Pascal Tribotté

Renault SA

Brussels, June 2nd 2015

POWERFUL

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Project – general information

Project name: POWERtrain for Future Light-duty vehicles Coordinator: RENAULT s.a.s. represented by GIE REGIENOV Starting Date: 01.01.2010 Ending Date: 30.06.2014

Budget / Funding: 24.34 m€ / 13.49 m€

Funding from the European Union Seventh Framework Programme [FP7/2007-2011] under grant agreement n° 234032

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Main Partners Beneficiary Number *

Beneficiary name Beneficiary short name

Country Date enter project**

Date exit project**

1 (coordinator)

RENAULT s.a.s. represented by GIE REGIENOV RENAULT FR M 1 M 48

2 Volkswagen AG Volkswagen AG VW DE M 1 M 48

4 AVL List GmbH AVL AT M 1 M 48

5 FEV Motorentechnik GmbH FEV DE M 1 M 48

7 IFP-Institut Français du Pétrole IFP FR M 4 M 48

8 Le Moteur Moderne LMM FR M 1 M 48

9 Universidad Politécnica de

Valencia UPVLC ES M 4 M 48

10 Ceske vysoke uceni technicke v

Praze JBRC CZ M 1 M 48

11 ECOCAT Oy ECOCAT FI M 1 M 48

12 Rheinisch-Westfälische

Teschnische Hochschule Aachen RWTH-VKA DE M 1 M 48

13 Poznan University of Technology

Institut of Combustion Engines and Transport

PUT-ISSiT PL M 7 M 48

14 MAGNETI MARELLI POWERTRAIN SPA MM-PWT IT M 1 M 48

15 Universita' degli Studi di Genova UNIGE IT M 1 M 48

16 Fundación TEKNIKER TEKNIKER ES M 1 M 48

17 POLITECHNIKA LODZKA TUL PL M 1 M 48

18 European Community represented

by the European Commission – Directorate General Joint Research

Centre JRC BE

M 25 M 48

19 Centro Ricerche Fiat SCpA CRF IT M 1 M 48

20 DELPHI Diesel Systems S.A.S. DELPHI FR M 4 M 48

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1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2015 2020

CA

FE (g

CO

2/km

NED

C)

ACEA 2008 152g EU regulation CO2 = 130g

EU regulation CO2 = 95g ?

Target Customer requirements - CO2 check

A combination of technological solutions to achieve a CO2 ambitious target in 2020, versus Powerful “ICE powertrain only” solutions.

Typical technological combination :

Weight and SCx reduction + Powertrain improvement

+ Stop & start and hybridization Powerful targets

SOP vs CO2

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Objectives

Delivery of 3 advanced engine concepts : V1. An advanced four-stroke SI engine concept characterized by low-

cost / low emissions V2. An advanced four-stroke CI engine concept able to run also on new

tailored fuels and integrating the LTC (low temperature combustion) mode in the CI combustion system

V3. An advanced two-stroke CI engine concept running on diesel fuel

and integrating the LTHC (low thermal homogeneous combustion) mode in the CI system.

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Objectives

These advanced engine concepts will be accompanied by a transversal sub-project T1 taking care of the development of :

•  New simulation tools and methods describing the strong interactions between combustion systems and engine architecture

•  Means for reducing engine frictions and performing an intelligent energy management •  PEMS (Portable Emissions Measurement System) approach.

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Main results

q  The results are described in the excellent final report J

q  In the next slides, I picked up a few elements

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Main results SPV1

Most of SI engine « off the shelf » technologies were evaluated by SPV1 during the course of Powerful

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Main results SPV1

SPV1  engine  at  the  end  of  the  project  :  •  Increased  compression  ra.o  to  10.5:1  • Op.mized  RDE  Internal  Aerodynamics  • Cylinder  Head  Integrated  exhaust  Manifold  • New  intake  profile  for  Late  Intake  Valve  Closing  strategies  • Use  of  cooled  exhaust  gas  recircula.on  • Water  CAC  

• With  what  we  learnt,  the  «  natural  »  next  phase  is  :  •  Advanced  EGR      (CharM)  •  Advanced  SI  Lean  burn    (CharM)  •  Advanced  Miller  Cycle  (CharM)  

• CharM  was  pityfully  killed  during  H2020  phase  1  evaluaFon                (CRF,  VW,  GM,  RNO,  Ford,  FEV,  IFPEN,  ….)  

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Main results SPV2

Downsized Low-Thermal-Combustion, CI engine The  efforts  undertaken   in  SP  V2  by   the  partners  PUT,   FEV,  RWTH  Aachen,  Dinex-­‐Ecocat  and  Volkswagen,  were   focused  on  NOx  and  CO2   reduc.on  of  CI  engines  and  delivered  results  for  five  technological  areas:  

•  catalyst    •  EATS  with  onboard  reforming  •  rate  shaping  injector  •  Low  Temperature  Combus.on  with  or  without  alterna.ve  fuel  •  downsizing  CI  engine  

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Main results SPV2

Downsized Low-Thermal-Combustion, CI engine The  efforts  undertaken   in  SP  V2  by   the  partners  PUT,   FEV,  RWTH  Aachen,  Dinex-­‐Ecocat  and  Volkswagen,  were   focused  on  NOx  and  CO2   reduc.on  of  CI  engines  and  delivered  results  for  five  technological  areas:  

•  catalyst    •  EATS  with  onboard  reforming  •  rate  shaping  injector  •  Low  Temperature  Combus.on  with  or  without  alterna.ve  fuel  •  downsizing  CI  engine  

LNT SCR Slip  catalystH2+CO  dosing

LNT  bypass

Serial  exhaust  flaps

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Main results SPV2

•  The best NOx reduction was obtained using LTC

Test   Inertia  class  (lbs)   Method   CO2  (g/km)   NOx  (g/km)  NEDC   3500   Test  Bench   94,4   0,045  WLTC   3500   Test  Bench   99,6   0,053  RDC  soft   3500   Test  Bench   86,2   0,067  RDC  normal   3500   Test  Bench   95,1   0,099  RDC  aggressive   3500   Test  Bench   141,9   0,138  RDE  (w/o  PEMS)   4000   Public  Road  1   104  -­‐  139   0,056  –  0,250  RDE  (PEMS)   “4250”   Public  Road  2   126  -­‐  135   0,037  –  0,122  Tab.  2:  comparison  of  the  performed  test  cycles  

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Main results SPV3

description is detailed in table 1 :

Power, Torque 45 kW, 145 N.m Capacity 730 cm3 Maximum rpm, max power rpm 4000 rpm, 3500 rpm Bore x Stroke 76mm, 80,5mm Number of cylinder, number of valves 2 cyl, 4v per cyl Type of scavenge Poppet valve loop scavenge Injection 1800 bar, 10 holes; 80µ Boost T/C + Supercharger

Delphi DFI1.5

CH4

λ.CH4

Fresh air

Burnt gases

CH4

Fresh air

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Main results SPV3

•  Results :

•  Mechanical reliabilty is proven OK

•  LTHC worked, but with Gasoline.

•  2-Stroke combustion/ pollutants were proven not an issue

•  After-treatment is very favourable

•  Variable phase valve train is a « must »

•  Valve train friction is too high, still needs optimisation

•  T/C + S/C air loop was sorted out.

•  2-Stroke acoustic problems were sorted out.

•  Engine control was sorted out

•  2-Stroke testing methodologies were sorted out.

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Next steps SPV3

•  IGR & Trapping Ratio have to be improved to get better high load BSFC

•  REWARD project, started May 1st 2015

• Definition of a the best possible 2-Stroke Diesel architecture.

•  IGR < 10%

•  Variable phasing of intake or exhaust.

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Main results SPT1

•  Friction reduction and wear up-to-date models

•  New coatings were generated and characterised / tested

•  PEMS testing measurements developments

•  Binder between the different Sub-Projects

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Impacts

• GDI + VVA + T/C maximum downsizing potential for CO2 reduction.

•  CO2 reduction potential of downsized Diesel engine (with LTC)

•  CO2 reduction potential of two-stroke Diesel.

•  NOx reduction of an enhanced aftertreatment system.

•  Importance of fuel properties on future combustion processes.

• Methods for the assessment of various technologies using computer models and PEMS measuring devices

•  A comprehensive approach to friction reduction - design guidelines, new materials, surface coatings, lubricants, thermal management