HECS Development Status

Development of 1.6L Turbocharged Diesel Engine

High Pressure Optical Engine
-pmax 150bar High Performance
Vessel -IMEPmax 10 bar Mono-Cylinder

Holistic Approach - Continuous Development

Demonstrator vehicle Full-Size Engines

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HECS Development Status
Development of 1.6L Turbocharged Diesel Engine

Cylinder Head
Boosting Features of FEV HECS
System
Concept
Gen.2 Engine Concept

EGR
Valve Train Concept
Variabilities

Combustion
System

CLCC &
Model-based
Control
Cooling
Concept
*: with peak firing pressure of 220 bar

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 Cylinder Head
HECS Development Status
Concept
Development of 1.6L Turbocharged Diesel Engine
Modular Three-part-design for 200 bar cylinder peak pressure with separate cam shaft
support in a bearing frame and valve cover

Combined cross-/ longitudinal-flown cooling concept, independently operated from engine

block (split cooling)

Seat swirl chamfer concept for improved swirl homogeneity

Variable swirl by 2-step adjustment of intake valve lift

Oil pressure switchable dual-lift roller rocker arms on intake camshaft

Cam-to-cam gear driven exhaust cam shaft with cam phaser

intake module
vaccum
pump

cam phaser
control valve
Rigid
cylinder
head EGR take-off
point

external inlet of
cooling water
gallery
air-gap-insulated
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exhaust manifold
HECS Development Status Cylinder Head
Concept
Development of 1.6L Turbocharged Diesel Engine
Refined Seat Swirl Chamfers
for regular charge motion oil deck
Enlarged dimensions for
Intake and exhaust valves to enable coolant outlet
efficient gas exchange
upper water
intake jacket
swirl port
ports

lower water
filling port jacket

coolant flow
to upper
oil seperator
jacket
gear housing
valve cover
coolant inlet exhaust ports breather
cores
hollow
exhaust cam
shaft
cam phaser
bearing
frame
hollow intake
cam shaft

gear drive

external water
outlet glow plug with
pressure dual lift roller
transducer rocker arm
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 Valve Train
HECS Development Status
Variabilities
Development of 1.6L Turbocharged Diesel Engine

Rollers for
Lost low lift
motion Cam
springs lubrication
hole

Slider with
DLC
coating

Slider
pivot

Seat swirl chamfer supports variable swirl via VVL and

gives potential to de-throttle cylinder head significantly
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HECS Development Status Valve Train
Variabilities
Development of 1.6L Turbocharged Diesel Engine
Low Full
Lift Lift

Hydraulic
lash-adjuster

FULL LIFT ( 8 mm ) LOW LIFT ( 4.8 mm )

Latch-pin
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 Cooling
HECS Development Status Concept
Development of 1.6L Turbocharged Diesel Engine
block water
collecting
chamber
Split Cooling
In
In
1.55
1.67

Ex Ex
collecting
chamber
calibrated cylinder head
restrictor bores water outlet

to calibrated
restrictor bores m/s
top

oil cooler
transition drillings
to upper water
core

double bar inlet

water
inlet at
pump bottom
housing
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 Combustion
HECS Development Status System
Development of 1.6L Turbocharged Diesel Engine
4.0
n = 1500 rpm; BMEP = 3bar
HC-Emission

3.0
specific

[g/kWh]

2.0
HECS 1
1.0
HECS 2
0.0
20 1.00

Smoke number [-]

CO-Emission

15 0.80
specific

[g/kWh]

0.60
10
0.40
5 0.20
0 0.00
320 85.0
fuel consumption

310 83.0
CSL [dB]
specific

[g/kWh]

300 81.0
290 79.0
280 77.0
270 75.0
0.0 0.5 1.0 1.5 0.0 0.5 1.0 1.5
specific NOx-Emission specific NOx-Emission
[g/kWh] [g/kWh]
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 Combustion
HECS Development Status System
Development of 1.6L Turbocharged Diesel Engine
n = 1350 rpm; BMEP = 1 bar HECS 1
HECS 2 (with HECS 1 calibration)
12
HECS 2 optimum with standard valve timing
10 HECS 2 optimum with advanced variable valve t.
HC-Emission

Smoke number Temp. in exhaust

[g/kWh]

8
specific

250

manifold [°C]
6 230
4 210
190
2 170
0 150
50 1.0
CO-Emission

40 0.8

[Bosch]
[g/kWh]
specific

30 0.6
20 0.4
10 0.2
0 0.0
600 82
fuel-consumption

550 80
CSL [dB]
[g/kWh]
specific

500 78

450 76 Cam Phaser

400 74
0.0 0.5 1.0 1.5 2.0 0.0 0.5 1.0 1.5 2.0
specific NOx-Emission specific NOx-Emission
[g/kWh]
[g/kWh] © by FEV – all rights reserved. Confidential – no passing on to third parties 9
HECS Development Status EGR
Development of 1.6L Turbocharged Diesel Engine

Intake Temperature NOx=1.1 g/kWh / constant centre of combustion

100 1.7

Air Fuel Ratio

80 1.6
60 1.5
[°C]

[-]
40 1.4
20 1.3
0 1.2
0 20 40 60 80 100 0 20 40 60 80 100
245 4

Smoke Number
240
3
[g/kWh]
BSFC

235

[-]
2
230
225 1

220 0
0 20 40 60 80 100 0 20 40 60 80 100
EGR-Distribution [% LP-EGR] EGR-Distribution [% LP-EGR]

Engine Speed 2000 rpm, BMEP 12 bar

Engine Speed 2800 rpm, BMEP 10 bar
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 CLCC &
HECS Development Status Model-based
Development of 1.6L Turbocharged Diesel Engine Control
High Robustness / Very good reproducibility
200
with
190
different Fuel Qualities (CN 42…54)
180
170
1.6L HECS TC² Gen.2
CO2 [g/km]

160
IWC 1700 kg (3750 lbs)
150
140 Direct NOx Control + CLCC
140g/km

130 200
NOx, Sensor NOx (Ref.)
n

120 190 ARTEMIS Road n NOx set NOx,set

Ambient
conditions

NOx set point NOx, des NOx

O 2 ,Ref
O2 (Ref.)
q

q point correction model

110
NEDC cold 180 (non-optimized) O 2 _ Cyl ,des

EU6 limit
100 170 VVTPosition EGR-Int mEGR _ Int
In cylinder
temperature and
T2
p2
control pressure based CO
T3
0.000 0.020 0.040 0.060 0.080 0.100 0.120 0.140 0.160 limtation

CO2 [g/km]
O 2 _ Intake,act p3
160 PositionEGR _ HP EGR-HP O 2 _ Intake,des

NOx [g/km] control

0.10 150 PositionEGR _ LP

EGR-LP
O 2 _ after _ EGR _ LP, act
O 2 _ EGR _ LP,des
Calculation of EGR-
share between HP-
and LP-EGR
PositionExhaust _ throttle control

NEDC cold 0.087 140 140g/km

Partikal vor DPF (Pass) [g/km]

0.08 130
120
0.06 0.061
110
EU6 limit
100
0.04 0.042 0.000 0.020 0.040 0.060 0.080 0.100 0.120 0.140 0.160
NOx [g/km]
0.026
0.02
0.015
EU6

0.00 0.001
0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14 0.16
NOx [g/km]
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HECS Development Status
Development of 1.6L Turbocharged Diesel Engine
No limits for series
(measured upstream DPF) [g/km] 0.10 0.7 tolerance or aging
Particulate flow into DPF

0.6
0.08 Engineering target EU6 with 3l DPF HECS I
(Regeneration intervall > 450km) 0.5

CO [g/km]
0.06 0.4
HECS II
0.3 Reduced CO-raw-
0.04
HECS I emission and higher
0.2 HECS II
catalyst efficiency
0.02
0.1 EU6 limit
EU6 limit
0.00 0.0
0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.00 0.02 0.04 0.06 0.08 0.10 0.12 0.14 0.16 0.18 0.20 0.22
NOx [g/km] HC + NOx [g/km]
150
145
140
CO2 [g/km]

135
w/out 130
125
Split Cooling 120 Further measures:
115 - engine
110 - vehicle
- electrification
w/ HECS I HECS II HECS II + HECS II + HECS II +
intertia weigth optimized 6 weight start stop +
Split Cooling 1700 kg; gear reduction generator
manual 5 gear transmission (110kg) managrment
transmission
IWC 3750 lbs IWC 3500 lbs
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HECS Development Status
Development of 1.6L Turbocharged Diesel Engine

Evaluation of FEV HECS concept

FEV HECS engine already achieves target NOx emission level
HECS soot level is very low due to optimized combustion system
FEV HECS has better fuel consumption in high load conditions at lower NOx level
Furthermore FEV HECS uses 2000 bar injection system
FEV HECS cylinder head design offers best flow coefficients and furthermore some
valve train variabilities

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