ROLE OF LIGHT-DUTY DIESEL IN MEETING ... Presentations...turbocharger Reduction of the cumulated...

© by FEV – all rights reserved. Confidential – no passing on to third parties

2nd CRC Advanced Fuels and Engine Efficiency Workshop

Prepared for

COORDINATING RESEARCH COUNCIL, INC.

ROLE OF LIGHT-DUTY DIESEL IN MEETING2025 CAFE REQUIREMENTS

Livermore, CA, 2016-11-03H Nanjundaswamy, R Van Sickle, D Richtermeier, M Meli, J Deussen, T Szailer, T Wellmann, G Kolwich, M Franke, D Tomazic

FEV North America Inc., USA

© by FEV – all rights reserved. Confidential – no passing on to third parties |

LEV II diesel powertrains are marching ahead with over 30% higher fuel economy and 14% lower CO2 over comparable gasoline powertrain

2nd CRC Advanced Fuels and Engine Efficiency Workshop 2

CAFE & GREENHOUSE GAS – LEV II DIESEL OVER EQUIVALENT GASOLINE POWERTRAINS

Source: EPA

Passenger cars: 40% increase 40 56 mpg

Light-Duty Trucks: 37% increase 29.4 40.3 mpg

Cars and trucks combined: 40.5% increase 35.3 49.6 mpg

Passenger cars:31.2% reduction 212 143 g/mi

Light-Duty Trucks:32% reduction 295 203 g/mi

Cars and Trucks combined:33% reduction 243 163 g/mi

2017-2015 CAFE average fleet targets for LDT &PC

2017-2015 GHG average fleet targets for LDT &PC

Diesel Gasoline

CO

2 em

issi

ons

[g/m

i]

100

150

200

250

300

Footprint [ft2]30 40 50 60 70 80

CO2 limits passenger cars 2017 - 2025

- 31 %

- 31 %

2017

2025

2017

2025

CAF

E fu

el e

cono

my

[mpg

]

20

30

40

50

60

Footprint [ft2]30 40 50 60 70 80

CAFE fuel economy limits passenger cars2017 - 2025 Diesel

Gasoline

+ 40 %

+ 40 %


Upcoming SULEV 30 fleet average by 2025 demands a holistic approach, Shrinking OBD limits demands synergistic powertrain configuration


TAILPIPE AND OBD EMISSION DEMANDS

Source: CARB

Requirements for DPF Filtering Performance Monitor: Absolute PM threshold of 17.5 mg/mi for LEV III vehicles certified to 0.01 g/mi PM standard

Addition of PM and CO thresholds for aftertreatment monitors (NMHC Catalyst, NOx Catalyst,Catalyzed PM Filter NMHC Conversion, NOx Adsorber)

LEV III bins are the sum ofLEV II NMOG+NOx

More bins throughout the lowerNMOG+NOx emission levels toprovide greater flexibility incomplying with standards

FUL of 150k miles

SULEV30: 70% NMOG + NOXreduction from 2015


Current forecasts indicate Diesel powertrains will have a measurable market share by 2025


FORECAST OF US MARKET SHARES OF POWERTRAIN TYPES*

* based on analysis of 7 automakers accounting for 75% of US light duty vehicle marketSource: FEVSource: University of Michigan

Diesel micro hybrid share is expected to grow

2016 CAFE report as of September 2016 (U of M) shows fuel economy gains slowing down

Big opportunity for new key technology introduction to further increase the fuel economy

More diesel engines can help increase the average sales-weighted fuel economy

Last 3 years

Stagnation


With consumers attracted to drive bigger and high power vehicles, Diesel powertrains can help OE gain on CAFE numbers


USE DIESEL LOW END TORQUE AS A KEY ADVANTAGE TO MEET CONSUMER DEMANDS

Source: FEV

Fuel economy and cost of ownership is key for consumers

However with low fuel prices fun to drive has taken precedence

Diesel powertrains offering good low end torque can enable OE’s to fill the void

Significant opportunity for power delivery systems such as transmissions and driveline to maximize this benefit

Highlights


Over 10% improvement in overall powertrain losses shall be achieved to surpass the 2025 fuel economy targets


MID-SIZED DIESEL SEDAN PASSENGER CAR – CAFE 2025 REQUIREMENT

Source: IKA Aachen

Energy needed during a FTP-75 cycle: 7-8 MJ

Energy in 1 gallon of Diesel fuel : 141.57 MJ

2025 CAFE limit : 56 mi/gallon (Weighted result) 47.6 mi/gallon (@FTP-75)

Required Drive power efficiency: 23.5 %

Current Drive power efficiency : 10-15 % _________________________________________

Required overall loss reduction: 8.5 - 13.5 %

Efficiency balance

If losses cannot be compensated, the powertrain will need additional, emission free power sources


Single Stage VNTConventional Fixed

Valve TimingSingle looped EGR

Selective Catalytic Reduction

Conventional low pressure DEF dosing

systemDiesel Particulate

FilterDiesel Oxidation

Catalyst

Conventional Powertrain

Chain Driven Oil Pump/Coolant Pump

Air to Air Charge Air Cooler


Source: FEV

Engine Mechanical

Miscellaneous

Aftertreatment

Most of today’s diesel engines use conventional technologies

WIDELY USED ENGINE TECHNOLOGIES IN CURRENT MARKET

Solenoid Injectors (up to 2000 bar)

Aluminum piston


Production SI and CI Engines

Oil : 0W16-5W40Temperature: 90 °CComplete Engine - Crannktrain and Valvetrain- Oil and Water Pump- Unloaded Generator- Accessoy Drive Active

Friction AnalysisComplete Engine

FMEP

/ ba

r

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

2.2

2.4

Speed / rpm0 1000 2000 3000 4000 5000 6000 7000

Friction Analysis - Gasoline SI Friction Analysis - Diesel CI

Today’s Diesel engines have tremendous opportunity to reduce friction losses


PRODUCTION GASOLINE AND DIESEL ENGINE FRICTION COMPARISON

Source: FEV

There are several high yield solutions to minimize frictional losses that can be incorporated in future high volume diesel engines Downsizing Steel pistons Electrical accessories Tailored engine oils Roller bearings on cam Cylinder wall finish and

coating Offset crank VCR


DIESELHighlights

In part load operating points a compression ratio of 17:1 improves the fuel economy by approximately 2.5% compared to a compression ratio of 14:1

At the same time the HC and CO emissions (not shown) are significantly reduced.

Drop of exhaust temperature has to be taken into account for the layout of the aftertreatmentsystem.

VCR for engines with high specific power additionally improves fuel economy due to lower peak firing pressure and possibility to use small bearings and 0W20 oil.

Engine test bench results with 1.6 L HECS engine(1500 rpm / 3 bar bmep)

-2.5%

Spec

ific

HC

Em

issi

on /

g/kW

h

0123456

Specific NOx Emissions /g/kWh0.0 0.5 1.0 1.5 2.0

Spec

ific

PM E

mis

sion

/g/

kWh

0.0

0.2

0.4

0.6

0.8

1.0

BSFC

/g/

kWh

260265270275280285290

Specific NOx Emissions /g/kWh0.0 0.5 1.0 1.5 2.0

Exha

ust M

anifo

ldTe

mpe

ratu

re /

°C

265270275280285290295

EGR-variation with CR = 14 EGR-variation with CR = 17

Over 2.5% improvement in BSFC is achievable in part load operation with the use of Variable Compression Ratio (VCR)



Consideration to minimize cold start emissions slip and avoid continuous thermal management will improve fluid economy and emissions robustness


CHOOSING THE RIGHT AFTERTREATMENT IS KEY

Source: FEV

LEV III proposals

Aftertreatment architectures shall consider Minimize cold start emissions spread Avoid continuous thermal management Minimize DPF regeneration intervals Minimize Desulphurization events

Combine with DPF regeneration

Powertrain duty cycle consideration while designing the aftertreatment layout is crucial to maximize the emission benefit and minimize the penalty on fuel economy (fluid economy)

0

20

40

60

80

100

DOC‐DPF‐SCR LNT‐DPF‐SCR LEVIII

NOx Em

ission

[%]

‐15%Hot

Cold Cold

Hot

Total

‐30%


An approximately 40% emissions spread reduction opportunity exists in optimum handling of gas exchange across engineControl system architecture is a key


CONTROL AND EMISSION SPREAD REDUCTION

Source: FEV

Fuel economy can also profit from more defined controls

Targ

etC

urre

nt

Eng

ine

out f

requ

ency

of o

ccur

renc

e [%

]

01234567

Tailpipe NOx Emission Engine out NOx Emission

Tailp

ipe

frequ

ency

of o

ccur

renc

e [%

]

010203040506070

NOx Emission [g/mi]0.0 0.2 0.4 0.6 0.8 1.0


E-charger can help stabilizing gas exchange across engine to improve fuel economy during transient torque demands

LOAD STEP AT 2000RPM

Fuel economy Observations

Shorter time to full load

Lower pressure difference over the engine

Faster acceleration of the turbocharger

Reduction of the cumulated fuel mass burned

With the higher air-fuel-ratio, the peak in the soot can be reduced drastically, resulting in a 50% in cumulated soot

Source: FEV



Variable valve train controls will benefit from optimum volumetric efficiency management throughout the engine operation and aid in exhaust heat up


Source: FEV


Low PM combustion systems are critical Fuel atomization, mixing,

lambda distribution Cylinder set strategy (Bowl,

head, fuel spray)

Enable improved EGR control strategies

Mild-Hybrid system (48V) can offer advanced functionalities like engine-off sailing and early start/stop Take advantage of transient

torque boosting

Minimize incidental events such as DPF regeneration, future diesel engines require engine out soot levels below 30 mg/mile


FUTURE DIESEL ENGINE EMISSIONS TARGET

Source: FEV

Highlights


Effective torque damping and smooth power delivery is critical to surpass consumer demands and efficiency needs


CRANKSHAFT TORSIONAL VIBRATION ENGINE TORQUE DAMPING FOR SMOOTH DELIVERY

Source: FEV

Downsizing with high power density increases the torsional vibrations

Efficient damping systems are crucial especially for Diesel engines

Diesel specific tailored transmission to take benefit of low speed torque for smooth launch performance

Highlights

0

1

2

3

4

5

6

7

8

Cra

nksh

aft T

orsi

onal

Fl

uctu

atio

n (d

egre

e C

A)

1000 1500 2000 2500 3000

- 2L Class, I-4 Engines- Full Load

Gasoline PFI

Diesel TDIGasoline GTDI

FEV Scatterband

More efficient combustion systems

2000 30001400 1600 1800 2200 2400 2600 2800 3200 3400 3600 3800rpm

Ampl

itude

(Pea

k to

pea

k°

100 200 300 400 500 600 700Hz

2000

3000

12001600

2400

34003800

rpm

Log °

100 200 300 400 500 600 700Hz

2000

3000

12001600

2400

34003800

rpm

Log °

Engine Flywheel Transmission Input

Engine out

Trans in


Fuel economy can be improved through combustion control to CA50; this also help attain robust combustion with wide variety of fuels


COMBUSTION CONTROL AROUND CA50; IMPACT ON EMISSIONS AND FUEL ECONOMY TESTED ON US06

Source: FEV

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

NOx THC CO

Base Combustion control

27.4

27.6

27.8

28

28.2

28.4

28.6

28.8

29

29.2

Fuel economy

Base Combustion control

Fuel economy [mpg]Engine out gaseous emissions [g/mile]

3.6%

impr

ovem

ent

© by FEV – all rights reserved. Confidential – no passing on to third parties | 17

1: TCO model assumptions: Driver annual mileage = 16,500 mil, Holder period = 5 years, Utility factor (PHEV) = 47%, Interest rate: 1.0 % 2: 4-cylinder inline, rated power = 136 kW, displacement = 2.5l, naturally aspirated, dual variable valve timing, port fuel injection, three way catalyst, automatic 6-speed transmission

2025 Diesel powertrain still finds competitive position over alternate options, Diesel fuel price influences total cost of ownership (TCO) greatly

DIESEL POWERTRAIN WITH ADVANCEMENTS TO ENGINE, AFTERTREATMENT WITH HYBRID TECHNOLOGY

17

30 40 50 60 70 80 90 100 110 120 130 140 150

$4

X+4k

X+5k

X+6k

X

X+1k

X+2k

X+3k

17

17

1615

14

1211

10

98 7

65

3

13

Reference

1

2

4

5 cycle fuel consumption in MPG Baseline:30 MPG (48 ft2)2

TCO

1in

‘000

$

# Technology strategies1 Mild downsizing & Miller & AT82 Strong downsizing & EGR & AT83 Mild downsizing & Lean combustion & AT84 Strong downsizing & Miller & VVL & VCR5 Strong downsizing & Miller & VVL & EGR

6 Strong downsizing & Miller & VVL & EGR & VCR & Cylinder deactivation

7 Atkinson & VVL & Cylinder deactivation & AT88 AT9/10 & Mild downsizing & Miller9 CVT & Mild downsizing & Miller

10 MHEV-P2 & Mild downsizing & VVL & Miller11 HEV-Powersplit & VVL & AT812 HEV-Powersplit & Mild downsizing & Miller13 PHEV-P2 (“x” kWh) & Atkinson14 PHEV-P2 (“2x” kWh) & Atkinson

15 2nd level vehicle measures & Mild downsizing & Miller & AT9/10

16 3rd level vehicle measures & Mild downsizing & Miller

17 2025 Diesel Midsize Car (Adv Cmb, Adv ATS, AT8)AT8 = automatic 8 speed transmissionEGR = Exhaust Gas Recirculation

VCR = Var. Compression RatioVVL = Var. Valve LiftATS = Aftertreatment system

Energy price based on 2025 EIA forecast:Gasoline (92 Ron) = 3.33 $/gallonDiesel price (High) = 4.00 $/gallonDiesel price (Low) = 3.00 $/gallonElectricity price = 12 $-cent/kWh

Compliance target1

DieselGasoline

$3



Current Diesel powertrain show significant fuel economy and CO2 emissions benefit over alternate powertrain configurations

Diesels still look competitive in 2025

With 48V hybrid systems the gains in GHG and fuel economy can be further enhanced

Widespread use of BioDieselderived from non-food source feedstock is also one of the enablers for Diesel usage for overall CO2 reduction

Diesel engines can play a major role in 2025 fuel economy targets while maintaining emissions compliance using proven technologies


DIESEL ENGINES HAVE TREMENDOUS OPPORTUNITY IN TECHNOLOGY ADVANCEMENTS

Source: FEV

Highlights

Thank You

ROLE OF LIGHT-DUTY DIESEL IN MEETING ... Presentations...turbocharger Reduction of the cumulated...

Documents

Transcript of ROLE OF LIGHT-DUTY DIESEL IN MEETING ... Presentations...turbocharger Reduction of the cumulated...