Post on 31-Mar-2018
Gasoline Powertrain Technologies: Developing Solutions for the Global Market
John Kirwan Chief Scientist,
Gasoline Engine Management Systems
Outline
Global Powertrain Market Drivers
Delphi Gasoline Engine Management Systems Engineering Footprint with Examples of Regionally-Focused Activities
CO2 Reduction Technologies for Worldwide Application
Summary and Conclusions
2
Outline
Global Powertrain Market Drivers
Delphi Gasoline Engine Management Systems Engineering Footprint with Examples of Regionally-Focused Activities
CO2 Reduction Technologies for Worldwide Application
Summary and Conclusions
3
4
Committed to the Kind of Innovation that Will Keep Our Planet Green and Its Occupants Safer and More Connected
MEGATRENDS MEGATRENDS People Megatrends
– Natural Growth – People Live Longer – Generations X & Y – Increased Concern about Safety, Security and
Privacy – Health Care – 8/5 > 12/6 > 24/7
World Megatrends – World Turmoil – Globalization – Higher Cost of Natural Resources – Increasing Environmental Awareness/
Regulations
Technological Megatrends – Information Explosion – Wireless World
Safe – Traffic congestion in major
metro areas around the world becomes worse; more accidents; longer commute; higher stress level
Green – Fast growing economies:
more fuel for mobile platforms – Demand for electrical energy
and related conventional resources far exceeds current capabilities
Connected – Global demand for
broadband access will continue to grow
5
Committed to the Kind of Innovation that Will Keep Our Planet Green and Its Occupants Safer and More Connected
MEGATRENDS MEGATRENDS People Megatrends
– Natural Growth – People Live Longer – Generations X & Y – Increased Concern about Safety, Security and
Privacy – Health Care – 8/5 > 12/6 > 24/7
World Megatrends – World Turmoil – Globalization – Higher Cost of Natural Resources – Increasing Environmental Awareness/
Regulations
Technological Megatrends – Information Explosion – Wireless World
Safe – Traffic congestion in major
metro areas around the world becomes worse; more accidents; longer commute; higher stress level
Green – Fast growing economies:
more fuel for mobile platforms – Demand for electrical energy
and related conventional resources far exceeds current capabilities
Connected – Global demand for
broadband access will continue to grow
Desire for energy security and a clean environment
Powertrain Global Market Drivers: • Low tailpipe emissions and CO2 reduction
with fun-to-drive performance
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Global emissions legislation is evolving toward fuel neutral standards, with emerging countries adopting European legislation.
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Euro 4 Euro 5 / 5+ Euro 6 Tier2 Bin8 Tier2 Bin5
NO
x Em
issi
ons
Stan
dard
, m
g/km
SI Engine Diesel Engine
NEDC Cycle FTP Cycle
NOx relief is disappearing for EU diesel engines
Powertrain Market Drivers: CO2 Reduction with Low Tailpipe Emissions
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Europe
USA (federal)
China (nationwide)
Euro 4 Euro 6
Tier II bin 8 Tier II bin 5
Euro 2 Euro 3 Euro 4 (w/o OBD)
(w OBD)
Euro 5 Eu5+
Powertrain Market Drivers: CO2 Reduction with Low Tailpipe Emissions Global CO2 / Fuel Economy Legislation Creates a Significant Challenge
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50
100
150
200
250
300
2005 2010 2015 2020 2025
CO
2, g/
km
EU ComissionPhase-in
65% 100% EU / ACEAAgreeement
95 g/kmEU Target
LD Truck
United States CAFEPass. Car
DOT / EPA US National Standard: 2012 - 2016
Car + Truck 35.5 MPG DOT / EPA / CA LEV3:
US National Standard 2017 - 2025
54.5 MPG Car + Truck
China Fleet Avg.
EuropeFleet Avg.
Powertrain Market Drivers: CO2 Reduction with Low Tailpipe Emissions Global CO2 / Fuel Economy Legislation Creates a Significant Challenge
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50
100
150
200
250
300
2005 2010 2015 2020 2025
CO
2, g/
km
EU ComissionPhase-in
65% 100% EU / ACEAAgreeement
95 g/kmEU Target
LD Truck
United States CAFEPass. Car
DOT / EPA US National Standard: 2012 - 2016
Car + Truck 35.5 MPG DOT / EPA / CA LEV3:
US National Standard 2017 - 2025
54.5 MPG Car + Truck
China Fleet Avg.
EuropeFleet Avg.
Substantial innovation will be required to reduce CO2 while delivering features and performance expected by today’s demanding customers
Outline
Global Powertrain Market Drivers
Delphi Gasoline Engine Management Systems Engineering Footprint with Examples of Regionally-Focused Activities
CO2 Reduction Technologies for Worldwide Application
Summary and Conclusions
9
Delphi Gasoline Engine Management Systems Global Engineering Employees by Region
Includes DEG. As of Jul 2012.
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Juarez, Mexico
Piracicaba, Brazil
Rochester, NY, USA
Shanghai, China
Kokomo, IN, USA Bascharage, Luxembourg
Auburn Hills, MI, USA
Tokyo, Japan
Liverpool, U.K.
Seoul, Korea
Bangalore, India
Singapore, Singapore
Krakow, Poland
Delphi Gasoline Engine Management Systems Global Technical Centers
Beijing, China
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Juarez, Mexico
Piracicaba, Brazil
Rochester, NY, USA
Shanghai, China
Kokomo, IN, USA Bascharage, Luxembourg
Auburn Hills, MI, USA
Tokyo, Japan
Liverpool, U.K.
Seoul, Korea
Bangalore, India
3 Veh. / 6 Eng.
4 Veh. / 2 Eng.
Singapore, Singapore
Krakow, Poland
1 Veh.
7 Veh. / 8 Eng.
3 Veh. / 2 Eng.
Delphi Gasoline Engine Management Systems Global Technical Centers
Beijing, China
European-Focused Activity: Gasoline Direct Injection (GDi) Engine Particulate Number Emissions Reduction
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GDi Engine Particulate Number Emissions Reduction
6E11 #/km 4.5 mg/km
Vehicle test data by Delphi
(Compliant)
(Non-Compliant)
References: SAE 2012-01-1212; IMechE Fuel Systems Conference, Mar 2012
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(Compliant)
GDi Engine Particulate Number Emissions Reduction
6E11 #/km 4.5 mg/km
(Non-Compliant)
Vehicle test data by Delphi
References: SAE 2012-01-1212; IMechE Fuel Systems Conference, Mar 2012
15
Juarez, Mexico
Rochester, NY, USA
Shanghai, China
Kokomo, IN, USA Bascharage, Luxembourg
Auburn Hills, MI, USA
Tokyo, Japan
Liverpool, U.K.
Seoul, Korea
Bangalore, India
3 Veh. / 6 Eng.
6 Veh. / 7 Eng.
4 Veh. / 2 Eng.
Singapore, Singapore
Krakow, Poland
1 Veh.
7 Veh. / 8 Eng.
3 Veh. / 2 Eng.
Delphi Gasoline Engine Management Systems Global Technical Centers
Beijing, China
South American Focused Activity: Heated Tip Fuel Injector for Ethanol-Fueled (E100) Engine Cold Starting
Piracicaba, Brazil
Heated Tip Fuel Injector for Ethanol-Fueled (E100) Engine Cold Starting
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E100 Cold Start Comparison: 1.6L production engine with heated fuel rail vs. 1.8L development engine with heated tip injectors
0
3
6
9
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Tim
e, s
ec
Ambient Temperature,
C-5 0 5 10
Heated Rail Preheat TimeHeated Rail CrankTimeHeated Tip Injector Preheat Time
Heated Tip Injector Crank Time
50% start time improvement
Fuel injector with electrically heated tip improves wintertime starting with E100-fueled vehicles in Brazil
– Increases fuel vaporization for low volatility E100 fuel
– Gasoline injector based design leverages vast experience and proven product robustness
Eliminates secondary gasoline cold start systems
Offers reduced complexity, faster starting and lower energy consumption compared to competing heated fuel rail systems
References:
SAE 2012-01-0418; SAE 2010-01-1265; SAE 2010-01-1264; SAE 2009-01-0615
Outline
Global Powertrain Market Drivers
Delphi Gasoline Engine Management Systems Engineering Footprint with Examples of Regionally-Focused Activities
CO2 Reduction Technologies for Worldwide Application
Summary and Conclusions
17
Turbocharged Gasoline Direct Injection
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Gasoline Direct Injection is a Key Enabler to Improve Low-end Torque in Boosted Engines
– Improved volumetric efficiency and reduced knock propensity
» Direct injection with cam phasing allows scavenging with fresh air to reduce residual gas fraction
» In-cylinder fuel vaporization reduces charge temperature
– Improved combustion phasing » Charge motion increases burn rate
Benefits – Fuel economy improvement: 8 – 15% – Increased power and responsiveness – Stoichiometric engine operation allows
emissions control via traditional 3-way exhaust catalyst
CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines
CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines Homogeneous GDi fuel system features
– Inwardly-opening, multi-hole GDi Injectors, fuel rail and engine-driven high pressure fuel pump
– Mixture preparation focused on complete vaporization and mixing of the fuel and air
– Improved fuel control and split-injection during cold start for rapid catalyst light-off
Key requirements – Operation at fuel pressures up to 200 bar – Spray generation for good vaporization and
mixing without wetting in-cylinder surfaces – High linear flow range, no pintle bounce and
low noise
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0 200 400 600 800 1000 1200 1400
CO
2R
educ
tion
[%]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6 (with DeNOx)
3cyl. Turbo GDi EU6
3cyl. Turbo Diesel EU6 (with SCR)
4cyl. MPFIEU4, 1160kg
3cyl. Turbo Diesel EU6No Lean Aftertreatment
25 Euro / %
50 Euro / %
No electrification considered
CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines
Reference: SAE 2010-01-0590
3-cyl Boosted Engine Value Analysis
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Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
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0 200 400 600 800 1000 1200 1400
CO
2R
educ
tion
[%]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6 (with DeNOx)
3cyl. Turbo GDi EU6
3cyl. Turbo Diesel EU6 (with SCR)
4cyl. MPFIEU4, 1160kg
3cyl. Turbo Diesel EU6No Lean Aftertreatment
25 Euro / %
50 Euro / %Turbo GDi and Turbo Diesel engine comparison shows similar
On Cost / % CO2 reduction
No electrification considered
CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines
Reference: SAE 2010-01-0590
3-cyl Boosted Engine Value Analysis
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Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
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0 200 400 600 800 1000 1200 1400
CO
2R
educ
tion
[%]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6 (with DeNOx)
3cyl. Turbo GDi EU6
3cyl. Turbo Diesel EU6 (with SCR)
4cyl. MPFIEU4, 1160kg
3cyl. Turbo Diesel EU6No Lean Aftertreatment
25 Euro / %
50 Euro / %Turbo GDi and Turbo Diesel engine comparison shows similar
On Cost / % CO2 reduction
No electrification considered
CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines
Reference: SAE 2010-01-0590
3-cyl Boosted Engine Value Analysis
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Lean NOx aftertreatment (if necessary) is a significant cost driver
Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
Variable Valve Lift
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CO2 Reduction Technologies for Gasoline Engines 2-Step Variable Valve Lift and Timing
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2-Step mechanization with cam phasing varies intake valve lift, duration and timing as a function of engine load
– 3-lobe cam provides two intake valve lift profiles
– Cam follower switches between high and low lift profiles
– Oil control valve hydraulically actuates switching
Enables separate optimization of low load and high load intake events
– Optimized low load profile with early intake valve closing (EIVC) substantially reduces pumping work losses for improved fuel economy (3%-6%)
– Optimized high load phasing improves low-speed torque (2%-3%) and peak power (2%-4%)
Exhaust Intake
High Lift Low
Lift
Oil Control Valve
2-Step Roller Finger Follower Arm
References: SAE 2011-01-0900; SAE 2011-01-1221; SAE 2007-01-1285; SAE 2006-01-0400; SAE 2003-01-0029
CO2 Reduction Technologies for Gasoline Engines 2-Step Variable Valve Lift and Timing
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2-Step mechanization with cam phasing varies intake valve lift, duration and timing as a function of engine load
– 3-lobe cam provides two intake valve lift profiles
– Cam follower switches between high and low lift profiles
– Oil pressure regulating valve controls switching
2-Step Roller Finger Follower Arm
Pressure Regulating Valve
3-Lobe Cam
Exhaust Intake
High Lift
Low Lift
Animation of 2-step Operation
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0 200 400 600 800 1000 1200 1400
CO
2R
educ
tion
[%]
OEM - On Cost [Euro]
3cyl. Turbo Diesel EU6 (with DeNOx)
3cyl. Turbo GDi EU6
3cyl. Turbo GDi 2 step VVL EU6
3cyl. Turbo Diesel EU6 (with SCR)
4cyl. MPFIEU4, 1160kg
3cyl. Turbo Diesel EU6No Lean Aftertreatment
25 Euro / %
50 Euro / %
No electrification considered
Reference: SAE 2010-01-0590
3-cyl Boosted Engine Value Analysis
CO2 Reduction Technologies for Gasoline Engines 2-Step Variable Valve Lift and Timing
Estimated 3% incremental benefit with 2-Step VVL
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Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel
Advanced Low Temperature Gasoline Combustion
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Objective – Develop, implement and demonstrate fuel consumption reduction technologies in a
gasoline-fueled vehicle – Key emphasis on reduction-to-practice – Targeted fuel economy improvement of > 25% versus PFI baseline. – Phase 1 focus: EMS, GDi, and advanced valvetrain products in combination with
technologies to reduce friction and parasitic losses. – Phase 2 focus: develop and demonstrate improved thermal efficiency from
advanced low temperature combustion with gasoline direct injection compression ignition (GDCI).
1Q 2014
CO2 Reduction Technologies for Gasoline Engines Ultra Fuel Efficient Vehicle (UFEV) Project
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Combustion strategy – High compression ratio (~15:1)
and lean (with boost) for high thermal efficiency
– Central-mount, GDi-like injection pressure, multi-late injection strategy for partially pre-mixed combustion
– Gasoline has excellent fuel properties versus Diesel fuel for this combustion mode
» Higher volatility enables rapid vaporization
» Higher octane number increases ignition delay to increase mixing time
– Low temperature combustion (lean with EGR) enables low engine out NOx and soot
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CO2 Reduction Technologies for Gasoline Engines Advanced Combustion: Gasoline Direct injection Compression Ignition (GDCI)
Medium CR SI Engines High CR CI Engines
Fuel-AirMixture
IgnitionPoint
Fuel-AirMixture
GDi-Homo
Com
pres
sion
Inje
ctio
n/Ig
nitio
n
Air ResidualsEGR
StratifiedLean SI
Fuel-AirMixture
IgnitionPoint
Fuel-AirMixture
GDi-Homo
Com
pres
sion
Inje
ctio
n/Ig
nitio
n
Air ResidualsEGR
StratifiedLean SI
AirFuel-AirMixture
IgnitionPoint
LeanFuel-AirMixture
Late Fuel Injection-Controlled Stratification
Air ResidualsEGR
GDCI DIESEL
Air ResidualsEGR
AirFuel-AirMixture
IgnitionPoint
LeanFuel-AirMixture
Late Fuel Injection-Controlled Stratification
Air ResidualsEGR
GDCI DIESEL
Air ResidualsEGR
Representative Single Cylinder Engine Results – GDCI versus Diesel on the same engine
» A-B tests equally constrained for smoke and noise – Efficiency evaluation
» ISFC (vol.) worse than Diesel due to higher Diesel fuel density » ISFC (mass), thermal efficiency and CO2 significantly improved over Diesel
ISFC: Indicated specific fuel consumption ITE: Indicated thermal efficiency ISCO2: Indicated specific CO2 emissions
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Gasoline DieselDensity (g/cc) 0.741 0.857LHV (MJ/kg) 43.1 42.8CO2 (g/MJ-HR) 73.6 74.44
1500 rpm 6bar IMEP
CO2 Reduction Technologies for Gasoline Engines Advanced Combustion: Gasoline Direct-injection Compression Ignition (GDCI)
References: SAE 2012-01-0384; SAE 2011-01-1386; 20th Aachen Colloquium on Auto-
mobile and Engine Technology, October, 2011
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ISFC (vol)g/Kw-hr
ISFC (mass)g/kW-hr
ITE x 10%
ISCO2g/kW-hr
GDCI, TripleInjection
Diesel
GDCI 9.5% better
GDCI 8% better
GDCI 10% better
GDCI 4.5% worse
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Summary and Conclusions
Global emissions and CO2 mandates are driving substantial powertrain innovations to meet legislative requirements in fun-to-drive vehicles
A worldwide engineering footprint is essential to develop region-specific solutions and meet the overall expectations of our global OEM customers
Turbocharged GDi engines and 2-step variable valvetrain systems offer high value CO2 reduction strategies for worldwide application in gasoline-fueled vehicles
Low temperature GDCI combustion appears promising as a longer term CO2 reduction strategy for Diesel-like fuel efficiency in gasoline-fueled engines
Thank You for Your Attention
Innovation for the Real World