3-Cylinder Turbocharged Gasoline Direct Injection: A · PDF file3-Cylinder Turbocharged Gasoline Direct Injection: ... d BSCF2 V V o f e c. Fuel ... 3-Cylinder Turbocharged Gasoline

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


ER 2009 Slide # 3 Delphi Powertrai

20152014201320122011201020092008200720062005

China (nationwide)

India (nationwide)

USA (federal)

Europe

20152014201320122011201020092008200720062005

China (nationwide)

India (nationwide)

USA (federal)

Europe

The Emission Legislation Global Drive

Global emission legislation are evolving toward fuel neutral standards, with emerging countries adopting European legislation.

Euro 4 Euro 6

Tier II bin 8 Tier II bin 5

Euro 2/BSII Euro 3/BSIII Euro 4?

Euro 2 Euro 3 Euro 4 (w/o OBD)

(w OBD)

Euro 5 Eu5+

NO

x E

mis

sio

ns

Sta

nd

ard

,m

g/k

m

300

250

200

150

100

50

0

80 60 60

124

43

250

180

80

124

43

SI Engine Diesel Engine

NEDC Cycle FTP Cycle

NOx relief is disappearing for EU diesel engines

DE nEuro 4 Euro 5 / 5+ Euro 6 Tier2 Bin8 Tier2 Bin5

5

CO2 Regulations Globally Introduced

Fuel Consumption Gasoline: 35miles/gallon is 6,7lt/100 or 161g/km CO

1990 1995 2000 2005 2010 2015 2020 2025

Year

2

1 7g/km

50

100

150

200

250

300 C

O2-

Em

issi

on

[g

/km

]

Status Germany

ACEA 140g/km

Gasoline Vehicles

Diesel Vehicles

CAFE LDT <3,8t

CAFE PC <12 Pers. 205g/km

275g/km

254g/km

130g/km

Average

Senate Bill CAFÉ Plan (2007)

Vehicle/Engine EU Comission 02/2007

39 MPG

30 MPG

Obama Admin. (May 2009) Truck

Combined Pass. Car

35.5 MPG

o Powertrain/Vehicles will change significantly:

- Dramatic Downsize and Boost ++++ 3-cyl. Turbo GDi - Hybrids/Electrification required to meet future targets


Outline



• Value Analysis



Fuel Economy Benefits from Engine Boosting Downsizing and Downspeeding

• Reduced Engine Displacement and Decreased Engine Speed Increase Engine Load for Reduce Fuel Consumption

- Good low end torque is essential

BS

FC

Speed = const. for V1

BSFC1

BSCF2Speed = const. for V2

BS

FC

Speed = const. for V1

BSFC1

BSCF2 Speed = const. for V2

Con

su

mp

tion

Redu

ction

Con

su

mp

tion

Redu

ction

BM

EP

Speed, Power = const.

B2

B1

Downsizing

Lo

ad

Incre

ase

BM

EP

Speed, Power = const.

B2

B1

Downsizing

Lo

ad

Incre

ase

Lo

ad

Incre

ase

P = f(B*V*N) B1*V1*N = B2*V2*N

DDiissppllaacceemmeenntt BBMMEEPPVV V22 V BB11 B11 B22

BS

FC

V = const.

BSFC1

BSCF2B

SF

C

V = const.

BSFC1

BSCF2V, Power = const.

B2

B1

BM

EP

Lo

ad

Incre

ase

Downspeeding

V, Power = const.

B2

B1

BM

EP

Lo

ad

Incre

ase

V, Power = const.

B2

B1

BM

EP

Lo

ad

Incre

ase

Lo

ad

Incre

ase

Downspeeding

Con

su

mp

tion

Redu

ction

Con

su

mp

tion

Redu

ction

P = f(B*V*N)

B1*N1 = B2*N2

EEEnnngggiiinnneee SSSpppeeeeee BBddd MMEEPPNNN N222 NN BB111 B11 B22


Source: Schamel (Ford): 20 tion

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

Source: Piock (AVL): 2002 SAE TOPTEC (Adv. in Dir. Inj. Eng. Sys.) DEER 2009 Slide # 7 Delphi Powertrain at 1000rpm with GDi. 08 SAE Congress Presenta

SAE2000-01-0251

Greater than 18bar achievable

Delphi Powertrain

Source: Schamel (Ford): 2008 SAE Congress Presentation

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

• Benefits

- Fuel economy improvement

- 9-15% for homogeneous systems

- 15-21% for stratified systems

- Improved fuel control and rapid catalyst light-off with split-injection during cold start

- Increased power and responsiveness

DEER 2009 Slide # 8

1.8L engine downsized to 1.4L turbo (with down-speeding)

•11% fuel consumption reduction •Equivalent performance

Source: Königstein et al (GM): 2008 Vienna Motor Symposium

Ou

tpu

t [k

W]

To

rqu

e [

Nm

]

Engine speed [1/min]

480

360

280

400

440

240

120

80

160

200

TwinPower Turbo engine with VALVETRONIC

TwinTurbo engine without VALVETRONIC

225 kW @ 5800-6400 min-1

40

320

400 Nm @ 1200-5000 min-1

240 0

0 1000 2000 3000 4000 5000 6000 7000 8000

BMW New Inline 6-cyl Engine

Source: BMW Media Day (June 2009)

DEER 2009 Slide # 9

Gasoline Direct Injection Boosted Engine System Mechanization

Delphi Powertrain

DEER 2009 Slide # 10

Gasoline Direct Injection Boosted Engine System Mechanization

Delphi Powertrain

Gasoline Direct Injection

• 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

DEER 2009 Slide # 11

Low Pressure Lines

Fuel Rail

Wiring Harness and Connectors

Pressure Sensor

Injector

High Pressure Lines

High Pressure Pump Delphi Powertrain

Homogeneous Systems

Dev

iati

on

fro

m L

inea

rInjector Linear Flow Range Comparison

Bosch EcotecDelphi Bravo

Dev

iati

on

fro

m L

inea



Dev

iati

on

fro

m L

inea



Injector Linear Flow Range Comparison


00

Dev

iati

on

fro

m L

inea

r

Competition Delphi

Injector Linear Flow Range Comparison

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

• 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

- Good linear flow range 22220000%%%%

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DEER 2009 Slide # 12 0

Central mount Up to 190 mm long

Side mount

Delphi Powertrain10 20 30 40 50

Flow (mg/pulse)

Recirculati

Zone

Spark plug

Spray Spray

Piston

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

on

Spark plug

Spray Spray

Piston



Spark plug

Spray

Piston

160

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

• Key Requirements

- Operation at fuel pressures up to 200 bar

Spark plug

Spray

Piston

- Well-atomized and well-placed stratified mixture Stable spray under engine conditions 5 bar 10 bar 20 bar under engine conditions

Backpressure - Multiple injections to confine the fuel mixture

- High linear flow range

20%

Fu

el M

ass (

mg/s

hot)

140 fp = 200 bar

15%

120 10%

100 5%

80 0%

60 -5%

40 -10%

20 -15%

0 -20%

0.00 1.00 2.00 3.00 4.00 5.00

Injector Pulse Width (ms)

Devia

tion

(%

)

9

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

0 180 270 360 450 540 630 ºCA 0.8

1.2

1.6

2.0

2.4

2.8

Pre

ssu

re a

t va

lves

[b

arab

s]

(GE-TDC)

p2 (Intake)

p3 (Exhaust)

(Simulation AVL BOOST) L4, mono scroll

I4, twin scroll

3cyl

1500rpm, Full Load

Area of Valve Overlap


Cylinder Displacement [cm3]

BS

FC

[g/k

Wh

]

TrendlineTCI Engines at 2.73bar

2.2lt 4Cyl. TCI10kW

TrendlineNA Engines at 2.0bar


2.2lt 6 Cyl. TCI

10kW

Operation Point: 10kW

Base 3.0lt 6 Cyl. NA

Daimler, 2002


• 3 Cylinder Engine Offers Improved Engine Breathing Source: Weinowski et al. (FEV) 2009 Vienna Motor Symposium

at Full Load


• 3 Cylinder Engine Provides Reduced Fuel Consumption and Emissions

- Reduced heat transfer surface area

- Reduced quench layer and crevices

- Lower friction


-

-

-

Cylinder Displacement [cm3]

BS

FC

[g/k

Wh

]


2.2lt 4

2.2lt 6

10kW

-Cyl. TCI 10kW

TrendlineNA Engines at 2.0bar

TrendlineTCI Engines at2.0bar

-Cyl. TCI

Operation Point: 10kW

Base 3.0lt 6-Cyl. NA

Daimler, 2002

Source: Heil et al. (Daimler) 2002 Vienna Motor Symposium


• 3 Cylinder Engine Offers Improved Engine Breathing at Full Load


• 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



• Value Analysis



3 Cylinder Engine Value Analysis

40

35

30

25

20

15

10

5

4cyl. MPFI

EU4, 1160kg 0

CO

2 R

edu

ctio

n [

%]

Comparison1.6lt - 4cyl vs. 1.2lt - 3cyl.

25Euro/% No electrification considered

Better 50Euro/%

0 200 400 600 800 1000 1200 1400

OEM - On Cost [Euro]



40

35

30

25

20

15

10

5

4cyl. MPFI

EU4, 1160kg 0

CO

2 R

edu

ctio

n [

%]



4cyl. Diesel

EU4 50Euro/%

0 200 400 600 800 1000 1200 1400




0

5

10

15

20

25

30

35

40

CO

2 R

edu

ctio

n [

%]

4cyl. Diesel

EU4

3cyl. Diesel EU6 (with SCR)

3cyl. Diesel EU6

(with DeNOx)


4cyl. Diesel

EU6 (with DeNOx)

4cyl. MPFI

EU4, 1160kg

4cyl. Diesel

EU6 (with SCR)

50Euro/%


0 200 400 600 800 1000 1200 1400




0

5

10

15

20

25

30

35

40

CO

2 R

edu

ctio

n [

%]

3cyl. GDi TCI

EU6

4cyl. GDi TCI

EU6

3cyl. GDi TCI

2 step EU6 3cyl. GDi TCI

stratified EU6

4cyl. Diesel

EU4


3cyl. Diesel EU6

(with DeNOx)


4cyl. Diesel

EU6 (with DeNOx)

4cyl. MPFI

EU4, 1160kg

4cyl. Diesel

EU6 (with SCR)

50Euro/%


0 200 400 600 800 1000 1200 1400



0

3cyl. GDi TCI

EU6

4cyl. GDi TCI

EU6

3cyl. GDi TCI

2 step EU6 3cyl. GDi TCI

stratified EU6

4cyl. Diesel

EU4


3cyl. Diesel EU6

(with DeNOx)


4cyl. Diesel

EU6 (with DeNOx)

4cyl. Diesel

EU6 (with SCR)

4cyl. Diesel

EU6

3cyl. Diesel EU6

50Euro/%



40

35

30

25

20

15

10

5

4cyl. MPFI

EU4, 1160kg

CO

2 R

edu

ctio

n [

%]

0 200 400 600 800 1000 1200 1400



Outline



• Value Analysis



Summary and Conclusions

• Global CO2 Regulations Will Require Substantial Engine Downsizing and Hybridization

• Significant Reduction in Euro 6 Standards Makes Diesel NOx Emissions Compliance More Challenging and Expensive

- Global rollout expected and viable

• Gasoline Direct Injection Systems Enable Excellent Low End Torque and Responsiveness in Downsized, Boosted Engines

• 3-Cylinder Gasoline Direct Injection Engines Offer Similar Value in CO2 Reduction Capability (Euros / % CO2 Reduction) at a Significantly Lower On-Cost

- Particularly Attractive for Compact / Sub-compact Vehicle Customers


3-Cylinder Turbocharged Gasoline Direct Injection: A · PDF file3-Cylinder Turbocharged Gasoline Direct Injection: ... d BSCF2 V V o f e c. Fuel ... 3-Cylinder Turbocharged Gasoline

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