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
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
DEER 2009 Slide # 2 Delphi Powertrain
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
DEER 2009 Slide # 4 Delphi Powertrain
Outline
• Global Emissions and CO2 Challenges
• Technology Overview for 3-Cyl Boosted GDi Engines
• Value Analysis
• Summary and Conclusions
DEER 2009 Slide # 5 Delphi Powertrain
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
DEER 2009 Slide # 6 Delphi Powertrain
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
rInjector Linear Flow Range Comparison
Bosch EcotecDelphi Bravo
Dev
iati
on
fro
m L
inea
rInjector Linear Flow Range Comparison
Bosch EcotecDelphi Bravo
Injector Linear Flow Range Comparison
Bosch EcotecDelphi Bravo
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
DEER 2009 Slide # 13 Delphi Powertrain
DEER 2009 Slide # 14 Delphi Powertrain
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
DEER 2009 Slide # 15 Delphi Powertrain
Cylinder Displacement [cm3]
BS
FC
[g/k
Wh
]
TrendlineTCI Engines at 2.73bar
2.2lt 4Cyl. TCI10kW
TrendlineNA Engines at 2.0bar
TrendlineTCI Engines at 2.0bar
2.2lt 6 Cyl. TCI
10kW
Operation Point: 10kW
Base 3.0lt 6 Cyl. NA
Daimler, 2002
3 Cylinder Engine Analysis Comparison with 4 Cylinder
• 3 Cylinder Engine Offers Improved Engine Breathing Source: Weinowski et al. (FEV) 2009 Vienna Motor Symposium
at Full Load
- Reduced firing frequency increases scavenging for improved full load torque
• 3 Cylinder Engine Provides Reduced Fuel Consumption and Emissions
- Reduced heat transfer surface area
- Reduced quench layer and crevices
- Lower friction
DEER 2009 Slide # 16 Delphi Powertrain
-
-
-
Cylinder Displacement [cm3]
BS
FC
[g/k
Wh
]
TrendlineTCI Engines at 2.73bar
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 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
• 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
• Global Emissions and CO2 Challenges
• Technology Overview for 3-Cyl Boosted GDi Engines
• Value Analysis
• Summary and Conclusions
DEER 2009 Slide # 18 Delphi Powertrain
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]
DEER 2009 Slide # 19 Delphi Powertrain
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
4cyl. Diesel
EU4 50Euro/%
0 200 400 600 800 1000 1200 1400
OEM - On Cost [Euro]
DEER 2009 Slide # 20 Delphi Powertrain
3 Cylinder Engine Value Analysis
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)
Comparison1.6lt - 4cyl vs. 1.2lt - 3cyl.
4cyl. Diesel
EU6 (with DeNOx)
4cyl. MPFI
EU4, 1160kg
4cyl. Diesel
EU6 (with SCR)
50Euro/%
25Euro/% No electrification considered
0 200 400 600 800 1000 1200 1400
OEM - On Cost [Euro]
DEER 2009 Slide # 21 Delphi Powertrain
3 Cylinder Engine Value Analysis
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 SCR)
3cyl. Diesel EU6
(with DeNOx)
Comparison1.6lt - 4cyl vs. 1.2lt - 3cyl.
4cyl. Diesel
EU6 (with DeNOx)
4cyl. MPFI
EU4, 1160kg
4cyl. Diesel
EU6 (with SCR)
50Euro/%
25Euro/% No electrification considered
0 200 400 600 800 1000 1200 1400
OEM - On Cost [Euro]
DEER 2009 Slide # 22 Delphi Powertrain
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 SCR)
3cyl. Diesel EU6
(with DeNOx)
Comparison1.6lt - 4cyl vs. 1.2lt - 3cyl.
4cyl. Diesel
EU6 (with DeNOx)
4cyl. Diesel
EU6 (with SCR)
4cyl. Diesel
EU6
3cyl. Diesel EU6
50Euro/%
25Euro/% No electrification considered
3 Cylinder Engine Value Analysis
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
OEM - On Cost [Euro]
DEER 2009 Slide # 23 Delphi Powertrain
Outline
• Global Emissions and CO2 Challenges
• Technology Overview for 3-Cyl Boosted GDi Engines
• Value Analysis
• Summary and Conclusions
DEER 2009 Slide # 24 Delphi Powertrain
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
DEER 2009 Slide # 25 Delphi Powertrain