Z-Engine

Revolutionary Innovationsin

Internal Combustion Engine

Z-Engine Main Objectives

• High Efficiency– At all loads, especially partial loads

• Low emissions without aftertreatment– CO2, Nox, Particles

• Environment friendly– Lifetime ecological footprint

• Reliability– Proven manufacturing technologies

• Multi-Fuel Capability– True global engine: Z-engine can utilize

fuels obtainable anywhere in the globe

• Economy for all stakeholders– Manufacturer– Car Buyer/Owner/User– Governments

High Efficiency

2

Break Specific Fuel Consumption vs Break Mean Effective Pressure

• In graphics it is shown the specific fuel consumption of Z-engine vs – Best TDI on the market– Best Advanced Gasoline Engine (in R&D)

• Essential is the low fuel consumption on all loads, but for example to WLTP the partial load efficiency (low power efficiency) means the biggest savings on fuel consumption

• Z-engine offers more optimization parameters than any other ICE → Z can be optimized for all usages

-21%

-25%

Compression ratio ε=251500rpm

10 20 30 40 50 60 70 800Power (kW) for 0.8l Z-Engine

Break Specific Fuel Consumption (BSFC) when given in unit g/kWh, means that for each kWh of crankshaft energy given amount of fuel mass (in grams) is combusted.

Break Mean Effective Pressure (BMEP) describes the average pressure inside cylinder. Naturally the pressure is varying depending on the piston position, but this BMEP is efficient parameter for comparing different sizes & architectures of engines.

𝑃𝑘𝑊 = 2.01 ∗ 𝐵𝑀𝐸𝑃𝑏𝑎𝑟

See Physics link for derivation of formula

For 0.8l Z-engine:

at 1500rpm3

Power in unit horsepower: 1kW=1.36hp

2 cylinder 0.8l Z-Engine: Torque (Nm) & Power (kW) vs rpmTo

rqu

e (N

m)

Pow

er (

kW)

Torque Power 4

Power & Torque

Z-Engine Fuel Consumption & CO2 emissions in VW Golf size car

WLTP:

From the known WLTP speed distribution (duration 1800seconds, speed data with 1s steps) we can calculate the required power for maintaining speed (tire rolling resistance+air drag) + required power for accelerations.

When the car is decelerating, then the fuel injection is stopped → consumption is 0 at those times

From the required power we can map fuel consumption, eventually summing up all the individuel 1 second long fuel consumptions over whole WLTP cycle →WLTP fuel consumption is calculated for Z-engine:

2.6l/100km - 68.6g CO2/km 1)

Constant speed:

Required Power to match the air drag, tyre rotating resistance and transmission loss*

Fuel consumption of Z-engine for this power generation shown:

WLTP

Highway with constant speed

Fuel

consumption

(l/100km)

CO2 emissions

(g CO2/km)

Fuel

consumption

(l/100km)

CO2 emissions

(g CO2/km)

WLTP_Z-engine 2.43 64.0 2.6 67.5

WLTP_Z-engine with

hybrid*1.83 48.3 1.93 50.9

WLTP_Z-engine_10% 2.43 57.6 2.6 60.8

WLTP_Z-engine with

hybrid_10%*1.83 43.4 1.9 45.8

WLTP_Z-engine_30% 2.43 44.8 2.6 47.3

WLTP_Z-engine with

hybrid_30%*1.83 33.8 1.9 35.6

without transmission loss with transmission loss

* hybrid consumption estimated using only the deceleration energy for battery charging, no battery charging from electric

network

Note

100% fossile diesel, CO2 2640g /l

100% fossile diesel, CO2 2640g /l

10% biocomponent in diesel

10% biocomponent in diesel

30% biocomponent in diesel

30% biocomponent in diesel

• 1) With 6% transmission loss, https://www.nap.edu/read/21744/chapter/7#176:• transmission losses in modern 8-speed automatic transmission (Fig. 5.16)

Constant

Speed

(km/h)

Required power *

(kW)

BSFC

(g/kWh) Fuel (l) in 1h

CO2 emission g /km

(100% fossile diesel)

80 7.3 200 1.76 58

100 12.2 175 2.57 68

130 23.6 177 5.02 102

5

Agreed EU CO2 emission limits, Current status and Z• 2021 limit is 95g/km (NEDC), but 2025 and 2030 targets will be WLTP/RDE based, and given today as

percents below 2021 level (in graph) (EU link1)

– 2025: -15%

– 2030: -37.5%

• Average ratio of WLTP CO2 emission to NEDC is ~+20%

• 95 g/km as NEDC in 2021 is ~1.2*95=114g/km in WLTP, also 2017 & 2018 status converted to WLTP

• Z engine is below 2030 limit with 100% fossile diesel

• As mild hybrid using 10% biocomponent in diesel the emissions is 56% below 2021 target or -65% below 2018 emissions and 30% below 2030 limit

EU CO2 emission limits WLTP/RDE

114 96.9 71.3

-15%

From NEDC to WLTP: http://publications.jrc.ec.europa.eu/repository/bitstream/JRC107662/kjna28724enn.pdf

Status

+24% +27% -15% -37.5%

-56%

Z+MildHybrid 10%

biodiesel

Z 100% diesel

-65%

EU Limits

-40%

WLTP emission reduction with to hybrid, -25%

Battery(60kWh) manufacturing100kg CO2/kWh

*See EV calculation

Z-engine CO2 emissions in WLTP (different blends of fuel) vs EV Z-Engine Consumption in WLTP

Diesel 2.43 liters/100km

Gas 1.9 kg /100km

EV Driving with electricity (CO2 intensity of 150g/kWh)

67.661.5

49.3

6.8

44.139.7

4.4

90.1

50.746.1

37.0

5.1

33.129.8

35.5

3.3

Z-Engine emission (g CO2/km) with different blend of fuels vs EV(for battery calculation: 10years, 11000km/year)

+ (i.e. full bar): Z-engine Z-engine with hybrid

Z-Engine Consumption in WLTP

Diesel 2.56 liters/100km

Gas 1.96 kg /100km

7

W

World gross electricity production , by source, 2016 1)

• 1) https://www.iea.org/statistics/electricity/

• 2) https://yearbook.enerdata.net/electricity/world-electricity-production-statistics.html

• 3) https://renewablesnow.com/news/renewables-supply-25-of-global-power-in-2017-iea-606070/

38.3%9870TWh

3.7%946.1TWh

23.1%5906.7TWh

10.4%2659.3TWh

16.6%4244.6TWh

5.6%1431.9TWh

2.3%588.1TWh

1 TWh=1000 GWh

Total production in 2017: 25 570 TWh 3)

2)Electricity Production by countryShare of Coal+Gas+Oil=65.1% @ 2016

W

* Not G20 country

* * *

Source https://www.climate-transparency.org/

Report @ 2018, Latest data from 2016

g C

O2

/ kW

h

250: year 2030

170: year 2040

100: year 2050

Link

EU Electricity Global

Warming Potential

(GWP) Forecast:

(g CO2/kWh: Year)

2018: Average

Global GWP 475 g

CO2/kWhhttps://www.iea.

org/geco/

Average CO2 emission from electric powerplant (g CO2/kWh) in G20 countries

W

See CO2 emission calculation

Cumulative Electric Vehicle CO2 emissions (tons) in 10year period more than with Z-Engine car using 100% fossile diesel in G20 countries

Constant 80km/h

Average=+6.4t

* Not G20 country

* * *

LinkG20 countries are responsible for producing 80 percent of the world’s greenhouse gas emissions

Z

Z-Engine Emissions: NOx & PM

Z-Engine NOx emission is 1000 times smaller than EU limit for gasoline passanger car!

EU PM limits:• Gasoline 5mg/km• Diesel 5 mg/km

4.45

Conversion from engine output power to emission / km done following way:• On all power levels duration is 1h• Expected distance is 100km• → conversion is not right at high power

level, but exaggerates emission levels (with

full power much more than 100km is driven)!• Also: PM emissions from HCCI

combustion are very low and they are so called wet particles, compusting effectively in oxicat 1).

• Cold start emissions are also very low, which is not evident in engines requiring exhaust after-treatment

1) https://www.researchgate.net/publication/255248162_Diesel_Oxidation_Catalyst_Control_of_Hydrocarbon_Aerosols_From_Reactivity_Controlled_Compression_Ignition_Combustion

EU NOx limits:• Gasoline 60mg/km• Diesel 80mg/km

Z-engine NOX Z-engine NOX

11

Real Multi-Fuel Engine with high efficiency• Z-Engine has spark assisted HCCI combustion and with numerous

optimization parameters enables fuel types as:

– Blend of every liquid or gaseous fuel• Diesel, kerosene, naptha, gasoline, biodiesel & bio-ethanol• Natural Gas, Bio-Gas, Synthetic Gas

• Same Z-engine architecture therefore is truly global engine and can be flexible way converted for local & application needs

• https://www.researchgate.net/publication/280937188_Progress_and_recent_trends_in_reactivity-controlled_compression_ignition_engines

<30˚C

30-85˚C

85-177˚C

177-232˚C

232-343˚C

343-566˚C

>566˚C

Link

– Flexible Multi-fuel engine also enables optimization possibilities for industry to improve fuels, reduce Well-to-Tank emissions etc. (link)

– In Synthetic gases ( like CO2 to methane: link)

hydrogen doesn’t need to be extremely pure as in the case of fuel cells, thus saving energy

12

Small & Light Engine & enabling scenarios

• While Z-engine is shorter than 4-cylinder engine, it enables better optimization possibilities for engine hybridization

• Other possibilities could be: thanks to high efficiency the fuel tank can be small.– One could imagine placing the fuel tank to the front part, leaving rear for electric engine +

battery. Space of fuel & Ad-Blue tank could be utilized by EV & battery → no penalties for passanger /cargo space of the car.

– Or placing light hybrid batteries with Z-engine enabling easy heating for batteries when needed

• More space for passangers when engine is in longitudinal position• Thanks to low weight, Z-engine offers still optimized weight ratio for front&rear

axis.• While Z-Engine is efficient, this means it needs also less cooling air → together

with small size this means optimization possibilities for reducing air drag

2-Cylinder Z-Engine with Dimensions (mm)

612

508

68

2

14

Manufacturing costs of the Z-engine compared to a 4-cylinder turbodiesel engine equipped with

Common Rail + DeNOx-catalyst + oxicat + particulate filter

Together = - 1000 € lower production costs per engine!

• 2 working cylinder less = - 400 €

• Compressor needed = +200 €

• Low injection pressure,

low cost nozzles = - 150 €

• No DeNOx catalyst (SCR)* = - 500 €

• No particulate filter = - 150 €

• Overall =- 1000€

15*: Latest TDI:s injection pressure up to 2500bar, max pressure in Z-engine injection is ~1100bar (optimization parameter)** : latest trend among manufacturers is to have 2 x SCR catalysts to remove NOx emissions fully

-1,000 €

-800 €

-600 €

-400 €

-200 €

0 €

200 €

-400 €

200 €

-150 €

-500 €

-150 €

-1,000 €

Engine Size & Power ScalabilitySome examples

• Passanger Car category

– 2-cylinder 2/4-stroke engine

– Displacement 0.8l

– Power 121kW @ 2600rpm (165hp)

– Torque 447Nm @ 2600rpm

– Efficiency (best point) 169g /kWh

– Weight ~70kg

– This is considered excellent engine with big market potential

– Currently focus has been on this size

• Trucks, Busses, Tractors, Turboprop aircraft engine and similar:

– 4 cylinder, 2/4-stroke engine

– Displacement 2.5l

– Power 375kW @ 2600 rpm (510hp)

– Torque 1400Nm @ 2600rpm

– Efficiency similar to 2-cylinder 4-stroke engine

• Ships, trains, powerplants…:

– 500kW / cylinder @ 1000rpm

– Displacement 10.6l (Cylinder diameter 220mm, Stroke 280mm)

– Efficiency today ~180 g/kWh,

– Most likely can be optimized further, e.g. Wärtsilä W31 has rpm figures of 720-750rpm.

16

Summary of Financial Advantages to Manufacturer,

• EU CO2 emission penalty (95€/g/car when emission is bigger than limit 95g CO2/km) is saving for car manufacturer is much bigger since the Z-engine with low emissions is improving dramatically whole fleet average CO2 emission

• Manufacturing flow enhancements, multifuel capability and scalable power concept for whole manufacturer fleet are certainly having big benefit, number varies from manufacturer to manufacturer (Maybe at least 100€ - 200€ / car)

• Also 2nd SCR is not included in cost saving…• → total benefit at least in the range 1500-1600€ / car

Item Saving Note

Manufacturing cost saving in parts 1,000 € reference TDI calculated with single SCR

EU CO2 emission penalty saving fee 95€ gCO2/km/car 475 € let's assume 5g CO2 over limit

Easier & faster manufacturing flow X €

Multifuel Y € flexible engine architecture simplifies car manufacturing

Powerful, scalable engine fits to many cars Z €

Total saving for manufacturer before license fee 1475 € + X + Y + Z

Application to different vehicles:

potential of Z-engine is everywhere!

18

19Thank You!

http://www.aumet.fi/index.php

20

Contact Information for Aumet Oy:

Timo JanhunenManaging Director

Timo.Janhunen@aumet.fi+358 40 502 6257http://www.aumet.fi/index.php

21

Additional material

Electric vehicle total efficiency

1) On the energy efficiencyof quick DC vehicle battery charging www.mdpi.com/2032-6653/7/4/570/pdf

2) 94% efficiency for gearbox

Electricity

Efficiency of electric grid ~96%

Charger Efficiency Average 83% (1

Overall efficiency vs power and initial State-of-Charge (SOC)Electric powertrain (electric motor, power electronics & battery) efficiency on partial load:• Motor ~75% , reduction gear ~98%• Battery & power electronics ~95%• → 75%*98%*95%=70%

Efficiency from fuel to electricity ~40%

Total efficiencies:• From power plant to car wheels: 96%*83%*70%=56%• From fuel to car Wheels: 40%*56%=22.4%

Summary: Efficiency from fuel to wheels• EV ~22.4%• Z ~49%*94%= 46% (2

• @ partial load• → Z is >100% i.e. 2x more efficient!

23

Vehicle CO2 emission calculation (1/2)EV CO2 Emission calculation

Electricity generation 150 g CO2/kWh

Electric grid efficiency 97%

Charger efficiency 90%

EV battery charging efficiency 95%

EV battery discharging efficiency 95%

EV electric motor efficiency at low power 75%

Total efficiency from power generator to car wheel 59.1% best case

Power needed for 1h drive, 100km/h 14 kWh

Electricity generated at power plant (car power / total efficiency) 23.7 kWh

CO2 emissions / km (Emission_drive) 35.5 g CO2/km from driving

Battery size 60 kWh

Battery manufacturing emissions 100 kg CO2/kWh

yearly driving distance 11000 km

Calculation period 10 years

emissions from battery manufacturing (Emission_bat) 54.5 g/km

Total emissions (Emission_bat+Emission_drive) 90.1 g CO2/km

Z-Engine Consumption and Emission in WLTP

Diesel 2.56 liters/100km

100% fossile diesel 2640 g CO2 /l

Z-Engine CO2 emission 67.6 g / km

24

Vehicle CO2 emission calculation (2/2)

Battery CO2 emissions (100kg/kWh*) for 60kWh battery are summed with 10years driving (11000km/year). EV is consuming 23.7kWh from power generator, emission from electricity generation is taken from each country’s data. In the end this from this emission the emissions from Z-engine equipped car are subtracted (previous slide).

CO2extra=batteryemission+drivingemission - EmissionsZ

CO2extra=batterysize*batteryemission+drivingdistance*emissionCountry - EmissionsZ

It is estimated, that EV (with electric motor heavier chassis to support battery weight) and ICE (with Z-engine) produce about same amount of CO2. Then the CO2 delta comes from battery manufacturing emissions and driving related emissions.

• Battery manufacturing emission varies from source to source, in these calculations optimistic 100kg CO2/kWh are used• https://www.nature.com/articles/s41598-017-16684-9• https://www.thegwpf.com/new-study-large-co2-emissions-from-batteries-of-electric-cars/

39-196 kg CO2/kWh150-200 kg CO2/kWh