HIGH PERFORMANCE ENGINE VEHICLE AND POWERTRAIN …Sep 28, 2016 · Transmissions ‘Direct’...

© by FEV – all rights reserved. Confidential – no passing on to third parties

Advanced Clean Cars – The Road Ahead

GHG Reducing Advancements and Technologies

CARB ACC Symposium

Dr. Dean Tomazic, Executive VP & CTO, FEV North America, Inc.

HIGH PERFORMANCE ENGINE FUTURE DEVELOPMENT

Diamond Bar, CA, September 28th, 2016

VEHICLE AND POWERTRAIN OVERVIEW

© by FEV – all rights reserved. Confidential – no passing on to third parties |

2

Introduction

Development Trends

Potential Game Changing Technologies

Summary

Agenda


3

The Future of Powertrains Current Global Situation

Mass Mobilization

Green Themes

Energy Security

Urbanization

Glo

bal M

ega

Tren

ds

Legislation Total Cost of Ownership

Government Policies (Taxation, Subsidies etc.)

Res

ultin

g D

river

s

Hybrid AT CVT DCT MT

Fuel Cell HEV HHV ICE Natural Gas ICE

Pow

ertr

ain

Tech

nolo

gies

Source: FEV


4

U.S. Emissions, Fuel Economy, and CO2 Regulation Overview

U.S. – Passenger Cars and Light Trucks (GVW < 6,000lbs)

Source: Delphi, FEV Research

2005 06 07 08 09 2010 11 12 13 14 2015 16 17 18 19 2020 21 22 23 24 2025

Fuel mpg

CO2 g/mi

NOx g/mi

CO g/mi

PM g/mi

NOx

g/mi

CO g/mi

PM g/mi

PC: 33.8 39.5 LT: 25.7 28.8

From 0.2 (Bin 8) - 0.02 (Bin 2) Phase-In

Tier II U.S.

Federal

California

Fuel Economy

U.S. CAFE Standards PC 27.5mpg / LT 22.2 mpg

Tier III – Phase In

0.02 (Bin 7-8) - 0.01 (Bin 1-6)

4.2 (Bin 5-8) - 2.1 (Bin 2-4)

0.07 (LEV, ULEV) - 0.02 (SULEV) Combined NMOG&NOx limit ramp down 4.2 (LEV), 2.1 (ULEV), 1.0 (SULEV)

0.01

PM ramp down

Tier III

0.07g/mi NOx fleet average

Phase-In

LEV II LEV III – Phase In

Durability Increase to 150k mi

+ 3 new low emission categories

SULEV-level emission average

FE I FE 2 Combined Fleet Average

PC: 5% p.a./LT: 3.5%-5%p.a. 35.5 54.5

PC/LD1: 323 205 LD2/MDPV: 439 332

California AB 1493

PC: 5% p.a./LT: 3.5%-5%p.a. 163

Coordinated Approach Minimum ZEV Requirements: MY 15-17: 14%, MY18+: 16%

0.03 NMOG+NOx

0.003

NHTSA

EPA

0.03 NMOG+NOx

0.003

1.0

LEV III

CO limit ramp down

0.001

Combined NMOG&NOx limit ramp down CO limit ramp down

1.0

Tier III emission average

PM ramp down

250


5

Introduction

Development Trends


Summary

Agenda


6

* Proposed Target

Worldwide regulations for CO2 reduction – CO2 fleet targets (g/km) NEDC based

95

130

160

2006 Target 2015

Target 2020

Target 2025

68-78*

-53%

140

182

249

101*

Target 2020

Target 2015

2006 Target 2025

-57% -30%

Target 2020

105*

Target 2015

125

2006

149 -38%

Target 2020

120*

Target 2015

167

2006

188

Development Trends Global CO2 Emission Targets


7

Development Trends Consumer Expectations

Low Total Cost of Ownership (TCO)

Vehicle purchase price / taxes

Fuel economy (consumption)

Maintenance/repair cost

Residual value

Etc.

Consumer Performance & NVH

High power

High low-end torque

Quiet yet sporty

Active & passive NVH measures

Etc.

Vehicle Appearance/Styling

Application driven

Ergonomic design

Sporty / Color

Infotainment

Etc.

Environmentally Friendly

High FE (low CO2 emissions)

Low harmful emissions

Recycle

Etc.

Source: FEV


8

Source: FEV Consulting

Extrapolation of trend based on ongoing market survey

Maximum specific power depends on market position of individual OEM

Mainstream engine of Premium OEM might have higher BMEP than ‘high performance engine’ from large volume OEM

Additional features for future considered, e.g. variable compression ratio (VCR)

20

40

60

80

100

120

140

160

180

200

220

2025 2020 2015 2010 2005 2000 1985 1990 1995

NA Engines

Boosted High Specific Power Engines Boosted Engines & High Speed NA Engines

Spe

cific

Pow

er /

kW/l

Specific Power: History and Future

Model year / -

Development Trends Gasoline Engines


9

NA engines 1-stage boosted engines 2-stage boosted engines Motorcycle engines under development at FEV

0.00

0.02

0.04

0.06

0.08

0.10

0.12

0.14

0.16

0.18

20 40 60 80 100 120 140 160 180 200 220

Spe

cific

low

-end

-torq

ue /(

Nm

*min

/l)

Specific power /(kW/l)


Trend: − Further downsizing − High specific power & LET

Several high performance engines in development at FEV

Boosting system is key component

1-stage boosting limited

2-stage boosting to combine high specific power and low-end-torque (LET): − TC + eC − TC + TC − TC + SC

SCATTERBAND

Borderline TC engines MY2015

Borderline TC engines MY2008

𝑀𝑀𝑚𝑚𝑚𝑚𝑚𝑚𝑛𝑛𝐿𝐿𝐿𝐿𝐿𝐿𝑉𝑉𝐷𝐷

𝑃𝑃𝑚𝑚𝑚𝑚𝑚𝑚/𝑉𝑉𝐷𝐷

In development

Source: FEV


10

Technology Trends Hybridization / Electrification / Transmissions

Source: FEV


11

Technology Trends Vehicle Landscape: Automation, Shared Mobility and Connectivity

Shared Mobility Au

tom

ated

N

on-A

utom

ated

L1

L5

L0

Mobility-on-Demand (MOD) Vehicles

Personal Mobility

Premium Connected Automated Vehicles (CAV)

Conventional Vehicles

Source: FEV

https://bestcompany.com/car-sharing/company/enterprise-carshare/

https://bestcompany.com/car-sharing/company/city-carshare/

https://bestcompany.com/car-sharing/company/hailo/


12

Introduction

Development Trends


Summary

Agenda


13


Combustion Efficiency Improvements

Direct Injection (& Var. Charge Motion)

Variable Compression Ratio (VCR)

Miller/Atkinson Cycle

Cooled EGR

Controlled Auto-Ignition (CAI) Text

Electrification/Hybridization

Micro/Mild/Full Hybrid

PHEV

48V Infrastructure

Accessory (FEAD) Electrification

Reduction of Throttling Losses

Downsizing

Boosting

Cylinder Deactivation

Variable Valvetrain

Lean-burn Operation

Reduction of Parasitic & Idle Losses

Friction Reduction

Stop/Start

Advanced Thermal Management

Accessory (FEAD) Electrification

Source: FEV


14


Source: FEV


15

2-Step Variable Compression Ratio (VCR) Mechanism Background & Incentive


16

2-Step Variable Compression Ratio (VCR) Mechanism Design Features


17

2-Step Variable Compression Ratio (VCR) Mechanism Functionality


18

Development Trends Transmissions

‘Direct’ Transmission Efficiency Improvements

High Efficiency Oil Pumps

Minimized Open Clutches

Low-Loss Bearings/Seals/Gears

Low-Leakage Hydraulics

Low-Viscosity Oils Text

Development Path

‘Indirect’ Transmission Efficiency Improvements

Increased Number of Speeds

Increased Ratio Spread

Aggressive Torque Converter Lock-Up

Active Thermal Management

Transmission Types

Manual/AMT/DCT

Planetary Automatics

CVT

Hybrids

Source: FEV


19

Hybridization Architectural Alternatives

Increasing Degree of Hybridization/Electrification

Gear Box

Fuel Tank

Series-Hybrid

Battery Inverter

Electric Machine

HEV

Power Split-Hybrid

Parallel-Hybrid Parallel-Hybrid

Power Split-Hybrid

Series-Hybrid

Plug to Power net

Plug to Power net

Plug to Power net

Plug-In HEV

Electric Vehicle

Battery EV (BEV)

BEV with REX

Conventional ICE-Only Vehicle Plug-In (PHEV) Hybrid Electric Vehicle

(HEV)

Battery EV (EV)

Source: FEV


20

Development Trends Fuels and Lubricants

Spark Ignition Engine Fuels

Low octane fuels

10% Ethanol content

LPG

CNG

Etc. Text

Lubricants

Low viscosity

High temperature stability

Additive packages

‘Fill for life’ (transmission & axles)

Etc.

Other Potential Fuels Alcohols (Methanol, Ethanol, etc.)

2nd gen. biofuels

Tailor-made fuels

Biodiesel

Etc.

Diesel Engine Fuels

Low cetane fuels

Nationwide quality fluctuations

Availability

Cost disadvantage

Etc.

Source: FEV


21

Introduction

Development Trends


Summary

Agenda


22

Summary

The industry is facing multidimensional challenges from a legislative, economic and societal perspective. Technical solutions must satisfy all of these requirements to succeed in the marketplace.

Technologies to meet future requirements are either already available or under development. However, different markets have different requirements and hence different technical solutions.

Due to these requirements, the variability of different powertrain types will continue to increase resulting in the need to also adapt fuels and lubes accordingly.

A ‘one fits all’ solution becomes more and more unlikely due to the vast differences among the different powertrains and the way they will be used in the market.

The main challenge remaining is to develop a cost efficient powertrain portfolio that meets legislative requirements and is accepted by the customer despite fluctuating fuel prices.

HIGH PERFORMANCE ENGINE VEHICLE AND POWERTRAIN …Sep 28, 2016 · Transmissions ‘Direct’...

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Transcript of HIGH PERFORMANCE ENGINE VEHICLE AND POWERTRAIN …Sep 28, 2016 · Transmissions ‘Direct’...