TRENDS IN GASOLINE POWERTRAIN TECHNOLOGY

FOR HIGH PERFORMANCE AND LOW EMISSION

Dr. Hubert FRIEDL

AVL List GmbH
CAR2017
Pitesti, November 7th, 2017
SOME HEADLINES

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EXTENDED CONSEQUENCES OF “DIESELGATE”

• Extremely negative image of whole automotive industry

• “War” of Non Government Organizations against Diesel
• Aggressive scenarios (e.g. city access restrictions or even ban)
• Severe aggravation of RDE boundaries short termed
• Industry changes to proactive role regarding EV`s
• Over fulfillment of emission limits
• Broad introduction of Gasoline Particulate Filter in Europe

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GENERIC TRENDS FOR PASSENGER CARS
CO2 / EMISSION REDUCTION

Development Drivers

CO2 Emissions
▪ Enhanced CO2 limits additionally
CO2 Reduction New ICE & Transmission Tailored Electrification
aggravated by boundaries (e.g. WLTP)
▪ Well to Wheel as next discussion point

Pollutant Emissions
City Access ? ▪ Extended consequences of Diesel Gate
ICE Ban 2030 ? ▪ ICE ban under discussion
▪ Minimum emissions under all operating
Emission Compliance Real Driving Emissions Zero Impact ICE conditions – over fulfillment of
legislation  “Zero Impact ICE”
▪ Shift towards electrification

Connectivity /ADAS
▪ Intensively used for optimized
powertrain control (e.g. energy
Connectivity ADAS AUTONOMOUS management, emission, CO2)

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EXTENDED EMISSION COMPLIANCE
REAL DRIVING EMISSION

R
D
E RDE REGULATIONS
COME INTO FORCE
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EXTENDED EMISSION COMPLIANCE
IMPACT TEST PROCEDURE

R
D
E From EXACTLY REPRODUCIBLE TESTCYCLE towards
STATISTICAL PROPABILITY
 Paradigm shift in technology, development and testing
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RDE IMPLEMENTATION WORLDWIDE

R
D RDE is a Global Topic

E
RDE is not restricted to Europe, it becomes a Global Topic
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 RDE TECHNICAL REGULATIONS
CHALLENGES FROM LATEST AGGRAVATIONS
Application Real Driving Emissions (2016/427 1st package, 2016/646 2nd package, 3rd package)

Light duty vehicle on Real Driving Emission testing:

• Portable Emission Measurement System (PEMS) to measure CO2, CO, NOx,
PN, Exhaust flow, Speed and GPS data.
• Implementation: EU 2016, Korea 2018, China 2020, India 2020, Japan 20xx
Standard
Limits:
• CF NOx: 2.1 CF PN: 1.5 to be fulfilled in each phase
• 2 calculation options, EMROAD (JRC) or CLEAR (TU-Graz)
RDE Test requirements:
• Cold- and hot-start test, 30min conditioning drive, 5-56h soak time,
• RDE Drive between 90 to 120min in normal traffic
• 34% Urban (<60km/h), 33% Rural (60 ... 90km/h), 33% Motorway (>90km/h)
Altitude - m

China
• max. Speed 145km/h (can be extended to 160km/h)
Extended • positive altitude gain < 1200m/100km
• PlugIn Hybrid test in Charge–Sustaining mode
Extended
(will be revised in Package 4)
Standard
• Periodical Regeneration w/o Regeneration use ki-factors
Ambient conditions:
Temperature - °C • Temperature 0°C to 30°C (extended range -7°C to 35°C)
• Altitude up to 700m (extended range 1300m) (China 2400m)
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REAL DRIVING EMISSION
IMPACT OF NEW RDE BOUNDARIES (PACKAGE 3)

RDE Evaluation up to Dec. 2016 New RDE acc. Package 3

R
12 12 12 12

PN CF-Online
PN CF-Online 10 10 10

PN_CF_online [-]
10

PN_CF_online [-]
PN
8 8
CF 1.5 8 8

6 6 6 6

4 4 4 4 TGDI
2 2 2 2 Lifetime aged
0
0 0 0
4-way cat
20° Start

D
12 1212
12
CF 2.1
CF-Online

NOx CF-Online
10
10 1010

NOx_CF_online
Driving Style:
NOx_CF_online

NOx
88 88
66 66
moderate
44 44
dynamic
NOx

22 22
drive off
00 00
Average w/o cold start / warm up

Distance [km]
Distance [km]
Average with

Vehicle Speed
km/h
Vehicle Speed

100 100
km/h

over total distance cold start

E
50 single phase 50
Distance driven
150
Velocity [km/h]

Velocity [km/h]
150
150 0 150 0

100
100 100
100

50
50 5050

00 00
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Time [s] Time [s]

Significant aggravation of RDE compliance by RDE Package 3 (2016-12-20)

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 GPF APPLICATIONS FOR HIGHER EMISSION ROBUSTNESS
EXHAUST GAS AFTERTREATMENT SYSTEMS

GPF Configuration Concepts

GPF expected to become mandatory at least for GDI – short termed !

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REAL DRIVING EMISSION
PN EMISSIONS AT TEMPERATURES < 20°C
Engine Out PN Potential per Real World Driving Warmup Phase, EU6c calibration

RDE 150
Engine Out PN Emission

Dynamic
Drive off
RDE CFPN Urban
moderate
incl. Cold
Engine out
75 75

2,5
15 1,0

• Driving style has a huge influence in soot accumulation at cold temperatures, dominated by drive-off emissions

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REAL DRIVING EMISSION
PN EMISSIONS AT TEMPERATURES < 20°C
Engine Out PN Potential per Real World Driving Warmup Phase, EU6c calibration

3x 5x 1x 10x 3x 25x 5x Critical Soot Loading

3,00

2,70
RDE
2,40
Dynamic
Engine Out PM Emission

2,10
Drive off
1,80

1,50
RDE ∫PM per Engine Warmup Phase
1,20
moderate Engine out

0,90

0,60

0,30

0,00
-40 -30 -20 -10 0 10 20 30
Engine Start Temperature [°C]

• Driving style has a huge influence in soot accumulation at cold temperatures, dominated by drive-off emissions

Active Regeneration will be necessary for GPFs in winter city operation

Control Passive Regeneration to avoid thermal GPF damage
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GASOLINE POWERTRAIN TECHNOLOGY
FEATURES FOR INCREASING EFFICIENCY
Combustion System Boosting
- Miller, Atkinson - 2-stage
- high BMEP TGDI - electric boosting
- Low PN - water cooled VGT
- CNG-DI
- Water Injection

Variable Valvetrain
Variable Crank Train - 2-step / 3-step
- Var. Compression Ratio - fully flexible
- Var. Expansion Ratio

cont.
3-step
2-step l/h lift
2-step high lift
low lift

Cylinder Deactivation
- Mechanically
Exhaust Gas Cooling - Electronically
- External cooled EGR
“Smart Hybridization”
- Cooled / integrated
- electric auxiliaries
manifold Air Exhaust
- 48V systems

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 GASOLINE ENGINE
TECHNOLOGY TRENDS
100
• Hybridization enables shift
Maximum Specific Power –kW/l

AVL 2.0 TGDI Miller,

Future Potential
90 SqC-TC, no EGR TARGET towards higher loads  high
short term
AVL 1.5 TGDI Miller load area and max. efficiency
80 no EGR, SOP 2017
gaining importance.
AUDI 2.0 TGDI Miller, no EGR
70
• Trade-off between maximum
AVL 1,6 TGDI Miller, EGR, no VVL
VW 1.5 TGDI Miller, no EGR
60 efficiency and spec. power
Toyota 2,5 TNGA , GDI, EGR
becomes the key trade-off
50
HMC 1.6 GDI, EGR
• Miller / Atkinson Cycle con-
40 Toyota 1.8 MPI, EGR
firmed as most cost effective
30
Source: Toyota, (HMC, VW), Vienna Motor Symposium 2016, 2017
CO2 solutions (e.g. Toyota, Audi,
32 34 36 38 40 42 44 VW, HMC, etc.)
Maximum Thermal Efficiency - %

Improving the trade-off between max. efficiency and max. specific

performance at attractive cost is the key development target for SI engines
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 ADVANCED CHARGING
SEQUENTIAL COMPRESSOR TC
2-stage compression + interstage cooling
instead of single stage
2-stage boosting with interstage
Pressure

cooling

Compressor work saved

1-stage compression
(2-st w/o interstage cooling)

Isothermal compression

schematic
Volume
• Lower turbine power demand
• Lower compression temperature
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EVOLUTION OF GASOLINE TECHNOLOGIES
EXTENDING HIGH EFFICIENCY OPERATION

Telescopic Conrod
for VCR Variable
Compression Ratio

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 COMBINED HIGH EFFICIENCY & HIGH PERFORMANCE
AVL 2-STEP VARIABLE COMPRESSION RATIO
Full modularity with conventional ICE

Actuation module • Compression ratio variation

of 3-6 units
• Simple and cost-effective
design
• Minimized friction impact
Telescopic module compared to other VCR
systems
• Applicable for Gasoline and
Diesel engines
Conrod base module
Variable Compression Ratio enables combination of high efficiency & high
performance. Modular systems enable easy integration into std. engines
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 GASOLINE ENGINE
FUTURE TECHNOLOGY TRENDS 2025
300
Ultra High
F1
250 Performance
Engines
• Formula 1 engines offer the by far
Maximum Specific Power –kW/l

200
Mid Term most outstanding efficiency vs. spec.
150
performance trade-off
100
? • Emission compliance, esp. RDE
90 Future compromises ultra high efficiency
Advanced
Potential
80 Boosting
TGDI Miller, concepts, especially lean operation
SqC-TC
70
Status • Water injection as enabler to extend
60 2017 the potential of advanced boosting
Hybrid Engines Combined
50
Processes
40
Mid Term
• Combined processes as long term
30
concept for efficiencies > 50 %
32 34 36 38 40 42 44 45 50 55 60
Maximum Efficiency - %

Different development directions: high performance + low efficiency, low performance

+ high efficiency, best compromise: adv. boosting + water injection or VCR
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 TECHNOLOGIES IN THE NEXT 10 YEARS
2025
120
Global Engine Production Fuel Cell: limited to specific markets
AVL Prediction 1/2017
Global Engine Production – Mio / Year

100
BEV: Dependent on infrastructure, incentives and access restr.

Plug In Hybrid: CAFE and city access as major driver

80 Full Hybrid: Primarily with Japanese OEM´s

Mild Hybrid:
• 48 V in various configurations P0 – P4
60 • Power Increase 15  20  30 kW
• ICE utilizes synergies

ICE:
40
• Significantly higher effort for emission compliance (RDE,
China6, SULEV xx, …),
• “Zero Impact Emission Concepts” starting
20 • Increasing share turbocharging + Rightsizing,
• Advanced boosting, exhaust energy recuperation, full map
stoichiometric, EGR
• E-fuels and E-gas increasing
0

2025: 50% electrified, still 100 mio ICE´s , however, high scatter of predictions
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 FUTURE TECHNOLOGY
IMPACT ON ENGINEERING DEMAND
AVL
120
(12/2016)
Connected & Autonomous

100
New EV / Fuel Cell
Engines Produced [Mio.€]

80 Huge variety of new

complex XEV systems
60

40
Significantly higher effort
for emission compliance
20
(RDE, China 6b, SULEV xx, …)

 Dramatically enhanced
0
engineering demand
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SUMMARY AND CONCLUSION

• The forthcoming Emission-Legislation together with RDE and

CO2-limits will dramatically enhance technology requirements
and optimization demand for powertrain and complete vehicle.
• For best Fuel Economy and RDE conformity, advanced
powertrain technology features as well as Hybridization
massively will be introduced to meet diversification requests
from market globally.
• The “conventional” internal combustion engine proves to still
have huge further improvement potential.
• Balancing the fuel economy and EAS measures on powertrain
and vehicle side are essential to get optimum results at
affordable product cost.

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RIGHTSIZING THE FUTURE POWERTRAINS

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 Abbreviations (1/3)
AER All Electrical range
AT Automatic Transmission
BEV Battery Electric Vehicle
BMEP Brake Mean Effective Pressure (spec. value for engine torque)
BSFC Brake Specific Fuel Consumption
BSG Belt Starter Generator
CAI Controlled Auto Ignition (general expression for HCCI)
CNG Compressed natural Gas
CSI Compression and Spark Ignition (AVL patented comb. system featuring HCCI)
CVT Continuously Variable Transmission
DCT Dual Clutch Transmission
DOC Diesel Oxidation Catalyst
DeNOx Nitrogen oxide reducing catalyst
DPF Diesel Particulate Filter
EAS Exhaust Aftertreatment System
EGR Exhaust Gas Recirculation
EU6 European Emission Limit Stage 6
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 Abbreviations (2/3)
EV Electric Vehicle
FC Fuel Cell
FE Fuel Economy
FTP Federal Test Procedure (USA)
GDI Gasoline Direct Injection
GPF Gasoline Particle Filter
HSDI High Speed Direct Injected (Diesel)
ICE Internal Combustion Engine
ITW Vehicle Inertia Test Weight (curb weight)
LNT Lean NOx Trap
LPG Liquified Petrol Gas
MPI Multipoint Port Fuel Injection
MPV Multi Purpose Vehicle
MT Manual Transmission
MY Model Year
NA Naturally Aspirated
NEDC New European Driving Cycle
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 Abbreviations (3/3)
OBD On Board Diagnosis
OEM Original Equipment Manufacturer (=brand)
PEMS Portable Emission Measurement System
PHEV Plug-in Hybrid Electric Vehicle
PN Particle Number (Emission)
RDE Real Driving Emission
RPM Revolutions per Minute (engine speed)
SCR Selective Catalytic Reduction (for NOx)
SI Spark Ignited
SULEV Super Ultra Low Emission Vehicle (US, California Emission Standard)
SUV Sport Utility Vehicle
TCI Turbo Charged Intercooled
TGDI Turbo Charged Gasoline Direct Injection
TWC 3-Way Catalyst
VVL Variable Valve Lift
VVT Variable Valve Timing
WLTP World Harmonised Light Duty Vehicle Test Procedure
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