future opportunities for gasoline engine development · © mahle paul freeland february 2015 future...

© MAHLE

Paul Freeland February 2015

Future Opportunities for Gasoline Engine

Development

1

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


Contents

Motivation

State of the Art



Conclusions


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


4


Contents

Motivation

State of the Art



Conclusions



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

6



Fuel Consumption Legislation - EU

Gradient shallower than

actual trends for vehicle

weight

2020 Limit Value gradient

= 0.27 gCO2 / kg

7



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

8



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

9

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



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

10



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

11



Benchmark case – Peugeot 308

Downsizing & Lightweighting


1199cc I3 “PureTech”

– 25% downsized

– 16 bar BMEP

– GDI

– DVVT

308

Moderate

downsizing

140kg

weight

reduction

Start-Stop

Smart

Charging

e-PAS

12



Benchmark case – Suzuki Swift

lightweight, “Dualjet” & revised gearing


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

13



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

14



Contents

Motivation

State of the Art

Technology for Improved Efficiency


Conclusions




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)

16


-6%

-12%

-3%

-12%

-5%

-3%

-3%

-1%

-3%

-6%

-3%

Potential benefit

seen on NEDC (over DVVT N/A baseline)


Contents

Motivation

State of the Art



Conclusions



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



Contents

Motivation

State of the Art



Conclusions



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

20


MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014 21

© MAHLE

Thank You

Danke sehr

Muchas Gracias

Mille grazie

Merci Beaucoup

有り難う

谢谢


future opportunities for gasoline engine development · © mahle paul freeland february 2015 future...

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