CENTRORICERCHEFIAT
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LEARNING FROM THE HISTORYTHE ROOTS OF THE FUTURE ARE IN THE PAST
AFTER MORE THAN 100 YEARS OF DEVELOPMENT THE MECHANICAL ENGINE TECHNOLOGIES HAVE REACHED AN ASYMPTOTIC STATE THROUGH A SLOW AND INCREMENTAL EVOLUTION.
DURING THE 70’s, UNDER THE ENVIRONMENTAL LEGISLATION PRESSURE, ELECTRONIC GASOLINE FUEL INJECTION WAS INTRODUCED IN ORDER TO CONTROL MORE PRECISELY THE WIDELY UNKNOWN COMBUSTION PROCESS.
IN THE FOLLOWING DECADES THE ELECTRONIC CONTROL OF COMBUSTION RADICALLY CHANGED THE RULES OF THE GAME, BOTH IN THE ENGINE TECHNOLOGY EVOLUTION AND IN THE MARKET.
TODAY THE ENGINE CAN BE DEFINED AS:
“A COMPUTER THAT CONTROLS THE COMBUSTION PROCESS AND DRIVES THE VEHICLES THROUGH A MULTI-CYLINDER ACTUATOR”
CENTRORICERCHEFIAT
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LEARNING FROM THE HISTORYTHE COMMON RAIL BREAKTHROUGH CASE STUDY - 1
ENGINE BREAKTHROUGH SYSTEMS ARE CONCEPTUALLY SIMPLE“The best way to inject the fuel is directly out of a fuel line kept under constant pressure” Rudolf Diesel “Die Entstehung des Dieselmotors” - BERLIN 1912
BUT TECHNOLOGICALLY COMPLEX (HIGH TECH ACTUATORS AND COMBUSTION CONTROL)
HIGH PRESSURE PUMP
EVOLUTION FROM HYDRAULIC SYSTEMS
HIGH PRESSURE PUMP
EVOLUTION FROM HYDRAULIC SYSTEMS
ENGINE CONTROL UNIT
EVOLUTION FROM GASOLINE
ENGINE CONTROL UNIT
EVOLUTION FROM GASOLINE
INNOVATIVE INJECTOR
WITH
HIGH TECH SERVOVALVE
INNOVATIVE INJECTOR
WITH
HIGH TECH SERVOVALVE
INNOVATIVE COMBUSTION
CONTROL STRATEGIES
INNOVATIVE COMBUSTION
CONTROL STRATEGIES
CENTRORICERCHEFIAT
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LEARNING FROM THE HISTORYTHE COMMON RAIL BREAKTHROUGH CASE STUDY - 2
ENGINE BREAKTHROUGH SYSTEMS BECOME STANDARD IN THE INDUSTRY (MULTIPOINT INJECTION TECHNOLOGY – THREE WAY CATALYST – COMMON RAIL …) WHILE INTERMEDIATE TECHNOLOGIES, AFTER A LOWER PENETRATION, DISAPPEAR
THE PRESSURE OF ENVIRONMENTAL AND FUEL ECONOMY LEGISLATION PERIODICALLY GENERATES A TRANSIENT PHASE OF TECHNOLOGY INSTABILITY DURING WHICH VARIOUS DIFFERENT TECHNOLOGIES APPEAR IN THE SEARCH OF THE NEXT OPTIMAL, STABLE, TECHNOLOGICAL LEVEL
DI DIESEL FUEL INJECTION
1980 1990 2000 2010
MECHANICALPUMPS
ELECTRONICIN-LINE PUMPS
ELECTRONICROTARY PUMPS
HEUI
UNIT INJECTOR
COMMON RAIL
COMMON RAIL
DIESEL EMISSION TIGHTENING
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
DRIVERS OF THE ENGINE TECHNOLOGY IN THE NEXT DECADE (2005 – 2015)
ENVIRONMENTAL REQUIREMENTS
REDUCTION OF DIESEL PARTICULATE AND NOX EMISSIONS DOWN TO THE EURO 4 (2005) GASOLINE LEVELS (“FUEL NEUTRAL EMISSIONS”)
NEED FOR ULTRA-LOW EMISSIONS FOR URBAN VEHICLES IN CRITICAL METROPOLITAN AREAS
FUEL CONSUMPTION AND CO2 REDUCTION UNDER THE PRESSURE OF BOTH,
REGULATION (EUROPEAN CAFE) AND MARKET (FUEL COST)
PERFORMANCE AND DRIVEABILITY IMPROVEMENT (“FUN-TO-DRIVE”)
EMPHASIS ON INCREASE OF DYNAMIC LOW RPM TORQUE RATHER THAN HIGH RPM POWER
CENTRORICERCHEFIAT
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DIESEL TECHNOLOGY EVOLUTION
THE FAST AND INCREASING PENETRATION OF THE COMMON RAIL DIESELS INTO THE PASSENGER CAR MARKET CAN BE EXPLAINED BY:
THEIR SUPERIOR DYNAMIC TORQUE (COMMON RAIL & TURBOCHARGING) THE FUEL CONSUMPTION (-30%) AND CO2 (-20%) ADVANTAGE OVER GASOLINE
THE POWER AND TORQUE DENSITY WILL FURTHER INCREASE (UP TO 70kW/l)
HOWEVER
THE MAIN TECHNOLOGICAL CHALLENGE IS TO SATISFY FUTURE EMISSION LIMITS: EURO 5 (2010) AND EURO 6 (2015?)
ADOPTING DPF AS A STANDARD (PM) LEVERAGING ON FURTHER DEVELOPMENT POTENTIAL OF COMMON RAIL (PM & NOx) DEVELOPING LOW TEMPERATURE COMBUSTION TECHNOLOGY (NOx)
CENTRORICERCHEFIAT
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FURTHER DEVELOPMENT POTENTIAL OF COMMON RAIL
NEW HIGH TECH SERVO-ACTUATOR
RADICAL SIMPLIFICATION OF THEPRESSURE GENERATING CIRCUIT
(BASED ON 10 YEARS OF FIELD EXPERIENCE)
NEW 2-WAYS/2-POSITIONS PILOT VALVE:
REDUCED ANCHOR LIFT (<20 µm)
ONE-PART ARMATURE / SHUTTER
HIGH FLOW RATE WITH REDUCED ANCHOR LIFT
TDC +60°-60°
PILOT PRE MAIN AFTER
COMBUSTIONRATE
FUELLING
POST
FROM MULTIPLE INJECTIONS ….
….. TO MODULAR INJECTIONS
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LOW TEMPERATURE COMBUSTION TECHNOLOGY
FROM THE CURRENT TECHNOLOGIES …
….. TO LOW PRESSURE EGR &ELECTRONIC VALVE CONTROL
TECHNOLOGIES
AFM
EGRvalve
TCPre-cat
Cat
DPF
Swirl FlapsInlet
Throttle
EGRby-pass valve
VGT
Inte
rcoo
ler
Air cleane
rE
GR
coo
ler
EGRmixer
P/Tboost
AFM
Air cleane
r
TC
VGT
Inte
rcoo
ler
Cat DPF
ELECTRONIC VALVEELECTRONIC VALVECONTROLCONTROL POil
P/Tboost
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THE DIESEL TECHNOLOGY ROAD MAP
0 0.2 0.5
NOx Emission [g/km]
0
10
20
40
30
Red
uct
ion
of
CO
2 E
mis
sio
n
(%)
0.1 0.3 0.4
MULTIPLE INJECTION
(DPF)
DPF
EL. VALVE CONTROL
COOLED EGR
LOW PRESSURE EGR
2000
Euro 3Diesel
2005Euro 4Diesel
/ /
2010
Euro 6Diesel
REFERENCEGasoline PFI
Euro 4
Diesel DIPresent Production
Part. < 0.05
Part. < 0.025
Part.<0.005
Euro 5Diesel
2015
Part.<0.005
IMPROVED EGR COOLER
MODULAR INJECTION
DPF
(ADV. COMBUSTION)ADV. COMBUSTION
MODULAR INJECTION
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
SPARK IGNITION ENGINE TECHNOLOGY EVOLUTION
THE SPARK IGNITION ENGINE IN EUROPE HAS BEEN MARGINALIZED IN THE UPPER PASSENGER CAR SEGMENT BUT STILL HAS A LARGER SHARE OF THE MEDIUM-LOW SEGMENTS AND MAINTAINS SOME STRATEGIC ADVANTAGES
THE ROBUST AND LOW-LOST EMISSIONS CONTROL TECHNOLOGIES (3-WAY CATALYST) THE INTRINSIC COST ADVANTAGE OVER DIESEL, WHICH WILL BE FURTHER INCREASED
THE MAIN TECHNOLOGICAL CHALLENGE FOR THE SPARK IGNITION ENGINE IS TO REDUCE DRASTICALLY FUEL CONSUMPTION / CO2 EMISSIONS AND TO IMPROVE FUN-TO-DRIVE
WITH AN ADD-ON COST EQUAL / LOWER THAN WHAT NECESSARY FOR EMISSIONS CONTROL IN DIESEL ENGINES WHILE MAINTAINING THE INTRINSIC CHARACTERISTICS OF COMFORT AND LEVERAGING ON ITS POTENTIAL TO BURN LOW CARBON FUELS
SEARCH FOR A FUNDAMENTAL BREAKTHROUGH IN THE SPARK IGNITION ENGINE
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BACK TO BASICS
IN THE DIESEL COMBUSTION PROCESS THE KEY PARAMETER IS FUEL
IN THE SPARK IGNITION COMBUSTION PROCESS THE KEY PARAMETER IS AIR (AND THIS IS THE REASON FOR THE LEAN DIRECT INJECTION TECHNOLOGY FAILURE)
THEREFORE, THE NECESSARY BREAKTHROUGH MUST BE BASED ON THE DYNAMIC AND DIRECT AIR CONTROL, CYLINDER-BY-CYLINDER AND STROKE-BY-STROKE
ELECTRONIC INTAKE VALVE CONTROL
IN THE STRIKE BACK, GASOLINE ENGINES SHOULD ADOPT THE STANDARD WEAPON OF THE COMPETITOR
TURBOCHARGING AND LOWERED DISPLACEMENT
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
THE SPARK IGNITION TECHNOLOGY INSTABILITY
1990 2000 2010 2020
NATURALLYASPIRATED
MULTIPOINTPORT FUELINJECTION
THROTTLED
GDILEAN
TURBOCHARGING
CO2 EMISSION TIGHTENINGAND DIESEL FUN-TO-DRIVE COMPETITION
CO2 EMISSION TIGHTENINGAND DIESEL FUN-TO-DRIVE COMPETITION
GDI STOICHIOMETRIC
VARIABLECAM
PHASER
SWITCHABLETAPPETS
VALVETRONIC
TURBOCHARGEDENGINE
WITHELECTRONIC
VALVE CONTROL
PFI OR GDI
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
ELECTRONIC VALVE CONTROL TECHNOLOGY
ELECTRO-MECHANICAL ELECTRO-HYDRAULIC ELECTRO-MAGNETIC
VALVETRONIC UNIAIR ( R & D )
IN PRODUCTION SINCE 2001 AND IN EXTENSION TO ALL ENGINES
• FUEL ECONOMY < 8%• SIMULTANEOUS CONTROL OF ALL CYLINDERS• SLOW DYNAMIC RESPONSE• HIGH COSTS OF MANUFACTURING (TOLERANCES)
IN PRODUCTION SINCE 2001 AND IN EXTENSION TO ALL ENGINES
• FUEL ECONOMY < 8%• SIMULTANEOUS CONTROL OF ALL CYLINDERS• SLOW DYNAMIC RESPONSE• HIGH COSTS OF MANUFACTURING (TOLERANCES)
READY FOR INDUSTRIALIZATION
• FUEL ECONOMY ~ 12%• VALVE-BY-VALVE AND CYLINDER- BY-CYLINDER CONTROL• FAST DYNAMIC RESPONSE• COSTS SIMILAR TO VALVETRONIC
READY FOR INDUSTRIALIZATION
• FUEL ECONOMY ~ 12%• VALVE-BY-VALVE AND CYLINDER- BY-CYLINDER CONTROL• FAST DYNAMIC RESPONSE• COSTS SIMILAR TO VALVETRONIC
AFTER YEARS OF R & D STILL PRESENTS PROBLEMS OF NOT EASY SOLUTION:
• REMARKABLE ELECTRIC POWER REQUIRED• NVH – WEAR - RELIABILITY• NOT APPLICABLE TO DIESEL• VERY HIGH COSTS
AFTER YEARS OF R & D STILL PRESENTS PROBLEMS OF NOT EASY SOLUTION:
• REMARKABLE ELECTRIC POWER REQUIRED• NVH – WEAR - RELIABILITY• NOT APPLICABLE TO DIESEL• VERY HIGH COSTS
CENTRORICERCHEFIAT
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PME
CONSUMO [g/kWh ]
10 -15%
1.4 TCUNIAIR
>10
%
CONSUMO SPECIFICO
1.8 NAUNIAIR
1.8 NA“THROTTLED”
PME
CONSUMO [g/kWh ]
10 -15%
1.4 TCEVC
>10
%
CONSUMO SPECIFICO
1.8 NAEVC
1.8 NA“THROTTLED”
MEAN BMEP IN NEDC=
SPECIFIC FUEL CONSUMPTION
BMEP
“DE-THROTTLING”“DE-THROTTLING”
DYNAMIC AIR CONTROL
(TC + VALVES) TO MINIMIZE
RESPONSE TIME DURING TRANSIENTS
DYNAMIC AIR CONTROL
(TC + VALVES) TO MINIMIZE
RESPONSE TIME DURING TRANSIENTS
DE-THROTTLING AND DOWNSIZING
20 – 25% FUEL ECONOMY INCREASE
DE-THROTTLING AND DOWNSIZING
20 – 25% FUEL ECONOMY INCREASE
ELECTRONICVALVE
CONTROL
“ENABLINGTECHNOLOGY”
ELECTRONICVALVE
CONTROL
“ENABLINGTECHNOLOGY”
SMALL SIZE TURBOCHARGERSTROKE-TO-STROKE AIR CONTROL
IMPROVED TRANSIENT RESPONSE
SMALL SIZE TURBOCHARGERSTROKE-TO-STROKE AIR CONTROL
IMPROVED TRANSIENT RESPONSE
1
0.0 100 200 400
CY LINDER V OLUME [cc]
CY
LIN
DE
R P
RE
SS
UR
E [
ba
r]
P int
P exh
EVC
THR OTTLE
300
1
0.0 100100 200200 400
CY LINDER V OLUME [cc]
CY
LIN
DE
R P
RE
SS
UR
E [
ba
r]
P int
P exh
EVC
THR OTTLE
300300
THE TURBOCHARGED ENGINE WITH ELECTRONIC VALVE CONTROLTHE FUEL ECONOMY AND FUN-TO-DRIVE BENEFITS
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
1.8 - 2.0l NA
EVC ALLOWS TO INCREASE TORQUEDURING TRANSIENTS REDUCED BY:- TURBO-LAG- LOWER EFFECTIVE DISPLACEMENT
“DOWNSIZING“DOWNSIZING
Engine speed (rpm)
To
rqu
e(N
m) TC EVC
NA n.p.
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
1.8 - 2.0l NA
EVC ALLOWS TO INCREASE TORQUEDURING TRANSIENTS REDUCED BY:- TURBO-LAG- LOWER EFFECTIVE DISPLACEMENT
“DOWNSIZING“DOWNSIZING
Engine speed (rpm)
To
rqu
e(N
m) TC EVC
NA n.p.
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
1.8 - 2.0l NA
EVC ALLOWS TO INCREASE TORQUEDURING TRANSIENTS REDUCED BY:- TURBO-LAG- LOWER EFFECTIVE DISPLACEMENT
“DOWNSIZING“DOWNSIZING
Engine speed (rpm)
To
rqu
e(N
m) TC EVC
NA n.p.
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
50
100
150
200
1000 2000 3000 4000 5000 6000 7000Regime (giri/min)
Copp
ia (N
m)
NA n.p.
TC UNIAIR
1.8 - 2.0l NA
EVC ALLOWS TO INCREASE TORQUEDURING TRANSIENTS REDUCED BY:- TURBO-LAG- LOWER EFFECTIVE DISPLACEMENT
“DOWNSIZING“DOWNSIZING
Engine speed (rpm)
To
rqu
e(N
m) TC EVC
NA n.p.
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
ULTRA-LOW EMISSION PROPULSIONFOR URBAN TRANSPORTATION
AFTER THE FAILURE OF THE CONVENTIONAL ELECTRIC PROPULSION, AND WAITING FOR THE LONG TERM HYDROGEN OPTION, THE SPARK IGNITION NATURAL GAS ENGINE IS THE ONLY REALISTIC AND INDUSTRIALLY AVAILABLE SOLUTION FOR THE URBAN TRANSPORTATION ISSUES
THE TURBOCHARGED SPARK IGNITION ENGINE WITH ELECTRONIC VALVE CONTROL WILL LEVERAGE THE CHARACTERISTICS OF GASEOUS LOW CARBON FUELS (NATURAL GAS HYDROGEN)
PROPULSION SYSTEM WITH NEAR EZEV EMISSIONS AND ULTRA-LOW CO2 LEVELS
THE PROGRESSIVE INTRODUCTION OF NATURAL GAS ENRICHED WITH HYDROGEN ON PUBLIC TRANSPORTATION FLEETS REPRESENTS A SAFE AND REALISTIC TRANSITION TO HYDROGEN PROPULSION IN THE LONG TERM
CENTRORICERCHEFIAT
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ALTERNATIVE PROPULSION STATUS
HYBRID PROPULSION SYSTEMS
“NOT REALLY CONCEPTUALLY SIMPLE AS A BREAKTHROUGH SHOULD BE”
FUEL CELL PROPULSION SYSTEMS
“A LONG LASTING PROMISE WITH FORWARD MOVING PRODUCTION TARGET
BELOVED BY POLITICIANS AND NEWSMEN”
CENTRORICERCHEFIAT
This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI
/ /
50
40
30
20
10
0
60
CO
2 E
mis
sio
n R
edu
ctio
n (
%)
NOx Emission [g/km]0.02 0.04 0.250.080 0.06
Gasoline PFIEuro IV
NMHC < 0.08
Gasoline PFIEVC
NMHC < 0.05
NMHC < 0.05
Gasoline PFIGDITC - EVC
CNG PFIEuro IV
NMHC ~ 0.01
CNG PFIEVC
NMHC < 0.01
NMHC < 0.01
CNG PFITC - EVC
NMHC < 0.01
H2-CNGTC - EVC
0.08
Euro 4Gasoline
Euro 4Diesel
0.25
Euro 6Diesel
DieselMODULAR INJECTIONL.P. EGR + EVC + DPF
Part. < 0.005
DieselMULTIJET (+DPF)
Part. < 0.025
THE SPARK IGNITION ENGINE TECHNOLOGY ROAD MAP