gasoline powertrain technologies: developing solutions...

Gasoline Powertrain Technologies: Developing Solutions for the Global Market

John Kirwan Chief Scientist,

Gasoline Engine Management Systems

Outline

Global Powertrain Market Drivers

Delphi Gasoline Engine Management Systems Engineering Footprint with Examples of Regionally-Focused Activities

CO2 Reduction Technologies for Worldwide Application

Summary and Conclusions

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Outline





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Committed to the Kind of Innovation that Will Keep Our Planet Green and Its Occupants Safer and More Connected

MEGATRENDS MEGATRENDS People Megatrends

– Natural Growth – People Live Longer – Generations X & Y – Increased Concern about Safety, Security and

Privacy – Health Care – 8/5 > 12/6 > 24/7

World Megatrends – World Turmoil – Globalization – Higher Cost of Natural Resources – Increasing Environmental Awareness/

Regulations

Technological Megatrends – Information Explosion – Wireless World

Safe – Traffic congestion in major

metro areas around the world becomes worse; more accidents; longer commute; higher stress level

Green – Fast growing economies:

more fuel for mobile platforms – Demand for electrical energy

and related conventional resources far exceeds current capabilities

Connected – Global demand for

broadband access will continue to grow

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Committed to the Kind of Innovation that Will Keep Our Planet Green and Its Occupants Safer and More Connected

MEGATRENDS MEGATRENDS People Megatrends

– Natural Growth – People Live Longer – Generations X & Y – Increased Concern about Safety, Security and

Privacy – Health Care – 8/5 > 12/6 > 24/7

World Megatrends – World Turmoil – Globalization – Higher Cost of Natural Resources – Increasing Environmental Awareness/

Regulations

Technological Megatrends – Information Explosion – Wireless World

Safe – Traffic congestion in major

metro areas around the world becomes worse; more accidents; longer commute; higher stress level

Green – Fast growing economies:

more fuel for mobile platforms – Demand for electrical energy

and related conventional resources far exceeds current capabilities

Connected – Global demand for

broadband access will continue to grow

Desire for energy security and a clean environment

Powertrain Global Market Drivers: • Low tailpipe emissions and CO2 reduction

with fun-to-drive performance

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Global emissions legislation is evolving toward fuel neutral standards, with emerging countries adopting European legislation.

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Euro 4 Euro 5 / 5+ Euro 6 Tier2 Bin8 Tier2 Bin5

NO

x Em

issi

ons

Stan

dard

, m

g/km

SI Engine Diesel Engine

NEDC Cycle FTP Cycle

NOx relief is disappearing for EU diesel engines

Powertrain Market Drivers: CO2 Reduction with Low Tailpipe Emissions

2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

Europe

USA (federal)

China (nationwide)

Euro 4 Euro 6

Tier II bin 8 Tier II bin 5

Euro 2 Euro 3 Euro 4 (w/o OBD)

(w OBD)

Euro 5 Eu5+

http://www.flags.net/country.php?country=EUUN&section=CURR&category=NATL�

http://www.flags.net/country.php?country=UNST&section=CURR&category=NATL�

http://www.flags.net/country.php?country=CHIN&section=CURR&category=NATL�

Powertrain Market Drivers: CO2 Reduction with Low Tailpipe Emissions Global CO2 / Fuel Economy Legislation Creates a Significant Challenge

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2005 2010 2015 2020 2025

CO

2, g/

km

EU ComissionPhase-in

65% 100% EU / ACEAAgreeement

95 g/kmEU Target

LD Truck

United States CAFEPass. Car

DOT / EPA US National Standard: 2012 - 2016

Car + Truck 35.5 MPG DOT / EPA / CA LEV3:

US National Standard 2017 - 2025

54.5 MPG Car + Truck

China Fleet Avg.

EuropeFleet Avg.

Powertrain Market Drivers: CO2 Reduction with Low Tailpipe Emissions Global CO2 / Fuel Economy Legislation Creates a Significant Challenge

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50

100

150

200

250

300

2005 2010 2015 2020 2025

CO

2, g/

km

EU ComissionPhase-in

65% 100% EU / ACEAAgreeement

95 g/kmEU Target

LD Truck

United States CAFEPass. Car

DOT / EPA US National Standard: 2012 - 2016

Car + Truck 35.5 MPG DOT / EPA / CA LEV3:

US National Standard 2017 - 2025

54.5 MPG Car + Truck

China Fleet Avg.

EuropeFleet Avg.

Substantial innovation will be required to reduce CO2 while delivering features and performance expected by today’s demanding customers

Outline





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Delphi Gasoline Engine Management Systems Global Engineering Employees by Region

Includes DEG. As of Jul 2012.

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Juarez, Mexico

Piracicaba, Brazil

Rochester, NY, USA

Shanghai, China

Kokomo, IN, USA Bascharage, Luxembourg

Auburn Hills, MI, USA

Tokyo, Japan

Liverpool, U.K.

Seoul, Korea

Bangalore, India

Singapore, Singapore

Krakow, Poland

Delphi Gasoline Engine Management Systems Global Technical Centers

Beijing, China

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Juarez, Mexico

Piracicaba, Brazil

Rochester, NY, USA

Shanghai, China



Tokyo, Japan

Liverpool, U.K.

Seoul, Korea

Bangalore, India

3 Veh. / 6 Eng.

4 Veh. / 2 Eng.


Krakow, Poland

1 Veh.

7 Veh. / 8 Eng.

3 Veh. / 2 Eng.


Beijing, China

European-Focused Activity: Gasoline Direct Injection (GDi) Engine Particulate Number Emissions Reduction

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GDi Engine Particulate Number Emissions Reduction

6E11 #/km 4.5 mg/km

Vehicle test data by Delphi

(Compliant)

(Non-Compliant)

References: SAE 2012-01-1212; IMechE Fuel Systems Conference, Mar 2012

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(Compliant)

GDi Engine Particulate Number Emissions Reduction

6E11 #/km 4.5 mg/km

(Non-Compliant)

Vehicle test data by Delphi

References: SAE 2012-01-1212; IMechE Fuel Systems Conference, Mar 2012

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Juarez, Mexico

Rochester, NY, USA

Shanghai, China



Tokyo, Japan

Liverpool, U.K.

Seoul, Korea

Bangalore, India

3 Veh. / 6 Eng.

6 Veh. / 7 Eng.

4 Veh. / 2 Eng.


Krakow, Poland

1 Veh.

7 Veh. / 8 Eng.

3 Veh. / 2 Eng.


Beijing, China

South American Focused Activity: Heated Tip Fuel Injector for Ethanol-Fueled (E100) Engine Cold Starting

Piracicaba, Brazil

Heated Tip Fuel Injector for Ethanol-Fueled (E100) Engine Cold Starting

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E100 Cold Start Comparison: 1.6L production engine with heated fuel rail vs. 1.8L development engine with heated tip injectors

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3

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Tim

e, s

ec

Ambient Temperature,

C-5 0 5 10

Heated Rail Preheat TimeHeated Rail CrankTimeHeated Tip Injector Preheat Time

Heated Tip Injector Crank Time

50% start time improvement

Fuel injector with electrically heated tip improves wintertime starting with E100-fueled vehicles in Brazil

– Increases fuel vaporization for low volatility E100 fuel

– Gasoline injector based design leverages vast experience and proven product robustness

Eliminates secondary gasoline cold start systems

Offers reduced complexity, faster starting and lower energy consumption compared to competing heated fuel rail systems

References:

SAE 2012-01-0418; SAE 2010-01-1265; SAE 2010-01-1264; SAE 2009-01-0615

Outline





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Turbocharged Gasoline Direct Injection

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Gasoline Direct Injection is a Key Enabler to Improve Low-end Torque in Boosted Engines

– Improved volumetric efficiency and reduced knock propensity

» Direct injection with cam phasing allows scavenging with fresh air to reduce residual gas fraction

» In-cylinder fuel vaporization reduces charge temperature

– Improved combustion phasing » Charge motion increases burn rate

Benefits – Fuel economy improvement: 8 – 15% – Increased power and responsiveness – Stoichiometric engine operation allows

emissions control via traditional 3-way exhaust catalyst

CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines

CO2 Reduction Technologies for Gasoline Engines Turbocharged Gasoline Direct Injection Engines Homogeneous GDi fuel system features

– Inwardly-opening, multi-hole GDi Injectors, fuel rail and engine-driven high pressure fuel pump

– Mixture preparation focused on complete vaporization and mixing of the fuel and air

– Improved fuel control and split-injection during cold start for rapid catalyst light-off

Key requirements – Operation at fuel pressures up to 200 bar – Spray generation for good vaporization and

mixing without wetting in-cylinder surfaces – High linear flow range, no pintle bounce and

low noise

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CO

2R

educ

tion

[%]

OEM - On Cost [Euro]

3cyl. Turbo Diesel EU6 (with DeNOx)

3cyl. Turbo GDi EU6

3cyl. Turbo Diesel EU6 (with SCR)

4cyl. MPFIEU4, 1160kg

3cyl. Turbo Diesel EU6No Lean Aftertreatment

25 Euro / %

50 Euro / %

No electrification considered


Reference: SAE 2010-01-0590

3-cyl Boosted Engine Value Analysis

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Comparison: 1.6L 4-cylinder MPFI versus 1.2L 3-cylinder Turbo GDi and Turbo Diesel

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3cyl. Turbo GDi EU6




25 Euro / %

50 Euro / %Turbo GDi and Turbo Diesel engine comparison shows similar

On Cost / % CO2 reduction





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educ

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[%]



3cyl. Turbo GDi EU6




25 Euro / %

50 Euro / %Turbo GDi and Turbo Diesel engine comparison shows similar

On Cost / % CO2 reduction





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Lean NOx aftertreatment (if necessary) is a significant cost driver


Variable Valve Lift

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CO2 Reduction Technologies for Gasoline Engines 2-Step Variable Valve Lift and Timing

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2-Step mechanization with cam phasing varies intake valve lift, duration and timing as a function of engine load

– 3-lobe cam provides two intake valve lift profiles

– Cam follower switches between high and low lift profiles

– Oil control valve hydraulically actuates switching

Enables separate optimization of low load and high load intake events

– Optimized low load profile with early intake valve closing (EIVC) substantially reduces pumping work losses for improved fuel economy (3%-6%)

– Optimized high load phasing improves low-speed torque (2%-3%) and peak power (2%-4%)

Exhaust Intake

High Lift Low

Lift

Oil Control Valve

2-Step Roller Finger Follower Arm

References: SAE 2011-01-0900; SAE 2011-01-1221; SAE 2007-01-1285; SAE 2006-01-0400; SAE 2003-01-0029


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2-Step mechanization with cam phasing varies intake valve lift, duration and timing as a function of engine load

– 3-lobe cam provides two intake valve lift profiles

– Cam follower switches between high and low lift profiles

– Oil pressure regulating valve controls switching

2-Step Roller Finger Follower Arm

Pressure Regulating Valve

3-Lobe Cam

Exhaust Intake

High Lift

Low Lift

Animation of 2-step Operation

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3cyl. Turbo GDi EU6

3cyl. Turbo GDi 2 step VVL EU6




25 Euro / %

50 Euro / %





Estimated 3% incremental benefit with 2-Step VVL

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Advanced Low Temperature Gasoline Combustion

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Objective – Develop, implement and demonstrate fuel consumption reduction technologies in a

gasoline-fueled vehicle – Key emphasis on reduction-to-practice – Targeted fuel economy improvement of > 25% versus PFI baseline. – Phase 1 focus: EMS, GDi, and advanced valvetrain products in combination with

technologies to reduce friction and parasitic losses. – Phase 2 focus: develop and demonstrate improved thermal efficiency from

advanced low temperature combustion with gasoline direct injection compression ignition (GDCI).

1Q 2014

CO2 Reduction Technologies for Gasoline Engines Ultra Fuel Efficient Vehicle (UFEV) Project

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Combustion strategy – High compression ratio (~15:1)

and lean (with boost) for high thermal efficiency

– Central-mount, GDi-like injection pressure, multi-late injection strategy for partially pre-mixed combustion

– Gasoline has excellent fuel properties versus Diesel fuel for this combustion mode

» Higher volatility enables rapid vaporization

» Higher octane number increases ignition delay to increase mixing time

– Low temperature combustion (lean with EGR) enables low engine out NOx and soot

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CO2 Reduction Technologies for Gasoline Engines Advanced Combustion: Gasoline Direct injection Compression Ignition (GDCI)

Medium CR SI Engines High CR CI Engines

Fuel-AirMixture

IgnitionPoint

Fuel-AirMixture

GDi-Homo

Com

pres

sion

Inje

ctio

n/Ig

nitio

n

Air ResidualsEGR

StratifiedLean SI

Fuel-AirMixture

IgnitionPoint

Fuel-AirMixture

GDi-Homo

Com

pres

sion

Inje

ctio

n/Ig

nitio

n

Air ResidualsEGR

StratifiedLean SI

AirFuel-AirMixture

IgnitionPoint

LeanFuel-AirMixture

Late Fuel Injection-Controlled Stratification

Air ResidualsEGR

GDCI DIESEL

Air ResidualsEGR

AirFuel-AirMixture

IgnitionPoint

LeanFuel-AirMixture

Late Fuel Injection-Controlled Stratification

Air ResidualsEGR

GDCI DIESEL

Air ResidualsEGR

Representative Single Cylinder Engine Results – GDCI versus Diesel on the same engine

» A-B tests equally constrained for smoke and noise – Efficiency evaluation

» ISFC (vol.) worse than Diesel due to higher Diesel fuel density » ISFC (mass), thermal efficiency and CO2 significantly improved over Diesel

ISFC: Indicated specific fuel consumption ITE: Indicated thermal efficiency ISCO2: Indicated specific CO2 emissions

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Gasoline DieselDensity (g/cc) 0.741 0.857LHV (MJ/kg) 43.1 42.8CO2 (g/MJ-HR) 73.6 74.44

1500 rpm 6bar IMEP

CO2 Reduction Technologies for Gasoline Engines Advanced Combustion: Gasoline Direct-injection Compression Ignition (GDCI)

References: SAE 2012-01-0384; SAE 2011-01-1386; 20th Aachen Colloquium on Auto-

mobile and Engine Technology, October, 2011

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ISFC (vol)g/Kw-hr

ISFC (mass)g/kW-hr

ITE x 10%

ISCO2g/kW-hr

GDCI, TripleInjection

Diesel

GDCI 9.5% better

GDCI 8% better

GDCI 10% better

GDCI 4.5% worse

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Global emissions and CO2 mandates are driving substantial powertrain innovations to meet legislative requirements in fun-to-drive vehicles

A worldwide engineering footprint is essential to develop region-specific solutions and meet the overall expectations of our global OEM customers

Turbocharged GDi engines and 2-step variable valvetrain systems offer high value CO2 reduction strategies for worldwide application in gasoline-fueled vehicles

Low temperature GDCI combustion appears promising as a longer term CO2 reduction strategy for Diesel-like fuel efficiency in gasoline-fueled engines

Thank You for Your Attention

Innovation for the Real World

gasoline powertrain technologies: developing solutions...

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