepts for ... · PDF fileIn Germany, we see a continuos decline , ... Throttle device (EGAS) Canister purge valve ... 2-stage charging