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Mazda SKYACTIV-G Engine with New Boosting Technology Mazda SKYACTIV-G Engine with New Boosting Technology - ACC Symposium held on September 28 - Reiji Okita Mazda Motor Corporation 28, Sep. 2016 CONTENTS 1. Mazda’s approach for environmental improvement 2. SKYACTIV-G Development Process 3. SKYACTIV-G 2.5L TC development 4. End message © Mazda Motor Corporation │ Strictly Confidential │ 2 1. Mazda’s approach for environmental improvement Mazda’s Long-term Vision “Sustainable Zoom-Zoom“ Provide all the customers with driving pleasure, Also, Mazda considers the best contribution to the environment is to incorporate superior and fairly valued technologies into every car model rather than expensive eco technologies to limited models Mazda’s approach 100% 100% Small number of expensive eco-vehicles CO 2 CO 2 0% 0% a b c d e f g h i j a b c d e f g h i j Vehicles ©Vehicles Mazda Motor Corporation │ Strictly Confidential │ 3 Why we believe so ? 1) Market forecast 2) Difference between Well-to-Wheel CO2 emissions of EV and ICE Tank to Wheel Well to Wheel CO2 CO2 CO2 Wheel Well Tank Wheel © Mazda Motor Corporation │ Strictly Confidential │ 4 1. Mazda’s approach for environmental improvement - Market forecast- Vehicle Sales by type Vehicle Sales Volume by region Ref. BP Energy Outlook 2035 Ref. Marubeni Research Institute 250 BEV 200 PHEV Non-OECD 150 : Others ICE Non-OECD Internal Combustion Engine 100 : ASIA 50 OECD ・・・ GE/DE (million) /year volume Sales 0 2000 2010 2020 2030 2040 2050 Most of power source of a car which will increase in future are internal combustion engines. It will not be possible to make a contribution for environment without improving internal combustion engines. 5 1. Mazda’s approach for environmental improvement - Well to Wheel - Well to Tank CO2 emission of Electricity (withoutCO2排出原単位（発電端）の各国比較 transmission efficiency) 0.5kg-CO2/kWh by basic unit bybasic CO2emissions France Canada Italy England Japan German US China India Well to Tank of Fuel in Japan energies Nuclear 0.37kg-CO2/L Water Breakdown of non-fossil non-fossil of Breakdown New energy, others We assume that global average of specific CO2 emission in electric power generation is 0.5kg-CO2/kWh © Mazda Motor Corporation │ Strictly Confidential │ 6 1. Mazda’s approach for environmental improvement - Well to Wheel - Electricity Consumption and Fuel Consumption 7 30 *Source : ADAC EcoTest 1.4L 1.6L 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 C car average 30% 1.4L 1.2L NoteI3 I3 0.9L 1.2L 21.2kWh/100km 15% 5 5.2L/100km I.2L 20 I3 I.0L Mazda3 18 B car 0% 2.0L SKYACTIV-G A car 16 4 15% 14 A car B car testECO ADAC F/E (L/100k) 0% 12 Specific Specific electricity consumption at ADAC ECO test (kWh/100km) test ECO ADAC at 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) C car EV Real World Electricity Consumption : 21.2kWh/100km C car SKYACTIV-G Real World Fuel Consumption：© Mazda5.2L/100km Motor Corporation │ Strictly Confidential │ 7 1. Mazda’s approach for environmental improvement - Well to Wheel Well to Wheel CO2 emission 〜Mazda Estimate C car EV Electricity Consumption: 21.2kWh/100km Specific CO2 emission : 0.5 CO2-kg/kWh + LCA considering Li-ion Battery: 1.0kg/100km 106 〜 116 CO2-g/km C car SKYACTIV-G Fuel Consumption : 5.2L/100km 20% - 30% （Well to tank + Tank to Wheel) 148 CO2-g/km If the fuel consumption could be improved by 20%-30%, CO2 emission level of the vehicle powered by ICE could be equal to that of EV. © Mazda Motor Corporation │ Strictly Confidential │ 8 1. Mazda’s approach for environmental improvement Potential of the improvement Well to Wheel CO2 emission with ICE Current efficiency of Tank-to-Wheel EV : 80%-90% ICE: max. 30% - 40% There is still Large potential of improvement in ICE, also hybridization gives further improvement on ICE © Mazda Motor Corporation │ Strictly Confidential │ 9 1. Mazda’s approach for environmental improvement How do we let the aim accomplish ? “F/C improvement 20%〜30%” © Mazda Motor Corporation │ Strictly Confidential │ 10 CONTENTS 1. Mazda’s approach for environmental improvement 2. SKYACTIV-G Development Process 3. SKYACTIV-G 2.5L TC development 4. End message © Mazda Motor Corporation │ Strictly Confidential │ 11 2. SKYACTIV-G Development Process Innovative High Thermal Efficiency The energy of the fuel is converted to power that moves the vehicle. Maximize Improvement of driving force Improvement of fuel economy Decrease of poisonous substance in exhaust gas © Mazda Motor Corporation │ Strictly Confidential │ 12 2. SKYACTIV-G Development Process High-efficient Engine ← Minimize Losses Heat energy balance vs. load Control factor 100 Radiation, Misfiring loss Compression ratio Exhaust loss 80 Specific heat ratio Combustion period 60 Cooling loss Combustion timing 40 Heat insulation Heat Energy Heat Energy Balance (%) Mechanical loss 20 Pressure difference Effective work b/w intake and exhaust 0 20 40 60 80 100 Load (%) © Mazda Motor Corporation │ Strictly Confidential │ 13 2. SKYACTIV-G Development Process Roadmap to the goal of ICE Far Distance to ideal Close Gasoline engine Diesel engine Control factors current current Compression World Higher World ratio highest CR lowest CR CR Specific Lean More Better heat ratio HCCI homogeneous mixing Combustion TDC period combustion step=Goal Combustion rd TDC timing SKYACTIV-G SKYACTIV-G 3 combustion SKYACTIV-D SKYACTIV-D Heat transfer adiabatic to wall step step step step st Lean Pressure diff. Miller st 1 nd nd Btw IN. & Ex. HCCI 1 cycle 2 2 Mechanical friction Further Further friction friction reduction reduction reduction reduction Gasoline and diesel engines will look similar in th©e Mazda future. Motor Corporation │ Strictly Confidential │ 14 3. SKYACTIV-G 2.5L TC development Power Source for CD-SUV Previous New Generation Generation or 400 V6 I4 Boosted 2.3L_T/C TORQUE 3.7L_V6 2.5L Nm 2.5L 200 2.0L HIGH CR NA 2.0L/1.8L 1.5L Inline four (4) 1.6L/1.5L 1.3L 1.3L TIME-LINE Alternative delivering torque higher than 400Nm on a large SUV is, V6 Natural Aspirated or Boosted I4 downsized. © Mazda Motor Corporation │ Strictly Confidential │ 15 CONTENTS 1. Mazda’s approach for environmental improvement 2. SKYACTIV-G Development Process 3. SKYACTIV-G 2.5L TC development 4. End message © Mazda Motor Corporation │ Strictly Confidential │ 16 Scenario we selected I4 boosting, not V6 NA. © Mazda Motor Corporation │ Strictly Confidential │ 17 3. SKYACTIV-G 2.5L TC development Advantage of I4 boosted Effect of Downsizing V6 3.7L ⇒⇒⇒ Boosted I4 2.5L Mechanical Friction ～Calculation by Mazda Compared to V6 3.7L, boosted I4 2.5L achieves: - 30% less mechanical friction with fewer cylinders (6 to 4) and less displacement © Mazda Motor Corporation │ Strictly Confidential │ 18 3. SKYACTIV-G 2.5L Turbocharged (TC) Engine Development Advantage of I4 boosted Effect of Downsizing V6 3.7L ⇒⇒⇒ Boosted I4 2.5L Pumping loss Compared to the V6 3.7L, the boosted I4 2.5L achieves: - 30% less pumping loss with less displacement. © Mazda Motor Corporation │ Strictly Confidential │ 19 3. SKYACTIV-G 2.5L TC development I4 boosted concept has superior mechanical friction and pumping loss, while it is inferior fuel efficiency due to lowered compression ratio, and acceleration response. © Mazda Motor Corporation │ Strictly Confidential │ 20 3. SKYACTIV-G 2.5L TC development Key issue to realize I4 boosted with high compression ratio is Knocking Resistance Improvement Evaluation Tool for calculation of knocking resistance Ignition delay Livengood-Wu integral P: pressure (kPa) T: unburned gas temp. (K) X_EGR ：EGR ratio © Mazda Motor Corporation │ Strictly Confidential │ 21 3. Breakthrough Point to Realize I4 Turbocharging Concept Compression ratio setting Compression ratio setting in the high load range in the light load range Anti-knocking @2000rpm technology 4.0 BSFC ε=13.0 ε=10.5 Pumping Loss 3.5 Improvement ε=9.0 ε=8.0 ε=13 Mechanical 3.0 ε=7.0 ε=6.0 Resistance 2.5 ε=5.0 ε 2.0 =10.5 BSFC 1.5 ε=8 Maintain 2.5L TC knock resistance LW Integral 1.0[-] ε=6 equivalent to NA 0.5 LW integral value V6 3.7L V6 2.5L I4 2.5L I4 2.5L I4 2.5L at BLD of 2.5L NA CR=13 =8 0.0 ε=13 ε=13 ε=13 ε=10.5 ε 0.5 1.0 1.5 2.0 2.5 3.0 3.5 （（（2.5L ））） Displacement Charging pressure [bar] To keep the advantage of I4 turbocharged engine for the mechanical friction and pumping loss, the compression ratio must be kept around 10.5. © Mazda Motor Corporation │ Strictly Confidential │ 22 Cascaded targets to realize compression ratio, 10.5 © Mazda Motor Corporation │ Strictly Confidential │ 23 3. SKYACTIV-G 2.5L TC development The concept o improve knock resistance at high loads, encouraging “scavenging” for low speed and introducing EGR for mid/high speed. © Mazda Motor Corporation │ Strictly Confidential │ 24 4. Setting Functional Targets and Appropriate Displacement “Scavenging” at low rpm/high load “EGR” at mid/high rpm & high load @1500rpm @4000rpm Heavy knocking area Heavy knocking area ε=13.0 ε=13 ε=10.5 ε=10.5 BGR 7.0% ε=10.5 -75K BGR 2.5% ε=10.5 EGR18% EGR18% ε=10.5 ε=10.5 BGR 0.0% EGR25% (2.5L) ------ Displacement (2.5L) ------ Displacement The follows are necessities for the turbo charged 2.5L engines(CR 10.5/boost pressure 2.0bar) to ensure the knock resistance equivalent to 2.5L NA engines(CR 13.0) .
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