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AVL Powertrain Engineering Inc.
POWERTRAIN STRATEGIES FOR THE 21ST CENTURY
July 22, 2015
Paul Whitaker
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Expertise
PowertrainEngineering
IntegratedPowertrain Solutions
AdvancedSimulation
Technologies
Instrumentation&
Test Systems
Three Divisions … One Globally Unique Company
AVL“Anstalt FuerVerbrennungskraftmaschinenList” (Institute For Combustion Engines)
3
AVL POWERTRAIN ENGINEERING AT A GLANCE
3750
7500
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• CVT • DCT• 8/9/10 Speed• …
• ECU Complexity • TCU Complexity•…
Increased Powertrain Diversity:The Five Basic Elements of the Future Powertrain
Battery
IC Engine
Electric Motor
Control System
Transmission
• Gasoline/diesel • Valvetrain• PFI/GDI• NA/Boosted• …
• Storage capacity • Energy density• Recharge time• ...
• Torque output• Voltage requirements• Efficiency• …
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• ECU Complexity• TCU Complexity•…
• Torque output• Voltage requirements• Efficiency• …
• Storage capacity• Energy density• Recharge time• ...
Battery
IC Engine
Electric Motor
Control System
Transmission
Increased Powertrain Diversity:The Five Basic Elements of the Future Powertrain
• CVT • DCT• 8/9/10 Speed• …
• Gasoline/diesel • Valvetrain• PFI/GDI• NA/Boosted• …
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Transmission
NA PFI Engine with9 Speed Automatic Transmission
Battery
IC Engine
Electric Motor
Control System
Increased Powertrain Diversity:The Five Basic Elements of the Future Powertrain
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Trac
tion
Forc
e -N
NA PFI6 speed AT
Fuel Economy Improvement By Transmission Measures
Energy consumed (WLTC)
BSFC < 240 g/kWh
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8
Trac
tion
Forc
e -N
NA PFI6 speed AT
NA PFI9 speed AT
BSFC < 240 g/kWh
Increased no. of gears
Fuel Economy Improvement By Transmission Measures
Energy consumed(WLTC)
BSFC < 240 g/kWh
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9
Turbo GDI Engine with 6 Speed Automatic Transmission
Battery
Transmission
Electric Motor
Control System
IC Engine
Increased Powertrain Diversity:The Five Basic Elements of the Future Powertrain
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Regional Market Share of Turbocharged Gasoline Engines
Share of Charged Engines - %
Japan
Europe
China North America
Source: IHS Q2/2013
Korea
• Share of boosted Gasoline engines will dramatically increase especially in Europe
• China higher share than US
• Various GDTI launches also in Japan
Downsizing / down-speeding based on boosted engines is already the main-stream technology for FE improve-ment
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Regional Market Share of GDI Engines
Share of GDI Engines - %
• Share of GDI will significantly increase in most major markets
• In Europe and US GDI will becomedominating
• China, Korea andJapan expected togain app. 40% by2020
Japan
Europe
China
North America
Korea
Source: IHS Q2/2013
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Fuel Economy Improvement With GasolineEngines - Turbocharging
BMEP
BSF
C
BMEP limit of
NA
Schematic
State-of-artCharged
CHARGING
NA
Turbocharged Engines
Extending area of low BSFC by Boosting and Downsizing
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Trac
tion
Forc
e -N
NA PFI 6 speed AT
Gen 2 TGDI6 speed AT
BSFC < 240 g/kWh
CHARGING
Fuel Economy Improvement With GasolineEngines - Turbocharging
Energy consumed(WLTC)
BSFC < 240 g/kWh
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Transmission
NA PFI Engine with VCT+ 9 Speed Automatic Transmission
Battery
IC Engine
Electric Motor
Control System
Turbo GDI Engine+ 6 Speed Automatic Transmission
Battery
Transmission
Electric Motor
Control System
IC Engine
Increased Powertrain Diversity:The Five Basic Elements of the Future Powertrain
Advanced Turbo GDI Engine+ 9/10 Speed Automatic Transmission + BSG with start/stop
Battery
Transmission
Electric Motor
Control System
IC Engine
2015 2020 and beyond
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500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500N [1/min]
BM
EP
4 c
yl [k
Pa]
0
2
4
6
8
10
12
14
16
18
20
22
24
240
250
260
260
270
270
270
270
300
300
300
330
330
360400
500700 1000
24
68
10
15
20
25
30
35 40
45 50 55 60 65 70 75 80
BSFC < 240 g/kWh
Evolution Of Turbocharged GDI
BSFC [g/kWh]
BMEP
BSF
C
Gen 2 TGDI
Miller CycleSchematic
Next generations of TGDI signifi-cantly extend sweet spot area
Engine Speed
BM
EPGen 3 TGDI
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1,6l TGDI; 104 kW/4500 rpm
Cooled Exhaust Manifold
Increased Compression Ratio
Miller Cycle
Cooled Forced EGR (HP)
Engine min. BSFC <210 g/kWh
90 g/km CO2 in NEDC Air mass flow meter
High Pressure EGR
Lambda sond
Throttle body
Turbo-charger
Boost pressure sensorElectric Supercharger
EGR / Air Rail
Non return valve
EGR valve
EGR cooler
AVL Patent Application
EGR / air rail
EGR / airfeed pipe Throttle
body flange
Miller TGDI DemocarGolf 7 HiEff
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Energy consumed(WLTC)
Miller TGDI6 speed AT
BSFC < 240 g/kWh
Gen 2 TGDI6 speed AT
BSFC < 240 g/kWh
refined enginetechnology
Evolution Of Turbocharged GDI
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Fuel Economy Improvement - Hybridization
Hybridization allows electric driving at low power requirements where the ICE would otherwise operate inefficiently
Recharging
+
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40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
2007 2008 2009 2010 2011 2012 2013 2014 2015
Spe
c. P
ow
er
[kW
/l]
GASOLINE Turbo DI – Global Engine Production vs. Specific Power
Development Trends TGDISpecific Power vs. Production Volumes
Units produced1 Mio
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Development Directions Gasoline Engines
Gasoline Engine
Mainstream 2013BSFCmin 235*)g/kWh
P = 60 - 90 kW /lBMEP = 17 - 25 bar
“Image / Top Performance“
ConceptsBSFCmin >230*)
g/kWh P = 110 - 180 kW /lBMEP = 28 - 30 bar
*) … 2l displacement
FE-ConceptsMiller+High CR+ext.EGRBSFCmin 200*)g/kWh
P = 65 - 80 kW /lBMEP = 17 - 20 bar
either - or
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100
150
200
250
300
350
400
450
4
6
8
10
12
14
16
18
20
22
24
26
28
30
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1000 2000 3000 4000 5000 6000 7000
Po
we
r -
HP
BM
EP -
bar
Engine Speed - rpm
BMEP AMG
BMEP FPT E-Boost
BMEP FPT LowPower
AMG
FPT E-Boost
FPT Low Power
AVL 2013 High Performance TGDI R&D200 hp/l Alfa Giulietta
1.75l GDI TC Fam B engine reinforced
Longer exhaust camshaft
K16 Monoscroll TC
Valeo Electric Supercharger (12V)
Flap Exhaust System
350 HP / 6500 rpm (148 kW/l)
410 Nm / 3500 rpm
Boostpressure
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AVL 2015 High Performance TGDI R&D200KW/L
1.75l GDI TC Fam B engine
Reinforced crankshaft, conrods, pistons
Revised valvetrain
Biturbo charging with dual compressor
Electric Supercharger (48V)
Flap Exhaust System
474 HP / 8000 rpm (200 kW/l)
416 Nm / 8000 rpm
PK
150
200
250
300
350
400
450
500
4
6
8
10
12
14
16
18
20
22
24
26
28
30
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1000 2000 3000 4000 5000 6000 7000 8000
Po
we
r -
HP
BM
EP -
bar
Engine Speed - rpm
BMEP
Power
Bi-turbo-1 stage expansion FG-turbine-2 stage compressors-Interstage cooling (LT-circ.)
e-m
Boost on demand (trans.)
-eSC (pre TC)
Catalyst „RDE-safe“-Small section / cat heating, low load-Big section / high power & speedsFlap controlled
BlowBy / PCV -Constant crankcasepressure control valve
AVL patent
Main CAC
interstageCAC
EX-line „controlled flow“-Acoustics vs. backpressure
CAC aftercooling-Air, water, iCAC: tbd with package
AVL patent
23
Variable Compression Ratio – Switchable Con Rod
AVL patent application
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Light-Duty DieselU.S. application will only become tougher due to more stringent emissions!
• Diesel has always been the benchmark for efficiency
• Tier 3/LEV 3 emissions will make diesel even more difficult to implement in the US− Costs will increase− Efficiency may reduceLEV III Fleet Average NMOG+NOx Standards
CooledEGR
DOC
T
pT
NOx
T NOx
SCR
Urea solution UREA
NH3
2000+ barFIE VGT
DPF
Fuel injection
NH3Cat
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Gasoline Powersplit Hybrid
Battery
IC Engine
Transmission
Electric Motor
Control System
Range Extended Electric Vehicle
Battery
IC Engine
Transmission
Electric Motor
Control System
Increased Powertrain Diversity:The Five Basic Elements of the Future Powertrain
Electric Vehicle
Battery
IC Engine
Transmission
Electric Motor
Control System
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CO2 Reduction – Sedan in WLTP
Base Engine: 1.4L, 4-cyl, TGDI, Start/stop, smart alternator control
116
CO
2 –
g/km
12011511010510095908580757065
88
75
1.4 TGDI State of Art
200 g/kWh 170 g/kWh
Engine needs tobe operated asclose as possibleto BSFC min
BSFC min needsto be improved
Additional measures required on the vehicle side
Significant technical challenges lie ahead
EU 2025**
**proposed upper limit
US 2025*
*passenger car
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www.avl.com
Thank You for Your Attention
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www.avl.com