TRENDS IN GASOLINE POWERTRAIN TECHNOLOGY FOR HIGH PERFORMANCE AND LOW EMISSION CAR2017 Pitesti, November 7 th, 2017 Dr. Hubert FRIEDL AVL List GmbH
SOME HEADLINES November 7 th, 2017 2
EXTENDED CONSEQUENCES OF DIESELGATE Extremely negative image of whole automotive industry War of Non Government Organizations against Diesel Aggressive scenarios (e.g. city access restrictions or even ban) Severe aggravation of RDE boundaries short termed Industry changes to proactive role regarding EV`s Over fulfillment of emission limits Broad introduction of Gasoline Particulate Filter in Europe November 7 th, 2017 3
GENERIC TRENDS FOR PASSENGER CARS CO 2 / EMISSION REDUCTION Development Drivers CO 2 Reduction New ICE & Transmission Tailored Electrification CO 2 Emissions Enhanced CO 2 limits additionally aggravated by boundaries (e.g. WLTP) Well to Wheel as next discussion point Emission Compliance Real Driving Emissions City Access? ICE Ban 2030? Zero Impact ICE Pollutant Emissions Extended consequences of Diesel Gate ICE ban under discussion Minimum emissions under all operating conditions over fulfillment of legislation Zero Impact ICE Shift towards electrification Connectivity ADAS AUTONOMOUS Connectivity /ADAS Intensively used for optimized powertrain control (e.g. energy management, emission, CO 2 ) November 7 th, 2017 4
EXTENDED EMISSION COMPLIANCE REAL DRIVING EMISSION R D E RDE REGULATIONS COME INTO FORCE November 7 th, 2017 5
EXTENDED EMISSION COMPLIANCE IMPACT TEST PROCEDURE R D E From EXACTLY REPRODUCIBLE TESTCYCLE towards STATISTICAL PROPABILITY Paradigm shift in technology, development and testing November 7th, 2017 6
RDE IMPLEMENTATION WORLDWIDE R D RDE is a Global Topic E RDE is not restricted to Europe, it becomes a Global Topic November 7 th, 2017 7
Altitude - m RDE TECHNICAL REGULATIONS CHALLENGES FROM LATEST AGGRAVATIONS Application Real Driving Emissions (2016/427 1 st package, 2016/646 2 nd package, 3 rd package) Standard China Extended Extended Standard Light duty vehicle on Real Driving Emission testing: Portable Emission Measurement System (PEMS) to measure CO2, CO, NOx, PN, Exhaust flow, Speed and GPS data. Implementation: EU 2016, Korea 2018, China 2020, India 2020, Japan 20xx Limits: CF NOx: 2.1 CF PN: 1.5 to be fulfilled in each phase 2 calculation options, EMROAD (JRC) or CLEAR (TU-Graz) RDE Test requirements: Cold- and hot-start test, 30min conditioning drive, 5-56h soak time, RDE Drive between 90 to 120min in normal traffic 34% Urban (<60km/h), 33% Rural (60... 90km/h), 33% Motorway (>90km/h) max. Speed 145km/h (can be extended to 160km/h) positive altitude gain < 1200m/100km PlugIn Hybrid test in Charge Sustaining mode (will be revised in Package 4) Periodical Regeneration w/o Regeneration use ki-factors Temperature - C Ambient conditions: Temperature 0 C to 30 C (extended range -7 C to 35 C) Altitude up to 700m (extended range 1300m) (China 2400m) November 7 th, 2017 8
Velocity [km/h] Velocity [km/h] Distance [km] Vehicle Speed km/h Distance [km] NOx_CF_online NOx_CF_online PN CF-Online PN_CF_online [-] PN CF-Online PN_CF_online [-] Vehicle Speed km/h REAL DRIVING EMISSION IMPACT OF NEW RDE BOUNDARIES (PACKAGE 3) R D E RDE Evaluation up to Dec. 2016 12 10 8 6 4 2 0 12 10 10 8 6 4 2 0 NOx CF-Online12 150 100 50 0 PN NOx CF 1.5 CF 2.1 Average w/o cold start / warm up over total distance Distance driven 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 Time [s] 12 10 8 6 4 2 0 100 50 0 12 10 8 6 4 2 0 12 10 10 8 8 6 6 4 4 2 2 0 0 NOx CF-Online12 150 150 100 100 50 50 0 0 New RDE acc. Package 3 Average with cold start single phase 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 Time [s] 12 10 8 6 4 2 0 100 50 0 TGDI Lifetime aged 4-way cat 20 Start Driving Style: moderate dynamic drive off Significant aggravation of RDE compliance by RDE Package 3 (2016-12-20) November 7 th, 2017 9
GPF APPLICATIONS FOR HIGHER EMISSION ROBUSTNESS EXHAUST GAS AFTERTREATMENT SYSTEMS GPF Configuration Concepts GPF expected to become mandatory at least for GDI short termed! November 7 th, 2017 10
Engine Out PN Emission REAL DRIVING EMISSION PN EMISSIONS AT TEMPERATURES < 20 C Engine Out PN Potential per Real World Driving Warmup Phase, EU6c calibration RDE moderate 75 RDE Dynamic Drive off 150 75 CF PN Urban incl. Cold Engine out 2,5 15 1,0 Driving style has a huge influence in soot accumulation at cold temperatures, dominated by drive-off emissions November 7 th, 2017 11
Engine Out PM Emission REAL DRIVING EMISSION PN EMISSIONS AT TEMPERATURES < 20 C Engine Out PN Potential per Real World Driving Warmup Phase, EU6c calibration 3,00 2,70 2,40 2,10 1,80 1,50 1,20 0,90 3x 5x 1x 10x 3x 25x 5x RDE moderate RDE Dynamic Drive off Critical Soot Loading PM per Engine Warmup Phase Engine out 0,60 0,30 0,00-40 -30-20 -10 0 10 20 30 Engine Start Temperature [ C] Driving style has a huge influence in soot accumulation at cold temperatures, dominated by drive-off emissions Active Regeneration will be necessary for GPFs in winter city operation Control Passive Regeneration to avoid thermal GPF damage November 7 th, 2017 12
GASOLINE POWERTRAIN TECHNOLOGY FEATURES FOR INCREASING EFFICIENCY Combustion System - Miller, Atkinson - high BMEP TGDI - Low PN - CNG-DI - Water Injection Variable Crank Train - Var. Compression Ratio - Var. Expansion Ratio Boosting - 2-stage - electric boosting - water cooled VGT Variable Valvetrain - 2-step / 3-step - fully flexible 2-step low lift 2-step high lift 3-step l/h lift cont. Exhaust Gas Cooling - External cooled EGR - Cooled / integrated manifold Smart Hybridization - electric auxiliaries - 48V systems Cylinder Deactivation - Mechanically - Electronically Air Exhaust November 7 th, 2017 13
Maximum Specific Power kw/l GASOLINE ENGINE TECHNOLOGY TRENDS 100 90 80 70 60 50 40 AVL 2.0 TGDI Miller, SqC-TC, no EGR AVL 1.5 TGDI Miller no EGR, SOP 2017 Future Potential TARGET short term AUDI 2.0 TGDI Miller, no EGR Source: Toyota, (HMC, VW), Vienna Motor Symposium 2016, 2017 30 32 34 36 38 40 42 44 Maximum Thermal Efficiency - % AVL 1,6 TGDI Miller, EGR, no VVL VW 1.5 TGDI Miller, no EGR Toyota 2,5 TNGA, GDI, EGR HMC 1.6 GDI, EGR Toyota 1.8 MPI, EGR Hybridization enables shift towards higher loads high load area and max. efficiency gaining importance. Trade-off between maximum efficiency and spec. power becomes the key trade-off Miller / Atkinson Cycle confirmed as most cost effective CO 2 solutions (e.g. Toyota, Audi, VW, HMC, etc.) Improving the trade-off between max. efficiency and max. specific performance at attractive cost is the key development target for SI engines November 7 th, 2017 14
Pressure ADVANCED CHARGING SEQUENTIAL COMPRESSOR TC 2-stage compression + interstage cooling instead of single stage 2-stage boosting with interstage cooling Compressor work saved 1-stage compression (2-st w/o interstage cooling) Isothermal compression Volume schematic Lower turbine power demand Lower compression temperature November 7 th, 2017 15
EVOLUTION OF GASOLINE TECHNOLOGIES EXTENDING HIGH EFFICIENCY OPERATION Telescopic Conrod for VCR Variable Compression Ratio November 7 th, 2017 16
COMBINED HIGH EFFICIENCY & HIGH PERFORMANCE AVL 2-STEP VARIABLE COMPRESSION RATIO Full modularity with conventional ICE Actuation module Conrod base module Telescopic module Compression ratio variation of 3-6 units Simple and cost-effective design Minimized friction impact compared to other VCR systems Applicable for Gasoline and Diesel engines Variable Compression Ratio enables combination of high efficiency & high performance. Modular systems enable easy integration into std. engines November 7 th, 2017 17
Maximum Specific Power kw/l GASOLINE ENGINE FUTURE TECHNOLOGY TRENDS 2025 300 250 200 150 100 90 80 70 60 50 40 30 Status 2017 Ultra High Performance Engines Mid Term Future Advanced Potential Boosting TGDI Miller, SqC-TC? Hybrid Engines Mid Term 32 34 36 38 40 42 44 45 50 55 60 Maximum Efficiency - % F1 Combined Processes Formula 1 engines offer the by far most outstanding efficiency vs. spec. performance trade-off Emission compliance, esp. RDE compromises ultra high efficiency concepts, especially lean operation Water injection as enabler to extend the potential of advanced boosting Combined processes as long term concept for efficiencies > 50 % Different development directions: high performance + low efficiency, low performance + high efficiency, best compromise: adv. boosting + water injection or VCR November 7 th, 2017 18
Global Engine Production Mio / Year TECHNOLOGIES IN THE NEXT 10 YEARS 120 Global Engine Production AVL Prediction 1/2017 Fuel Cell: limited to specific markets 2025 100 BEV: Dependent on infrastructure, incentives and access restr. Plug In Hybrid: CAFE and city access as major driver 80 60 40 20 0 Full Hybrid: Primarily with Japanese OEM s Mild Hybrid: 48 V in various configurations P0 P4 Power Increase 15 20 30 kw ICE utilizes synergies ICE: Significantly higher effort for emission compliance (RDE, China6, SULEV xx, ), Zero Impact Emission Concepts starting Increasing share turbocharging + Rightsizing, Advanced boosting, exhaust energy recuperation, full map stoichiometric, EGR E-fuels and E-gas increasing 2025: 50% electrified, still 100 mio ICE s, however, high scatter of predictions November 7 th, 2017 19
Engines Produced [Mio. ] FUTURE TECHNOLOGY IMPACT ON ENGINEERING DEMAND 120 100 AVL (12/2016) Connected & Autonomous New EV / Fuel Cell 80 60 40 20 0 Huge variety of new complex XEV systems Significantly higher effort for emission compliance (RDE, China 6b, SULEV xx, ) Dramatically enhanced engineering demand November 7 th, 2017 20
SUMMARY AND CONCLUSION The forthcoming Emission-Legislation together with RDE and CO2-limits will dramatically enhance technology requirements and optimization demand for powertrain and complete vehicle. For best Fuel Economy and RDE conformity, advanced powertrain technology features as well as Hybridization massively will be introduced to meet diversification requests from market globally. The conventional internal combustion engine proves to still have huge further improvement potential. Balancing the fuel economy and EAS measures on powertrain and vehicle side are essential to get optimum results at affordable product cost. November 7 th, 2017 21
RIGHTSIZING THE FUTURE POWERTRAINS November 7 th, 2017 22
Abbreviations (1/3) AER All Electrical range AT Automatic Transmission BEV Battery Electric Vehicle BMEP Brake Mean Effective Pressure (spec. value for engine torque) BSFC Brake Specific Fuel Consumption BSG Belt Starter Generator CAI Controlled Auto Ignition (general expression for HCCI) CNG Compressed natural Gas CSI Compression and Spark Ignition (AVL patented comb. system featuring HCCI) CVT Continuously Variable Transmission DCT Dual Clutch Transmission DOC Diesel Oxidation Catalyst DeNOx Nitrogen oxide reducing catalyst DPF Diesel Particulate Filter EAS Exhaust Aftertreatment System EGR Exhaust Gas Recirculation EU6 European Emission Limit Stage 6 November 7 th, 2017 23
Abbreviations (2/3) EV Electric Vehicle FC Fuel Cell FE Fuel Economy FTP Federal Test Procedure (USA) GDI Gasoline Direct Injection GPF Gasoline Particle Filter HSDI High Speed Direct Injected (Diesel) ICE ITW LNT LPG MPI MPV MT MY NA NEDC Internal Combustion Engine Vehicle Inertia Test Weight (curb weight) Lean NOx Trap Liquified Petrol Gas Multipoint Port Fuel Injection Multi Purpose Vehicle Manual Transmission Model Year Naturally Aspirated New European Driving Cycle November 7 th, 2017 24
Abbreviations (3/3) OBD OEM PEMS PHEV PN RDE RPM SCR SI SULEV SUV TCI TGDI TWC VVL VVT WLTP On Board Diagnosis Original Equipment Manufacturer (=brand) Portable Emission Measurement System Plug-in Hybrid Electric Vehicle Particle Number (Emission) Real Driving Emission Revolutions per Minute (engine speed) Selective Catalytic Reduction (for NOx) Spark Ignited Super Ultra Low Emission Vehicle (US, California Emission Standard) Sport Utility Vehicle Turbo Charged Intercooled Turbo Charged Gasoline Direct Injection 3-Way Catalyst Variable Valve Lift Variable Valve Timing World Harmonised Light Duty Vehicle Test Procedure November 7 th, 2017 25