DEER 2002 Conference - Energy · DEER 2002 Conference - 1 European Diesel Engine Technology: An Overview Steve Brueckner AVL Powertrain Engineering, Inc. DEER 2002 Conference

DEER 2002 Conference - 1

European European Diesel Diesel Engine Engine

Technology:Technology:An OverviewAn Overview

Steve BruecknerSteve Brueckner

AVL Powertrain Engineering, Inc.AVL Powertrain Engineering, Inc.

DEER 2002 ConferenceDEER 2002 Conference


ContentsContents

ww Market FactorsMarket Factors

ww LegislationLegislation

ww Customer RequirementsCustomer Requirements

ww Europe vs. USEurope vs. US

ww Current TrendsCurrent Trends

ww Future TechnologiesFuture Technologies

ww SummarySummary


LegislationLegislation

ww EmissionsEmissions

ww COCO22


Emissions Emissions -- NONOXX

Comparison of NOx Emission Standards (Diesel)

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

1.1

1.2

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010Model Year

NO

x, H

C+N

Ox

Em

issi

on

s [g

/mi]

Fed NOx

Cal NOx

Euro HC+NOx

Euro NOx

Fed Tier 2, Bin 2 = 0.02 g/miCal SULEV 2 = 0.02 g/mi

Fed Tier 2, Bin 5 = 0.07 g/miFed Tier 2, Bin 8 = 0.20 g/miFed Tier 2, Fleet = 0.07 g/mi


Emissions Emissions -- ParticulatesParticulates

Comparison of PM Emissions Standards

0.00

0.05

0.10

0.15

0.20

0.25

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010

Model Year

PM

Em

issi

on

s [g

/mi]

Fed PMCal PMEuro PM


COCO22 Emissions Emissions -- European FleetEuropean FleetAverage and Required ReductionsAverage and Required Reductions

CO

CO

22F

leet

Ave

rag

e F

leet

Ave

rag

e --

g/k

mg

/km

Model YearModel Year20002000 20052005 20102010 2015201519951995

200200

180180

160160

140140

120120

100100

8080

6060

4040

1998 Fleet Average1998 Fleet Average

ACEA and EU CommissionGoals

-26%-12%

-37%

X X

X X Actual


US CAFE Standards

0

5

10

15

20

25

30

35

40

1975 1980 1985 1990 1995 2000 2005 2010 2015

Model Year

CA

FE [M

PG

]

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

Fu

el C

on

sum

ptio

n [

l/100

km

]

Car Truck

5.9

7.8

11.8

23.5

15.7

9.4

6.7

47.1

US Fleet Fuel EconomyUS Fleet Fuel Economy

KyotoProtocol

US Senate Proposal


Source: Kraftfahr-Bundesamt (KBA), 7/1999

COCO22 Emissions Potential Emissions Potential --Diesel vs. Gasoline EnginesDiesel vs. Gasoline Engines

0

50

100

150

200

250

300

350

750 1000 1250 1500 1750 2000 2250 2500

Vehicle Curb Weight [kg]

CO

2 -

Em

issi

on

[g

/km

]

0

2

4

6

8

10

12

14

Fu

el C

on

sum

pti

on

[l/1

00 k

m]

GasolineGasoline-DI-DI

Diesel-DIDiesel-DI

Gasoline Gasoline PFIPFI

- 28%


Customer RequirementsCustomer Requirements

ww CostsCosts

ww Fuel CostsFuel Costs

ww Initial Purchase vs. Operating CostsInitial Purchase vs. Operating Costs

ww PerformancePerformance


European Fuel PricesEuropean Fuel Prices

Source: Eurostat, 2001

Only Country With Lower Gasoline Price


Fuel Price Comparison Fuel Price Comparison

0.0

0.2

0.4

0.6

0.8

1.0

EU GasolineEU Diesel

US Diesel

US Gasoline

Co

st F

acto

r [E

uro

/l]

StateFederalVATExcise DutyCost

Source: Eurostat, 2001; EIA 2002

EU Diesel 2010 Proposal


Cost ComparisonCost Comparison

ww VW Golf 1.9l TDI vs. 1.8l TVW Golf 1.9l TDI vs. 1.8l Tww ≈≈ 1500 Euro Difference in 1500 Euro Difference in

Purchase CostPurchase Cost

ww 5.4 vs. 7.9 l/100 km5.4 vs. 7.9 l/100 km

ww 15000 km /year15000 km /year

ww 0.89 vs 1.03 Euro/l0.89 vs 1.03 Euro/l

ww 720 vs. 1220 Euro Annual 720 vs. 1220 Euro Annual Operating CostsOperating Costs

ww 3 Year Payback Period3 Year Payback Period

ww MM--B E 270 CDI vs. E 240B E 270 CDI vs. E 240ww ≈≈ 700 Euro Difference in 700 Euro Difference in

Purchase CostPurchase Cost

ww 6.5 vs. 10.7 l/100 km6.5 vs. 10.7 l/100 km

ww 15000 km /year15000 km /year

ww 0.89 vs 1.03 Euro/l0.89 vs 1.03 Euro/l

ww 870 vs. 1650 Euro Annual 870 vs. 1650 Euro Annual Operating CostsOperating Costs

ww 1 Year Payback Period1 Year Payback Period


Performance: Performance: Diesel vs. GasolineDiesel vs. Gasoline

190

7.9

6.2

10.7

8.5

216

210

110

146

5.4

4.4

7.2

8.6

216

320

110Power [kW]

Torque[N-m]

Vmax [km/h]

0-100km/h[s]

City[l/100km]

Hwy[l/100km]

Comb[l/100km]

CO2 [g/km]

VW Golf1.8TVW Golf1.9TDI

257

10.7

7.9

15.8

8.9

236

240

130

172

6.5

5.1

9.1

9.0

230

400

130Power [kW]

Torque[N-m]

Vmax [km/h]

0-100km/h[s]

City[l/100km]

Hwy[l/100km]

Comb[l/100km]

CO2 [g/km]

M-B E240

M-B E270CDI


Elasticity: Elasticity: Diesel vs. GasolineDiesel vs. Gasoline

122 178 213 12.83 12.83114 250 204 12.06 9.92

Power [kW] Torque[N-m] Vmax [km/h] 0-100km/h [s] 60-100km/h (4th)[s]

M-B C180

M-B C200CDI

+40%-23%


Europe vs. USEurope vs. US

Fuel Economy

Environment (CO2)

Emissions

PerformanceNoise

Cost

"High-Tech"

Europe North America Japan Rest of World

Diesel “Gap”


ContentsContents

ww Market DifferencesMarket Differences






ww SummarySummary


0

20

40

60

80

100

120

140

160

180

750 1250 1750 2250 2750 3250Curb Weight (Kg)

Sp

ecif

ic T

orq

ue

[Nm

/l]

VW BMW AUDI

3, 4 and 5 cyl. PC engines 6, 8 and 10 cyl. PC engines All SUVs

All SUVs = USA, Japan and Europe

Specific Torque of HSDI DieselsSpecific Torque of HSDI Diesels


All SUVs = USA, Japan and Europe

6, 8 and 10 cyl. PC engines All SUVs3, 4 and 5 cyl. PC engines

0

10

20

30

40

50

60

750 1250 1750 2250 2750 3250Curb Weight (kg)

Sp

ecif

ic P

ow

er [

kW/l]

VW BMW AUDI

Specific Power of HSDI DieselsSpecific Power of HSDI Diesels


Passenger Car Engines Certified to EURO III or BetterPassenger Car Engines Certified to EURO III or Better

Source: Kraftfahr-Bundesamt (KBA), 03/2000; mot 11/2000; Automobil Revue 2000

020406080

100120140160180200

0 20 40 60 80 100Specific Power [kW/l]

Sp

ecifi

c T

orq

ue

[Nm

/l]

Gasoline

Diesel + 60%

Specific Torque vs.Specific Torque vs.Specific PowerSpecific Power


Evolution in Specific OutputEvolution in Specific Output

0

20

40

60

80

100

120

1990 1992 1994 1996 1998 2000 2002

Pea

k P

ow

er [

kW]

0

50

100

150

200

250

300

350

400

450

Pea

k T

orq

ue

[N-m

]

kW

Nm66 kW182 NmVP37Inj. Press.950 barWaste Gate34.8 kW/l96.0 Nm/l

81 kW225 NmVP37Inj. Press. 1100 barVGT42.7 kW/l118.7 Nm/l

kW

Nm85 kW285 NmPDE (EUI)Inj. Press. 2050 barVGT44.8 kW/l150.3 Nm/l

kW

Nm 110 kW320 NmPDE (EUI)Inj. Press.2050 barVGT58.0 kW/l168.8 Nm/l

kW

Nm

VW 1.9l TDI 2 Valve/Cyl


Alternative Combustion Systems

DPF ? > 85% 4 way cat

Not AchievableDPF 4way cat? = 65/95 %

“Conventional” Combustion Systems

Alternative CombustionSystems plus Aftertreatment

1000Vehicle ITW (kg)

3000 40002000

EURO V, US Tier 2, CARB LEV II Standards

Assessment of Technologies to Assessment of Technologies to Meet Future Emissions StandardsMeet Future Emissions Standards


ContentsContents

ww Market DifferencesMarket Differences






ww SummarySummary


Hydraulically Actuated FIE

AccumulatorSystems

(Common Rail)

IntensifierSystems

Cam Driven FIE

Pump-Line-Nozzle Unit Injectors

SinglePlungerUnit Inj.

DoubleFloatingPlunger

RotaryPumps

In-LinePumps

UnitPumps

AxialPlunger

RadialPlunger

DI Diesel Fuel Injection System

Most Promising Options for SUV / LDTMost Promising Options for SUV / LDT

Diesel Fuel Injection Systems to Diesel Fuel Injection Systems to Meet Future Emission StandardsMeet Future Emission Standards


8

10

12

14

16

18

20

22

24

26

1000 1500 2000 2500 3000 3500 4000 4500

Engine speed [rpm]

BM

EP

[bar

]

65 kW/l, Torque demand

65 kW/l, Real compressor map

55 kW/l, Real compressor map

55 kW/l, VGT + E-Booster

70 kW/l, 2stage TC

6 Cylinder HSDI, 0.5 l/cylinder Class

Effect of Charging Systems on Effect of Charging Systems on Full Load CharacteristicsFull Load Characteristics

Transmission Torque Limitation

SpecificSpecificpowerpowerLow endLow end

torquetorque


Specific Power vs. Peak Firing Specific Power vs. Peak Firing Pressure and Compression RatioPressure and Compression Ratio

3l V6 at Constant Compression Ratio

35

40

45

50

55

60

65

70

75

80 100 120 140 160 180 200 220

PFP - bar

Spe

cific

Pow

er -

kW/l

CR = 16.5

CR = 18

CR = 19.5

CR = 21

T3 = 827 °C

T3 = 877 °C

About 10 bar / CR UnitAbout 10 bar / CR UnitLower Compression Ratio Allows:Lower Compression Ratio Allows:

•• Reduction of PFP Reduction of PFP

•• Higher specific power (kW/l) Higher specific power (kW/l)

•• Lower fuel consumption, andLower fuel consumption, and

•• Lower emissionsLower emissions


Air

Exc

ess

Rat

io (

Air

Exc

ess

Rat

io (

--))

CO

-Em

issi

on

(p

pm

)

00

200200

400400

600600

800800

Spec. NOxSpec. NOx--Emission (g/kWh)Emission (g/kWh)0.00.0 1.01.0 2.02.0 3.03.0 4.04.0 5.05.0 6.06.0 7.07.0

0.00.0

Sm

oke

(B

SU

)S

mo

ke (

BS

U)

0.50.5

1.01.0

1.51.5

2.02.0

Increasing EGR

1.21.2

1.41.4

1.61.6

1.81.8

2.02.0

2.22.2

2.42.4

2.62.6

Spec. NOxSpec. NOx--Emission (g/kWh)Emission (g/kWh)0.00.0 1.01.0 2.02.0 3.03.0 4.04.0 5.05.0 6.06.0 7.07.0

Const SmokeConst Smoke

swirl 1.2 (swirl flap opened) swirl 2.8 (swirl flap closed)

NOx

~Const CO~Const CO ?

0.5l/Cyl Class, TCI engine 0.5l/Cyl Class, TCI engine CR FIE; 4.1 bar/1500 RPM CR FIE; 4.1 bar/1500 RPM ConstantConstantInjectionInjectionTimingTiming

Variable Swirl: Variable Swirl: Effect on Exhaust EmissionsEffect on Exhaust Emissions


AVL Combustion: AVL Combustion: Single Cylinder Engine Single Cylinder Engine -- 0.5 l/cyl. 0.5 l/cyl. EU III & EU IV Data: EU III & EU IV Data: Multicylinder Engine Multicylinder Engine -- 0.40 l/cyl.0.40 l/cyl.

Alternative Combustion Alternative Combustion SystemsSystems

0.02

6.1

4.7

0.37

7.12

4.76

0

1

2

3

4

5

6

7

8

AVL C

omb. EU

3EU

4

AVL C

omb. EU

3EU

4

KN

Ox_

S (

g/kg

)

1250 RPM1250 RPM1.6 bar BMEP1.6 bar BMEP

1300 RPM1300 RPM2.4 bar BMEP2.4 bar BMEP

1924

421586

2921

387578

0

500

1000

1500

2000

2500

3000

3500

AVL C

omb. EU

3EU

4

AVL C

omb. EU

3EU

4

HC (ppm)

0.01

0.532

0.25

0.05

0.526

0.33

0

0.1

0.2

0.3

0.4

0.5

0.6

AVL C

omb. EU

3EU

4

AVL C

omb. EU

3EU

4

Soot (g/kg)


Summary and ConclusionSummary and Conclusion

n Specific Performance Will Reachn 60-65 kW/ln 180 Nm/l

n Engine Fuel Consumption Will be Reduced by:n Friction Reductionn Faster Engine Warm Upn Reduced Compression Ration Cylinder Deactivation, andn Start-Stop Operation


Summary and Conclusion (2)Summary and Conclusion (2)

nEmissions Reductions to Very Low Levels by:

n Increased Sophistication

n Exhaust Aftertreatment

n Improved Fuels

n Alternative Combustion Systems

nMost Solutions Too Expensive or Not Ready

for Mass Production


Summary and Conclusion (3)Summary and Conclusion (3)

n “Mainstream” HSDI Diesel Technology Will

be Cost Competitive With Gasoline Engines

n High-Tech Diesels Most Appropriate for

Markets With Strong Emphasis on Fuel

Consumption, i.e.

n Europe

n North America (Pick-Ups, SUVs, etc.)

DEER 2002 Conference - Energy · DEER 2002 Conference - 1 European Diesel Engine Technology: An Overview Steve Brueckner AVL Powertrain Engineering, Inc. DEER 2002 Conference

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