p10 slides spicher
TRANSCRIPT
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Developments of internal combustion engines – impact on powertrains
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Contents
• Introduction
• Fuel consumption: NEDC – Real world consumption
• Development trends
– Direct injection, boosting, downsizing– Downspeeding– Fluctuation of both crank shaft revolution and powertrain– Cylinder number deactivation
• Conclusions
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Development of specific power
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Fuel consumption: Real world vs. NEDC
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Number of passenger cars according to power class in Germany
Rat
e [%
]
0
10
20
30
40
50
60
70
80
Year
2001
2002
2003
2004
2005
2006
2007
2008
2009
<55kW 55kW - 120kW >120kW
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Compression ratio and specific power outputof SI engines
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
To compensate the reducedpower output → Boosting
Boosting
Principle of downsizing
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Boosting strategies
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
All engines with 110 kW rated power and 200 Nm torq ue
1.0 l „strong downsizing“ 200 Nm/l, 110 kW/l
2.0 l „naturally aspirated engine“100 Nm/l, 55 kW/l
1.5 l „moderate downsizing“133 Nm/l, 73 kW/l
engine speed [rpm] →
BM
EP
[bar
] →Fuel consumption engine maps of different downsizing concepts
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Downspeeding, increase of transmission spread
C
B
A
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
0 90 180 270 360-90-180-270-360crank angle (CAD)
0
20
40
60
80
100cy
lind
er p
ress
ure
(b
ar)
1750
1850
1950
2050
1650
1550
1450
eng
ine
spee
d (
rpm
)
set engine speedspark timing
Variation of crank shaft revolution, pressure trace : n = 1750 rpm, T = 360 Nm, IMEP = 23 bar
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
0 90 180 270 360-90-180-270-360crank angle (CAD)
0
50
100
150
200
250
cylin
der
pre
ssu
re (
bar
)
1750
1850
1950
2050
1650
1550
1450
eng
ine
s pee
d (
rpm
)
mean engine speedengine speed in the showed cycleset engine speedspark timing
Variation of crank shaft revolution, pressure trace : n = 1750 rpm, T = 360 Nm, IMEP = 23 bar
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
6 cylinders
4 cylinders Torque [Nm]
Torque [Nm]
[°CA]
[°CA]Same nominal torque for both engines
Torque fluctuations with different cylinder numbers
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Influence of reduced number of cylinders
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Strategies of cylinder deactivation
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Conclusions
• Development of ICE will be mainly driven by reduction of fuel consumption and exhaust emissions
• Development trends: SI engines, Diesel engines
– High pressure direct injection– Downsizing and downspeeding, increase of power density– Boosting, 2-stage boosting– Variable valve trains and other variabilities (i.e. compression ratio)– Cylinder deactivation
• Modification of overall transmission ratio spread
• Intensive research and development (engine and transmission together) is still necessary
10th International CTI Symposium, December 2011, Berlin - U. Spicher, Prof. Dr.-Ing., Karlsruhe Institute of Technology -
Thank you very much for your attention