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3-Cylinder Turbocharged Gasoline Direct Injection: a High Value Solution for Euro VI Emissions

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3-Cylinder Turbocharged Gasoline Direct Injection: A High Value Solution for Euro VI Emissions John E. Kirwan Presented at DEER 2009 Conference August 5, 2009 DEER 2009 Slide # 1 Delphi Powertrain Outline • Global Emissions and CO2 Challenges • Technology Overview for 3-Cyl Boosted GDi Engines • Value Analysis • Summary and Conclusions DEER 2009 Slide # 2 Delphi Powertrain The Emission Legislation Global Drive Global emission legislation are evolving toward fuel neutral standards, with emerging countries adopting European legislation. 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 Europe Euro 4 Euro 5 Eu5+ Euro 6 USA (federal) Tier II bin 8 Tier II bin 5 India (nationwide) Euro 2/BSII Euro 3/BSIII Euro 4? China (w/o OBD) Euro 2 Euro 3 Euro 4 (nationwide) (w OBD) NEDC Cycle FTP Cycle 300 250 SI Engine 250 Diesel Engine 200 180 150 NOx relief is disappearing 124 124 for EU diesel engines mg/km mg/km 100 80 80 60 60 43 43 50 NOx Emissions Standard, Emissions NOx 0 DEER 2009 Slide # 3 Euro 4 Euro 5 / 5+ Euro 6 Tier2 Bin8 DelphiTier2 Powertrai Bin5 n CO2 Regulations Globally Introduced Fuel Consumption Gasoline: 35miles/gallon is 6,7lt/100 or 161g/km CO 300 2 275g/km CAFE LDT <3,8t 254g/km 250 Obama Admin. (May 2009) Truck Combined Status Germany Pass. Car CAFE PC <12 Pers. 205g/km 200 Gasoline Vehicles 30 MPG Average Senate Bill CAFÉ Diesel Vehicles Plan (2007) 15 7g/km 150 35.5 MPG ACEA 140g/km 39 MPG 130g/km CO2-Emission CO2-Emission [g/km] 100 Vehicle/Engine EU Comission 02/2007 50 1990 1995 2000 2005 2010 2015 2020 2025 Year o Powertrain/Vehicles will change significantly: - Dramatic Downsize and Boost +++ 3-cyl. Turbo GDi - Hybrids/Electrification required to meet future targets DEER 2009 Slide # 4 Delphi Powertrain Outline • Global Emissions and CO2 Challenges • Technology Overview for 3-Cyl Boosted GDi Engines • Value Analysis • Summary and Conclusions DEER 2009 Slide # 5 Delphi Powertrain Fuel EconomyDownsizing Benefits from and Engine Downspeeding Boosting • Reduced Engine Displacement and Decreased Engine Speed Increase Engine Load for Reduce Fuel Consumption - Good low end torque is essential B1*V1*N = B2*V2*N BSFC BSFC BSFC Downsizing B*V*N) Speed = const. for VV2 BMEP BMEP BMEP P = f( BSFC1 BSCF2 Speed = const. for V1 Reduction Reduction Reduction Consumption B2 Speed, Power = const. Consumption BBMMEEPP B22 Load Load Load B1 BB11 Increase Increase Increase Increase eenntt DDiissppllaacceemm 11 VV22 V B1*N1 = B2*N2 BSFC BSFC BSFC Downspeeding N) BMEP BMEP BMEP BMEP P = f(B*V* BSFC1 V = const. BSCF2 Reduction Reduction Reduction B2 V, Power = const. MMEEPP Consumption Consumption BB B22 Load Load Load Load B1 BB11 Increase Increase Increase Increase Increase Delphi Powertrain eeeddd nnngggiiinnneee SSSppp eee 111 EEE NNN222 NNN DEER 2009 Slide # 6 Gasoline Direct Injection Boosted Engine Systems • Gasoline Direct Injection is a Key Enabler to Improve Low End Torque in Boosted Engines - Improved Volumetric Efficiency - Direct injection with cam phasing allows scavenging with fresh air to reduce residual gas fraction - Reduced knock propensity - In-cylinder fuel vaporization reduces charge temperature - Improved combustion phasing - Charge motion increases burn rate SAE2000-01-0251 Greater than 18bar achievable Source: Piock (AVL): 2002 SAE TOPTEC (Adv. in Dir. Inj. Eng. Sys.) DEER 2009 Slide # 7 at 1000rpm with GDi. Source: Schamel (Ford): 2008Delphi SAE Congress Powertrain Presenta tion Gasoline Direct Injection Boosted Engine Systems • Gasoline Direct Injection is a Key Enabler to 1.8L engine downsized to 1.4L turbo (with down-speeding) Improve Low end Torque in Boosted •11% fuel consumption reduction Engines •Equivalent performance - Improved Volumetric Efficiency Source: Königstein et al (GM): 2008 Vienna Motor Symposium - Direct injection with cam phasing allows scavenging with fresh air to reduce residual gas fraction - Reduced knock propensity - In-cylinder fuel vaporization reduces charge temperature - Improved combustion phasing - Charge motion increases burn rate • Benefits BMW New Inline 6-cyl Engine - Fuel economy improvement 480 240 225 kW @ 5800-6400 min-1 - 9-15% for homogeneous systems 440 200 400 Nm @ 1200-5000 min-1 - 15-21% for stratified systems 400 160 - Improved fuel control and rapid catalyst light- 360 120 off with split-injection during cold start Output [kW] Torque [Nm] 320 80 TwinPower Turbo engine - Increased power and responsiveness with VALVETRONIC 280 TwinTurbo engine 40 without VALVETRONIC 240 0 0 1000 2000 3000 4000 5000 6000 7000 8000 DEER 2009 Slide # 8 Source: Schamel (Ford): 2008Delphi SAE Congress Powertrain Presentation Source: BMW Media Day (June 2009) Engine speed [1/min] Gasoline Direct Injection Boosted Engine System Mechanization DEER 2009 Slide # 9 Delphi Powertrain Gasoline Direct Injection Boosted Engine System Mechanization DEER 2009 Slide # 10 Delphi Powertrain Gasoline Direct Injection Homogeneous Systems • System Features - Inwardly-opening, multi-hole GDi Injectors, fuel rail and engine-driven high pressure fuel pump - Injection during the intake stroke focused on complete vaporization and mixing of fuel and air - Stoichiometric operation allows emissions control via traditional 3-way exhaust catalyst Low Pressure Lines High Pressure Lines Pressure Sensor Fuel Rail Injector Wiring Harness and Connectors High Pressure Pump DEER 2009 Slide # 11 Delphi Powertrain Gasoline Direct Injection Homogeneous Systems Central mount • System Features Up to 190 mm long - Inwardly-opening, multi-hole GDi Injectors, Side mount fuel rail and engine-driven high pressure fuel pump - Injection during the intake stroke focused on complete vaporization and mixing of fuel and air - Stoichiometric operation allows emissions control via traditional 3-way exhaust catalyst • Key Requirements - Operation at fuel pressures up to 200 bar - Injector packaging for cylinder side mount and central mount - Spray generation for good vaporization and mixing without wetting in-cylinder surfaces Injector Linear Flow Range Comparison - Good linear flow range 22220000%%%% 11115555%%%% CompetitionBosch Ecotec 11110000%%%% DelphiDelphi Bravo 5555%%%% 0000%%%% ----5555%%%%0 Injector Linear Flow Range Comparison ----11110000%%%% ----11115555%%%% DeviationDeviationDeviationDeviationfromfromfrom from LinearLinearLinearLinear DEER 2009 Slide # 12 0 10 20 Delphi30 Powertrain40 50 Flow (mg/pulse) Gasoline Direct Injection Stratified Systems • System Features - Outwardly-opening, hollow-cone GDi Injectors, fuel rail and engine-driven high pressure fuel pump - Central mount injector near spark plug - Injection during the compression stroke for careful placement of fuel mixture in space and time Spark Spray Spray plug Recirculation Zone Piston DEER 2009 Slide # 13 Delphi Powertrain Gasoline Direct Injection Stratified Systems Spark Spray • System Features plug - Outwardly-opening, hollow-cone GDi Injectors, fuel rail and engine-driven high pressure fuel pump - Central mount injector near spark plug - Injection during the compression stroke for careful Piston placement of fuel mixture in space and time • Key Requirements - Operation at fuel pressures up to 200 bar - Well-atomized and well-placed stratified mixture Stable spray under engine conditions under engine conditions 5 bar 10 bar 20 bar Backpressure - Multiple injections to confine the fuel mixture - High linear flow range 160 20% fp = 200 bar 140 15% 120 10% 100 5% 80 0% 60 -5% Deviation (%) (%) Deviation 40 -10% Fuel Mass (mg/shot) (mg/shot) Mass Fuel 20 -15% 0 -20% 0.00 1.00 2.00 3.00 4.00 5.00 Injector Pulse Width (ms) DEER 2009 Slide # 14 Delphi Powertrain 3 Cylinder Engine Analysis Comparison with 4 Cylinder • 3 Cylinder Engine Offers Improved Engine Breathing at Full Load - Reduced firing frequency increases scavenging for improved full load torque 1500rpm, Full Load ] abs 2.8 I4, twin scroll 2.4 p3 3cyl (Exhaust) 2.0 p2 (Intake) 1.6 1.2 L4, mono scroll 0.8 (Simulation AVL BOOST) 90 180 270 360 450 540 ºCA 630 Pressure Pressure at [bar valves (GE-TDC) Area of Valve Overlap DEER 2009 Slide # 15 Delphi Powertrain 3 Cylinder Engine Analysis Comparison with 4 Cylinder • 3 Cylinder Engine Offers Improved Engine Breathing Source: Weinowski et al. (FEV) 2009 Vienna Motor Symposium at Full Load - Reduced firing frequency increases scavenging for improved full load torque • 3 Cylinder Engine Provides Reduced Fuel Consumption and Emissions - Reduced heat transfer surface area - Reduced quench layer and crevices - Lower friction Source: Heil et al. (Daimler) 2002 Vienna Motor Symposium Tre T ndli Operation Point: 10kW CI E ne ngin Base 3.0lt 66-Cyl.- Cyl. NA Tren 2 es NA E dlin .0b at ngi e ar nes at 2. 0bar 2.2lt 6--Cyl. Cyl. Trend TCI TCI E line ngine BSFCBSFC [g/kWh] [g/kWh] 10kW s aat 2. 73bar 2.2lt 4- Cyl. TCI Daimler, 2002 10kW Cylinder Displacement [cm3] DEER 2009 Slide # 16 Delphi Powertrain 3 Cylinder Engine Analysis Comparison with 4 Cylinder • 3 Cylinder Engine Offers Improved Engine Breathing at Full Load - Reduced firing frequency increases scavenging for improved full load torque • 3 Cylinder Engine Provides Reduced Fuel Consumption and Emissions - Reduced heat transfer surface area - Reduced quench layer and crevices - Lower friction • 3 Cylinder Engine Increases NVH - Unbalanced 1st and 2nd order torque pulses require counterbalancing - Results in slight friction increase • Overall Conclusion: 3 Cylinder Engine is the Preferred Configuration for Displacements < 1.5L Source: Colltman et al. SAE 2008-01-0138 DEER 2009 Slide # 17 (SABRE Engine) Delphi Powertrain Outline • Global Emissions and CO2 Challenges • Technology Overview for 3-Cyl Boosted GDi Engines • Value Analysis • Summary and Conclusions DEER 2009 Slide # 18 Delphi Powertrain 3 Cylinder Engine Value Analysis Comparison1.6lt - 4cyl vs. 1.2lt - 3cyl. 40 25Euro/% No electrification considered 35 30 Better 25 50Euro/% 20 15 CO2 Reduction [%] CO2 10 5 4cyl. MPFI EU4, 1160kg0 0 200 400 600 800 1000 1200 1400 OEM - On Cost [Euro] DEER 2009 Slide # 19 Delphi Powertrain 3 Cylinder Engine Value Analysis Comparison1.6lt - 4cyl vs. 1.2lt - 3cyl. 40 25Euro/% No electrification considered 35 30 4cyl. Diesel EU4 25 50Euro/% 20 15 CO2 Reduction [%] CO2 10 5 4cyl.
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