improving of conventional combustion engine efficiency in...
TRANSCRIPT
Dr. Kurt Kirsten CTO, Engine Systems Business Unit
Schaeffler Group
Improving of Conventional Combustion Engine Efficiency
in Passenger Vehicles by Application of Variable Valve Trains
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 2
1 Motivation to use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of different Variable Valve Trains
4 Degree of improvement of Conventional Combustion Engines
5 Conclusive Remarks
Improving of Conventional Combustion Engine Efficiency Agenda
1 Motivation to use Variable Valve Trains
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 3
MMotivvattionn too ussee Vaariaable VValvve TTraaiinnss11111111111111111111111 Motivation to use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of different Variable Valve Trains
4 Degree of improvement of Conventional Combustion Engines
5 Conclusive Remarks
Improving of Conventional Combustion Engine Efficiency Agenda
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 90
110
130
150
170
190
210
230
250
270 Actual Data
Nearest Targets Enacted
Proposed Targets
USA
EU
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 4
Improving of Conventional Combustion Engine Efficiency Motivation to use Variable Valve Trains
Mean Values for CO2 Emissions G
ram
s C
O2 p
er K
ilom
eter
NE
DC
test
Based on ICCT March 2010
EUEUEU
Australia
South Korea
Japan
China
14%Propulsion PPPPP
18%Tyres
21% Mechanical Energy
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 5
Improving of Conventional Combustion Engine Efficiency Efficiency Chain in a Gasoline Engine
gygyMMechMechEnerggEnerg
E N E R G Y
-2% Convection
-11% Raffinery/Transport
nnnnn-5% Charge Cycle
-25% Heat Losses Coolant
-25% Heat Losses Exhaust Gas
-8,5% Friction
-2,5% Auxiliary Drive y DDrD iive-3% Powertrain Losses n LLLoss
-4% Braking Losses
Sphere of Influence of Valve Train
Mechanical Energy after Combustion
chanical Enehanical E32% 87%
Engine 8EEE
89% Tank TTTTT
100% Crude Oil
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 6
1 Motivation to use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of different Variable Valve Trains
4 Degree of improvement of Conventional Combustion Engines
5 Conclusive Remarks
Improving of Conventional Combustion Engine Efficiency Agenda
PProceesss off CConnveenttionnal Coommbusttioonn EEnnggiinneess22222222222222222222222 Process of Conventional Combustion Engines
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 7
Improving of Conventional Combustion Engine Efficiency Technologies for future Gasoline Engines
Variable Charge Motion
Variable Valve Actuation
GDI Stratified
Controlled Auto-ignition
Cylinder Deactivation
Super / Turbo-Charging
Improved Engine
Efficiency
Shifting of Operation
Points
Reduced parasitic losses,
improved energy
management
Most of the Gasoline engine technologies under development are heading for improved thermal efficieny
Improved friction and energy management as add-on to any technology
Engine Speed [rpm] BM
EP [b
ar]
1.000 2.000 3.000 4.000 5.000 6.000 0
2
4
6
8
10
12
14
16
18
20
Charged Engine
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 8
Improving of Conventional Combustion Engine Efficiency Fuel Economy Improvement by Shifting of Operation Points
120km/h
90km/h
Engine Speed [rpm]
BMEP
[bar
]
1.000 2.000 3.000 4.000 5.000 6.000 0
2
4
6
8
10
12
14
16
18
20
120km/h
90km/h
Naturally Aspired Engine Variable Charge Motion
Variable Valve Actuation
GDI Stratified
Controlled Auto-ignition
Cylinder Deactivation
Super / Turbo-Charging
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 9
1 Motivation to use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of different Variable Valve Trains
4 Degree of improvement of Conventional Combustion Engines
5 Conclusive Remarks
Improving of Conventional Combustion Engine Efficiency Agenda
OOvervvieew oof diffferrennt VVarriabble Valvvee TTTraainnss3333333333333333333333 Overview of different Variable Valve Trains
Loss Distribution
Spec
ific
Fuel
Con
sum
ptio
n
� b L a W e
� b WW
� bPA
Throttled De-Throttled
Friction
Charge Cycle
Process
Mean Consumption Values for CO2 Emissions
Bra
ke M
ean
Effe
ctiv
e Pr
essu
re
max
min
Speed
� b L a W e
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 10
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
P
ficFu
e
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 11
Improving of Conventional Combustion Engine Efficiency Required Variabilities
Torq
ue
Engine Speed
Max. Torque Maximum Volumetric Efficiency Early Closure (Short Valve Event)
B A
Max. Power
A
Full Lift Late Closure Greater Overlap
Combustion Optimization (Charge Motion)
CoCD
Optimization of Pumping Losses
C
Optimization of Pumping Losses (Combustion Optimization)
E
Cyl
inde
r Pr
essu
re
Volume
IC’
IC
IC’
IC
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 12
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
Miller Miller
Atkinson Atkinson
Port Deactivation Port Deactivation
Valve Phasing Valve Phasing
Cylinder Deactiv. Cylinder Deactiv
Event Length Event Length
De-Throttling Concept
Improved Cycle (Cooling Effect � EIC)
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 13
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
Port Deactivation Port Deactivation
Valve Phasing Valve Phasing
Cylinder Deactiv. Cylinder Deactiv
Event Length Event Length
Atkinson Atkinson
Miller Miller
IC CIC
Cyl
inde
r Pre
ssur
e
Volume
IC’
De-Throttling Concept
Excess Gas Mass is recharged during Compression
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 14
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
Valve Phasing Valve Phasing
Cylinder Deactiv. Cylinder Deactiv
Event Length Event Length
Miller Miller
Port Deactivation Port Deactivation
Atkinson Atkinson
Hea
t Rel
ease
Crank Angle
Swirl Pool
Conventional Intake Port
Stable and effective Combustion
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 15
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
Valve Phasing Valve Phasing
Atkinson Atkinson
V l Ph i
Port Deactivation Port Deactivation
Miller Miller
Cylinder Deactiv. Cylinder Deactiv
Event Length Event Length
EV2
EV1
Cyl
inde
r Pr
essu
re
Volume
IC’
IC C
IC’
ICH
eat R
elea
se
Crank Angle C k A
Swirl Pool
Conventional Intake Port
Combination of De-Throttling and Charge Motion
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 16
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
Valve Phasing Valve Phasing
Atkinson Atkinson
V l Ph i
Port Deactivation Port Deactivation
Miller Miller
Cylinder Deactiv. Cylinder Deactiv
Event Length Event Length
EV2
EV1
Drag Curve
Speed
Torq
ue
bemin max be
min beSpeed
Torq
ue
bemin
Shift of Area of Operation
De-throttling and Improvement in High Cycle Efficiency
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 17
Improving of Conventional Combustion Engine Efficiency Motivation and Basics
Valve Phasing Valve Phasing
Atkinson Atkinson
V l Ph i
Port Deactivation Port Deactivation
Miller Miller
Cylinder Deactiv. Cylinder Deactiv
Event Length Event Length
EV2
EV1
Avoid Interacting of Exhaust Ports (I4 Engine)
Improve EGR Scavening
Pres
sure
Crank Angle
Exhaust Gas Reverse Flow
Intake Opening
Exhaust Closing
Cylinder 1 Cylinder 3 Cylinder 4
PSR PExhaustGas
Variable Valve Train Variable Valve Train
Lift and Timing
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 18
Improving of Conventional Combustion Engine Efficiency Overview of Valve Train Variabilities
Discrete (switchable) Two-Step
Tappet Pivot Element Finger Follower Shifting Cam Roller Lifter
Three-Step Rocker Arm Shifting Cam
g
Continuous Electrical-Magnetic Mechanical
e.g. Valvetronic
Electro-Hydraulic UniAir
Phasing
Continuous Hydraulic Electro-Mechanical
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 19
Improving of Conventional Combustion Engine Efficiency Overview of Valve Train Variabilities
Switchable Tappet
Switchable T t
Switchable Pivot Element
Switchable Pivot El t
Switchable Roller Finger Follower
Switchable Roller Fi F ll
Shifting Cam Lobe
Shifting Cam L b
Electro-Hydraulic Actuated
Electro-Mechanical Actuated (Enlarged Temperature Range)
Profile Switching
Valve Deactivation (1 Valve per Cylinder)
Cylinder Deactivation (All Valves per Cylinder)
Internal EGR (Recharge)
Internal EGR (Recapture)
Crossing of Valve Events
2-Step
3-Step
n
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 20
Improving of Conventional Combustion Engine Efficiency Overview of fully variable Valve Train Variabilities
Mechanical Mechanical Electro-Magnetic Electro-Magnetic Electro-Hydraulic Electro-Hydraulic
AVL / Bosch EHVT
FEV MV2T
Valeo E-Valve Valeo INA / FIAT
UniAir/ MultiAir
INA / FIAT
Lotus AVT
Lotus
Hilite Univalve
Hilite Honda A-VTEC Honda INA
3CAM INAMeta
VVH Meta Mitsubishi
MIVEC Mitsubishi
Toyota Valvematic
ToyotaINA EcoValve
INA Nissan VVEL
Nissan Presta DeltaValveControl
Presta Sturman HVA
Sturman
Toyota 3D-CAM
Yamaha CVVT
Yamaha Delphi VVA
Delphi Fiat 3D-CAM
FiatMahle VLD
MahleSuzukiSNVT Suzuki
= Systems in Mass Production
BMW Valvetronic II
BMW
Engine Map Fuel Consumption � enhanced models (gas exchange and high pressure process)
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 21
Improving of Conventional Combustion Engine Efficiency Complete Vehicle Simulation
GT-Power GT-Drive/ Dymola GT Drive/ DymolaGT-Power
NEDC
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 22
Improving of Conventional Combustion Engine Efficiency Evaluation of Potential: Procedure
Basic Motor
Downsizing Concept (turbocharged 4 Cylinder-DI-Engine)
Car Model
Medium-Sized Vehicle
Manual Transmission
bar
min -1 (Speed)
NEDC
Valv
e Li
ft
No Lift No Lift Optimization
Effort
Evaluation of Potential of different Switching
Stages
Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 1
2-Step
2-Step (CDA)
3-Step
3-Step (Cylinder selective)
Val
ve L
ift
Val
ve L
ift
Crank Angle
Val
veLi
ft
Phas
e of
Inta
ke
Exhaust Gas Rate
BMEP g / kW h
ExG
2 0
3 0
4 0
5 0
6 0
7 0
W
0
350
12
14
16 18
20 22
24
400
500
600
700
800
K
9
2 3 4 5 6 7 m 9
Inlet Pressure
n = 2 1 0 0 m i n - , BMEP = 1 , 1 b a r 1
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 23
Improving of Conventional Combustion Engine Efficiency Example of Optimization I
Lift of Intake
60
70
WKWW
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 24
Improving of Conventional Combustion Engine Efficiency Example of Optimization II
t i
9 . 6 9.69 . 9 9 . 4 6 . 5
6 . 0
4 . 8 3 . 4
1 . 9
h V = 4 , 4 - 4 , 7 m m
h V = 6 , 2 - 7 , 4 m m
h V = 3 , 5 m m
9 . 3 1 0 . 8
Fuel Consumption Improvement relative to Base Version
B
MEP
Speed
t i n % 1 0 9 . 5 9 8 . 5 8 7 . 5 7 6 . 5 6 5 . 5 5 4 . 5 4 3 . 5 3 2 . 5 2 1 . 5 1 0 . 9 0 . 8 0 . 7 0 . 6 0 . 5 0 . 4 0 . 3 0 . 2 0 . 1 0
999999..66666 99999....66666669..99 9999..444 666666..5
66666..0000
444444.888833333333...4444444444
11111....99999
hV= 4,4 - 4,7 mm
hV= 6,2 - 7,4 mm
hV= 3,5 mm
9999999999...3333331100000.88
Fuel Consumption Improvement relative to Base Version t in %
109.598.587.576.565.554.543.532.521.510.90.80.70.60.50.40.30.20.10
0
2
4
6
8
10
12
14
16
bar
20
0 500 1000 1500 2000 2500 min - 1 3500
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 25
1 Motivation to use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of different Variable Valve Trains
4 Degree of improvement of Conventional Combustion Engines
5 Conclusive Remarks
Improving of Conventional Combustion Engine Efficiency Agenda
DDegreeee of immproovvemmeennt oof CConvennttiioonnaal CCoommbbusssttiion EEngineess4444444444444444444444 Degree of improvement of Conventional Combustion Engines
Basis 2-Step 3-Step 2-Step
(CDA)
3-Step (Cylinder selective)
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 26
Improving of Conventional Combustion Engine Efficiency Degree of improvement of Conventional Combustion Engines
2-Step (all Cylinders) 2-Step (all Cylinders)
3-Step (all Cylinders) 3-Step (all Cylinders)
Cylinder Deactivation Cylinder Deactivation
3-Step (Cylinders set) 3-Step (Cylinders set)
100% -5,7% -6% -10,2% -11%
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 27
Improving of Conventional Combustion Engine Efficiency Results with customer-specific Drive Profiles
Higher dynamics than NEDC.
The Hyzem cycles consist of an urban cycle, an extra-urban cycle, and a highway cycle.
Basis 2-Step (CDA) 3-Step (Cylinder selective)
2-Step (CDA)
3-Step (Cylinder selective)
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 28
Improving of Conventional Combustion Engine Efficiency Degree of improvement of Conventional Combustion Engines
NEDC NEDC
Hyzem Hyzem
Cylinder Deactivation Cylinder Deactivation
3-Step (Cylinders set) 3-Step (Cylinders set)
Hyzem
100%
Hyzem NEDC
-10,2% -11%
-3,3% -7,4%
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 29
Improving of Conventional Combustion Engine Efficiency Potential for Consumption Improvements
Friction Improvements FFFFFFFFFFFFFrrrrriiiiiiiiiiiiicccccttttttttttttiiiiiiiiiiiiiooooonnnnn IIIIIIIIIIIIImmmmmppppprrrrrooooovvvvveeeeemmmmmeeeeennnnnttttttttttttsssss
2-3% Friction Reduction
2-3% Demand Controlled Accessories
Further Improvements FFFFFFFFFFFFFuuuuurrrrrtttttttttttthhhhhhhhhhhhheeeeerrrrr IIIIIIIIIIIIImmmmmppppprrrrrooooovvvvveeeeemmmmmeeeeennnnnttttttttttttsssss
1-2% Thermo-Management
5-8% Downsizing
3-5% Stop-Start Function
Port Deactivation Port Deactivation
<3% Diesel
<7% Gasoline
Combustion System Optimization
4-6% Pumping Losses Gasoline
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 30
1 Motivation to use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of different Variable Valve Trains
4 Degree of improvement of Conventional Combustion Engines
5 Conclusive Remarks
Improving of Conventional Combustion Engine Efficiency Agenda
CConclusivee RRemmaarkss 55555555555555555555555 Conclusive Remarks
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 31
Improving of Conventional Combustion Engine Efficiency Conclusions
Conclusive Remarks
Nobody exactly knows what the powertrain world will really look like in 2020 and beyond
But: The potential for further innovations, and the associated opportunities for reducing CO2 emissions are highly promising and far from beeing exhausted
Variable valve train technology is a key element in realizing further improvements
Drive cycle and drive train layout need to be included to come to a final evaluation
The assessment of improvement potential also need to consider the impact and aspects of the monitoring and control technology
06.10.2011 Brasov, 2011 Dr. Ing. Kurt Kirsten Page 32
Dr. Kurt Kirsten CTO, Engine Systems Business Unit
Schaeffler Group
Improving of Conventional Combustion Engine Efficiency Conclusions