Future Opportunities for Gasoline Engine
Development
Paul Freeland
February 2015
1
© MAHLE
Future Opportunities for Gasoline Engine Development
Contents
2

Motivation

State of the Art

Technology for Further Improvements

Engine Technology vs Electrical Technology

Conclusions
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Contents
3

Motivation

State of the Art

Technology for Further Improvements

Engine Technology vs Electrical Technology

Conclusions
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Fuel Consumption / CO2 Targets
Globally, Fuel Consumption targets
ever decreasing
Annual reductions of ~2% required on
top of already mature & developed
technology
Converging towards 95g/km from
2020
(...& shortly afterwards for America!)
...and ever onwards
4
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Contents
5

Motivation

State of the Art

Technology for Further Improvements

Engine Technology vs Electrical Technology

Conclusions
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Current Situation in Europe
6
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014

Survey of EU gasoline
vehicles from the MAHLE
database

Clear gradient of vehicle
mass effects

Empirical “Best-in-class”
gradient = 0.1 gCO2 / kg
© MAHLE
Future Opportunities for Gasoline Engine Development
Fuel Consumption Legislation - EU
7
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014

Gradient shallower than
actual trends for vehicle
weight

2020 Limit Value gradient
= 0.27 gCO2 / kg
© MAHLE
Future Opportunities for Gasoline Engine Development
Benchmark case – Audi
De-throttling & hybridisation
A3
1.4 TFSI
DVVT
50% deac
7-speed
Start-stop
Regen +
Smart
charging
A4
1.8 TFSI
DVVT
Wide gear
A6
range
2.0 TDI
Start-stop 6 speed
Regen + Start-stop
Smart
smart
charging charging
A6
2.0 TFSI
Profile
switching
8 speed
Start-stop
40kW
hybrid
Regen +
smart
charging
A8
2.0 TFSI
Profile
switching
8 speed
Start-stop
40kW
hybrid
Regen +
smart
charging

2014 vehicle examples

Technology for 2015 target

Cam Profile switching

Stop-start

8 speed

Aggressive regeneration

Smart charging

1.4 TFSI – 50% deac.

2.0 TFSI only used as
Hybrid (A6-A8)
–
8
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
40kW electric motor
+ HV Li battery
© MAHLE
Future Opportunities for Gasoline Engine Development
Benchmark case – Mercedes Benz
Lean combustion & EGR
C-200
2.0 GDI
A-B 180 Profile
1.6 GDIswitching
ProfileStop-start
switching
Stratified
Stop-start Lean
StratifiedCooled
Lean EGR
Cooled Smart
EGR charging
Smart
charging
9
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
E-Class
2.0 GDI
Profile
switching
Stop-start
Stratified
Lean
Cooled
EGR
Smart
charging

2014 vehicle examples

Technology aimed at 2015
target

1.6 / 2.0
M270 / M274
–
Cam Profile
switching
–
Stop-start
–
Lean burn & NSC
–
Cooled HP EGR
–
Smart charging
© MAHLE
Future Opportunities for Gasoline Engine Development
Benchmark case – MAHLE Concept
Engine Downsizing

Downsizing example:

Technology demonstrator
in 2006

1.2 litre I3, 120kW, 286Nm
MAHLE DI3
1.2 DVVT
Aggressive
downsizing
6 speed

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MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
–
50% downsized
–
30 bar BMEP
–
DVVT
Upgrade potential
–
Gear optimisation
–
Increased CR
–
Friction reduction
–
Miller cycle / EGR
© MAHLE
Future Opportunities for Gasoline Engine Development
Benchmark case – Ford Fiesta 1.0 Ecoboost
Engine Downsizing
Fiesta with
0.998cc
Ecoboost
engine
Moderate
downsizing
Start-Stop
Smart
Charging
11
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014

2014 vehicle examples:

998cc I3
–
30% downsized
–
24 bar BMEP
–
DVVT
© MAHLE
Future Opportunities for Gasoline Engine Development
Benchmark case – Peugeot 308
Downsizing & Lightweighting
308
Moderate
downsizing
140kg
weight
reduction
Start-Stop
Smart
Charging
e-PAS
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MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014

2015 vehicle examples:

1199cc I3 “PureTech”
–
25% downsized
–
16 bar BMEP
–
GDI
–
DVVT
© MAHLE
Future Opportunities for Gasoline Engine Development
Benchmark case – Suzuki Swift
lightweight, “Dualjet” & revised gearing
Swift SZ4
Dualjet
Reduced
friction
& weight
Start-Stop
Taller
gearing
Re-tuned
for torque

2015 vehicle examples:

1242cc I4 “Dualjet”
–
12 bar BMEP (NA)
–
PFI*
(best combination of
PFI & GDI)
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MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
–
Reduced friction
–
Reduced weight
–
Re-tuned for torque
–
Taller gearing
© MAHLE
Future Opportunities for Gasoline Engine Development
Current State of the Art - Conclusions
Typical Technology Level Required
14
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014

Limit value curves don’t
match gradient of vehicle
trends

Increased vehicle weight =
greater technology effort

Hybridisation likely to be
needed to meet 2020
targets above ~1550kg

Cost-benefits depend on
vehicle, market sector &
weight
© MAHLE
Future Opportunities for Gasoline Engine Development
Contents
15

Motivation

State of the Art

Technology for Improved Efficiency

Engine Technology vs Electrical Technology

Conclusions
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Technology for Further Improvements
Further Improvements can come from:
Potential benefit
seen on NEDC
(over DVVT N/A baseline)

Reduced Pumping • Variable Valve Control

Reduced Friction • Oil Circuit optimisation

•
•
Thermodynamics •
•
16
•
•
•
•
•
•
Improved
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
Downsizing / Deactivation
External EGR
Lean Combustion (de-throttling)
-6%
-12%
-3%
-12%
- Large benefit at light load
- Can only de-throttle once
- Reduced significance for
downsized engines
-5%
Fast warm-up
-3%
Mechanical component design -3%
Advanced tribology
-1%
- Smaller benefits available
- Detail design studies
- Most significant at lighter
load
GDI / HP PFI
Increased / variable CR
Miller cycle
Lean combustion (gamma & heat)
- Small improvements
available
- More significant at highload
- Lean combustion needs
EGATS & low sulphur fuel
-3%
-6%
-3%
© MAHLE
Future Opportunities for Gasoline Engine Development
Contents
17

Motivation

State of the Art

Technology for Further Improvements

Engine Technology vs Electrical Technology

Conclusions
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Development Direction
Typical “C” class vehicle
Grams CO2 / km (NEDC)
Reduced engine
operating region
Electric
drive
Electrical
Technology
“Green Energy”
supplement
(Rule 101)
75
Plug-In
48 V
systems
& Energy
Storage
increase
Stop-Start
& smart
charging
100
125
150
Cost &
Weight
Penalty
Larger
Vehicles
>1500 kg
Energy
Recovery
Reduced
losses
Switching Miller
Inlet Dual GDI /
VVT VVT HP EGR cam cycle /
profile / Lean
PFI
FVVL Burn
Small
Vehicles
<1350 kg
Engine Technology
18
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Contents
19

Motivation

State of the Art

Technology for Further Improvements

Engine Technology vs Electrical Technology

Conclusions
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Conclusions

Gasoline Engine technology is very mature
–


20
Inefficiencies are well understood

Complete de-throttling technology exists

Law of diminishing returns is dominant
Main engine focus: efficient downsizing
–
Maintaining high-load efficiency (combustion phasing)
–
Efficient boosting
–
Improved transient response
Ubiquitous focus on:
–
Weight reduction
–
Friction reduction
–
Increased compression (expansion) ratio
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE
Future Opportunities for Gasoline Engine Development
Thank You
Danke sehr
Muchas Gracias
Mille grazie
Merci Beaucoup
有り難う
谢谢
21
MAHLE Powertrain Ltd., Paul Freeland, 24-January-2014
© MAHLE