MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 2
Contents
Motivation
State of the Art
Technology for Further Improvements
Engine Technology vs Electrical Technology
Conclusions
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 3
Contents
Motivation
State of the Art
Technology for Further Improvements
Engine Technology vs Electrical Technology
Conclusions
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Fuel Consumption / CO2 Targets
Globally, Fuel Consumption targets
ever decreasing
Annual reductions of ~2% required on
top of already mature & developed
technology
Converging towards 95g/km from
2020
(...& shortly afterwards for America!)
...and ever onwards
Future Opportunities for Gasoline Engine Development
4
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 5
Contents
Motivation
State of the Art
Technology for Further Improvements
Engine Technology vs Electrical Technology
Conclusions
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Current Situation in Europe
Survey of EU gasoline
vehicles from the MAHLE
database
Clear gradient of vehicle
mass effects
Empirical “Best-in-class”
gradient = 0.1 gCO2 / kg
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Fuel Consumption Legislation - EU
Gradient shallower than
actual trends for vehicle
weight
2020 Limit Value gradient
= 0.27 gCO2 / kg
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Benchmark case – Audi
De-throttling & hybridisation
2014 vehicle examples
Technology for 2015 target
Cam Profile switching
Stop-start
8 speed
Aggressive regeneration
Smart charging
1.4 TFSI – 50% deac.
2.0 TFSI only used as
Hybrid (A6-A8)
– 40kW electric motor
+ HV Li battery
A3
1.4 TFSI
DVVT
50% deac
7-speed
Start-stop
Regen +
Smart
charging
A4
1.8 TFSI
DVVT
Wide gear
range
Start-stop
Regen +
Smart
charging
A6
2.0 TDI
6 speed
Start-stop
smart
charging
A6
2.0 TFSI
Profile
switching
8 speed
Start-stop
40kW
hybrid
Regen +
smart
charging
A8
2.0 TFSI
Profile
switching
8 speed
Start-stop
40kW
hybrid
Regen +
smart
charging
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Benchmark case – Mercedes Benz
Lean combustion & EGR
2014 vehicle examples
Technology aimed at 2015
target
1.6 / 2.0 M270 / M274
– Cam Profile
switching
– Stop-start
– Lean burn & NSC
– Cooled HP EGR
– Smart charging
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A-B 180
1.6 GDI
Profile
switching
Stop-start
Stratified
Lean
Cooled
EGR
Smart
charging
C-200
2.0 GDI
Profile
switching
Stop-start
Stratified
Lean
Cooled
EGR
Smart
charging
E-Class
2.0 GDI
Profile
switching
Stop-start
Stratified
Lean
Cooled
EGR
Smart
charging
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Benchmark case – MAHLE Concept
Engine Downsizing
Downsizing example:
Technology demonstrator
in 2006
1.2 litre I3, 120kW, 286Nm
– 50% downsized
– 30 bar BMEP
– DVVT
Upgrade potential
– Gear optimisation
– Increased CR
– Friction reduction
– Miller cycle / EGR
MAHLE DI3
1.2 DVVT
Aggressive
downsizing
6 speed
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Benchmark case – Ford Fiesta 1.0 Ecoboost
Engine Downsizing
2014 vehicle examples:
998cc I3
– 30% downsized
– 24 bar BMEP
– DVVT
Fiesta with
0.998cc
Ecoboost
engine
Moderate
downsizing
Start-Stop
Smart
Charging
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Benchmark case – Peugeot 308
Downsizing & Lightweighting
2015 vehicle examples:
1199cc I3 “PureTech”
– 25% downsized
– 16 bar BMEP
– GDI
– DVVT
308
Moderate
downsizing
140kg
weight
reduction
Start-Stop
Smart
Charging
e-PAS
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Benchmark case – Suzuki Swift
lightweight, “Dualjet” & revised gearing
2015 vehicle examples:
1242cc I4 “Dualjet”
– 12 bar BMEP (NA)
– PFI*
(best combination of
PFI & GDI)
– Reduced friction
– Reduced weight
– Re-tuned for torque
– Taller gearing
Swift SZ4
Dualjet
Reduced
friction
& weight
Start-Stop
Taller
gearing
Re-tuned
for torque
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Current State of the Art - Conclusions
Limit value curves don’t
match gradient of vehicle
trends
Increased vehicle weight =
greater technology effort
Hybridisation likely to be
needed to meet 2020
targets above ~1550kg
Cost-benefits depend on
vehicle, market sector &
weight
Typical Technology Level Required
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Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 15
Contents
Motivation
State of the Art
Technology for Improved Efficiency
Engine Technology vs Electrical Technology
Conclusions
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Technology for Further Improvements
Further Improvements can come from:
Reduced Pumping
Reduced Friction
Improved
Thermodynamics
• Variable Valve Control
• Downsizing / Deactivation
• External EGR
• Lean Combustion (de-throttling)
• Oil Circuit optimisation
• Fast warm-up
• Mechanical component design
• Advanced tribology
- Large benefit at light load
- Can only de-throttle once
- Reduced significance for
downsized engines
- Smaller benefits available
- Detail design studies
- Most significant at lighter
load
- Small improvements
available
- More significant at high-
load
- Lean combustion needs
EGATS & low sulphur fuel
• GDI / HP PFI
• Increased / variable CR
• Miller cycle
• Lean combustion (gamma & heat)
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Future Opportunities for Gasoline Engine Development
-6%
-12%
-3%
-12%
-5%
-3%
-3%
-1%
-3%
-6%
-3%
Potential benefit
seen on NEDC (over DVVT N/A baseline)
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 17
Contents
Motivation
State of the Art
Technology for Further Improvements
Engine Technology vs Electrical Technology
Conclusions
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 18
Development Direction
Electrical
Technology
Engine Technology
48 V
systems
& Energy
Storage
increase
Plug-In
Stop-Start
& smart
charging
150 125
100
75
Inlet
VVT Dual
VVT GDI /
HP
PFI
EGR Switching
cam
profile /
FVVL
Miller
cycle /
Lean
Burn
Reduced engine
operating region
Energy
Recovery
Reduced
losses
“Green Energy”
supplement
(Rule 101)
Typical “C” class vehicle
Grams CO2 / km (NEDC)
Small
Vehicles
<1350 kg
Larger
Vehicles
>1500 kg
Electric
drive
Cost &
Weight
Penalty
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE 19
Contents
Motivation
State of the Art
Technology for Further Improvements
Engine Technology vs Electrical Technology
Conclusions
Future Opportunities for Gasoline Engine Development
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 © MAHLE
Conclusions
Gasoline Engine technology is very mature
– Inefficiencies are well understood
Complete de-throttling technology exists
Law of diminishing returns is dominant
Main engine focus: efficient downsizing
– Maintaining high-load efficiency (combustion phasing)
– Efficient boosting
– Improved transient response
Ubiquitous focus on:
– Weight reduction
– Friction reduction
– Increased compression (expansion) ratio
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Future Opportunities for Gasoline Engine Development
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