extreme downsizing for gasoline...

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

LCV Cenex 2016

Dr.-Ing. R. Tharmakulasingam, Dr.-Ing. T. Uhlmann, Dr.-Ing. H. Baumgarten, Dipl.-Ing. B. Franzke,

Dr.-Ing. J. Scharf, Dr.-Ing. M. Thewes, Dr.-Ing. G. Birmes

EXTREME DOWNSIZING FOR GASOLINE ENGINES

FUN TO DRIVE WITH EXTREMELY LOW EMISSIONS

Millbrook, 15.09.2016

Extreme downsizing for Gasoline Engines – Motivation & Challenges

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

Majority of current automotive fleet shows spec. power from 50-60 kW/l

High performance segments have small market shares

Yet the production forecast for the high performance segment is significant

Histogram of Gasoline*) Engine vehicles produced in 2015// Development of High Performance Engines (2015-2022)

LCV Cenex 2016, Tharmakulasingam, FEV GmbH 2

Development of specific power


Source: LMC Automotive, FEV Consulting *) Including Flex Fuel (Ethanol), CNG and LPG Applications

70.553

> 90

1.427

> 80

2.993

> 70

5.460

> 60

10.437

>= 50

35.221

<50

14.478

total

107

20

15

pro

du

ction

rate

x1

03

> 100 > 110

430

total <80 kW/l 80 - 100 kW/l >100 kW/l

+3,0%

‘22

86.743

‘15

70.553

ICE specific power / kW/L

+2,2%

‘22

76.247

‘15

65.596 +11,1%

‘22

9.263

‘15

4.421

+12,6%

5361.233

‘15 ‘22

13% annual growth of

high performance

engines (>100kW/l)


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

High interest in engines with increased specific power over 200 kW/l parallel to main trend (major volume of engines downsized up to 100 kW/l)

Trend at FEV


NA engines 1-stage boosted engines 2-stage boosted engines Motorcycle engines under development at FEV



96

97

98

99

100

101

100 110 120 130 140 150 160 170 180

Norm

.NE

DC

Fu

el

Con

su

mption

/ %

Specific Power / kW/l

1 3 5

9 12

25

40

0

10

20

30

40

50

Con

su

mer

tax

rate

/ %

Motivation for High Performance Taxation - Modularization - Fuel Consumption - Weigth/Package

0 1 1,5 2 2,5 3 4 Engine displacement / l

< 1.5 l TCDI in B-Segment < 4.0 l TCDI in Supersport

0

100

200

300

400

500

600

700

800

1 2 3 4 5 6 7 8 9

En

gin

e p

ow

er

/ k

W

Cylinder number / -

TC 2 Stage TC 1 Stage NA


100

120

140

160

180

200

220

0,6

0,8

1,0

1,2

1,4

2 3 4 5 6 7 En

gin

e m

ass

/ kg

Po

we

r to

we

igh

t ra

tio

/

kg/k

W

Cylinder number / -

Weight with 240 kW

4 LCV Cenex 2016, Tharmakulasingam, FEV GmbH 2


Challenges of High Performance Transient Response

150

200

250

300

350

400

450

500

100020003000400050006000

To

rqu

e / N

m

Engine Speed / 1/min

TC 90 kW/l TC 140 kW/l

0

10

20

30

40

50

60

70

80

90

100

1500 2000 3000 4000

Norm

al.

Tim

e-t

o-T

orq

ue

(90

% )

/ s




90 kW/l

100 kW/l

110 kW/l

120 kW/l

130 kW/l

140 kW/l

0

20

40

60

80

100

120

Norm

.T

C R

oto

r I

ne

rtia

/ %

TC 140 kW/l

TC 90 kW/l



FEV High Performance Demonstrator Vehicles

Innovative EGR Concept for Low Fuel Consumption

Alternative Boosting Concept

Summary & Outlook

Extreme downsizing for Gasoline Engines – Content

Content



FEV Boosting Demonstrator Vehicle Illustration of Different Boosting System Architectures

TC + eC TC + TC

Extreme downsizing for Gasoline Engines – FEV High Performance Demonstrator Vehicles



Illustration of Different Boosting System Compressor Maps

eC Map

1,0

1,5

2,0

2,5

3,0

3,5

4,0

0 10 20 30 40 50 60 70 80 90 100

Normal. Corr. Mass Flow Rate / %

eC Boosting TC Boosting

Total

TC 140 kW/l

1,0

1,5

2,0

2,5

3,0

3,5

4,0

0 10 20 30 40 50 60 70 80 90 100

HP TC LP TC

LP Stage

LP Stage

Total

Normal. Corr. Mass Flow Rate / %


Com

pre

ssio

nP

ressu

reR

atio

p2t/p

1t

Com

pre

ssio

nP

ressu

reR

atio

p2t/p

1t



eC – TC – CAC

Surge behavior

Package

TC – CAC – eC

Low-end-torque

Transient performance

Package

TC – eC – CAC

Low-end-torque

Transient performance

Package

Illustration of Different Boosting System Architectures

Assessment of eC position


eC – TC – CAC TC – CAC – eC TC – eC – CAC

Abbreviations:

eC: electric Compressor TC: Turbocharger CAC: Charge Air Cooler

✚

✚✚

−

✚

−

✚✚

✚



Optimum interaction between eC and TC

Compact package of BorgWarner eBooster leads to

Optimal design of airpath

Low pressure losses

Improved performance

No changes on the vehicle structure with given solution

Illustration of Final Variant of TC with eCompressor (eC)

Summary TC - eC - CAC Layout

eBooster

Turbocharger Air Filter

Air Bypass

Passive Shut-Off Valve




Illustration of Different Boosting System Architectures eCompressor Results


0

10

20

30

40

50

60

70

80

90

100

1500 2000 3000 4000

Norm

al.

Tim

e-t

o-T

orq

ue

(90

% )

/ s


TC 140 kW/l TC 90 kW/l TC+eC






Summary & Outlook


Content



85%

90%

95%

100%

105%

0 5 10 15 20 25 30

No

rma

lize

dB

SF

C

External EGR / %

Innovative EGR Concept for Low Fuel Consumption Effect of cooled EGR on BSFC and Nox-Emissions

Cooled EGR

Extreme downsizing for Gasoline Engines – Innovative EGR Concept for Low Fuel Consumption

10

15

20

25

30

0 5 10 15 20 25 30

Pe

ak

Pre

ssu

reP

ositio

n/ °C

A

External EGR / %

00,20,40,60,8

11,2

0 5 10 15 20 25 30

No

rm. N

OX

Em

ssio

n

External EGR / %

Potential 2-% Points

Test bench limit

Vehicle limit

Engine Speed = 2000 1/ min, Engine Load = 12 bar



Innovative EGR Concept for Low Fuel Consumption Fresh Air Bypass

Fresh Air Bypass (FAB)

Extreme downsizing for Gasoline Engines – Innovative EGR Concept for Low Fuel Consumption

10

20

30

40

50

Time / s0 2 4 6

EGR rate in cylinder / %

0

10

20

30

40EGR rate in

intake system / %

-25

0

25

50

Time / s0 2 4 6

EVC

IVO

IVO & EVC / ° CA ATDC

0

5

10

15

20BMEP / bar

Without FABWith FAB + 15 %-P EGR

- 2 %-P BSFC

Engine Speed = 2000 1/ min, Engine Load = 12 bar idle






Summary & Outlook


Content




150

200

250

300

350

400

450

500

1000 2000 3000 4000 5000 6000

To

rqu

e / N

m


TC 90 kW/l TC 140 kW/l TC+eC

90 kW/l

100 kW/l

140 kW/l

110 kW/l

120 kW/l

130 kW/l

Extreme downsizing for Gasoline Engines – Alternative Boosting Concept




150

200

250

300

350

400

450

500

1000 2000 3000 4000 5000 6000

To

rqu

e / N

m



TC+eC eTC

90 kW/l

100 kW/l

140 kW/l

110 kW/l

120 kW/l

130 kW/l




1,0

1,5

2,0

2,5

3,0

3,5

4,0

0 10 20 30 40 50 60 70 80 90 100

Com

pre

ssor

Pre

ssu

reR

atio p

2t/p

1t

/ -

Normal. Corr. Mass Flow Rate ṁcor,C

/ %



TC full load engine operation below LET

Limit of eTC operation due to surge line

eTC





Bypass valve for

both directions

1,0

1,5

2,0

2,5

3,0

3,5

4,0

0 10 20 30 40 50 60 70 80 90 100

Co

mp

resso

rP

ressu

reR

atio p

2t/p

1t

/ -

Normal. Corr. Mass Flow Rate ṁcor,C

/ %

TC full load engine operation below LET

Dual FAB scavenging effect

eTC and Dual FAB




150

200

250

300

350

400

450

500

1000 2000 3000 4000 5000 6000

To

rqu

e / N

m


TC 90 kW/l TC 140 kW/lTC+eC eTCeTC+FAB

90 kW/l

100 kW/l

140 kW/l

110 kW/l

120 kW/l

130 kW/l

0

10

20

30

40

50

60

70

80

90

100

1500 2000 3000 4000

No

rma

l.T

ime

-to

-To

rque

(90

% )

/ s


TC 140 kW/l TC 90 kW/l TC+eC eTC+FAB


+ 135 Nm with eTC+FAB compared eTC only to






Summary & Outlook


Content



Summary

Trend towards high performance will continue (+13 % annual growth until ‘22)

eCompressor leads to improvement of transient performance up to 80 %

FEV Fresh air bypass (FAB) leads to real drive BSFC improvement up to 2 %

FEV Dual FAB enables usage of eTC at low engine speeds without surge limitation

The combination of eTC and FEV Dual FAB shows potential for improved transient behavior at high engine speeds

Acknowledgements: The Authors would like to thank BorgWarner Turbo System and

AMG for their outstanding support during this project.

Extreme downsizing for Gasoline Engines – Summary & Outlook



Thank you for your attention

Contact person: Dr. Georg Birmes ([email protected])

Book your personal test ride!

Extreme downsizing for Gasoline Engines – Summary & Outlook


extreme downsizing for gasoline...

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