An Overview of Technology Needs and Developments for Low Carbon Light Duty Engines
SMMT Low Carbon Vehicles and the Future of the Internal Combustion Engine Seminar
Jason King, Chief Engineer – Gasoline Engines, Ricardo UK Ltd 5th December 2008
https://www.doczj.com/doc/3616336429.html,
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Contents
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Background – Drivers for low CO2 – Long term technology road map – Near term race to low CO2 Near to mid term ICE technologies – Diesel technology roadmap – Gasoline technology roadmap Application of Powertrain technologies to achieve low vehicle CO2 – Example of diesel and gasoline product range versus proposed excess emissions premium – Diesel specific CO2 reduction walk-though example – Gasoline specific CO2 reduction walk-though example Summary and conclusions
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There are a range of social, economic and political factors which are forcing Governments to introduce stringent emission legislation
Key challenges in the industry
Social
● ● ● ●
Economic
● ● ●
Political
●
Environmental awareness ‘Green’ fashion Acceptance of alternative technologies …
Rising fuel prices Reducing cost of key enabling technologies …
Increasing regulatory focus on CO2 – Kyoto and supporting agreements (e.g. ACEA) Energy security …
● ●
Low Carbon / Fuel Consumption Solutions
Correlation between CO2 and Fuel Economy 60 50 40 30 20 10 0 100 200 300 400
CO2 emissions (gm/km)
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These political-socio-economic pressures are forcing the governments to act – EU has introduced stringent CO2 legislation – USA is making its Fuel Economy (CAFé) requirements more stringent
Fuel Economy (mpg)
Petrol Diesel
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CO2 emissions and Fuel Economy are directly related to each other and require similar counter-measures
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Whilst individual manufacturers will prioritise certain technologies to fit with their brand values, OEMs share a common view on the high level Technology Roadmap
EU Fleet Average CO2 Targets (g/km) 130 100 80
Demonstrators
Fuel Cell Vehicle Fuel Cell Stack & H2 storage Breakthrough Mass Market EV Technology Energy Storage Breakthrough Plug-In Hybrid Energy Storage Breakthrough
H2 Infrastructure
Niche EVs
Charging Infrastructure
Demonstrators
Full Hybrid Micro/Mild Hybrid IC Engine and Transmission innovations (gasoline/diesel/renewables) Vehicle Weight and Drag Reduction 2000 2010 2020 2030 2040
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Compiled from information supplied by Jaguar Land Rover, Ford, Nissan and Tata
The race for lower CO2 is being led by European Manufacturers with small and medium sized vehicles being the current battleground
Time Model
Q1 Nov Q2
2008
Q3 Q4 Q1 99g/km 115g/km 139g/km 115g/km 118g/km Nov Q2
2009
Q3 Q4
2010
Q1
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Technology Level
1.6L 4cyl, longer final drive, low rolling resistance tyres Reduced grill & Cd improvements, change to transmission oil As for Ford above with addition of gear shift indicator 1.4L, 3 cylinder Longer final drive 1.6l 4cylinder Longer final drive Stop-start 1.6L / 2.0L 4cylinder Active aerodynamics Stop/start, smart alternator, EPAS, Gear shift indicator 1.7L 4cylinder Longer final drive Reduced grill
Fiesta Econetic 115g/km Focus Econetic Mondeo Econetic DRIVe C30 129g/km DRIVe V50 132g/km Polo Golf Passat 118d Mini Cooper D Corsa Astra Zafira 138g/km 149g/km 99g/km 119g/km 136g/km 119g/km 104g/km
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99g/km 115g/km
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109g/km 119g/km
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Ricardo is active in this CO2 reduction battle and applies its tools and technologies to all vehicle types
ECO Calibration & Optimisation High Efficiency Engine Design Advanced Boosting and Combustion Energy Management & Hybrids Drivetrain
ECO
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Ricardo Advanced Engineering Technology Experience
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Holistic vehicle review Integrated calibration optimisation to defined targets Aftertreatment optimisation for minimum CO2 penalty
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Downsized engine design Low friction design Reduction of parasitic losses Accelerated warm-up enablers
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ACTION low NOx technology portfolio (boost & combustion technologies) Rcube + CPEMS combustion control Advanced air path control
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Micro hybrid Mild Hybrid Full hybrid Hybrid control strategies
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Ricardo DCT design Ricardo low cost AMT design Optimised engine and transmission shift strategy
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Ricardo Integrated Toolset Applied
Integrated calibration optimisation process
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Integrated design toolset Friction prediction tool and design methodology
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V-SIM and WAVE simulation CFD design of combustion system
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V-Sim and dynamic prgm. Simultaneous calib. engine, tm. & motors SW/HW in loop
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Extensive Benchmarking Dynamic Modelling Ricardo SABR design tool
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For further CO2 improvements various levels of hybrid technology can be applied to vehicles dependant on cost versus CO2 targets
i-MoGen – Award winning Ricardo / Valeo collaboration - Down-sized Diesel Mild Hybrid, 100 hp 1.2 litre diesel & 10 hp integrated starter generator -104g/km CO2, 0-100km/h in 12 sec - Energy Savings Trust project, partners Ford, Valeo, Gates, Ricardo - Mild Hybrid technology for cost-effective delivery van with 15-20% economy benefit in city use Efficient-C – ULCCC supported by EST, involving Ricardo, PSA, Qinetiq, 100 g/km NEDC CO2 tank to wheel emissions @ Euro 4 in practical cost effective “C” class vehicle
Type Stop/start Micro Hybrid Mild Hybrid Ricardo Efficient-C Demonstrator 100 g/km CO2 in Berlingo
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Functionality Stop/start only Small amount of re-gen, powers ancillaries and gives small torque boost. Sub 5kW
MVEG-B FC Benefit ~4% ~7%
Belt drive or integrated ISG of 5-15kW, 42V ~12% (no downsizing) Torque assist benefit E.g. Civic IMA 15-50kW E-machine, high voltage. Battery ~22% (no downsizing) improvement required e.g. Prius or Efficient-C
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Parallel Hybrid
Ricardo is proposing new technologies for near to mid term timeframe based on results of current diesel engine research programmes
Research Activities
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Ricardo Clean I3 concept
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Ultra low emissions demonstration Advanced combustion system research and tool development Highly downsized engine design (>100kW/L) CO2 and efficiency enhancement technologies Advanced air path and LNT control strategy EGR fouling research
NEDC Drive Cycle Vehicle Results MVEG-B Vehicle Results
300 280 260
Engine Out Development
Integrated hybrid 120 kW, 1.2L Better refinement than 2L I4
Engine-out Status – Ricardo N-ZEV Diesel Demonstrator
40 0.0
0.1
RICARDO
0.2
Uncorrected Fuel Economy [mi/USgallon]
E6 LDT3
240 CO2(g/km) 220 200 180 160 140 120 0 0.05 0.1
38 36 34 32 30
0.3 0.4 90% NOx reduction 0.5 engine-out with 5~8% FE improvement
E6 PC
~5L V8 SUV 2700 kg/ 6000 lb Auto ~2L I4 Pass Car 1700 kg/3750 lb Auto
Engine Out Development
Target = Target 0.05 g/mi 0.05 g/mi
0.0 0.1 0.2 0.3 NOx [g/mi]
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Euro 4 Baseline
0.15
0.2 NOx (g/km)
0.25
0.3
0.35
0.4
0.4
0.5
Source: Ricardo research
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Ricardo system approach results in low NOx with high efficiency by exploiting synergies between sub-systems
Increased efficiency 2 stage boost and high capacity EGR System
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Series sequential system specification gives torque benefit Transient response improved from small HP stage Second stage acts as energy recovery with low route EGR Allows very high EGR rates with improved efficiency Flexibility to operate in different modes hot/cold, low/high speed/load
Combustion phasing is close to best efficiency with low NOx
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Charging system delivers very high EGR rates and high cooling AFR/Oxygen mass is maintained for soot control Reduced oxygen concentration facilitates low NOx Low NOx achieved with optimum combustion phasing Pilot still used for transient noise control
Low NOx across speed/load map allows high efficiency shift strategy
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Development for NEDC/FTP75/US06 cycles forces very low NOx across map Possible to select gear shift strategy independent of NOx control Enhanced low speed torque gives further potential gain Shift points governed by driveability, NVH at low rpm Current shift strategy maintains/improves driveability/NVH
Brake Specific NOx Comparison Constant Power Condition of 30kW
10 9 8
Baseline Engine Low NOx Engine Baseline L3 ACTION
ACTION Level 3 Engine Brake Specific CO2
18 16 14 12
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BMEP [bar]
6 5 4 3 2 1 0 1500 1700 1900 2100 2300 Engine Speed [rpm] 2500
10 8 6 4 2 0 1000 1200 1400 1600 1800 2000 2200 2400 Engine Speed [rev/min]
FE gain by up shifting
5th to 6th rear at 100 kph cruise condition
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Improving Fuel Economy
Brake Specific NOx [g/kWh]
FE gain by downsizing
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Low NOx technology will enable fuel economy gains through reduced operating speed or engine downsizing
Brake Specific NOx Comparison Constant Power Condition of 30kW
10 9 8 Brake Specific NOx [g/kWh] 7 BMEP [bar] 6 5 4 3 2 1 0 1500 1700 1900 2100 2300 Engine Speed [rpm] 2500
Baseline Engine Low NOx Engine Baseline L3 ACTION
ACTION Level 3 Engine Brake Specific CO2
18 16 14 12 10 8 6 4 2 0 1000 1200 1400 1600 1800 2000 2200 2400 Engine Speed [rev/min]
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FE gain by up shifting
5th to 6th gear at 100 kph cruise condition
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Improving Fuel Economy
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FE gain by downsizing
Need to develop the next generation Spray Guided Gasoline Direct Injection combustion system to support almost all future Powertrain options
Key enabler
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Next generation Spray Guided GDI project – Small bore for aggressively downsized engine design (<72mm bore) – Effective and durable stratified operation ? Near term for NA engines ? Near to medium stratified Boosted – Must be flex-fuel capable (Gasoline, E40, E85) – Low cost ? Ideally using solenoid injector even for stratified combustion systems ? Downsized homogenous only engines for medium term ? -ve could be requirement for GPF – Overall emission benefit – Support CAI for US market
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Ricardo is proposing new technologies for 2013 to 2025 timeframe based on results of current gasoline engine research programmes
Medium to long term (2013 to 2025)
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Aggressive downsizing enabled through knock mitigation – LBDI – E85 – WOT EGR – Deep Miller – 2/4 stroke
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Specific power 130 – 150 kW/l, torque to 35 bar BMEP achieved with several technologies BSFC improvements of >30% demonstrated
EGR Cooler
Lysholm s/c After cooler
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Intercooler
Fixed Geometry Turbocharger
Bypass
EGR Valve SIDI V6 Engine
After cooler
Dump valve to air box
After cooler
Throttle EGR Boost
3-way Catalyst
T VN
VN
T
TWC
TWC
Intercooler
LNT
EGR Cooler
Fixed Geometry Turbocharger
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Starting out with current product range knowledge a CO2 walkthrough can be undertaken to examine the technologies required to achieve desired OEM attributes for future products
CO2 VS COST FOR POWERTRAIN TECHNOLOGIES
Assessment of key Diesel competitor products illustrates their drive towards lower CO2 emissions
Percentage Improvement in NEDC CO2 relative to E4 Gasoline Engine
40% 35% 30%
Full hybrid (+30% DS Atk)
300
All 2008 Gasoline Produc ts y = 0.1444x - 12.523
Micro hybrid (12+X BSG)
280
Ga
260 240
ne soli
25%
Lean Boosted DI (LBDI) Stop-start (Super Starter) Mild hybrid (+20% DS) Diesel (E5) - DPF
20%
Diesel (E4) - no DPF
15%
Boosted DI (Stoic)
A ll 2008 Diesel Products y = 0.1086x - 3.8204
10% 5% 0%
VVL + Homo DI Homo DI + VVT Micro hybrid (12v BSG) Twin Phaser VVT Stop-start (Super Starter) Gasoline (E4/E5)
220
el Dies
Diesel Gasoline E4 LDD/Gasoline Intersection Line
CO2 (g/km)
200 180 160 140 120 100
BMW 5 Series 525d Audi A6 2.0 TDi BMW 3 Series 325d Audi A4 2.0 TDi BMW 5 Series 520d BMW 3 Series 318d
et ons Targ ific Emissi d EU Spec Propose
Excess Emissions Premium 2012 2013 2014 2015 €20 €35 €60 €95
0%
20%
40%
60%
80%
100%
120%
140%
Percentage Cost Increase Relative to E4 Gasoline Engine
Year Premium per g/km
Analysis of the key Gasoline competitor products suggests that C02 emissions reduction has not been the main driver to date
300
All 2008 Gasoline Products y = 0.1444x - 12.523
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80 1200 1300 1400 1500 1600 17 00 1800 1 900 2000 2100 Vehicle M ass (kg)
240 RD.08/203001.1 16 220
Ford Focus Mazda 3 Subaru Imprezza MB C Class MB CLS 350 CGI
All 2008 Dies el Products y = 0.1086x - 3.8204
el Dies
CO2 (g/km)
200 180 160 140 120 100
Seat Leon BMW 1 Series
Renault Megane VW Golf TFSI Audi A3 BMW 5 Series BMW 3 Series
Proposed EU Specific Emissions Target Vs Vehicle Weight
2015 premium is 95 Euro per g/km
VW Golf TSI
Target missions Specific E posed EU Pro
Excess Emissions Premium Year Premium per g/km 2012 2013 2014 2015 €20 €35 €60 €95
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80 1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
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Ve hicle Mass (kg)
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Diesel CO2 reduction enabling technologies – Route 1
- Micro Hybrid with 300kg total vehicle mass reduction
220
BSG
200 180 160 140
2013 I4 85kW/l, 225Nm/l
MY -
2008 Uprated Base Engine 85kW/l, 154Nm/l 2008 Base Engine 53kW/l, 154Nm/l 2008 I4 85kW/l, 154Nm/l
CO2 (g/km)
Vehicle Mass (kg) CO2 (g/km) CO2 Reduction Enabler 1589 187 2008 OEM Mean
120 100
Target 2020 I3 90kW/l, 230Nm/l
2013
1399
Specific power uprate (+9%) ** à I4 with 40kg engine mass reduction (-19%) 150kg vehicle mass reduction (-10%) 129 (-31%) Base engine improvements (-6%) Two stage turbocharging (-3%) (Introduction of Micro hybrid (-5%) Further 150kg vehicle mass reduction (-13%) Downsizing I4 à I3 (-9%) Further base engine improvements (-2%) Final drive ratio optimisation (-3%) Gear shift indicator (-3%)
80
2020 1249 95 (-26%)
60 1200
1250
1300
1350
1400
1450
1500
1550
1600
1650
Vehicle Mass (kg)
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Gasoline CO2 improvement achieved through a combination of downsizing and increasing levels of hybridisation
Passenger car downsizing
V6 Engine Downsizing V6 to 1.6L I4 and optimised DCT and stop-start or Micro hybrid or Mild hybrid or Full hybrid or Full hybrid with 1.2L I3 NEDC CO2 benefit g/km 253
240 300
Competitor Gasoline
%
280 260
OEM Gasoline EU average Mass/CO2 gradient for gasoline vehicles
192 184 177 173 163 144 131
-24% -4% -4% -6% -15% -25% -32%
CO2 (g/km)
220 200 180 160 140
Proposed EU CO2 Targets
>50% Improvement in C02 with same vehicle mass
120 100 1500
(hybrid/battery mass factored in)
24% (1.6L 4-cyl) < Engine only benefit < 31% (1.2L 3-cyl)
1600 1700 1800 Vehicle Kerb Mass (kg) 1900 2000
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Further improvement would require Plug-in Hybrid (PHEV), which in turn would require a completely different engine size and technology - Optimised for steady state operation and significantly reduced power and torque
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Summary and conclusions
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From a technology point of view – Majority of short to medium term Technology roadmap for LDD engines is well defined ? Combustion process ? ? Boosting system requirements Emissions achievement versus aftertreatment requirements
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From a product point of view (not covered in this presentation) – Other attributes need to be considered in deciding the future of an OEM’s Powertrain strategy ? For the lowest possible CO2 the level of downsizing required may be too aggressive in the near to mid term (e.g. 0.8L twin in C/D class car)
? Other base engine technologies – Less clear is possible trade-off of specific output versus optimum CO2 – Diesels still off lowest CO2 but at a significant cost penalty
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The key driver for new gasoline engines is the environment whilst maintaining cost benefit over equivalent diesel engines
Technology drivers Legislation, climate change and energy security Overview of drivers for new gasoline powertrains Emissions Cost-effective EU5/6 and SULEV solutions CO 2 and fuel economy Robust real-world fuel economy improvement Functionality and safety Fun-to-drive performance Reliability and service costs Efficiency Fuel economy and ownership cost Environment Emerging awareness of climate change, ‘SUV guilt’ Carmakers and suppliers Brand identity Performance, driveability and NVH Profitability Cost-effective fuel economy solutions Fewer more flexible engine families Global gasoline portfolio
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There are many options for the short to medium term Technology route for the gasoline engine ? No clear leader although off-cycle emissions legislation will narrow options ? Very aggressive downsizing significantly closes CO2 gap to diesels ? Technology on-cost versus excess emissions premium needs further case by case examination
Car buyers
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Contact details
Ricardo UK Ltd. – Shoreham Technical Centre Shoreham-by-Sea, West Sussex BN43 5FG, UK
Jason King
Direct Dial: Reception: Mobile:
Chief Engineer – Gasoline Engines +44 (0) 1273 794479 +44 (0) 1273 455611 +44 (0) 7912 199984
jason.king@https://www.doczj.com/doc/3616336429.html,
https://www.doczj.com/doc/3616336429.html,
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