VVAWorkshop Pitesti

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2013

MULTIDISCIPLINARY UNIVERSITY

1962 2013

11 FacultiesFaculty of Mechanics and Technology,

Faculty of Electronics, Communications and Computers,Faculty of Sciences, Faculty of Mathematics, Faculty of Letters, Faculty of Social Sciences, Faculty of Economics,

Faculty of Law and Administration, Faculty Physical Education and Sports, Faculty of Theology, Faculty of Education Sciences

~ 12 000 students in bachelor and master degrees,

~ 200 PhD students,

Teaching & Research personal ( ~ 600 persons)



o r g a n i z e

THE ONE DAY SCIENTIFIC WORKSHOPe n t i t l e d

Variable Valve Actuation (VVA).

A technique towards more efficient engines18 April 2013

University of Pitesti, Romania

Amphitheatre CC1, B-dul Republicii nr. 71, Pitesti

OPENING SPEECHES

Mihai BRASLASU – Vice Rector of the University of Pitesti, Romania

Thierry MANSANO – Head of Engine Calibration Department of Renault Technologie Roumanie (DCMAP - RTR)

Pierre PODEVIN – Cnam Paris, LGP2ES, EA21, France. Co-organizer

Adrian CLENCI – Head of Automotive and Transports Department – University of Pitesti, Romania. Organizer



o r g a n i z e






PROGRAMME

10h00 – 11h00: Giovanni CIPOLLA, Politecnico di Torino, Italy, former GM Powertrain.

Variable Valve Actuation (VVA): why?

11h00 – 12h00: Eduard GOLOVATAI SCHMIDT, Schaeffler Technologies AG, Germany.

Consistent Enhancement of Variable Valve Actuation (VVA)

12h00 – 13h30: Lunch Break

14h00 – 15h00: Stéphane GUILAIN, Renault France, Powertrain Design and Technologies Division.

VVT/VVA and Turbochargers: which synergies can we expect from these technologies?

15h00 – 16h00: Hubert FRIEDL, AVL GmbH Austria, Powertrain Systems Passenger Cars.

Trends in Applications of VVA Systems for Fuel Efficient Powertrain

16h00 – 16h30: Coffee Break16h30 – 17h30: Romain Le FORESTIER, VOLVO Powertrain, France.

Advanced combustion and heavy duty engine integration of a hydraulic camless system

17h30 – 18h30: Adrian CLENCI, University of Pitesti , Romania , Pierre PODEVIN, Le Cnam de Paris, France.

VVA technique as a way to improve Spark Ignition Engine efficiency. Results obtained at the University of Pitesti



The Scientific Workshop


A technique towards more efficient engine

WHY ORGANISING?






HISTORYof

VARIABLE VALVE ACTUATION at UNIVERSITY of PITESTI

1977: a mechanical cam phasing device (VVT) applied on the gasoline engine of the 4WD ARO vehicle byProfessor Vasile Dumitrescu and his team;

1977 - 1990 : various VVA solutions were created and tested by Professor Vasile Dumitrescu and his team

1985 - 1990 : various VVA solutions by Professor Dumitru Cristea and his team:

- variable intake valve lift mechanism by rocker arm’s variable length;

- cylinder deactivation by intake&exhaust valves deactivation

1985 – present : several Continuous Variable intake Valve Lift mechanisms were developed by

Professor Vasile Hara and his team






Variable intake Valve Liftby

Professor Vasile Hara and his teamUNIVERSITY of PITESTI & le Cnam de Paris

1985 – 1990: 2 engine prototypes (4 in-line cylinders gasoline engine) were built with the aid of Dacia plant

2005: re-launching the research on ViVL by Hara&Clenci in cooperation with le cnam de Paris

A carburetor engine featuring

manual actuation of intake valve law

A single point injection engine featuring

automatic actuation of intake valve law







Professor Vasile Hara and his teamUNIVERSITY of PITESTI & le Cnam de Paris

March 2006: successful operational tests of the throttle-less engine at idle operation

The single point injection engine featuring throttle-less control thanks to the ViVL

Stable idle operation @ 800 rpm & λ = 1.6 (lean mixture)











Professor Vasile Hara and his teamUNIVERSITY of PITESTI and le Cnam de Paris

September 2012 – April 2013: adaptation of a crossflow engine head (hemispheric combustion chamber)







Professor Vasile Hara and his team

UNIVERSITY of PITESTI and le Cnam de Paris

1985 - ……. - present

A side mounted camshaft and

overhead valves version featuring

wedge type combustion chamber

An overhead camshaft version featuring

bowl-in piston combustion chamber

A crossflow engine head featuring a side

mounted camshaft and overhead valves version

featuring pent-roof combustion chamber



o r g a n i z e






PROGRAMME

10h00 – 11h00: Giovanni CIPOLLA, Politecnico di Torino, Italy, former GM Powertrain.

Variable Valve Actuation (VVA): why?

11h00 – 12h00: Eduard GOLOVATAI SCHMIDT, Schaeffler Technologies AG, Germany.

Consistent Enhancement of Variable Valve Actuation (VVA)

12h00 – 13h30: Lunch Break

14h00 – 15h00: Stéphane GUILAIN, Renault France, Powertrain Design and Technologies Division.

VVT/VVA and Turbochargers: which synergies can we expect from these technologies?

15h00 – 16h00: Hubert FRIEDL, AVL GmbH Austria, Powertrain Systems Passenger Cars.

Trends in Applications of VVA Systems for Fuel Efficient Powertrain

16h00 – 16h30: Coffee Break16h30 – 17h30: Romain Le FORESTIER, VOLVO Powertrain, France.

Advanced combustion and heavy duty engine integration of a hydraulic camless system

17h30 – 18h30: Adrian CLENCI, University of Pitesti , Romania , Pierre PODEVIN, Le Cnam de Paris, France.

VVA technique as a way to improve Spark Ignition Engine efficiency. Results obtained at the University of Pitesti





International committee

Prof. G. DESCOMBES - Cnam - France

Prof. G. DUMITRASCU - UTI - Roumanie

Prof. M. FEIDT – U de Lorraine – France Prof. C. FERROUD – Cnam - France

Prof. D. GENTILE - Cnam - France

Prof. B. HORBANIUC - UTI - Roumanie

Prof. I. IONEL - UPT – Roumanie

Prof. V. LAZAROV - TUS - Bulgarie

Prof. C. MARVILLET - Cnam - France

Prof. G. POPESCU - UPB - Roumanie

Prof. C. PORTE - Cnam - France

Prof. D. QUEIROS-CONDE - U Paris Ouest - France

Prof. I. SIMEONOV - BAS - Bulgarie

Siteweb :

http://turbo-moteurs.cnam.fr/cofret2014/

Contact : co [email protected]


http://turbo-moteurs.cnam.fr//cofret2014/






Topics of the congress

1. Thermodynamics - Heat and mass transfer

Combustion and gas dynamic

2. Process Engineering 3. Thermal machines

4. Renewable and low-carbon energy, Polygeneration,

Electricity as energy carrier, Energy storage,

Management and control of energy flow,

Economy and Energy

5. Environment and Sustainable Development,

Recycling, New Energy Resources

6. Green chemistry

7. Environmental education and training

Environmental legislation

Siteweb :










Thèmes du colloque

1. Thermodynamique , Transfert de chaleur

et de masse, Combustion et Gazodynamique.

2. Génie des Procédés. 3. Machines thermiques.

4. Energie renouvelables et décarbonée, Polygénération,

Electricité vecteur énergétique, Stockage de l’énergie,

Gestion et contrôle des flux d'énergie,

Economie et Energétique.

5. Environnement et Développement Durable, Recyclage,

Nouvelles Ressources Energétiques.

6. Chimie verte.

7. Enseignement et formation environnemental

Législation environnementale .

Siteweb :










Giovanni CipollaGM-PoliTo Institute for Automotive Research & Education (IARE) Director

Politecnico di Torino, Italy

DEE CT

Development

Engineering

Consultingfor

Energy

in

Torino

18 April 2013 1by G. CipollaDEE CT

Exploratory Workshop:

“ Variable Valve Actuation (VVA).

A technique towards more efficient engines”University of Pitesti, Romania





Variable Valve Actuation (VVA) :

WHY ?


Lecture topics :

ICE (Internal Combustion Engine) control requirements

V xy

(Variable systems) needs & options in Automotive

ICEs

VVA

(Variable

Valve

Actuation)

rationales

for

ICE









“Full Load”

ICE operation conditions


Power

Torque

Power Torque

Speed (rpm)



Efficiencies trends of ICE

[

f

(rpm,

pme)

]


bmep (bar)

E f f

i c i e n c y

vol comb

mech

total

rev’s (rpm)

vol comb

mech

total



IC Engine map

(i.e.

“overall

efficiency” or

“specific

fuel

consumption”)




Areas of ICE in‐vehicle operating conditions

on

Engine

map


TORQUE TORQUE

RPMRPM

“Performance”

&

Motorway

driving“Usual”

&

Urban/Extra‐urban

driving

Homologation

Driving Cycle




WHY ?


Lecture topics :

ICE (Internal Combustion Engine) control requirements

V xy

(Variable systems) needs & options in Automotive

ICEs

VVA

(Variable

Valve

Actuation)

rationales

for

ICE



ICE control “3 layers variability & control” scenario for

in‐

vehicle

ICE

optimization


Fuel

Throttle

Turbo

Mani‐

folds

ValvesExhaust

CR



Variable Compression Ratio (VCR)






Variable Intake System (VIS)






Variable Valve systems (VVx)


VVT (Variable Valve Timing): motion of cam phasing device

VVL (Variable Valve Lift): switching to different cam profiles

VVA (Variable Valve Actuation): combined VVT & VVL features

Camless actuation {electromagnetic systems

electrohydraulic systems

Duration Lift Phasing, Lift and

Opening Duration

Phasing



Waste Gate Turbo (WGT)




Variable Geometry Turbine (VGT)




DUAL LOOP EGR SYSTEM

DUAL LOOP EGR SYSTEM

LOW PRESSURE EGR SYSTEM

LOW PRESSURE EGR SYSTEM

AFM

Air

clea

ner TC

VGT Turbocharger

I n t e r c o o l e r

Aftertr eatment system

EGR Valve

Inlet Throttle

Exhaust Gas Recirculation (EGR)


HIGH PRESSURE EGR SYSTEM

HIGH PRESSURE EGR SYSTEM



Variable Exhaust System (VES)


“4 in 1”

manifold

indipendent

pipes V o

l u m e t r i c e f f i c i e n c y

Engine speed (RPM)





Longitudinal sound waves in air & gas




ICE like Organ‐Trumpet‐Trombone music instruments




ICE wave generation & matching with pipe frequency


Pressure waves situation

at ICE “design point”

rev’s



Pressure waves matching during gas exchange over the whole ICE speed range


Pressure waves situation

out of ICE “design point”

rev’s Valve timing sensitivity on ICE

fuel economy & emissions



Variable Valve systems (VVx)


LiftPhasing, Lift and

Opening Duration

DurationPhasing



WOT torque shaping


“narrow” overlap

High low‐end torque

(for driveability)

“large” overlap

High max power

(for performance)

VVT

High performance

(over whole

speed

range)

narrowlarge



Unthrottled load control


Conventional

throttling

Early intake

valve closing



Charge motion, Kinetic energy and Combustion optimization

by means of Swirl & Tumble control


(throttled) (VVA)K‐epsilon

Flow field



“effective” VCR effect (at fixed “geometrical” CR)

by means of IVC shift


Influence of Intake Valve Closing (IVC) on

effective compression ratio at low speed





Internal EGR


1. a post-opening of the exhaust valve during the intake phase

2. a pre-opening of the intake valve during the exhaust phase

0

1

2

3

4

5

6

7

8

9

10

0 90 180 270 360 450 540 630 720CA [deg]

V a l v e l i f t [ m m

]

0

1

2

3

45

6

7

8

9

10

0 90 180 270 360 450 540 630 720CA [deg]

V a l v e l

i f t [ m m ]

1

2

Emissions fuel consumption & performance trade‐off



Emissions, fuel consumption & performance trade‐off

(by IVC control)




Engine‐Brake effect (for Diesel)


INTAKE

EXHAUST

NORMAL

OPERATION

ENGINE BRAKE

OPERATION

V a l v e

l i f t ( m m )

Engine crank

angle

(CA)




Closing Remarks

VVA systems offer great opportunities to fulfill such requirements

with relatively simple, reliable & economic engineering solutions




Giovanni CipollaGM-PoliTo Institute for Automotive Research & Education (IARE) Director

Politecnico di Torino, Italy

DEE CT

Development

Engineering

Consultingfor

Energy

in

Torino


Exploratory Workshop:

“ Variable Valve Actuation (VVA).

A technique towards more efficient engines”University of Pitesti, Romania



Prof. Dr.-Ing. Kurt Kirsten, Eduard Golovatai-Schmidt

Research & Development, Engine Systems Division

Schaeffler AG & Co. KG

Consistent Enhancement

of Variable Valve Actuation

Consistent Enhancement of Variable Valve Actuation



Page 2

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of Improvement of Conventional Combustion Engines

5 Variable Valve Train in Combination with Sequential Turbocharging

Agenda

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013




Page 3





Agenda










Universitatea Pitesti, 18.04.2013Page 5

14%14%Propulsion

18%18%Tyres

21%21%Mechanical

Energy

Efficiency Chain in a Gasoline Engine

E N E R G YE N E R G Y

-2% Convection

-11% Raffinery/Transport

-5, -8 % Charge Cycle

-25% Heat Losses Coolant

-25% Heat Losses Exhaust Gas

-8,5% Friction

-2,5% Auxi liary Drive

-3% Powertrain Losses-4% Braking Losses

Sphere of Influence

of Valve Train

Mechanical Energy

after Combustion

32%32%87%87%Engine

89%89%Petrol

Station

100%100%Crude Oil




Page 6






Agenda








Page 7

Technologies for future Gasoline Engines

Variable Charge

Motion

Variable ChargeVariable Charge

MotionMotion

Variable Valve

Actuation

Variable ValveVariable Valve

Actuation Actuation

GDI

Stratified

GDIGDI

StratifiedStratified

Controlled

Auto-ignition

ControlledControlled

Auto Auto--ignitionignition

Cylinder

Deactivation

CylinderCylinder

DeactivationDeactivation

Super / Turbo-

Charging

Super / TurboSuper / Turbo--

ChargingCharging

Improved

Engine

Efficiency

ImprovedImproved

EngineEngine

EfficiencyEfficiency

Shifting ofOperation

Points

Shifting ofShifting ofOperationOperation

PointsPoints

Reduced

parasitic

losses,

improvedenergy

management

ReducedReduced

parasiticparasitic

losses,losses,

improvedimprovedenergyenergy

managementmanagement

Most of the GasolineMost of the Gasoline

engine technologiesengine technologies

under developmentunder developmentare heading forare heading for

improved thermalimproved thermal

efficienyefficieny

Improved friction andImproved friction and

energy managementenergy management

as addas add--on to anyon to any

technologytechnology





Page 8

Engine Speed [rpm]

B M E P [ b a r ]

1.000 2.000 3.000 4.000 5.000 6.000

0

2

4

6

8

10

12

14

16

18

20

Charged Engine

Fuel Economy Improvement by Shifting of Operation Points

120km/h

90km/h

Engine Speed [rpm]

B M E P [ b a r ]

1.000 2.000 3.000 4.000 5.000 6.000

0

2

4

6

8

10

12

14

16

18

20

120km/h

90km/h

Naturally Aspired EngineVariable Charge

Motion

Variable ChargeVariable Charge

MotionMotion

Variable Valve

Actuation

Variable ValveVariable Valve

Actuation Actuation

GDI

Stratified

GDIGDI

StratifiedStratified

Controlled

Auto-ignition

ControlledControlled

Auto Auto--ignitionignition

Cylinder

Deactivation

CylinderCylinder

DeactivationDeactivation

Super / Turbo-

Charging

Super / TurboSuper / Turbo--

ChargingCharging





Page 9



3 Overview of different Variable Valve Trains



Agenda








Page 10

Loss Distribution

bLaWe

bWW

bPA

Throttled De-Throttled

Friction

Charge Cycle

Process

Mean Consumption Values for CO2

Emissionsmax

min

bLaWe

Motivation and Basics





Page 11

Required Variabilities

T o r q u e

Engine Speed

Max. TorqueMaximum Volumetric Efficiency

Early Closure (Short Valve Event)

BB A

Max. Power

A A

Full Lift

Late Closure

Greater Overlap

Combustion Optimization

DD

Optimization of Pumping Losses

CC

Optimization of Pumping Losses

FF(Charge Motion)

(Combustion Optimization)





Page 12

IC’

IC


Miller Miller

Atkinson Atkinson

Port DeactivationPort Deactivation

Valve PhasingValve Phasing

Cylinder Deactiv.Cylinder Deactiv.

Event LengthEvent Length

De-Throttling Concept

Improved Cycle (Cooling Effect EIC)


Consistent Enhancement of Variable Valve ActuationM ti ti d B i



Page 13






Atkinson AtkinsonMiller Miller

IC

IC’

De-Throttling Concept

Excess Gas Mass is recharged during

Compression





Page 14





Miller Miller


Atkinson Atkinson

Swirl

Port

Conventional

Intake Port Pool

Stable and effective Combustion





Page 15


IC’

IC

Swirl

Port

Conventional

Intake Port Pool

Combination of De-Throttling and Charge

Motion


Atkinson Atkinson


Miller Miller




Consistent Enhancement of Variable Valve ActuationS i l N b d Fl C ffi i t M i



Page 16

Swirl Number and Flow Coefficient Mappings

Swirl Number cu / ca [-]

V

a l v e L i f t S w i r l P o r t [ m m ]

Valve Lif t Charge Port [mm]

0

1

2

3

4

5

6

7

8

0 1 2 3 4 5 6 7 8

2.02.0

2.52.5

3.03.0

3.53.5

4.04.0

5.05.0

6.06.0

7.07.0

8.08.0

2.52.5

2.02.0

1.51.51.01.0

1.5

1

2

3

4

5

6

7

8

2.5

3.5

Flow Coefficient k

V

a l v e L i f t S w i r l P o r t [ m m ]

Valve Lif t Charge Port [mm]

0

1

2

3

4

5

6

7

8

0 1 2 3 4 5 6 7 8

Source: Carsten Kopp, Dissertation 2006, Magdeburg

0.0100.010

0.0200.020

0.0300.030

0.0400.040

0.0500.050

0.0600.060

0.0700.070

0.0800.080

0.0900.090

0.1000.100

0.02

0.01

0.03

0.05

0.07

0.08

0.09

0.10

0.04

0.06




Consistent Enhancement of Variable Valve ActuationMotivation and Basics



Page 18


Avoid Interacting of Exhaust Ports (I4 Engine)

Improve EGR Scavenging

Exhaust Gas

Reverse Flow

Exhaust Gas

Reverse Flow

Intake

Opening

Intake

OpeningExhaust

Closing

Exhaust

Closing

Cylinder 1 Cylinder 3 Cylinder 4

PSR

P Exhaust Gas


Atkinson Atkinson


Miller Miller




Consistent Enhancement of Variable Valve ActuationOverview of Valve Train Variabilities



Page 19

Variable Valve TrainVariable Valve Train

Lift and TimingLift and Timing

Overview of Valve Train Variabilities

Discrete (switchable)

Two-StepTappet

Pivot ElementFinger Follower

Shifting Cam

Roller Lifter

Three-Step

Rocker ArmShifting Cam

Continuous

Electro-Magnetic

Mechanicale.g. Valvetronic

Electro-HydraulicUniAir

PhasingPhasing

Continuous

Hydraulic

Electro-Mechanical


Consistent Enhancement of Variable Valve ActuationOverview of Schaeffler Valve Train Variabilities



Page 20

Overview of Schaeffler Valve Train Variabilities

Switchable

Tappet

Switchable

TappetSwitchable Pivot

Element

Switchable Pivot

ElementSwitchable Roller

Finger Follower

Switchable Roller

Finger Follower Shifting Cam

Lobe

Shifting Cam

Lobe

Electro-Hydraulic ActuatedElectro-Hydraulic Actuated

Electro-Mechanical Actuated(Enlarged Temperature Range)

Electro-Mechanical Actuated(Enlarged Temperature Range)

Profile SwitchingProfile Switching

Valve Deactivation(1 Valve per Cylinder)

Valve Deactivation(1 Valve per Cylinder)

Cylinder Deactivation

(All Valves per Cylinder)


(All Valves per Cylinder)

Internal EGR(Recharge)

Internal EGR(Recharge)

Internal EGR(Recapture)

Internal EGR(Recapture)

Crossing of Valve

Events

Crossing of Valve

Events

2-Step2-Step

3-Step3-Step


Consistent Enhancement of Variable Valve ActuationOverview of fully variable Valve Train Variabilities



Page 21

Overview of fully variable Valve Train Variabilities

MechanicalMechanical Electro-MagneticElectro-Magnetic Electro-HydraulicElectro-Hydraulic

AVL /

Bosch

EHVT

FEV

MV2T

ValeoE-Valve

INA / FIATUniAir/

MultiAir

Lotus

AVT

Hilite

Univalve

Honda

A-VTEC

INA

3CAM

Meta

VVH

Mitsubishi

MIVEC

ToyotaValvematicINAEcoValve NissanVVEL PrestaDeltaValveControl SturmanHVA

Toyota

3D-CAM

Yamaha

CVVT

Delphi

VVA

Fiat

3D-CAM

Mahle

VLD

Suzuki

SNVT

= Systems in Mass Production

BMWValvetronic II


Consistent Enhancement of Variable Valve ActuationComplete Vehicle Simulation



Page 22

Engine Map Fuel Consumption

enhanced models (gas exchange and high pressure process)

Complete Vehicle Simulation

E n g i n e

M a p F u e

l

C o n s u

m p t i o n

F r e q u e n c y D i s t r i b u t i o n

NEDC


Consistent Enhancement of Variable Valve ActuationEvaluation of Potential: Procedure



Page 23

Evaluation of Potential: Procedure

Basis Motor Downsizing Concept

(turbocharged 4 Cylinder-DI-Engine)

Vehicle ModelMedium-Sized Vehicle

Manual Transmission

bar

min -1 (Speed)

NEDC

V a l v e L i f t

No Lif tNo Lif tOptimization

Effort

Evaluation

of Potential

of different

Switching

Stages

Cylinder 2Cylinder 2 Cylinder 3Cylinder 3 Cylinder 4Cylinder 4Cylinder 1Cylinder 1

2-Step

2-Step

(CDA)

3-Step

3-Step

(Cylinder

selective)


Consistent Enhancement of Variable Valve ActuationExample of Optimization



Page 24

Example of Optimization

9.6 9.69.9 9.4 6.5

6.0

4.8

3.4

1.9

hV= 4,4 - 4,7 mm

hV= 6,2 - 7,4 mm

hV= 3,5 mm

9.310.8

t in %

10.0

9.5

9.0

8.5

8.0

7.57.0

6.5

6.0

5.5

5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0.0

Speed

0 500 1000 1500 2000 2500 min-1 3500

B M E

P

0

2

4

6

8

10

12

14

16

bar

20

Fuel Consumption Improvement

relative to Base Version





Page 25

V a l v e L i f t

°

V a l v e L

i f t

Crank Angle

P h a s e

o f I n t a k e

Exhaust

Gas Rate

Exhaust

Gas Rate

BMEPg/kWh

Inlet

Pressure

n = 2100 min- , BMEP= 1,1bar 1


Lift of Intake

Lowest Consumption

20

30

40

50

60

70

09

2 3 4 5 6 7 mm 9

ºCA





Page 26


Crank Angle

V a l v e L i f t

Crank Angle

V a l v e L i f t

Internal EGR (Residual Gas

)

▪

Improved Gas Properties

→ Reduction of Proces Temperature

→ Reduction of Energy Losses to Coolant

▪

But: Increase of Combustion Duration

P h a s e

o f I n t a k e

Valve Lift

1 2 3 4 5 6 mm 107 8

20

40

60

140

80

0

100

ºCA

Exhaust Gas Rate in %





Page 27


Crank Angle

V a l v e L i f t

Crank Angle

V a l v e L i f t

P h a s e

o f I n t a k e

Valve Lift

1 2 3 4 5 6 mm 107 8

20

40

60

140

80

0

100

ºCA

Combustion Duration in ºCA

3636

3838

4040

4242

44444646

4848

5050

5252

5454







Degree of improvement of Conventional Combustion Engines



Page 30

Basis2-Step

3-Step2-Step

(CDA)

3-Step(Cylinder

selective)

g p g

2-Step (all Cylinders)2-Step (all Cylinders)

3-Step (all Cylinders)3-Step (all Cylinders)

Cylinder DeactivationCylinder Deactivation

3-Step (Cylinder sel.)3-Step (Cylinder sel.)

100% -5,7% -6% -10,2% -11%


NEDCNEDC

Consistent Enhancement of Variable Valve ActuationResults with customer-specific Drive Profiles



Page 31

Results with customer specific Drive Profiles

The Hyzem cycles

consist of an urban cycle,

an extra-urban cycle, and

a highway cycle.

Higher dynamics than

NEDC.



Degree of improvement of Conventional Combustion Engines



Page 32

Basis2-Step (CDA)

3-Step(Cylinder

selective)

2-Step(CDA)

3-Step

(Cylinder

selective)

g p g

NEDCNEDC

HyzemHyzem

Cylinder DeactivationCylinder Deactivation

3-Step (Cylinder sel.)3-Step (Cylinder sel.)

100%

HyzemHyzemNEDCNEDC

-10,2% -11% -3,3% -7,4%


Consistent Enhancement of Variable Valve ActuationPotential for Consumption Improvements



p p

Friction ImprovementsFriction Improvements

2-3% Frict ion Reduction

2-3% Demand Controlled Accessories

Further ImprovementsFurther Improvements

1-2% Thermo-Management

5-8% Downsizing

3-5% Stop-Start Function

Thermodynamic ImprovementsThermodynamic Improvements

<3%

Diesel

<7%

Gasoline

Combustion System

Optimization

4-6%Pumping Losses

Gasoline

Page 33Universitatea Pitesti, 18.04.2013

Consistent Enhancement of Variable Valve Actuation Agenda



Page 34






g




Consistent Enhancement of Variable Valve ActuationPrinciple of Sequential Turbocharging



Page 35

p q g g

Conventional 2-Stage T/CConventional 2-Stage T/C

Bypass

Valve

WG 2

WG 1

Control

Valve

Intercooler

BypassValve

High Press. T/C

Low Press. T/C

With Split Exhaust PortsWith Split Exhaust Ports

Exhaust Port Group 1

Exhaust Port Group 2

WG 2

WG 1

Intercooler

Bypass

Valve

Bypass

Valve

High Press. T/C

Low Press. T/C


Consistent Enhancement of Variable Valve Actuation Activation of Ports for Sequential Turbocharging



Page 36

q g g

EPG 1+2 ActivEPG 1+2 Activ

EPG 2

EPG 1

EPG 1 ActivEPG 1 Activ

EPG 1

EPG 2

EPG 2 ActivEPG 2 Activ

EPG 1

EPG 2


Consistent Enhancement of Variable Valve ActuationSequential Activation of Exhaust Ports



Page 37

B

M E P

Engine Speed

EPG 1

EPG 2


Consistent Enhancement of Variable Valve ActuationSequential Activation of Exhaust Ports



Page 38

B

M E P

Engine Speed

EPG 1

EPG 1+2

EPG 2




Consistent Enhancement of Variable Valve ActuationExhaust Valve Opening



Page 40

V a l v e L

i f t [ m m ]

Crank Angle

Exhaust Valve Group 1+2Similar to basis engineExhaust gas removal from cylinder,

Loading of both T/C

Exhaust Valve Group 1+2Similar to basis engineExhaust gas removal from cylinder,

Loading of both T/C

Middle to High engine SpeedMiddle to High engine Speed

0

2

4

6

8

10

0 90 180 270 360 450 540 630 720


Consistent Enhancement of Variable Valve ActuationBenefits of Sequential Turbocharging



Page 41

B M E P

[ b a r ]

Engine Speed [rpm]

11

13

15

17

19

21

1000 2000 3000 4000 5000 6000

Basis engine with T/CConventional sequential T/C

Sequential T/C with splited ports

Significant increase of Low-End-Torque compared to turbocharged basis

engine (smaler turbine).

Additional Low-End-Torque enhancement (compare green and blue), due to

better exhaust gas scavenging and lower enthalpy.


Consistent Enhancement of Variable Valve Actuation Agenda



Page 42






5Variable Valve Train in Combination with Sequential Turbocharging


Consistent Enhancement of Variable Valve ActuationConclusions



Page 43

Conclusive RemarksConclusive Remarks

Nobody knows exactly what the powertrain world will really look like in

2020 and beyond

Nobody knows exactly what the powertrain world will really look like in

2020 and beyond

But: The potential for further innovations, and the associated opportunities

for reducing CO2 emissions are highly promising and far from beeingexhausted

But: The potential for further innovations, and the associated opportunities

for reducing CO2 emissions are highly promising and far from beeingexhausted

Variable valve train technology is a key element in realizing further

improvements

Variable valve train technology is a key element in realizing further

improvements

Drive cycle and drive train layout need to be included to come to a final

evaluation

Drive cycle and drive train layout need to be included to come to a final

evaluation

The assessment of improvement potential also need to consider the

impact and aspects of the monitoring and control technology

The assessment of improvement potential also need to consider the

impact and aspects of the monitoring and control technology

Variable valve train leverages other ICE technologies like: turbocharging,

cylinder deactivation, aftertreatment, etc.

Variable valve train leverages other ICE technologies like: turbocharging,

cylinder deactivation, aftertreatment, etc.






DIM

DCT – DESV (SGN) RENAULT PROPERTY April 18th 2013

VVA Workshop – 2013 April 18th

VVA and Turbochargers: possible synergies for Gazoline engines?

Stéphane GUILAIN

Technical Expert in PWT Aerodynamics and Engine Air Fill ing

1 Introduction



DIM

DCT – DESV (SGN) RENAULT PROPERTY

Plan

April 18th 2013

5 Conclusions

2Looking for PMEP reduction through

VVA or Turbo ?

VVA & Turbo: improving the scavenging

at low engine speed with 4 cylinder engines3

4VVA & Turbo: improving the scavenging

at low engine speed with 3 cylinder engines



PLAN

1 IntroductionNeed of Fuel Consumption decrease

CAFE Targets require optimization of all components



4

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

CAFE Targets require optimization of all components

April 18th 2013



PLAN

1 IntroductionTurbocharged Gazoline Engine andFuel consumption improvement



6

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

P M

E

[ b a r ]

0

N [rpm]

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

2

249250

280

April 18th 2013

p p

Torque

Engine

speed

44

5533

22

11

Colors = BSFC Levels

PLAN

1 IntroductionVVA and turbocharger contributions on BSFC Map



7

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

PLAN

1 IntroductionIllustration of VVA and turbocharger contributions



8

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

TCE 115

4 cyl engine / 16 valves

1.2 L

Bore x Stroke : 72.2 /73.1

Compression Ratio : 9.5 :1

GDI

2 VVT

TCE 90

3 cyl engine / 12 valves

0.9 L

Bore x Stroke : 72.2 x 73.1

Compression Ratio : 9.5 :1

MPI

1 intake VVT

April 18th 2013



DIM


Looking for PMEP reduction through

VVA ou Turbo ?2

PLAN

1 IntroductionVVA + open wastegate in partial load InterestInterest to opento open thethe wastegatewastegate in NAin NA regionregion



10

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

BSFC reduction in partial load(VVA/turbo)

thanks pumping losses reduction

PLAN

1 IntroductionVVA + opened wastegate at partial load TheThe drawback : Turbo speeddrawback : Turbo speed



11

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

Every time, PMEP and BSFC are improved thanks

turbocharger or VVA.

The turbo speed is reduced

PLAN

1 IntroductionVVA + opened wastegate at partial load A drawback: A drawback: thethe transienttransient behavior behavior



12

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

BSFC reduction in partial load

( for instance VVA/turbo)

and transient improvement

are opposite=> Need to promote counter-

measures to help the transients

at low end speed



DIM


VVA & Turbo : improving the scavenging

at low end speed with 4 cylinder engines3

PLAN

1 IntroductionVVA/Turbo and 4 cylinder engines 44 cylinder cylinder issue:issue: scavengingscavenging periodperiod closedclosed toto exhaustexhaust

bl dbl d



14

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

blowdownblowdown

April 18th 2013

Exhaust.

BDC

TDC

Intake.

Intake

Air

+

Burnt gas

With no VVT, due to the fixed

timing imposed by idle conditions,

savenging is impossibleExhaust valve duration is shorten

to reduce the backflow during

overlap period

5500 rpm

Pint < Pcyl< Pexh

1500 rpm

PLAN

1 IntroductionVVA/Turbo and 4 cylinder engines TheThe 44 cylinder cylinder issue:issue: InterestInterest to haveto have VVTsVVTs atat lowlow engineengine

dd



15

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

speedsspeeds

Exhaust.

BDC

TDC

Intake.

IntakeAir

+

Burnt gas

Pint > Pcyl> Pexh

1500 rpm

Late EVO

=> scavenging

is possible

PLAN

1 IntroductionVVA/Turbo and 4 cylinder engines SolvingSolving 44 cylinder cylinder issue:issue: usingusing VVTsVVTs atat lowlow engineengine speedsspeeds



16

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

Exhaust.

BDC

TDC

Intake.

Intake

Air

+

Burnt gas

Pint > Pcyl> Pexh

1500 rpm

even late EVO

=> scavenging

is reinforced

PLAN

1 IntroductionVVA/Turbo and 4 cylinder engines SolvingSolving 44 cylinder cylinder issue:issue: usingusing VVTsVVTs atat lowlow engineengine speedsspeeds



17

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

Thanks to the increase of The

plenum volumetric efficiency, boost

pressure is enhanced.

Torque at 1000 rpm can be

improved up to 20 %

PLAN

1 Introduction VVA/Turbo and 4 cylinder engines SolvingSolving 44 cylinder cylinder issue:issue: increasingincreasing thethe scavengingscavenging potentialpotential

th hthrough h texhaust if ldmanifold



18

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo

& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

throughthrough exhaustexhaust manifoldmanifold

Twinscroll

Separation wall

Twinscroll turbine housing allow to

separate consecutive cylinders.

An issue: casting thin walls of

twinscroll housing for small engines

An emerging alternative:

Having the separation only

within the manifold

PLAN

1 IntroductionVVA/Turbo and 4 cylinder engines SolvingSolving 44 cylinder cylinder issue:issue: EffectEffect ofof separationseparation wallwall in turbinein turbine

housinghousing



19

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.

4 VVA/Turbo& Scavenging

with 3 cyl.

5 Conclus ion

April 18th 2013

housinghousing

5500 rpm1500 rpm

w i t h o u t

w i t h

A synergy of 2-4 % of torque can be promoted

between 1000 to 1750 rpm and better transient

PLAN

1 IntroductionVVA/Turbo and 4 cylinder engines VVT + Turbo inVVT + Turbo in transienttransient..

1500 rpm



20

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

April 18th 2013

Huge synergy between

VVts and turbochargers

through the scavengingprocess.

Turbocharger behavior

is transformed.

A difficulty :

Knowing accuratly the

trapped air mass to

adapt injection duration

1500 rpm



DIM


VVA & Turbo : improving the scavenging

at low end speed with 3 cylinder engines4

PLAN

1 Introduction VVA/Turbo and 3 cylinder engines 3 cylinder engines: natural3 cylinder engines: natural favourablefavourable situationsituation

1500 rpm



22

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

April 18th 2013

Exhaust.

BDC

TDC

Intake.

Intake

Air

+

Burnt gas

Pint > Pcyl> Pexh

Scavenging isnatural with 3

cylinder engine

1500 rpm

PLAN

1 IntroductionVVA/Turbo and 3 cylinder engines 3 cylinder engines: natural3 cylinder engines: natural favourablefavourable situationsituation

5500 rpm



23

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

April 18th 2013

Exhaust.

BDC

TDC

Intake.

Intake

Air

+

Burnt gas

Pint > Pcyl> Pexh

Due to the

shape of the

pulsations,

we are close to

scavenge at

max power

5500 rpm

PLAN

1 Introduction

2 VVA/T b

VVA/Turbo and 3 cylinder engines InIn transienttransient



24

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

April 18th 2013

Huge synergy between

VVts and turbochargers

through the scavenging

process.

Turbocharger behavior

is also transformed.

Same difficulty:

knowing the trapped

mass flow rate and thus

the trapped in-cylinder

Air/fuel ratio

PLAN

1 Introduction

2 VVA/T b

VVA/Turbo and 3 cylinder engines ScavengingScavenging andand MPIMPI engineengine:: taketake care tocare to emissionsemissions andand BSFCBSFC



25

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

April 18th 2013

With MPI engine, fuel is

included within the scavenged

air and goes directly to theexhaust

VVT Actuation have to be

limited in time



DIM


Conclusion5

PLAN

1 Introduction

2 VVA/Turbo

Conclusion HugeHuge synergiessynergies betweenbetween turboturbo andand VVTsVVTs



27

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

P M

E

[ b a r ]

0

N [rpm]

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

2

249250

280

April 18th 2013

Torque

Engine

speed

44

22

Colors = BSFC Levels

The scavenging have to be

promoted

Natural with 3 cyl engines

Some limitations with MPIengines

Bigpotential

in steady

state

Limitationswith the

transient

behavior

PLAN

1 Introduction

2 VVA/Turbo

Conclusion OptimalOptimal settingsetting for full VVAfor full VVA SystemSystem atat fullfull loadload

EngineE i



28

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

April 18th 2013

Exhaust IntakeExhaust Intake

4 cylinder 3 cylinder Engine

speed

Engine

speed

Crank

angleCrank

angle

PLAN

1 Introduction

2 VVA/Turbo

Conclusion

Potential improvement of steady state BSFC and transient

Perspectives of futurePerspectives of future researchesresearches



29

CONFIDENTIAL

RENAULT PROPERTY

DIM

DCT – DCFM (SGN)

2 VVA/Turbo

& PMEP

3 VVA/Turbo

& Scavenging

with 4 cyl.


with 3 cyl.

5 Conclus ion

Potential improvement of steady state BSFC and transient

behavior

Wall separation of turbine housing of 4 cylinder engines

Trapped Air & fuel mass estimation under transient

conditions

April 18th 2013



TRENDS IN APPLICATION OF VVA SYSTEMSFOR FUEL EFFICIENT POWERTRAIN



Dr. Hubert FRIEDL

Product Manager

Powertrain Engineering AVL List GmbH, Austria

Presentation forUniversity of PitestiVVA Workshop

Pitesti, 18th April 2013

INTRODUCING AVL



2Pitesti-VVT Workshop, H. Friedl, 2013

AVL is the world’s largest

private and independent

engineering company

Development of powertrain

systems with internal

combustion engines

Instrumentation and test

systems for engine and

vehicle development

Software for engine and

vehicle simulation

Prof. Helmut List

Owner and CEO

Prof. Helmut ListProf. Helmut List

Owner and CEOOwner and CEO

http://f/Data%20PR%C4%93ENTATIONEN/Collection%20of%20Presentations/AVL%20MOT%20presentation.ppt#-1,1,Powertrain%20Engineering%20Services



http://f/Data%20PR%C4%93ENTATIONEN/Collection%20of%20Presentations/AVL%20MES%20Instrumentation.ppt#-1,1,Business%20Unit:%20Instrumentation



http://f/Data%20PR%C4%93ENTATIONEN/Collection%20of%20Presentations/AVL%20MOT%20C%20presentation.ppt#-1,1,AVL%20%20%20AST%20-%20Advanced%20Simulation%20Technologies







AVL – TECHNICAL CENTERS POWERTRAIN




India

Ann Arbor,MI

Plymouth, MI

Headquarters GrazUK

China

France

Lake Forest, CA

Korea

Germany

Turkey

SwedenHaninge Södertalje

RemscheidMunich StuttgartRegensburg Ingolstadt

Nagoya

Tokio

Moscow

Sao Paulo

Australia

TRENDS IN APPLICATION OF VVA SYSTEMSFOR FUEL EFFICIENT POWERTRAIN



Dr. Hubert FRIEDL

Product Manager

Powertrain Engineering AVL List GmbH, Austria

Presentation forUniversity of PitestiVVA Workshop

Pitesti, 18th April 2013

TRENDS IN APPLICATION OF VVA SYSTEMS

FOR FUEL EFFICIENT POWERTRAIN




Content of Presentation:

1. Market Trends

•Global PC Production Survey

•VVA Market Penetration

2. Challenges due to Forthcoming Regulations

•CO2 Reduction

•Legislation and Test Procedures (WLTP, RDE)

3. Technology - Examples of VVA Applications

•Cam Phaser: CBR, Cylinder Deactivation

•Profile switching: TGDI - Turbocharged GDI

•Variable Valve Lift: CSI - Compression and Spark Ignition

4. Summary and Outlook

Ca 20% drop in engine production by 2009ROW CHINA

GLOBAL ENGINE PRODUCTION BY REGION(PC and LCV, Status 10-2012)




10

20

30

40

50

60

70

80

90

100

1995 2000 2005 2010 2015Source: IHS 10/2012

EuropeEurope

America America

Asia Asia

Ca. 20% drop in engine production by 2009

2011 significant impact due to Japan downtime 2013 moderate growth expectation EU, US and Asia

China maintain strongest growth regions

REST OF ASIA SOUTH AMERICA

SOUTH KOREA NORTH AMERICAJAPAN WEST EUROPEINDIA EAST EUROPE

M i o . u n i t s p r o d u c e d

DIESEL CHARGED

S

ALCOHOL FUEL

GLOBAL ENGINE PRODUCTION BY PROPULSIONTECHNOLOGY (PC and LCV, Status 10-2012)




10

20

30

40

50

60

70

80

90

100

1995 2000 2005 2010 2015Source: IHS 10/2012

GDI

charged

Gasoline

Diesel

Market penetration for new propulsion technologies

(e.g. Hybrid, Electro Vehicles) usually is slow (>10 years)

Significant Technology Evolution:

Strong growth of GDI direct injection and

Turbocharging expected for gasoline engines

CNG, E100, Hybrid and EV forecasted to globally

grow stronger than PC-Diesel

DIESEL NA

CNG/LPG

GASOLINE GDI

Full HYBRIDGASOLINE PFIGASOLINE charged

ELECTRIC

M i o . u n i t s p r o d u c e d

GLOBAL VEHICLE PRODUCTION PER REGION AND BY PROPULSION TECHNOLOGY

100 Diesel




10

20

30

40

50

60

70

80

90

00

E U R O P E 2 0 0 7

2 0 1 2

2 0 1 9

N

A F T A 2 0 0 7

2 0 1 2

2 0 1 9

C

H I N A 2 0 0 7

2 0 1 2

2 0 1 9

J A P A N / K O R E A 2 0 0 7

2 0 1 2

2 0 1 9

S .

A M E

R I C A 2 0 0 7

2 0 1 2

2 0 1 9

S .

A S I A +

R O W

2 0 0 7

2 0 1 2

2 0 1 9

G

l o b a

l 2 0 0 7

2 0 1 2

2 0 1 9

E n g i n e s P r o d u c e d

Region/Year

Diesel

H2/Electric

Full Hybrid

CNG/LPG

E100

E85Gasoline

Source: IHS 10-2012

Europe: Future growth expected in SI and alternative technologies

NAFTA: Growth expected for Hybrids and Flex Fuel

China: Growth forecasted mainly with conventional technology

Japan/Korea: growth with Hybrids, shrinking (local) production

VALVETRAIN TECHNOLOGY SHARES FORGASOLINE PASSENGER CARS BUILT IN EUROPE

SI Engines without VVT/VVL




0

2

4

6

8

10

12

14

2011 2012 2013 2014 2015 2016 2017 2018 2019

M i l l i o n

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

Source: IHS 2013

VALVETRAIN TECHNOLOGY SHARES FORGASOLINE PASSENGER CARS BUILT IN JAPAN




0

2

4

6

8

10

12

2011 2012 2013 2014 2015 2016 2017 2018 2019

M i l l i o n

SI Engines

without

VVT/VVL

Valve Lifting only

Cam Changing only

Cam Phasing only

Cam

Phasing/Valve

LiftingCam Phasing/Cam Changing

Source: IHS 2013







1. Market Trends




•CO2 Reduction







240

DEPLOYMENT OF VEHICLE CO2-AVERAGE IN EUROPE




80

100

120

140

160

180

200

220

240

1990 1995 2000 2005 2010 2015 2020

Gasoline

Diesel

All Fuels

C O

2 i n N E D C ( g / k

m )

CO2 Target for 2015

CO2 Target for 2020

Source: EEA Report, Monitoring CO2 emissions from new passenger cars in the EU; summary of data for 2011, published 2012

CO2 Fleet Average in EuropeFleet average improvement strongly affected by

scrapping bonus 2009 (focus on smaller cars)

still far distance to 2020 targets

137 g/km

MARKET DISTRIBUTION OF VEHICLE SEGMENT GROUPS AND SHARE OF DIESEL - EUROPE




Source: IHS and AutomotiveWorld 2011

Diesel

CO2 EMISSION OF PASSENGER CARS VERSUSVEHICLE WEIGHT AND PROPOSED CO2 LIMITS




0

50

100

150

200

250

300

350

400

450

500 1000 1500 2000 2500

C O 2 E m

i s s

i o n

i n N E D C

[ g / k m

]

Vehicle Curb Weight [kg]

Gasoline NA

Diesel

Gasoline Turbo

Gasoline Hybrid

CNG Turbo

China Stage 3

revised - CO2 [g/km]

EU-proposed CO2

Limit

Source: AR 2012

Light Duty Emission LegislationEU Limits




EmissionEU-1 EU-2 EU-3 EU-4 EU-5 EU-5+ EU-61992 1996 2000 2005 2009 2011 2014

Moderate Reduction (<30%) Large Reduction (>30%)

CO

Positive

Ignition

Engines

(Gasoline)

2720 2200 2300 1000 1000 1000 1000

HC 200 100 100 100 100

NMHC 68 68 68

HC + NOx 970 500

NOx 150 80 60 60 60

PM only GDI 5 4.5 4.5

PN 6E12

mg/km

mg/km

mg/km

mg/km

mg/km

mg/km

#/km

2720 1000 640 500 500 500 500

970 560 300 230 230 170700500 250 180 180 80

140 80 50 25 5 4.5 4.5

6E11 6E11

COCompression

Ignition

Engines

(Diesel)

HC + NOxNOx

PM

PN

mg/km

mg/kmmg/km

mg/km

#/km

• The main challenge for Gasoline Engine with EU6 is not the nominal limit of Gaseous Emissions,but the significantly more strict Diagnostic Requirements, PN limit 6E11 by 2018 for all PC

PC Emission Legislation - Expected Changes




NEDC (Emissions) WLTP (Emissions)

130 g/km (or adapted to WLTP) 95 g/km (or adapted to WLTP)

EU 6b EU 6cEU 6c EU 7

adoptedadopted proposal

discussed, no proposal availablerumors

RDE (monitoring) RDE (compl. factors open) RDE (stringent compl. factors)

2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023

CI, DI: 6*1011 /km

NEDC (CO2) WLTP (CO2)

PFI: no limit

DI: 6*1011 /km (6*1012 on dem.)

CI: 6*1011

/km

tbd (WLTP); mod. procedure?

Source: 110. MVEG, ACEA: Summary of Euro 6 open issues, 25.10.2011,

http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htm,Commission Regulation: No 459/2012 of 29.5.2012, 6th EU-WLTP Meeting ,

EUROPEAN COMMISSION: Possible scenarios of implementation WLTC

into European type approval legislation, 10.04.2012

PC Emission Legislation – Type Approval

or

http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htm

http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htm




WLTP(world light duty test

procedure)

WLTP NEDC

acceleration m/s2 1.8 1.0

mean velocity km/h 46 33

idle share % 13 23

PEMS(portable emission

measurement)

•driven by EC

•on board measurement•real on-road driving

•real temp. condition

•curr. no PN measurement

•possibly HC excluded

RTC(random test cycles)

•driven by OEMs on their

cost

•OEMs need to prove similarresults as PEMS

•tested at chassis dyno

•random based on EU

database (20.000 tr ips)

Load Collective NEDC vs. RDE




N - upm

M

d - N m

Random Test

Prio 1

RandomTest

Prio 2

PEMS: all modes possible

Options for RDE:

•Random test cycle:

Chassis Dyno

Simulation

•PEMS:

Measurement in

customer driving with

PEMS

Decision openNEDC






Content of Presentation:1. Market Trends




•CO2 Reduction







TECHNOLOGIES AND POTENTIALS FOR EFFICIENCYIMPROVEMENT OF PASSENGER CARS




Tires

Weight

Braking Energy

Recuperation

Aerodynamics

Downsizing and

Turbocharging

Hybrid-Drives,Electrification

Air Conditioning

Dual Clutch,

Automatic Transm.

Low Friction

Lube Oil

Fuel

Navigation

Start/Stop

Electrified

Auxiliary Drives

Frict ion Optimization

Direct Injection

and Lean Mixture Thermal-Management,

Heat Recovery

Intelligent Alter-

nator Control

Fully variable

Valvetrain

Photo Source: Esso Exxon

Cylinder Dectivation

M h i l

GASOLINE ENGINE TECHNOLOGY

Boosting

2 stage

http://www.heise.de/autos/artikel/VW-bringt-dem-1-4-TSI-Zylinderabschaltung-bei-1334947.html?bild=1;view=bildergalerie




-Mechanical

-Electronical

“Smart Hybridization”-electric auxiliaries

-48V systems

Combustion System

-high BMEP TGDI

-Low PN

-CNG-DI

Variable Valvetrain

-2-step / 3-step

-fully flexible

Variable Cr ank Train

-Var. Compression ratio-Var. Expansion ratio

-2-stage

-electric boosting-water cooled VGT

2-step

low lift

2-step

high lift

3-step

l/h lift

cont.

Exhaust Gas Cooling

- External cooled EGR

- Cooled / integrated

manifold

Future Gasoline Engine

GDI homogeneous

Cam phasing, CDA

http://www.heise.de/autos/artikel/VW-bringt-dem-1-4-TSI-Zylinderabschaltung-bei-1334947.html?bild=1;view=bildergalerie



28Pitesti-VVT Workshop, H. Friedl, 2013 Time

Turbocharging

Micro hybrid

Variable valvetrain (Miller, Atkinson)

GDI stratified lean

Var. compression ratio, var. expansion

Alt. combustion (HCCI, qual . control)

Cooled EGR, cooled exhaust

High charge motion

Mild hybrid

Current

Main stream

Premium

Niche appl.

Means to increase EGR rate

Full hybrid

Plug-in hybrid (certif ication!?)

E-vehicle; range extender












•CO2 Reduction









VARIABLE CHARGE MOTION SYSTEMS- Examples of Series Applications

CBR




Source: FIAT

CBR2

Source : Opel

CBR 1



Shift of Intake and Exhaust Camshaft, Open Valve Injection

APPLYING LATE ATKINSON CYCLE WITH AVL CBR II SYSTEM




0

1

2

3

4

5

6

7

8

9

10

120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500 520 540 560 580 600 620 640

Crank Positio n (de g. CrA )

V a

l v e

L i f t ( m m

)

Exh. Cam Int. Cam Int. Cam Exh. Cam

Exhaust

Exhaust

Intake

High Load

Intake

Low Load

Injection Timing at High Load

Injection Timing at Low Load (Stratification at BDC)

Part Load Operation

EGR Aspirat ion Backflow

V a l v e

L i f t ( m m )

Crankshaft Position (deg.CrA)

The Principle of 2-Valve CBR –Impact of Valve Masking for Swirl Generation




Intake

(Tangential Port)

Exhaust Port

(with Masking)

Spark Plug

Intake SwirlIntake Swirl

Exhaust SwirlExhaust Swirl

M a i n

F l o w D

i r e

c t i o n

M a

i n F l o w D

i r e

c t i o n

2-Valve CBR System

successfully in series

application since many years

High charge motion isenabler for high EGR-rates

intake dethrottling for

low pumping losses

High charge motion isenabler for high EGR-rates

intake dethrottling for

low pumping losses

CCONTROLLEDONTROLLED BBURNURN RR ATE ATE IIIIII -- CBR 3CBR 3rdrd GenerationGeneration




Good example ofGood example of „„ Intelligent SimplicityIntelligent Simplicity““

Fuel economy improvement: approx. 3Fuel economy improvement: approx. 3 -- 5 %5 %

Features of CBR III for 2- and 4-Valve Engines:

• No port deactivation

• Internal EGR and Atkinson Cycle by cam phase shifter(s)

• Swirl/Tumble generation by tangential intake and exhaust ports

• Swirl/Tumble enhanced with masking and asymetric exhaust valvelift with 4-valve engines



AVL´s ELECTRONIC CYLINDER DEACTIVATION

PRINCIPLE OF WORK FOR V6-ENGINE




ti = 2 x t i average

+ friction

ti = 0

Intake and Exhaust Valve Lift Curves

0

1

2

3

4

5

6

7

8

120 160 200 240 280 320 360 400 440 480 520 560 600 640 680

Crank Shaft Position [°CRA]

V a l v e L i f t [ m m ]

Intake and Exhaust Valve Lift Curves

0

1

2

3

4

5

6

7

8

120 160 200 240 280 320 360 400 440 480 520 560 600 640 680

Crank Shaft Position [°CRA]


Left Cylinder Bank:

Cam timing for minimum

fuel consumption

Right Cylinder Bank:

Cam timing for minimum

pumping losses

AVL patent application

Gas exchange TDC Gas exchange TDC

Mind:purely electronic

no mech. valve

closing devices

Mind:purely electronic

no mech. valve

closing devices××

×

“4=2” – Cost Effective Electronic Cylinder Deactivationfor 4-Cylinder Engines




Cylinder group 2

ti = 2 x ti - be

Cylinder group 1

ti = 0

Cylinder deactivation just byfuel cut off

Exhaust system with complete flowseperation up to catalyst

Separatingwall

Sealing matplaced in groove

Single brickcatalyst

AVL patent application

Exhaust Air

Electronic Cylinder Deactivation:4 Cylinder; Fuel Consumption Optimisation

9

10

10




Engine uses single cam phaser;intake and exhaust valves can be

retarded parallel.

In part load both valves are operated

in retarded position (low pumping

losses and internal EGR)

0

1

2

3

4

5

6

7

8

40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680

Crank Position [°CrA]

V a

l v e

L i f t [ m m

]

Crank Position - °CrA

V

a l v e L i f t - m m

40 120 200 280 360 440 520 600 680

8

6

4

2

0

500

520

540

560

580

600

620

640

660

350 360 370 380 390 400 410 420

Overlap Position - °aTDC

B S F C - g / k W h

0

5

10

15

20

25

30

35

40

R

e s i d u a l G a s C o n t e n t - %

4 cyl; 2000/1; BSFC

ECDA;2000/1; BSFC

4 cyl; 2000/1; RG

ECDA; 2000/1; RG

25% residual gas

tolerance limit for 4 cyl.

Electronic Cylinder Deactivation:4 Cylinder; Fuel Consumption Optimisation

9

10

10




Engine uses single cam phaser;intake and exhaust valves can be

retarded parallel.

In part load both valves are operated

in retarded position (low pumping

losses and internal EGR)

0

1

2

3

4

5

6

7

8

40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680


V a

l v e

L i f t [ m m

]


V

a l v e L i f t - m m

40 120 200 280 360 440 520 600 680

8

6

4

2

0

500

520

540

560

580

600

620

640

660

350 360 370 380 390 400 410 420

Overlap Position - °aTDC

B S F C - g / k W h

0

5

10

15

20

25

30

35

40

R

e s i d u a l G a s C o n t e n t - %

4 cyl; 2000/1; BSFC

ECDA;2000/1; BSFC

4 cyl; 2000/1; RG

ECDA; 2000/1; RG

1 0 % b e n e f i t

Residual gas tolerance

limit outside operating

area for 2 cyl.

k m / h

Electronic Cylinder Deactivation: Toggling = Switchingbetween the 2 Cylinder Banks to maintain Catalyst active



Time - s

T b e f o r e C a t

- ° C

T i n P r e C a t - ° C

V e

h i c l e S p e e d –

0 100 200 300 400 500 600 700 800 900 1000 1100 1200

900

800

700

600

500

400

300

200

100

0

900

800

700

600

500

400

300

200

100

0

120

80

40

0

Bank 2Bank 1

Temperature in Cat

controlled above 400°C

Exhaust (Masking)Intake SwirlFiat Punto EVO

FIRE 2V CBR III Engine

Electronic Cylinder

POWERFUL – Low Consumption Demo Vehicle

1,4l 4 cyl . 2 valve 0,9l 2 cyl . 4 valve




0

1

2

3

4

5

6

7

8

9

10

40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680


V a

l v e

L i f t [ m m

]


V a

l v e

L i f t - m

m

40 120 200 280 360 440 520 600 680

10

8

6

4

2

0

Intake

(Tangential

Port)

Spark Plug

Exhaust SwirlDeactivationFriction Reduction

Electric Supercharging

Robotised Gearbox with

long gear ratios

Drag Reduction< 100 g/km CO2

Project N° SCP8-GA-2009-234032

Var. Oil Pump

DLC Shimless Tappets

E- Supercharger

Gear Actuator

Gearshift

Lever Clutch

Clutch Actuator and Control Unit

Marelli Production AMT

y = 0.025x2 + 0.6923x + 93.949

0

100

200

300

400

500

600

700

0 50 100 150

F o r c e - N

Vehicle Speed - km/h

Measured Coast Down

Target Coast Down

Original Coast Down

Poly. (Measured Coast Down)

Underbody Cover

Equal FC with AMT!

2 cyl is better with MT

0

20

40

60

80

100

120

140

160

180

C O 2 E m

i s s

i o n - g

/ k m

M T

M T










•CO2 Reduction







Switchable Valve Lift systems in production

Switchable valve lift systems including Cylinder deactivation




Porsche

Volvo

Honda

AUDI AVS

VW CDAMercedes

AMG

Mitsubishi

Honda

Mazda

Source: enTec CONSULTING, Haus der Technik, 2009

GLOBAL SHARE OF BOOSTED GASOLINE ENGINESPER LEADING BRANDS IN THIS CATEGORY

Share of charged Engines of each




0%

20%

40%

60%

80%

100%

2009 2010 2011 2012 2013 2014 2015 2016 2017

Daimler

Ford

VW

PSAPSA

FIAT GMGM

BMW+MINI

OEM´s Global Production - Gasoline

• Share of boosted Gasoline

engines also dependent onproduct portfolio (entry level

vehicles NA)

• Daimler following NA-GDI

stratified charge

• BMW most aggressive in

downsizing even with lower

cylinder number

Source: IHS 09/2011

AUDI

BMEP BENCHMARK WITHPASSENGER CAR GDI-TC




8

10

12

14

16

18

20

22

24

26

28

30

6

1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

B r a k

e M e a n E f f e k t i v e P r e s s u r e [ b a r ]

Engine

Char-

ging

Cam-

phaser

Var.

Valve

Lift /

Charge

Motion

Exh.

mani-

fold

BMW

2.0N20

1 TC

Twin -scroll IN+EX

IN

conti-nuos

Sheet

metalwelded

TC

AUDI 1.8

T

EA888-

Gen 3 1

1 TC

Single

scoll

IN+EX

EX 2-

step +

Tumble

flap-

Inte-

grated

Al fa 1.8Fam.B

1.75 TBI

1 TCSingle

scroll

IN-EX -CI

welded

Technical Features

BMW 2.0N20



BMEP BENCHMARK WITHPASSENGER CAR GDI-TC




8

10

12

14

16

18

20

22

24

26

28

30

6

1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

B r a k

e M e a n E f f e k t i v e P r e s s u r e [ b a r ]

Engine

Char-

ging

Cam-

phaser

Var.

Valve

Lift /

Charge

Motion

Exh.

mani-

fold

BMW

2.0

N20

1 TC

Twin -

scroll

IN+EX

IN

conti-

nuos

Sheet

metal

welded

TC

AUDI 1.8

T

EA888-

Gen 3 1

1 TC

Single

scoll

IN+EX

EX 2-

step +

Tumble

flap-

Inte-

grated

Al fa 1.8

Fam.B

1.75 TBI

1 TC

Single

scroll

IN-EX -

CI

welded

Technical Features

Audi 1,8 TEA 888 Gen 3

Alfa 1.8Fam.B 1.75 TBI

80 kW/l >90 kW/l

BMW 2.0N20

Alfa 1.8: Sophisticated software asenabler for aggressive scavenging

competitive performance w/o

expensive components (variable valve

lift, Twinscroll-TC, etc.)

EVOLUTION OF TURBOCHARGED GDI

2222

2424




1212

1414

1616

1818

2020

2222

10001000 20002000 30003000 40004000 50005000 60006000

EngineEngine Speed [rpm]Speed [rpm]

B M E P [ b a r ]

B M E P [ b a r ]

220220

240240

260260

280280

300300

320320

340340

B S F C

[ g / k W h ]

B S F C

[ g / k W h ]

RON 95

2 0 0 5

2 0 1 3

MY 2005MY 2005

MY 2010MY 2010

MY 2009MY 2009

MY 2007MY 2007

MY 2013MY 2013

Significant improvements by:

•refined combustion systems

•increased functionality of thevalve train

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

IN‐Lo

IN‐Hi

Cam Timing for TGDI: Exhaust VVL; Intake VVL for Miller

Short exhaust camshaft

f i t l




EX‐Lo

EX‐Hi

Early intake

closing for

Miller

for scavenging at lowengine speed

Long exhaust camshaft

for part load and high

speed



7 S d T i i 7 S d T i i

7-Speed Transmission with Current and Future Engines




0 20 40 60 80 100 120 140 160 180 200

Vehicle Speed – km/h

T r a c t i o n

F o r c e – k N

6

4

0

2

8

10 7-Speed Transmission

Best Efficiency

0 20 40 60 80 100 120 140 160 180 200


T r a c t i o n

F o r c e – k N

6

4

0

2

8

10 7-Speed Transmission

Road Load Road Load

4-Speed Transmission enhanced with e-Motor




0 20 40 60 80 100 120 140 160 180 200


Hybridization allowsHybridization allows

electric driving at lowelectric driving at lowpower requirementspower requirements

where the ICE wouldwhere the ICE would

otherwise operateotherwise operateinefficientlyinefficiently

recharging

operation

+

Road Load



C t t f P t ti








•CO2 Reduction







Di t A ti VVL

Principles and Functional Categories of CVVL Systems(Continuously Variable Valve Lift)




Electromagnetic

EMVT (camless)

Electrohydraulic

EHVS (camless)

Direct Acting VVLMechanic or

Electrohydraulic

CVVL (Continuously Variable

Valve Lift) Systems shall offer

unlimited flexibility for:

•de-throttling in part load

•controlling timing/duration

within complete map.

Besides of system oncost the

energy demand as well as

operational safety has to be

considered very carefully.

Spark Plug for

conventional spark

CSI Engine (Compression and Spark Ignition)

Electro hydraulic

solenoid valve for

i t l EGR t l




Cam phaser

intake

Piston shape forstrat. idle operation

conventional sparkignited mode

Switchable

tappet intake

Gasoline direct

injection

AVL - EHVA

tappet

internal EGR control

EHVA tappet

Exhaust Valves

CSI ENGINE LAYOUT – OPERATION STRATEGYOperation range and different combustion modes




HCSI - = 1,0 + int. EGR B M E P

Engine Speed

SCSI - > 1,0

HCCI - > 1,0

HCSI - = 1,0

1x Exhaust Valve hydraulically

Direct Injection

Exhaust Valves

Intake Valves

SISI HCCIHCCI

COMBUSTION MODE TRANSITIONSmooth transient by applying transition algorithm




0

2

4

6

8

10

40 45 50 55 60 65 70 75 80

-20

-15

-10

-5

0

5

10

15

20

Cycle

C y l . p r e s s . r i s e [ b a r / ° C A ]

M F B 5 0 % [ d e g C A ]

Switching algorithm activ (0.7s)Switching algorithm activ (0.7s)

SISI HCCIHCCI











•CO2 Reduction







T h l

MARKET & TECHNOLOGY TRENDSGASOLINE ENGINES




Technology

Cam Phaser

Variable Valve Lift2 / 3 Step

Variable Valve LiftContinuous


NA HomogeneousGDI

TC Homogeneous

MPI / GDI

GDI Stratif ied

Controlled AutoIgnition

Huge diversivication

of base technologies

ReducedReduced

parasiticparasitic

losseslosses

ImprovedImproved

thermalthermal

managementmanagement

EnergyEnergy

recoveryrecovery

Start / StopStart / Stop

HybridizationHybridization

…………

Friction reduction +

energy managementas add-on for all

technologies

Highly sensitive

balancing of cost-

to benefit-ratio

Micro PC Small PC Medium PC Large PC LDT / MDTT h l General Market

MARKET & TECHNOLOGY TRENDSGASOLINE ENGINES (April 2013)




Micro PCEngines

< 1,0 l

Small PCEngines

1,0 - 1,5 l

Medium PCEngines

1,5 - 2,4 l

Large PC LDT / MDT

Truck

Cam Phaser



NA HomogeneousGDI

TC Homogeneous

MPI / GDI

GDI Strati fied



Engines

> 4 cyl

???? ??

Technology

New /current

Mainstream:

General MarketTrends:

? ?? ??

note: general worldwide trends, local trends might differ

NEDC FUEL ECONOMY POTENTIAL RELATED TOFORMER AND NEW BASELINE TECHNOLOGY LEVEL

Technology Former Baseline: New Baseline:New Baseline:




New Gasoline Base Technology Options for Further Improvement

Cam Phaser



NA HomogeneousGDI

TC HomogeneousMPI / GDI

GDI Strati fied


Cylinder

Deactivation

Technology

2 – 4 %

Former Baseline:4V – NA MPFI

New Baseline:4V –GDI –TCI

New Baseline:4V –GDI –TCI

--

5 – 8 % 2 – 3 %2 – 3 %

6 – 10% 3 – 5 %3 – 5 %

4 – 8% 3 – 6 %3 – 6 %

1 – 3%

5 – 14% --

10 – 15% 4 – 8 %4 – 8 %

8 – 13% 3 – 7 %3 – 7 %

-- Miller/high

EGR as

alternative

for stratifiedlean

5-10%

Conclusion, Outlook for Future VVA Systems

• Technology will continue to extend the efficiency of internal




• Technology will continue to extend the efficiency of internalcombustion engines.

• It is assumed that most of future engines will have VVA system in

very different degree of sophistication and complexity.

• Switchable valve lift quickly will rise in numbers, cam phaser will

become standard with gasoline engines (Diesel will follow with

smaller extent)

• Competition of VVA systems will continue, but not as stand alonefeature, but even more to provide benefits complementary to other

technologies.

• System oncost for mechanics and controls, as well as energy

consumption of VVA system have to be assessed very carefully.




Thank you very muchThank you very much

for your kind attention !for your kind attention !



Abbreviations (1/3)

ADD Aggressive Downsized Diesel

AER All Electrical range




AER All Electrical rangeBMEP Brake Mean Effective Pressure (spec. value for engine torque)

BSFC Brake Specific Fuel Consumption

CAI Controlled Auto Ignition (general expression for HCCI)

CBR Controlled Burn Rate (AVL patented combustion system for var. charge motion)

CNG Compressed natural Gas

CSI Compression and Spark Ignition (AVL patented comb. system featuring HCCI)

DDE Derated Diesel EngineDeNOx Nitrogen oxide reducing catalyst

DVCP Double Variable Cam Phaser

DPF Diesel Particulate Filter

EGR Exhaust Gas Recirculation

EURO6 European Emission Limit Stage 6

EV Electric Vehicle

FE Fuel Economy



Abbreviations (3/3)

PEMS Portable Emission Measurement System




PEMS Portable Emission Measurement SystemRDE 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 IntercooledTWC 3-Way Catalyst

VVL Variable Valve Lift

VVT Variable Valve Timing

WLTP World Harmonised Light Duty Vehicle Test Procedure



Advanced combustion and engine

integration of a Hydraulic Valve

Actuation system



Volvo Group Trucks Technology

Romain LE FORESTIER

VVA conference - University of Pitesti - Romania

1 April 18th 2013

Actuation system

Introduction

Content




Introduction

Engine concept

Results

– Miller cycle on A25 (1200 rpm – 25% load)

– Miller cycle results B25 and C25 (1500 rpm & 1800 rpm – 25%

load) – Optimization on B25 and B50 (1500 rpm - 25% and 50% load)

Conclusion on pHCCI combustion

Hydraulic Valve Actuation features

Next tests

Introduction

Content




Introduction

Engine concept

Results






Next tests

BackgroundCombustion concepts

+ Clean with 3-wayCatalyst

- Poor low & part load

efficiency

+ High efficiency

- Emissions off NOx

and soot




Spark Ignition (SI)

engine (Gasoline, Otto)Compression Ignition

(CI) engine (Diesel)

Homogeneous Charge

Compression Ignition

(HCCI)

Partly

Homogeneous

CompressedCombustion

Ignition (pHCCI)

Spark Assisted

Compression Ignition(SACI)

Gasoline HCCI

+ High efficiency

+ Ultra low NOx

- Combustion control

- Power density

+ Injection controlled

- Less emissionsadvantage

Source: Bengt Johansson, Lund Univ.Source: Bengt Johansson, Lund Univ.



Introduction

Content




Engine concept

Results






Next tests

E i V l Di l 10 8L di l t

Engine Concept – HVA VGT-EGR SST




• Engine: Volvo Diesel 10,8L displacement.US04 base

• 360hp at 1800 rpm; 1750 Nm at 1200

rpm

• FIE: Bosch APCRS B-sample-6x745cc/30sx140°

• Cylinder unit: piston ratio 16:1

• Air management: VGT – short route EGR

• Valvetrain: hydraulic valve actuation

Introduction

Content




Engine concept

Results






Next tests

• Use of Miller effect by modifying the IVC (Intake Valve Closing), equivalent in this caseto modify the Intake Valve Opening duration

1.2

Intake and Exhaust Valve lifts

Mechanical classic l ifts vs. Camless li fts

14

Classic mechanical intake valve

Classic mechanical exhaust valve

Close angle 340°, duration 200°Open angle 380° duration 75°




0

0.2

0.4

0.6

0.8

1

1

0

2

4

6

8

10

12

0 45 90 135 180 225 270 315 360 405 450 495 540 585 630 675 720Crank Angle

l i f t [ m m ]

Open angle 380 , duration 75

Open angle 380°, duration 160°

Open angle 380°, duration 245°

Earl Miller Late Miller

Exhaust valve Intake valve

13

14

15

16

17

m p r

e s s i o n R a t i o

• Effective compression ratio rangefrom 10 to 16 with both Early and




9

10

11

12

70 90 110 130 150 170 190 210 230 250

Intake valve opening duration [°CA]

E f f e c t i v e C o from 10 to 16 with both Early and

Late Miller effect

• A25. Impact on cylinder pressure attop dead center with an early Millersetting: 90° intake valve openingduration instead of 160°

0

10

20

30

40

50

60

70

80

-60 -40 -20 0 20 40 60

Crank angle degree

C y l i n d e r P r e s s u r e [ b a r

]

ReferenceEarly Miller Injector pulse

Soot

50

100

S o o t

[ % ]

• Intake Valve Opening duration sweep on A25 1200 rpm – 25% Load

• All other parameters kept constant

BSFC

10

15

F C [ % ]




-100

-50

0

70 90 110 130 150 170 190 210 230 250


R e l a t i v e S

EGR

20

25

30

35

40

70 90 110 130 150 170 190 210 230 250


E G

R [ % ]

SNOx AVL439 soot BSFC Temp af.turb.% % % °C

reference 160°CA inlet valve opening duration reference reference reference 315

Early Miller 90°CA inlet valve opening duration -5 -54 +6 419Late Miller 240°CA inlet valve opening duration -28 -59 +4 395

A25 - 1200 rpm 438 Nm - 5 bar BMEP

-5

0

5

70 90 110 130 150 170 190 210 230 250


r e l a t i v B S

NOx

-40

-30

-20-10

0

10

20

70 90 110 130 150 170 190 210 230 250


R e l a t i v e

N o x [ % ]



Rate of Heat Release comparison between Early Miller 90°CA intake

duration and no Miller (160°CA intake duration)

1000 50

ROHR filt.reference 160° intake duration J/°CA

ROHR filt.90° intake duration J/°CA

injection rateEGR = 34% for reference= 16




0

100

200

300400

500

600

700

800

900

-5 0 5 10 15 20

Crank Angle Degree

R o H r [ J / C

A D ] a n d I n j e c t i o n

r a t e

[ m m 3 / m s ]

0

5

10

1520

25

30

35

40

45

I n j e c t o

r c u r r e n t [ A U

]

16

= 1.7

CombEff = 99.80%

EGR = 25% for 90° intake duration

= 12

= 1.2

CombEff = 98.84%

• Intake Valve Opening duration sweep on B25 and C25

• Exhaust Valve lift, injection timing, VGT position, injection pressure are kept constant




SNOx AVL439 soot BSFC Temp af.turb.

% % % °C

reference 160°CA inlet valve opening duration reference reference reference 301Late Miller 240°CA inlet valve opening duration -33 -45 +4 390

B25 - 1500 rpm 418 Nm - 4.8 bar BMEP

SNOx AVL439 soot BSFC Temp af.turb.

% % % °C

reference 160°CA inlet valve opening duration reference reference reference 289

Early Miller 110°CA inlet valve opening duration -8 -98 +3 365Late Miller 230°CA inlet valve opening duration -3 -88 +2 356

C25 - 1800 rpm 358 Nm - 4.1 bar BMEP



B25 1500 rpm - 418 Nm; Optimization around initial Miller optimum

setting: 230°CA intake valve opening duration instead of 160°CA

2040

60

Main Timing Swingreference w/o Miller before optimizationreference w/o Miller after optimization




3

20

-1-2

4

-3°CA

6°CA 8°CA10°CA

-100

-80

-60

-40

-20

0

20

-100 -50 0 50

SNOx [%] R

e l a t i v e S o o

t [ % ]

EGR swing with Main Timing -3°CA BTDC

EGR = 33% = 1.54

CombEff = 98.67 %

SNOx AVL415S Soot BSFC Temp af.turb.

% % % °C

reference 160°CA inlet valve opening

duration, Main Timing 2°BTDC reference reference reference 282

Late Miller 230°CA inlet valve opening

dur. after opt., Main Timing -3°BTDC -64 -82 +14 393

B25 - 1500 rpm 418 Nm - 4.8 bar BMEP

• 1st: Injection pressure increase on B50 with late Miller setting

• 2nd: Injection timing sweep

• 3rd: EGR increase




B50 1500 rpm - 50% load; Optimization around initial B25 Miller

optimum setting: 230°CA intake valve opening duration

1650 bar

2000 bar

4°CA BTDC2°CA0°CA-5°CA

-100-80

-60

-40

-20

0

20

-100 -80 -60 -40 -20 0 20 40 60

Relative SNOx [%]

R e l a t i v e S o o t [ % ]

reference B50 w/o Miller

Prail increase starting from B25 Miller settings

Main Timing Swing

EGR swing at -5°CA Main Timingreference B50 w/o Miller

B50. Late Miller setting, late Main Injection, high EGR

80

90 600

Cylinder pressure; 2000 bar injection pressure; Timing -5°BTDCInjector pulseRoHR

Injection rate




0

10

20

30

40

50

60

70

80

-30 -20 -10 0 10 20 30 40 50 60

Crank angle degree

C y l i n d

e r p r e s s u r e [ b a r ]

0

100

200

300

400

500

R a t e O f H

e a t R e l e a s e

[ J / ° C A ]

a n d I n j e c t i o n r a t e [ m m

3 / m s ]

Introduction

Content




Engine concept

Results


– Miller cycle results B25 and C25 (1500 rpm & 1800 rpm – 25%load)

– Optimization on B25 and B50 (1500 rpm - 25% and 50% load)



Next tests



Introduction

Content




Engine concept

Results


– Miller cycle results B25 and C25 (1500 rpm & 1800 rpm – 25%load)

– Optimization on B25 and B50 (1500 rpm - 25% and 50% load)



Next tests

Low pressure tank

Low pressure tank

HVA system architecture




High pressure rail

Medium pressure rail

Low pressure tankHigh pressure rail

Medium pressure rail

Low pressure tank

• One electro-hydraulic actuator per valve• Independent oil circuit with low viscosity oil

• Engine separated oil pump

• Dedicated control unit (VDM+)

• High pressure circuit for power (100 / 210 bar)

• Medium pressure circuit for control (30 / 35 bar)

• Low pressure circuit for pump loop (1 bar)

ANALOG FILTERING BOXSENSOR BOX

HVA system control




SENSOR 3kHz filtering frequency

1 pole (-20dB/dec)

ANALOG/DIGITAL CONVERTER

10kHz sampling

LIFT CONVERTER

2nd order polynomial fit

VALVE LIFT CALIBRATION Seat (0mm)

Boost stop (3,5mm)

Hardstop (12mm)

Vent and supply

valves command

Offset (0V)

Amplification (0-2V)

FEEDBACK/FEEDFORWARD CONTROLLERS

Valve open timing

Valve lift command

Debounce depth

Debounce duration Valve close timing

Landing knee command

Landing rate command

OPEN LOOP MAPS

10 Valve lift (mm)

• Valve lift timing and duration

HVA system flexibility




-0,5

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

5,5

6

6,5

7

7,5

8

8,5

9

9,5

-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 -140 -120 -100 -80 -60

Crankshaft angle (deg)


• Valve lift height• Valve landing velocity





-0,5

0

0,5

1

1,52

2,5

3

3,5

4

4,55

5,5

6

6,5

7

7,5

88,5

9

9,5

10

-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 -140


Valve lift (mm)









• Valve events per cycle

• Valve opening velocity

-0,5

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

5,56

6,5

7

7,5

8

8,5

99,5

10

-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160


Valve lift (mm)

172bar 138bar







• Valve events per cycle

• Valve opening velocity

• Intake valve opening

-0,5

0

0,5

1

1,5

22,5

3

3,5

4

4,5

5

5,5

6

6,5

7

7,5

8

8,5

9

9,510

-420 -400 -380 -360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160


Valve lift (mm)

• Comparison with cam-driven valve lifts

Mechanical actuation versus hydraulic actuation at low engine speed

HVA system performances




Mechanical actuation versus hydraulic actuation at high engine speed





• Cylinder de-activation• What is the impact on fuel?

H h d it i h t

Since 2007, confidential tests performed




• How much does it improve heat-up

• How many cylinders shall be de-activated?

• At which load is cylinder de-activation beneficial?

• Exhaust valve re-opening during intake stroke

• Is it beneficial with VGT or FGT?

• What is the impact in transient?

• At which load is exhaust valve re-opening beneficial?• How much can it limit exhaust temperature?

• Miller effect using exhaust valve instead of intake valve

• Is it beneficial for Early and/or for late Miller?

• What is the impact on NOx?

• What is the impact on fuel?



Thank you!

VVA technique as a way to improve SIE efficiency.

Results obtained at the University of Pitesti

in

close cooperation with le Cnam Paris



Adrian CLENCI 18/04/2013

1,2

Adrian CLENCI,2

Pierre PODEVIN

1University of Pitesti, Automotive

and

Transports Department

2 Le Cnam

de Paris, LGP2ES, EA21

VVA technique as a way to improve

SIE

efficiency.

Results obtained at the University of Pitesti in cooperation with Cnam Paris

I d i



2/24Adrian CLENCI 18/04/2013

Introduction

Experimental results

Conclusions

CFD Simulation

INTRODUCTION

Internal Combustion Engine=




(still) the main energy source for ensuring road mobility

Problem:Negative impact on the environment

(fuel consumption and pollution)

EU Regulation no 443/2009

130 g CO2/km in 2015

& 95 g CO2/km in 2020

INTRODUCTION




Engine operation area during NEDC – sfc[g/KWh] @ NA engine

Overall engine efficiency needs to be improvedrather

under

low

loads

and

speeds where

the

overall

efficiency

decreases

from the not very high peak values (35%) to dramatically lower values (< 10%)

INTRODUCTION




g

p

g

[g ] @ g

VARIABLE VALVE ACTUATION

INTRODUCTION




S i n e

r g y

HARA ViVLV ariable i ntake

V alve Lift

INTRODUCTION




OHV OHC

I t d ti

VVA technique as a way to improve

SIE

efficiency.

Results obtained at the University of Pitesti in cooperation with Cnam Paris




Introduction

Experimental results

Conclusions

CFD Simulation

EXPERIMENTAL RESULTSMain parameters of the HARA ViVL

PFI SI engine prototype




Number of cylinders 4

Stroke [mm]/Bore[mm] 77/76

Volumetric Compression Ratio 9.0

Combustion chamber Wedge type; 2 valves

Exhaust Valve Law

Maximum Valve Lift, MVL [mm] 7.5

Exhaust Valve Opening, EVO [°CA BBDC] 73

Exhaust Valve Closing, EVC [°CA ATDC] 42

Minimum Intake Valve Law

(Hmin)


Intake Valve Opening, IVO[°CA ATDC] 19

Intake Valve Closing, IVC [°CA ABDC] 29

Maximum Intake Valve Law

(Hmax)


Intake Valve Opening, IVO [°CA BTDC] 15

Intake Valve Closing, IVC [°CA ABDC] 73

EXPERIMENTAL RESULTSLifting laws

8

9

TDCBDC BDC

Hmax

Idle operation @ 800 rpm. Stoechiometric operation




0

1

2

3

4

5

6

7

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

[ºCA]


E x h a u s t I n t a k e

Hmin

Variable

EXPERIMENTAL RESULTSInstrumentation of the engine

Idle operation @ 800 rpm. Stoechiometric operation




EXPERIMENTAL RESULTSFuel consumption. Cyclic dispersion

Idle operation

800 rpmStoechiometric operation




18.2%

15.6%

18.2%

14.4%

19.9%

22.9%

20.2% 20.4% 20.9%

18.1%

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

30 25 20 15 10 5 0 -5 -10 -15

IA ºCA

Ch[Kg/h]

0%

5%

10%

15%

20%

25%

I m p r o v e m e n t [ % ]

Hmax

Hmin

Improvement[%]

0

4

8

12

16

20

24

28

30 25 20 15 10 5 0 -5 -10 -15

IA[ºCA]

C o V I M

E P [ % ]

Hmax

Hmin

EXPERIMENTAL RESULTSIndicated diagrams. Heat release

Throttle plate opening:

20,8°

Hmin21,6° Hmax

IA = 30° CA




- Higher peak pressure

ECR =

8.1 for Hmin

and 5.8 for Hmax

- Higher RoHR

-

Earlier EoC

IA = 30° CA

An improved engine operation at idle for the minimum intake valve law

Causes:

i d i t k fl l it i d t b l

EXPERIMENTAL RESULTSConclusions




-

increased intake flow velocity increased turbulence

improving of the fuel-air mixing process

- a lower amount of residual burned gas as a consequence of a lower IEGR intensity

In order to see the detailed phenomena about the intake flow velocity,a CFD study

was launched.

These two factors led to a better and more repeatable combustion



CFD SIMULATIONGeometry. Meshing. Calculation.

Dynamic Simulation

with




0°

CA/TDC

:

1 231 195 elements

180°

CA/BDC

:

1 589 954 elements

Turbulence model:k-ε

Realizable

with

ANSYS-FLUENT:i.e. the airflow is driven entirely by

the motion of the piston and valves

CFD SIMULATIONResults. Pressure curves. CFD model

validation

The motored engine @ 800 rpm was simulated…




…for a 20.8º

throttle opening

for the 2 situations: Hmin

and Hmax

CFD SIMULATIONResults. Flow velocity fields

Hmin:




α WSA_max

= –272°CA

W SA_max

= 160 m/s

Hmax:

α WSA_max

= –315°CA

W SA_max

= 32 m/s

CFD SIMULATIONResults. In-cylinder air mass

9

10CFD_Hmin

CFD_Hmax




0

1

2

3

4

5

6

7

8

-375 -350 -325 -300 -275 -250 -225 -200 -175 -150 -125 -100 -75 -50 -25 0

[ºCA]

c

l

b

a r

A compromise should be done between internal aerodynamics, pumping and filling efficiency

CFD SIMULATIONResults. Large scale movements -

Swirl

2SN

I n

Fluid particles trajectories




2 I n

Hmax Hminthe trajectories described by the particles are longer

at Hmin,

as a result of the intensification of swirl motion

CFD SIMULATIONResults. Turbulent Kinetic Energy & Turbulent Intensity

75.8780 7




59.46

10.09

1.05

10.35

6.94

2.440.92

0

10

20

30

40

50

60

70

α _Wmax_air α _intake MVL End of intake stroke End of compression

stroke

T K E [ m 2 / s 2 ] Hmin

Hmax

6.21

5.92

2.47

0.81

2.161.97

1.21

0.75

0

1

2

3

4

5

6

α _Wmax_air α _intake MVL End of intake stroke End of compression

stroke

I T [ % ]

Hmin

Hmax



CONCLUSIONS

Gasoline engine evolution




Ignition

Air-fuel ratio

Variable Valve Actuation

Fuel economy Pollution reduction+

Thank you!

Merci !

Grazie!



Grazie!

Danke Schon!Multumesc

!

Adrian CLENCI

Documents

VVAWorkshop Pitesti