HIGH PERFORMANCE ENGINE VEHICLE AND POWERTRAIN …Sep 28, 2016 · Transmissions ‘Direct’...
Transcript of 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
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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
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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
© by FEV – all rights reserved. Confidential – no passing on to third parties |
5
Introduction
Development Trends
Potential Game Changing Technologies
Summary
Agenda
© by FEV – all rights reserved. Confidential – no passing on to third parties |
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
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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
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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
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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)
Development Trends Gasoline Engines
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
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10
Technology Trends Hybridization / Electrification / Transmissions
Source: FEV
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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
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12
Introduction
Development Trends
Potential Game Changing Technologies
Summary
Agenda
© by FEV – all rights reserved. Confidential – no passing on to third parties |
13
Development Trends Gasoline Engines
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
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14
Development Trends Gasoline Engines
Source: FEV
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15
2-Step Variable Compression Ratio (VCR) Mechanism Background & Incentive
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16
2-Step Variable Compression Ratio (VCR) Mechanism Design Features
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17
2-Step Variable Compression Ratio (VCR) Mechanism Functionality
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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
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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
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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
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21
Introduction
Development Trends
Potential Game Changing Technologies
Summary
Agenda
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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.