Technology Features and Development Methods for Spark Ignited Powertrain to meet 2020 CO2 Emission Targets

Technology Features and Development Methods for Spark Ignited Powertrain to meet 2020 CO2 Emission Targets Hubert FRIEDL

Paul KAPUS

AVL List GmbH, Graz, Austria

Ruangrit EKACHAIWORASIN

AVL SEA & Australia Co.,Ltd. Bangkok, Thailand

Automotive Summit 2014, Bangkok, 20th June 2014

Technology Features and Development Methods for SI Powertrain to meet 2020 CO2 Emission Targets

Content of Presentation:

1. General Trends and Forecasts

2. Technology Features for Highly Efficiency Combustion

3. Development Tools and Methods 

Cylinder Dectivation- Mechanical- Electrical

“Smart Hybridization”- electric auxiliaries- 48V systems

Combustion System- high BMEP TGDI- Low PN- CNG-DI

Variable Valvetrain- 2-step / 3-step- fully flexible

How can Gasoline Engine Technology support to meet 2020 CO2 Emission Targets ?

ExhaustAir

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

VALVETRAIN TECHNOLOGY SHARES FOR GASOLINE PASSENGER CARS BUILT IN EUROPE

0

2

4

6

8

10

12

14

2011 2012 2013 2014 2015 2016 2017 2018 2019

Million

SI Engines without VVT/VVLValve Lifting onlyCam Changing onlyCam Phasing onlyCam Phasing/Valve LiftingCam Phasing/Cam Changing

Source: IHS 2013

GLOBAL VEHICLE PRODUCTION BY PROPULSION TECHNOLOGY

0

10

20

30

40

50

60

70

80

90

100

110

1995 2000 2005 2010 2015 2020

Engi

nes

/Yea

r [m

io.]

Diesel ChargedDiesel NAElectro, Fuel CellFull HybridCNG, LPGAlcohol E100Gasoline GDIGasoline MPI

Source: IHS Q2-2013

charged

GDI

MPI

Cha

rged

Gasoline

Diesel

SHARE OF CHARGED GASOLINE ENGINES

Share of Charged Engines - %

Japan

Europe

China North America

Source: IHS Q2/2013

• Share of boosted Gasoline engines will dramatically increase

• China higher share than US

• Various TC-GDI launches also in Japan

Downsizing / down-speeding based on boosted engines is already the main-stream technology for FE improvement Korea

Brazil

Technology Features and Development Methods for SI Powertrain to meet 2020 CO2 Emission Targets

Content of Presentation:

1. General Trends and Forecasts

2. Technology Features for Highly Efficiency Combustion

3. Development Tools and Methods 

EVOLUTION OF TURBOCHARGED GDI  2005‐2013

12

14

16

18

20

22

1000 2000 3000 4000 5000 6000Engine Speed [rpm]

BMEP

 [bar]

220

240

260

280

300

320

340

BSFC

 [g/kWh]

RON 95

MY 2005

MY 2010MY 2009MY 2007

MY 2013

GASOLINE

24

Significant improvements by:• refined combustion 

systems 

• increased functionality of the valve train 

• improved exhaust gas cooling (water cooled / integrated exhaust manifold, water cooled turbine housing) 

500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500N [1/min]

BM

EP

4 c

yl [k

Pa]

0

2

4

6

8

10

12

14

16

18

20

22

24

240

250

260

260

270

270

270

270

300

300

300

330

330

360400

500700 1000

24

68

10 15 20 25 30 35 40 45 50 55 60 65 70 75 80

BSFC [g/kWh]

BMEP

 ‐ba

r

ENTIRE map : enhanced CR, VCR ?

Engine Speed ‐ rpm

Specific power [kW/L]

Development Directions for Future TC‐GDI Engines to extend the Range of High Efficiency Operation

Sweetspot /upper part load:• Lean combustion• Cooled EGR

• Miller (VVL -Intake)• Extended expansion

Down-speeding:

• Transient response enhance-ment

High BMEP and power • Cyl.-head integrated EX manifold

• 1050 deg C technology • Cooled EGR, Miller (VVL-In , gas dynamics)

• Aluminum turbine housing (VNT+WG)• 2 stage boosting

• VVL for EX cam

Throttled part load:• Internal EGR strategies (diff. kinds)• Dethrottling (late IVC)

• Cyl. Deactivation

SI COMBUSTION TECHNOLOGIES FOR BEST HIGH LOAD EFFICIENCY

Air Excess Ratio

BSFC

 –g/kW

h

Standard technolgy

Boosting limitations 

Lean operation: • low effort on engine, high 

effort with aftertreatmentand boosting

• RDE requires SCR Urea refill with SCR is a market disadvantage 

Extended Expansion • high effort on engine, low 

effort with aftertreatment capability for  low 

emissions

BSFC

 –g/kW

h

Expension Ratio

Miller    Cycle

Miller Cycle    + Extended        Expansion 

geometric limitations 

Extended Expansionλ=1+cooled EGR 

2000 rpm, 12 bar BMEP

Lean Operation

today

12 %

15 %

today

SI COMBUSTION TECHNOLOGIES FOR BEST HIGH LOAD EFFICIENCYBSFC

 –g/kW

h

Expension Ratio

Miller Cycle   + Extended        Expansion 

geometric limitations 

Extended Expansionλ=1+cooled EGR 

TDC

BDCExpans.

BDC Compr.

Lean operation: • low effort on engine, high 

effort with aftertreatmentand boosting

• RDE requires SCR Urea refill with SCR is a market disadvantage 

Extended Expansion • high effort on engine, low 

effort with aftertreatment capability for  low 

emissions15 %

INCREASED EXPANSION RATIO REALIZED BY:

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

0 60 120 180 240 300 360 420 480 540 600 660 720

Relativ Piston M

otion [‐]

Crank Angle  [CRA]

Piston Motion Basis

CRA30_BDC154_RS2.001

Expansion cylinder

(Split Cycle)

Articulated cranktrain

Miller cam timing

Intake

Exhaust

500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 65000

2

4

6

8

10

12

14

16

18

20

22

24

240

250

260

2 60

270

270

270

270

300

3 0 0

300

330

330

360400

500700 1000

24

68

1 0 1 5 2 0 2 5 3 0 3 5 4 0 4 5 5 0 5 5 60 6 5 7 0 7 5 8 0

BSFC < 240 g/kWh

BSFC [g/kWh]

BMEP

BSFC

State-of-artState-of-art

Miller + ext. Exp. (ER)Miller + ext. Exp. (ER)

Schematic Miller ER + var. CRMiller ER + var. CR

Next generations ofTC‐GDI extendsignificantly thesweet spot area

Engine Speed

BMEP

Variable Compr.RatioVariable Compr.Ratio

GDI‐TC EVOLUTION: EXTEND USABLE AREA OF HIGH EFFICIENCY OPERATION CONDITIONS

AVL proposed System for VCR: Variable Con Rod

High oil pressure – low CR Low oil pressure – high CR

VCR adjustmentrange

telescope rod

con rod

end stop

control bolt

Similar size to conventional conrod

GDI‐TC Gen.4AT/DCT 6

BSFC < 240 g/kWh

GDI‐TC Gen.2AT/DCT 6

BSFC < 240 g/kWh

refined enginetechnology

GDI‐TC EVOLUTION: EXTEND USABLE AREA OF HIGH EFFICIENCY OPERATION CONDITIONS

Energy consumed in WLTC driving

FUEL ECONOMY IMPROVEMENT BY HYBRIDIZATION

Hybridization allows electric driving at low power requirements where the ICE would otherwise operate inefficiently

Recharging

+

Generic Technology Roadmap for SI-Gasoline Engines

Mainstream Premium Niche To be confirmed

EnergyManagement

Base Engine

Aftertreatment

Gas Exchange

20252013

Homogeneos DI (side, central ); Integrated Exhaust

Variable Valve Actuation (VVT / VVL)

Lean Aftertreatment

Adv. Friction Reduction

GPF

Cooled EGR ( LP, HP, Forced)

Enhanced Warm Up

Waste Heat Recovery

CombustionSystem

2020

Lean Adv. LeanAdv. HCCI

CNG CNG BiFuelMonofuel

Miller / Atkinson

VCR   Articulated Crank

* … majority of global SI‐engines will maintain MPI + camphaser

Technology Features and Development Methods for SI Powertrain to meet 2020 CO2 Emission Targets

Content of Presentation:

1. General Trends and Forecasts

2. Technology Features for Highly Efficiency Combustion

3. Development Tools and Methods 

DRIVERS TO PROCESS THE REQUIREMENTS FOR INCREASING DEVELOPMENT AND TESTING QUALITY 

Det ai l de sig n

Co nce pt d esi gn up dat e

Co nce pt d ef in it io n and ch oi ce of majo r su ppl i ers

The rmodyn ami c l ay out

E MS spe cif i cat io n

Me cha ni cal ca lc ula ti on

P rocu re men t en gin e gen erat i on 1 E ngi ne b uil d / f i rs t en gin e run Gen . 1

B ase li ne pe rfo rma nce & emi ssio n de vel opme nt

B asel in e en gin e mapp in g & E CU cal ib rat ion

T ol eran ce in vest i gat i ons

E mi ssio n de vel opme nt (dy n. t es t be d)

Driv eab il it y & emi ssi on de vel op ment in ve hi cle s

Ba sic c once pt s ele ct io n

Compo nen t de vel opme ntFu nct io nal dev elo pmen t (t est bed & vehi cl e)

Durabi li t y d eve lo pmen t (te st b ed)

V ehi cle e nd uranc e te sti ng : mi lea ge ac cumul at i on

B ase li ne ac ous ti c deve lo pmen t (t est c ell )

P ass -b y noi se & ve hi cle i nt eri or n oi se de vel opme nt

CA D d at a tra nsf er

Aco ust ic c alc ula ti on

S pe cif i cat io n eng ine Ge n. 2 Re lea se of con cept fo r p re prod uct io n dev elo pmen t

Rel ea se of conc ept des ign

Pro jec t ki ckof f me et in g

Con cep t de sig n

The rmodyn ami c cal cul at io nMecha ni cal c alc ul at ion

Co nce pt F MEA

Des ig n upd at e fo r en gi ne ge nera ti on 2

Me cha nic al ca lcu la ti on e ngi ne ge nera ti on 2

P rocu remen t en gin e ge nerat i on 2 F irst en gin e run ge nerat i on 2

Pe rfo rma nce & emi ssio n veri fi cat i on T ol eranc e inv est ig at io ns

E MS op ti miz at ion (st e ady st at e an d dyn amic t est bed s)

Drive abi li t y & emi ssi on op ti miz at ion i n veh ic lesEMC t est s & OB D ca li brat io n

Comp one nt d eve lop ment & f at ig ue t est s

F unc ti ona l de vel opme nt

Dura bil i ty de vel op ment (t es t be d)

F unc ti ona l de vel opme nt i n ve hic les ; ho t & c old c li mat e te st s

V eh icl e en duran ce t est in gMil eag e accu mul at io n

Rel eas e proce dure s f or sup pl ie r de vel ope d syst ems

Desi gn f reeze ML I Desi gn f re eze S LI

E ngi ne & v ehi cl e acou st ic ve ri f ica ti on

A nal ysi s of a cou st ic veh ic le co nf ormit y

En gi nes & vehi cl es f ro m p rodu cti on t oo li ng

V ehi cl e val id at ion (f le et te sts ): emi ssi ons & OB D-syst emHo t & co ld c li mat e te sts

E MC val id at ion

Du ra bi li ty va li dat i on (te st b ed)

Ve hi cle e ndu ra nce v ali da ti on

A cou sti c val id at io n

Qual it y as suran ce te st s

St art o f pro duct i on

S t art o f pi lo t pro duct i on

Re lea se of cast i ng pa tt ern an d fo rgin g di e procu remen t

Homo lo gat i on

EMS dat a rel ease

E MS prep arat io n

F IE ri g t est s

Ta rget cost i ng

OB D sof twa re d eve lop men t ( if re qui red)

Co ld st art deve lo pmen t Ho t & c old cli mat e te st s

ECU dat a rel eas e fo r va li dat i on t est s

De vel op ment supp ort

Up dat e of en gin e doc umen ta ti on

Load

-%

Engine Speed, rpm500 1000 1500 2000 2500 3000 3500 4000

02040

6080

100120

140

160180

200

NEDC

Load

-%

Engine Speed, rpm500 1000 1500 2000 2500 3000 3500 4000

020

40

6080

100

120140

160180

200

WLTPLoad

-%

Engine Speed, rpm500 1000 1500 2000 2500 3000 3500 40000

20

40

60

80

100

120

140

160

180

200

RDE

<100 km/hmoderateDriver

<100 km/hdynamic

Driver

New Test Cycles and RDE will come into Force

ADVANCED EQUIPMENT FOR PARTICULATE MASS AND PARTICULATE NUMBER OPTIMIZATION

Transparent Engine

Spark Plugs with optical fibres

• Advanced equipment provides detailed information about particulate source: cycle to cycle, cylinder to cylinder, location in the combustion chamber

A “microscopic” view is required for an efficient optimization of  particulate generation

appropriate combustion for EU6NOT acceptable Diffusion combustion

REDUCTION OF PARTICULATE NUMBER BY IMPROVED COMBUSTION SYSTEM AND CALIBRATION 

AVL Instrumentation for Powertrain System Development & Optimization

AVL-VISIOLUTIONINDICOM

AVL INTEGRATED TOOLCHAIN FOR POWERTRAIN DEVELOPMENT

AVL‐CRUISE

AVL‐BOOST

AVL Software Tools for Powertrain System Development & Optimization

AVL‐FIREAVL‐DRIVE

AVL‐EXCITE

SIL / HIL DEVELOPMENT

POWERTAIN TESTBEDBATTERY

TESTBED

AVL- M.O.V.E.Chassis Dyno

Engine Test Bed &Emission Systems

Driveline Test Systems / HIL

Vehicle Simulation / SIL

Powertrain Simulation

Vehicle Development

Vehicle Validation Production Signoff