Possible Powertrain Solutions

Powertrain Technologies to
Achieve GHG and FE Goals by
2025 and Beyond
Gary W. Rogers
FEV, Inc.
CAR- MBS
August 7, 2012
Traverse City, Michigan
Powertrain Technologies for 2025 and Beyond
Overview
 Challenges for Future Propulsion
 Possible Powertrain Solutions
 Advanced technologies for gasoline engines
 Hybridization and electrification
 Advanced technologies for diesel engines
 Conclusions and Outlook
2
Challenges for Future Propulsion
Energy Use in Transportation
Energy use in transportation
Passenger car fuel economy
Mtoe
3000
3000
km/litre
2500
2500
Electricity
2000
2000
Gas
1500
1500
Coal
30
28
24
1000
1000
OECD Europe
16
Japan
Biofuels
Oil
500
500
00
2010
1990
20
China
12
US
2020
2010
2030
2010
2020
2030
 Significant increase in energy demand for transportation
 Fossil fuels still have largest share, but biofuels gain significance
 Common worldwide trend: Fuel consumption of passenger cars reduces by 40-50%
Source: BP Energy Outlook 2030
3
Challenges for Future Propulsion
NHTSA and EPA: CAFE
Passenger Cars: MY 2017-2025
65
Fuel economy [mpg]
60
2017
2020
2018
2021
2019
2022
2023
2024
2025
55
50
45
40
35
30
35
40
45
50
55
60
65
70
Footprint [ft²]
4
Challenges for Future Propulsion
Future European Fleet CO2 Emission Targets
EU Legislation:
2012: 65 % of fleet 130 gCO2/km
2013: 75 % of fleet 130 gCO2/km
2014: 80 % of fleet 130 gCO2/km
2015: 100 % of fleet 130 gCO2/km
Gasoline
Diesel
Gasoline and Diesel 1)
200
190
CO2 Emission NEDC / g/km
180
170
160
Fleet target 130 g/km
- up to -7 g/km by
improved A/C systems
allowed
150
140
130
Fleet target 120 g/km
-10 g/km by biofuels
120
110
100
Fleet target 95 g/km in
2020
90
80
Fleet target 70 g/km in
2030? 2)
70
1) European Environment Agency: Monitoring CO2 emissions
from new passenger cars in the EU:summary of data for 2011
Year
2030
2025
2020
2015
2010
2005
2000
60
2) Institute for Mobility Research:
Future of Propulsion– Scenarios for 2030, 2010
5
Challenges for Future Propulsion
PM/PN Legislation
Legislative Requirements
Europe Euro 6
Particle number / 1/km

Customer Acceptance
6*1011 particles/km expected for all
gasoline engines, also PFI
7x10
12
6x10
12
5x10
12
4x10
12
3x10
12
2x10
12
1x10
12
GDI engines,  = 1
GDI engines, stratified
PFI engines,  = 1
Gasoline PFI
FEV
Scatter band
expected Euro 6 limit
Euro 5b
0
0
1
2
3
4
Particle mass / mg/km
Euro 5
5
US LEV III

Diesel with DPF
6
Gasoline DI
3 mg/mi (2017) and 1 mg/mi (2028)
Legislative and customer demands require particle
emission reduction for gasoline engines
7
Powertrain Technologies for 2025 and Beyond
Overview
 Challenges for Future Propulsion
 Possible Powertrain Solutions
 Advanced technologies for gasoline engines
 Hybridization and electrification
 Advanced technologies for diesel engines
 Conclusions and Outlook
8
Possible Powertrain Solutions: Gasoline Engines
Trends in Specific Power
140
Spec. Power
120
kW/l
100
Boosted High Specific Power Engines
80
Boosted engines & high speed naturally aspirated
60
40
NA engines
FEV
Scatter band
20
1980
1985
1990
1995
2000
2005
2010
2015
2020
Year
9
Possible Powertrain Solutions: Gasoline Engines
Downsizing for Maximum Fuel Consumption Benefit
140
300
300
120
100
250
250
340
60 kW/l
200
200
272
Example 1:
3l-class 6-Cyl.
150
150
100
100
Example 2:
1.6l..2l-class 4-Cyl.
50
50
204
136
Engines on market
Power / bhp
kW
Power
Power // kW
408
80
68
00
0
1.0
10
1.5
1.5
1.5
22
2
2.5
2.5
2.5
33
3
3.5
3.5
3.5
44
Displacement / l
10
CO2 Emission NEDC / g/km
Possible Powertrain Solutions: Gasoline Engines
Fuel Consumption/CO2 Reduction Strategies
160
150
140
150
132
120
-12 %
-20 %
116
112
98
95
-22.7 % -25.3 % -34.7 % -36.7 %
130
120
110
100
90
Range Extended
Vehicle (REV)
Battery Electric
Vehicle (BEV)
0g CO2 / km?
11
Possible
p
p Powertrain Solutions: Gasoline Engines
Scavenging with Valve Overlap for
Limit:Low-end Torque
E
I
W/o valve overlap
w/o valve overlap
Baseline engine (PFI),
0.7l 3-Cyl. TC, ε=9
pI
Limit:
EDE engine with VVT system (DI),
W/o
Withvalve
valveoverlap
overlap
0.7l 3-Cyl. TC, ε=9
pI < pE (Part load)
Fuel: RON 95
30
30
°CA ATDC
25
25
With valve overlap
20
pI < pE 20(Part load) + 50 %
15 overlap
15
With valve
pI > pE 1010
or high speed
(Dynamic)
55
bar
bar
with valve overlap
50
Brake mean effective pressure
residual gas is replaced by fresh charge
(pressure intake > pressure exhaust)
With valve
20
20 overlap
pI > pE or
00 high speed
(Dynamic)
-20
-20
-40
-40
TDC
0
1000
5000 6000
6000
1000 2000
2000 3000 4000 5000
Engine speed / rpm
30
20
10
1.1
1.0
-
TDC
Valve overlap
40
40
40
0
1.2
60
60
°CA
°CA
pE
0.9
0.8
0.7
10
Engine Speed / rpm
12
Possible Powertrain Solutions: Gasoline Engines
Extreme Downsized Engine (EDE): 2-Valve
Fuel rail with rail
pressure sensor
 3-Cyl. DI TC engine, 2-V, SOHC
 Max. cyl. peak pressure: 120 bar
 Displacement: 698 cm³
 Bore: 66.5 mm; stroke: 67 mm
 3-cylinder turbocharged engine, 2-V, SOHC
 Adaptation of MAHLE CamInCam® system
Double
cam phaser
Exhaust
cam lobe
Multihole
solenoid injector
Intake
cam lobe
13
Possible Powertrain Solutions: Gasoline Engines
Small GDI Engine: 3-V vs. 2-V Combustion Chamber
35
Injector
Spark plug
Advantage 3-Valve:
Max. specific power = 120 kW/l
 Higher valve cross-section
 2-stage boosting: 2.5 bar (abs.)
 Higher tumble
 Max. cylinder pressure = 143 bar
 Central positioning of spark plug

Brake mean effective pressure / bar
2-V Concept
Bore 66.5 mm
(“Baseline” 0.7l)
30
2V2-V
Baseline
(M160)
Baseline0.7l
0.7l (M160)
3VNew
engine
concept
0.8l0.8l
3V engine
concept
VW
VW1.2l
1.2lTSI
TSI
VW1.4l
1.4lTSI
TSI
VW
25
120 kW/l
20
15
10
ACK 10/2005
MTZ 07/2007
1000 2000 3000 4000 5000 6000
5
1000 2000 3000 4000 5000 6000
Engine speed / (1/min)
14
Possible Powertrain Solutions: Gasoline Engines
Small GDI Engine: Cooled Exhaust Manifold
Ignition system
- M272: Delphi (90 mJ)
Cam sensor
BSFC / (g/kWh)
CVVT
HP fuel rail
Temperature limit
upstream turbine
HP fuel pump, HDEV
900 °C
950 °C
FEV
Scatter band
> 950 °C
Cooled integrated
exhaust manifold
B01040a
Source: Ford
Fuel Consumption
and
Enrichment
pump w/
Water
Reduced enrichment
electro-magnetic
actuation
at
full
load
(VW 1.4l
TSI)engines/
- Standard
high
engine speed
- turbocharged
- production calibration
24 Engines
Adaptation of oil pump
(VW 1.4l TSI)
rel. AFR / - (exhaust)
Actuation of CVVT
1
Turbocharger IHI
TR1079 Temperature limit
FEV
upstream turbine
Scatter band
> 950 °C
950 °C
900 °C
Eaton M24
Baseline DI Engine
Cooled exhaust manifold
0
1000
2000
3000
4000
B01040a
5000
6000
7000
8000
Engine speed / (1/min)
15
Force [N]
Possible Powertrain Solutions: Gasoline Engines
Two-Stage Variable Compression Ratio (VCR)
(+)
Time [s]
/%
reduction[%]
Fuel
Consumption Reduction
Fuelconsumption
(-)
16
Fuel Consumption Reduction depending on average speed
(FEV Demonstrator car measurements and estimations)
14
12
10
NEDC
8
continuous
6
2-step VCR
4
 = 8.5 to 15
 = 8.5 and 13
2
0
scatter range: driving cycles and constant speed
0
20
40
60
80
100
120
140
160
Average
AverageDriving
drivingCycle
cycleSpeed
speed[km/h]
/ km/h
16
Possible Powertrain Solutions: Gasoline Engines
New Engine Family Strategy
Inline Engine Family
Base Engine
=
+
DI
+
VVT
+
Fast
Burn
BAS
160 hp
Base Engine
1.8
L
200 hp
TURBO
290 hp
VCR
TWIN TURBO
110 hp
Base Engine
1.3
L
140 hp
TURBO
210 hp
VCR
0.9
L
Base Engine
TWIN TURBO
80 hp
17
Possible Powertrain Solutions: Gasoline Engines
2025 Engine Features
 What do we see by 2025?
 Base engine




Central DI
Fast Combustion
Wide range independent VVT
Start/Stop
 Add-on features
 Turbocharged (significant volume)
 Twin-turbocharged or turbo/super (significant volume)
 VCR or cooled EGR
 Protect-for and implement based on development
 Stratified operation
 Variable valve lift and timing
 Miller or Atkinson cycle
DI
Fast Burn
VVT
Friction
Turbo/Twin Turbo
VCR/Cooled EGR
Start/Stop
18
Possible Powertrain Solutions: Gasoline Engines
Requirements for Future Transmissions
Engine downsizing requires:
10
10
NA PFI
Turbo DI
 High ratio spreads
 Short 1st gears
55
 Powershift capability
∆ FC NEDC / %
∆FCNEDC/%
 Small gear steps
00
Basis
--55
Approach for xDCT family:
- 10
-10
55
Generate more gears with same
or less mechanical complexity
66
77
88
Spreading
Spread / -
19
Possible Powertrain Solutions
Advanced Transmissions
Next-generation dual wet clutch with
leakage-free (electro-mechanic) actuation
via engagement bearings
10
Number of ICE Forward Gears
FEV 10-xDCT
9
9-DCT
8
7-DCT
dry
FEV 7-xDCT
7
7-DCT
wet
6
6MT Conventional
Maximum
y = 0.5(x - 3)
5MT
5
13
15
17
19
21
Number of Gear Wheels incl Differential
Dual release bearings Only 4 synchronizer units
like in dry DCTs
(no continuous oil flow required)
Unique gear set structures significantly reduce mechanical
complexity, weight and friction
20
Potential Powertrain Solutions: Hybrids and EV’s
Range Extended Electric Vehicles
Challenges of EV’s:
 Low power/energy density
low electric range
 High weight/costs
 Significant improvements
in battery technology will
take time
Range Extender
Inline2
1.
Rotary
2.
V2
INCREASING
ELECTRIFICATION
3.
21
Potential Powertrain Solutions: Hybrids and EV’s
Range Extender NVH
NVH targets for range extender:
 Speed-dependent target range
for the sound pressure level
 Silent start/stop and low noise
range extender operation
required
Θ1
com (Full Engine Vibration compensation)
 Balancing of rolling moment by counter rotating flywheel mass
Θ2
22
Potential Powertrain Solutions: Hybrids and EV’s
Modular Battery Concept for HEV’s and PHEV’s
add. Range
High Current

add. Range
Pack
Low Battery Current
High Flexibility


Traction
Motor
incl.
Inverter
High
Power
Pack
High power chemistry
 High cycle life chemistry
 High charge rate chemistry
 Chemistry with full cold
temperature discharge
capability
add. Range
Current
Controller
No cooling of energy pack
 Low cost electronics
 Optimal operating point for
energy battery and current
controller
Energy
Energy
Pack
Energy
Pack
Flexible range
adjustment
 High energy
chemistry
23
Potential Powertrain Solutions: Hybrids and EV’s
Modular Battery Concept for HEV’s and PHEV’s
Power Pack
Energy Pack
24
Potential Powertrain Solutions: Hybrids and EV’s
Modular Battery Concept for HEV’s and PHEV’s
Power Module
Battery Management
System
325 mm
622 mm
Energy Module
Front View
Connection Box
Current Controller
Rear View
12V-DC/DC
25
CO2-Emission NEDC [g/km]
Possible Powertrain Solutions: Diesel Engines
Fuel Consumption/CO2 Reduction Strategies
150
140
130
120
110
100
139
128
124
-8 %
-11%
114
111
108
102
99
95
-18 %
-20.5 %
-22.5 %
-26 %
-28.5 %
-31.5 %
90
26
Possible Powertrain Solutions: Diesel Engines
HECS Gen 2: Variable Lift Valvetrain for Lower CO2
specific
HC-Emission
[g/kWh]
4.0
Low
Lift
3.0
2.0
n = 1500 rpm;
FullBMEP = 3bar
Lift
n = 1500 min-1
HECS 1
HECS 2
BMEP = 3 bar
1.0
0.0
Smoke number [-]
specific
CO-Emission
[g/kWh]
20
15
10
5
0.80
0.60
0.40
0.20
0.00
85.0
320
310
83.0
MINI LIFT ( 4.8 mm )
HECS II
Hydraulic
81.0
lash-adjuster
CSL [dB]
specific
fuel consumption
[g/kWh]
0
1.00
FULL LIFT ( 8 mm )
300
HECS I
290
79.0
77.0
280
75.0
270
0.0
0.5
1.0
specific NOx-Emission
[g/kWh]
1.5
0.0
0.5
1.0
1.5
specific NOx-Emission
[g/kWh]
CO2 reduction up to 3% with mini lift in low loads
27
w/out
Split Cooling
w/
Split Cooling
CO2 [g/km]
Possible Powertrain Solutions: Diesel Engines
HECS Gen 2: Split Cooling
150
145
140
135
130
125
120
115
110
block water
collecting
chamber
HECS I
intertia weigth
1700 kg;
manual 5 gear
transmission
HECS II
IWC 3750 lbs
HECS II +
optimized 6
gear
transmission
HECS II +
HECS II +
weight
start
stop +
collecting
reduction
generator
chamber
(110kg)
managrment
management
IWC 3500 lbs
to calibrated
restrictor bores
calibrated
restrictor
bores
cylinder
head water
outlet
Reduction in CO2 up to 17.7 % with
oil cooler
split cooling, LP-EGR, opt. transmission
and 110 kg vehicle weight reduction
Further
water
inlet at
measures:
pump
housing
HECS Gen. 3 (105kW/l)
28
Powertrain Technologies for 2025 and Beyond
Overview
 Challenges for Future Propulsion
 Possible Powertrain Solutions
 Advanced technologies for gasoline engines
 Hybridization and electrification
 Advanced technologies for diesel engines
 Conclusions and Outlook
29
Conclusion and Outlook
Is There a Future for Internal Combustion Engines?
0,8 %HEV: 110.000
~ 0% EV:
3.000
100%
90%
2010
5,3% HEV: 730.000
2,1% EV: 260.000
2020
11% HEV: 1.500.000
4 % EV:
550.000
2030
80%
Percent
70%
60%
50%
40%
30%
20%
10%
Gasoline MPI
Gasoline T-DI / FVVT
Gasoline CAI
Electric Vehicle
Hybrid Vehicle
Alternative Fuels
Diesel HCCI
Diesel TDI
0%
2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030
Source: FEV 08/2011
Model Year
Internal combustion engine in 2030
still dominating propulsion system
 Due to stringent CO2 legislation and
high fuel price, advanced technologies
for fuel consumption reduction
are mainstream
 Hybridization and electrification
will proceed; increased electric
range pushed by legislation

Optimization of internal combustion engine in near future:
 SI engine: Downsizing in combination with DI and boosting
 CI engine: Downsizing in combination with 2-stage boosting
 Demand controlled (mechanically or electrically) auxilliary devices
30