SKYACTIV Engines

Mazda’s Approach for Developing Engines from a Perspective of Environmental Improvement 2015 ERC Symposium Mitsuo Hitomi Mazda Motor Corporation Contents • Improving thermal efficiency of ICEs • Goal of SKYACTIV engines • SKYACTIV engines: 1st step • SKYACTIV engines: Next step • Investigation results of boosted downsizing engines and future strategy for engine displacement Improving thermal efficiency of ICEs Energy losses of ICE Heat Energy Balance vs. Load Control factors 100 Radiation, Misfiring loss Compression ratio Exhaust loss ) Specific heat 80 % ( ratio ce n Combustion a l a 60 period B y Cooling loss g Combustion r e timing n E t 40 Heat transfer ea to wall H Pumping loss 20 Pressure Mech. friction loss difference Effective between In. & Ex. work 0 20 40 60 80 100 Mechanical Load (%) friction Fuel Economy Improvement＝Loss reduction All technologies for improving fuel economy must overcome these seven controlling factors. 3 Improving thermal efficiency of ICEs Roadmap to the goal of ICE Far Distance to ideal Close Control factors Gasoline engine Diesel engine Current Current World World Compression Higher highest lowest ratio CR CR CR Specific Lean More Better heat ratio ＨＣＣＩ homogeneous G mixing G - D - D l - - V V a TDC I I Combustion V V I I o T period T combustion T T C G C C C A = A A TDC A Combustion Y Y p Y Y combustion K timing e K t K K S S s S S p Adiabatic Adiabatic p Heat transfer d p p r e e t e t to wall e 3 t t s s s s t Lean s Miller t Pressure diff. d s 1 d ＨＣＣＩ n Btw IN. & Ex. cycle n 1 2 2 Further Mechanical Friction Further Friction reduction friction reduction reduction reduction Gasoline engine and diesel engine will look similar in the future. 4 Contents • Improving thermal efficiency of ICEs • Goal of SKYACTIV engines • SKYACTIV engines: 1st step • SKYACTIV engines: Next step • Investigation results of boosted downsizing engines and future strategy for engine displacement Goal of SKYACTIV engines Specific CO2 emissions of electric power generation (kg-CO2/kWh) 1.2 1.0 0.97 0.80 0.8 After 2011 big earthquake in Japan 0.6 0.52 0.52 0.45 0.47 0.39 0.43 0.4 0.2 0.17 0.09 0 France Canada Japan Italy UK Germany USA China India Specific CO2 emission from electric power generation is assumed to be 0.5kg-CO2/kWh. 6 Goal of SKYACTIV engines Fuel consumption reduction target for ICE powered vehicle in real world 7 30 1.4L 1.6L *Source : ADAC EcoTest NEU ab März 2012 2.0L 1.6L 28 A 1.8L 1.2L 1.4L 1.2L 26 1.6L 6 1.6L 45% 1.6L 1.4L 24 I3 1.0L 1.4L 1.2L 1.4L 1.6L I2 0.9L 1.4L I3 1.0L 22 30% 1.4L 1.2L C car average NoteI 3I3 0.9L1.2L I.2L 21.2kWh/100km 15% 5 20 I3 I.0L Mazda3 18 B car 0% 2.0L SKYACTIV-G A car 16 4 14 A car B car 12 C car 10 3 10 12 14 16 18 20 3 4 5 6 7 Specific electricity consumption at NEDC (kWh/100km) F/E at NEDC (L/100km) Electric power consumption of C car in the real world: 21.2kWh/100km. Fuel consumption of Mazda 2L C car in the real world: 5.2L/100km 7 Goal of SKYACTIV engines Fuel consumption reduction target for ICE powered vehicle in real world Average Mazda3 2.0L = 5.2L/100km 140 ) Target; 4L/100km m 4.2L/100km 4L/100km k 120 / g ( 3.8L/100km 100 2 3L/100km O C 80 _ l LCA considering just Li-ion Battery manufacturing ee 60 2 ton (minimum estimation ever found)CO2 for h 20kWh battery W - 40 21.2kwh/100km Lifetime mileage assumed 200,000km o t - =C car in the real world l l e 20 W 0 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 Specific CO2 emission of electric power generation kg/kwh Target for Mazda 3 5.2L/100km 4L (3.8L-4.2L)/100km Around 25% fuel consumption reduction required 8 Goal of SKYACTIV engines Real-world CO2 emissions (In Japan) Evaluation condition: Weighted average of results of below 3 tests, considering Japanese ambient temperature distribution in a year 1. JC08 Hot ambient temperature 25℃ air conditioner 25℃ AUTO 2. JC08 Hot ambient temperature 37℃ air conditioner 25℃ AUTO 3. JC08 Cold ambient temperature -7℃ air conditioner 25℃ AUTO Average energy consumption = JC08H 25℃－（（JC08H 25℃－JC08H 37℃）*0.2+（JC08H 25℃－JC08C -7℃）*0.3）/4 150 Comparison of well-to-wheel CO2 ] 126 m 2 k o / c Discrepancy=26% 2 l 93 o 100 93 e c - e g h [ JC08 mode Discrepancy=39% W 57 - o t 50 - l l e W 0 B car 1.3L B car BEV Fuel economy of internal combustion engines needs to be reduced by approx. 26%((126-93)/126=0.26) to attain the EV-level CO2 emissions. 9 Contents • Improving thermal efficiency of ICEs • Goal of SKYACTIV engines • SKYACTIV engines: 1st step • SKYACTIV engines: Next step • Investigation results of boosted downsizing engines and future strategy for engine displacement SKYACTIV engines: 1st step Roadmap to the goal of ICE Far Distance to ideal Close Control factors Gasoline engine Diesel engine Current Current World Compression highest ratio CR Specific heat ratio G G - D - D l - - V V a I I Combustion V V I I o T period T T T C G C C C A = A A A Combustion Y Y p Y Y K timing e K t K K S S s S S p p Heat transfer d p p r e e t e t to wall e 3 t t s s s s t s Miller t Pressure diff. d s 1 d n Btw IN. & Ex. cycle n 1 2 2 Mechanical Friction friction reduction The most distinctive feature of 1st step gasoline engine is world highest compression ratio. 11 SKYACTIV engines: 1st step Full load Performance SKYACTIV-G 2圧縮.0比L＝１CR４ =14 15% improved to current 2.0L 20Nm ) m N ( e qu r EU B 2.0L o T former2.0L GE Competitors scatter band 95RON 0 1000 2000 3000 4000 5000 6000 7000 Engine Speed (rpm) Improve low- and-mid end torque in spite of a high compression ratio and achieve superior driving 12 12 SKYACTIV engines: 1st step Compression ratio vs. RON （） SKYACTIV-G（4-2-1） SKYACTIV-G 4-2-1 ９５＝１４ 91RON CR＝１3 RON CR ) m N ( former DI 91RON e CR=11.2 qu r o former PFI 91RON T CR=10 20Nm 1000 2000 3000 4000 5000 6000 7000 Engine Speed (rpm) Performance enhanced together with high compression ratio 13 SKYACTIV engines: 1st step BSFC 1500rpm A 2.0LDI T/C ) l h D 2.0L e C Downsizing W u k f / c B 2.0L DI g i （ f i lean burn n o ec i t p p s m 50g/kWh u s ake r B on c SKYACTIV-G 2.0L E 2.0L DI 0 200 400 600 800 1000 1200 1400 BMEP（kPa) SKYACTIV-G surpasses competitors’ all new engines including 30% downsized engines in fuel efficiency. 14 SKYACTIV engines: 1st step BSFC vs. CR 1500rpm ) h w k / g ( old PFI CR=10 C F S old DI CR=11.2 B 50g/kwh SKYACTIV-G(4-2-1) 91RON CR=13 SKYACTIV-G(4-2-1) 95RON CR=14 0 200 400 600 800 1000 1200 1400 BMEP (kPa) SKYACTIV-G made a large improvement in performance over conventional engines. 15 Contents • Improving thermal efficiency of ICEs • Goal of SKYACTIV engines • SKYACTIV engines: 1st step • SKYACTIV engines: Next step • Investigation results of boosted downsizing engines and future strategy for engine displacement SKYACTIV engines: Next step Roadmap to the goal of ICE Far Distance to ideal Close Control factors Gasoline engine Diesel engine Current Current World World Compression Higher highest lowest ratio CR CR CR Specific Lean More Better heat ratio ＨＣＣＩ homogeneous G mixing G - D - D l - - V V a TDC I I Combustion V V I I o T period T combustion T T C G C C C A = A A TDC A Combustion Y Y p Y Y combustion K timing e K t K K S S s S S p Adiabatic Adiabatic p Heat transfer d p p r e e t e t to wall e 3 t t s s s s t Lean s Miller t Pressure diff. d s 1 d ＨＣＣＩ n Btw IN. & Ex. cycle n 1 2 2 Further Mechanical Friction Further Friction reduction friction reduction reduction reduction Gasoline engine and diesel engine will look similar in the future. 17 SKYACTIV engines: Next step Walk of efficiency improvement Light load： 2000rpm – IMEP290kPa 60 Gasoline (GE) Diesel (DE) 55 50 45 40 GE: 75deg - Combustion period 30deg ← ← DE: 40deg ← λ=1 GE: Homogeneous ← - Specific heat ratio λ=2.8 ← λ=2.8 λ=4 ← DE: Stratified Homogeneous - Compression raio GE: 20 DE: 14 ← ← 30 GE: Base ← - ← Wall heat transfer DE: Base ← ← ← 0.5*GE Intake valve close GE: 93deg ABDC DE: 36deg ABDC There is room for improving thermal efficiency in the light load range: Approx.

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