Future Trends Passenger Car Powertrains Is the Classic .... AVL... · Future Trends Passenger Car...

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Future Trends Passenger Car Powertrains Is the Classic Powertrain Still Indispensable? Ruangrit Ekachaiworasin AVL SouthEastAsia & Australia

2

CO2 LIMITATION FORECAST WORLDWIDE

Source: ICCT, February 2012, http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htm

Gra

ms

CO

2 per

kilo

met

er, n

orm

aliz

ed to

NED

C

CO2 / FE

Japan 2020: 105

EU 2020: 95

EU 2025: 70 (Recom. European Parliament)

China 2020: 117

[1] China's target reflects gasoline fleet scenario. If including other fuel types, the target will be lower.

US PC 2025: 91

[2] US and Canada light-duty vehicles include light-commercial vehicles.

3

Conservative scenario

Bosch

Bain&Comp. conservative

CONVENTIONAL ICE HEV PHEV-EREV BEV

Source: Eiser - Audi

PASSENGER CAR TECHNOLOGY SCENARIOS 2020

4

Driveability (Fun to Drive)

TARGET

Fuel Efficiency

Recuperation

Stop-Start Downspeeding & Downsizing 0

1

2

3

4

5

6

7

8

9

10

11

12

0 20 40 60 80 100

Trac

tion

Forc

e [ N

]

Velocity [ km/h ]

Slip Limit

Speed [ rpm ]

Torq

ue [

Nm ]

Best Efficiency

Hybrid

Turbo

Hybrid Solutions Main Principles: Trade Off Fuel Consumption / Performance

5

Hybrid Solution Realized Hybrid Solutions

GasolineIL4; 1,8L MPI

EM1GEN

EM2MOT

TMC THS II(Prius, Auris, ..)

P2 Full Hybrid: Mercedes Transmission integrated solution from Daimler SOP start at 2012

E300 BlueTec Hybrid – Diesel E400 BlueTec Hybrid – Gasoline GLK 300 BlueTec – Diesel SUV

P2 Full Hybrid: Transmission integrated solution based on ZF HP8

Transmission SOP started in 2011

AUDI BMW Porsche

PS Full Hybrid: Toyota Hybrid System electrified eCVT solution versions for different vehicle classes & power levels available SOP 1995 (Prius 1) Similar concept used by FORD Similar concept presented by AVL in 1994

Trend in EU

Trend in EU

HSDIIL4; 2,2L; EU V

EM1: BSG

EM2

AT7

Daimler BlueTec Hybrid

ICL

CL

Starter 12V

el. Oil Pump

Gasoline

EM2

AT8

BMW Active HybridAudi Q5

Starter 12V

EM1: BSG

el. Oil Pump

CL

6

Hybrid Solution Realized Hybrid Solutions

HSDIIL4; 2,0L; EU5

EM1: BASM

CL

AMT6

Peugeot 3008Rear Axle Hybrid

Starter 12V

EM2EDTM

Gasoline

Alternator12V

EM2

AT7

Daimler S400hBMW 7er Hybrid

TC & TCC

Starter 12V

GasolineIL4; 1,6L TC

EM

MT6

AVL Turbo Hybrid

P4 Full Hybrid: PSA Electric Rear Axle Hybrid & BSG SOP start at 2013

Peugeot 3008 Diesel Hybrid Volvo V60 Plug In Hybrid ….

P1 Mild Hybrid – automated Transmission introduced by several OEM’s

Daimler (S400h) – Gasoline Hybrid BMW – Gasoline Hybrid Honda – IMA …

P1 Mild Hybrid – manual Transmission introduced by several OEM’s

AVL Turbo Hybrid Honda IMA …

Trend in EU

7

HYBRID CONTROL UNIT MANAGES THE COMPLETE HYBRID POWERTRAIN

Transmission

Seperation Clutch

Battery

Electric Axle

Brake System E-Motor

High Voltage Auxiliaries

Hybrid Control Unit

interaction interaction

inte

ract

ion

interaction

cont

rol

CCU

TCU

EMCU

BMS

ECU

Internal Combustion Engine

inte

ract

ion

interaction interaction

Software/Communication Level

Hardware Level

Hybrid System Solution Benefit Variant Calibration 7

8

HYBRID VARIANTS ARE AN UPCOMING CHALLENGE FOR VEHICLE CALIBRATION

Hybrid System Solution Benefit Variant Calibration

+ - PE

10kW

6sp AT

8

9

+ - PE

10kW

Platform

Transmission

E-Motor

Engine

Hybrid System Solution Benefit Variant Calibration

HYBRID VARIANTS ARE AN UPCOMING CHALLENGE FOR VEHICLE CALIBRATION

6sp AT

8sp AT

15 k

W

9

10

+ - PE

15 k

W

Hybrid System Solution Benefit Variant Calibration

Market e.g. Platform

Transmission

E-Motor

Engine

HYBRID VARIANTS ARE AN UPCOMING CHALLENGE FOR VEHICLE CALIBRATION

8sp AT

10

11

AVL-CRUISE

AVL-BOOST

AVL Instrumentation for System Development & Optimization

COMPONENT TESTBED

POWERTAIN TESTBED

AVL Software Tools for Powertrain System Development & Optimization

AVL-FIRE

AVL-CAMEO AVL-DRIVE

AVL INTEGRATED TOOLCHAIN FOR ELECTRIFICATION DEVELOPMENT

AUTOMATION

HIL DEVELOPMENT

CHASSIS DYNO

12

Star

t Sto

p Concept Demo Car Fleet SOP

15 7 -

14

Mild

HEV

Concept Demo Car Fleet SOP

12 7 - 1

Full

HEV

Concept Demo Car Fleet SOP

7 5 1 5

Plug

In Concept

Demo Car Fleet SOP

1 4 - -

Pure

EV Concept

Demo Car Fleet SOP

4 20 - -

RE

EV Concept

Demo Car Fleet SOP

3 3 1 2

Electrification @ AVL Hybrid- & EV Production Program References

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PASSENGER CAR POWERTRAINS ENERGY CARRIERS AND TECHNOLOGIES

Global NAFTA South

America China Japan Korea India

Source: IHS 10/2012

100%

80%

60%

40%

20%

0%

Mar

ket S

hare

Europe

14

Infrastructure

Production Boundaries

Customer Demands

BOUNDARIES FOR PASSENGER CAR POWERTRAINS

15

BOUNDARIES SHARE OF TRANSMISSION TYPES

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

India MT6

MT5

MT4

Source: IHS 11-2011

Annual production volumes - %

16

Vehi

cle

/ Eng

ine

Spee

d

Time

Vehicle Speed

Engine Speed

PREFERRED TRANSMISSION CHARACTERISTICS – JAPAN / KOREA

17

Vehi

cle

/ Eng

ine

Spee

d

Time

Vehicle Speed

Engine Speed

the customer demands enable “soft“ transmission characteristics power increase via

higher engine speed moderate torque

requirements

Engi

ne T

orqu

e

Engine Speed

Engine Torque

PREFERRED TRANSMISSION CHARACTERISTICS – JAPAN / KOREA

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PREFERRED TRANSMISSION CHARACTERISTICS DETERMINES ICE

Engi

ne T

orqu

e

Engine Speed

Engine Torque

Gasoline Engine • Naturally aspirated • High compression

ratio • Low peak pressure optimized friction

• Variable valve actuation

• Miller / Atkinson cycle

• Downspeeding by CVT / AMT with extended drive ratio

the customer demands enable “soft“ transmission characteristics power increase via

higher engine speed moderate torque

requirements

19

Vehi

cle

/ Eng

ine

Spee

d

Time

Vehicle Speed

Engine Speed

PREFERRED TRANSMISSION CHARACTERISTICS DETERMINES ICE

20

Vehi

cle

/ Eng

ine

Spee

d

Time

Engine Speed

Vehicle Speed

customers demands linear relation between engine and vehicle speed power increase via high torque

Engi

ne T

orqu

e

Engine Speed

Engine Torque

PREFERRED TRANSMISSION CHARACTERISTICS DETERMINES ICE

21

Engi

ne T

orqu

e

Engine Speed

Engine Torque

Charged Engines • Diesel • GDI -Turbo • High peak pressure compromised friction

• Load shift by Downsizing and / or Downspeeding

• Variable valve actuation

• (Miller Cycle)

PREFERRED TRANSMISSION CHARACTERISTICS DETERMINES ICE

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• Transmission concepts and operation strategies will have a dominating influence on the combustion engine technology

• Small vehicles, CVT, AT and Hybridization the naturally aspirated engine, partially even with MPFI will still offer competitive cost / benefit and customer acceptance especially in Asia • Larger vehicles, MT and DCT Trend towards turbocharged GDI dominating Europe will be expanded to US and to a certain extend also towards China

GASOLINE ENGINE TECHNOLOGY

GASOLINE

23

GASOLINE ENGINE TECHNOLOGY

• Transmission concepts and operation strategies will have a dominating influence on the combustion engine technology

• Small vehicles, CVT, AT and Hybridization the naturally aspirated engine, partially even with MPFI will still offer competitive cost / benefit and customer acceptance especially in Asia • Larger vehicles, MT and DCT Trend towards turbocharged GDI dominating Europe will be expanded to US and to a certain extend also towards China

GASOLINE

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CYLINDER DEACTIVATION CDA

Mechanical CDA: Deactivation of all valves on dedicated cylinders

Reduced friction & no gas exchange losses at deactivated cylinders

Hardware efforts & modifications to existing engines

+

-

Source: Audi / VW

GASOLINE

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Electronic CDA: Fuel cut-off & specific valve timing strategies Minimum modifications and oncost to existing engines Excellent NVH just by simple measures Slightly lower FE potential Exhaust separation of active / deactivated cylinders required

+

-

+

-

Cylinder group 2 ti = 0

Cylinder group 1 ti = 2 x ti - be

CYLINDER DEACTIVATION CDA

GASOLINE

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VARIABLE VALVE LIFT

2 Step Variable Valve Lift Low Lift

0

1

2

3

4

5

6

7

8

9

10

1000 / 1,5 bar

2000 / 2,0 bar

1500 / 2,6 bar

1000 / 4,0 bar

1500 / 5,0 bar

1750 / 8,0 bar

Engine speed / load

BSC

F Im

prov

emen

t vs

. DVC

P w

ith fi

xed

lift -

%

GASOLINE

27 2 Step Variable Valve Lift Low Lift

Mechanic Cylinder Deactivation

Continuously Variable Valve Lift

2 Step Variable Valve Lift High Lift

3 Step Var. Valve Lift Low/High Lift

Electronic Cylinder Deactivation

0

1

2

3

4

5

6

7

8

9

10

1000 / 1,5 bar

2000 / 2,0 bar

1500 / 2,6 bar

1000 / 4,0 bar

1500 / 5,0 bar

1750 / 8,0 barEngine speed / load

BSC

F Im

prov

emen

t vs

. DVC

P w

ith fi

xed

lift -

%

VVL & CDA

The FE potentials of different variable valve train systems strongly depend on the respective engine operation range

GASOLINE

28

GASOLINE ENGINE TECHNOLOGY

• Transmission concepts and operation strategies will have a dominating influence on the combustion engine technology

• Small vehicles, CVT, AT and Hybridization the naturally aspirated engine, partially even with MPFI will still offer competitive cost / benefit and customer acceptance especially in Asia • Larger vehicles, MT and DCT Trend towards turbocharged GDI dominating Europe will be expanded to US and to a certain extend also towards China

GASOLINE

29

EVOLUTION OF TURBOCHARGED GDI

12

14

16

18

20

22

1000 2000 3000 4000 5000 6000 Engine Speed [rpm]

BM

EP [b

ar]

220

240

260

280

300

320

340

BSF

C [g

/kW

h]

RON 95

MY 2005

MY 2010 MY 2009 MY 2007

MY 2013

GASOLINE

24

Significant improvements by: • refined combustion

systems • increased functionality

of the valve train • improved exhaust gas

cooling (water cooled / integrated exhaust manifold, water cooled turbine housing)

30

FULL LOAD CHARACTERISTICS OF TURBOCHARGED GDI

Engine Speed [rpm] 1000 2000 3000 4000 5000 6000

Bra

ke M

ean

Effe

ktiv

e Pr

essu

re [b

ar]

8

10

12

14

16

18

20

22

24

26

28

30

6

32

34

36

38

40

Cost effective AVL Low CO2 Concept

GDI-TC BENCHMARK 2012

RON 95

42 2 Stage Turbo-charging

Var. Compression Ratio

GASOLINE

• With variable compression ratio max. BMEP >40 bar can be obtained with standard fuels

• Engine transients becoming the limiting factor requiring expensive boosting devices

• Whereas short term BMEP about 25 bar and peak torque characteristics offer better cost efficiency, in long term view, high BMEP concepts can be expected

31 GASOLINE

SI COMBUSTION TECHNOLOGIES FOR BEST HIGH LOAD EFFICIENCY

Air Excess Ratio

BSF

C –

g/k

Wh Standard

technolgy

Boosting limitations

Lean operation: • low effort on engine, high

effort with aftertreatment and boosting

• RDE requires SCR Urea refill with SCR is a market disadvantage

Extended Expansion • high effort on engine, low

effort with aftertreatment capability for low emissions

BSF

C –

g/k

Wh

Expansion Ratio

Miller Cycle

Miller Cycle + Extended Expansion

geometric limitations

Extended Expansion λ=1+cooled EGR

2000 rpm, 12 bar BMEP

Lean Operation

today

12 %

15 %

today

32 GASOLINE

SI COMBUSTION TECHNOLOGIES FOR BEST HIGH LOAD EFFICIENCY

4 6 8 10 12 14 16 18

Engine Load BMEP - bar

BSF

C -

(g/k

Wh)

200

220

240

2

260

280

300

320

340

0

Base TGDI CR, w/o Miller, w/o external EGR

Daimler 2.0L TGDI stratified

Diesel EU6)

TGDI High CR, Miller

Load Variation @ 2000 rpm

7 %

BSF

C –

g/k

Wh

Miller Cycle

Expansion Ratio

Extended Expansion by Miller Cycle

λ=1

33

Extended Expansion by Miller Cycle

λ=1+cooled EGR

GASOLINE

SI COMBUSTION TECHNOLOGIES FOR BEST HIGH LOAD EFFICIENCY

BSF

C –

g/k

Wh

Miller Cycle

4 6 8 10 12 14 16 18

BSF

C -

(g/k

Wh)

200

220

240

2

260

280

300

320

340

0

Base TGDI CR, w/o Miller, w/o external EGR

Daimler 2.0L TGDI stratified

Diesel EU6) TGDI High CR,

Miller, forced EGR

TGDI High CR, Miller

Load Variation @ 2000 rpm

Expansion Ratio

Engine Load BMEP - bar

11 %

34 GASOLINE

SI COMBUSTION TECHNOLOGIES FOR BEST HIGH LOAD EFFICIENCY

BSF

C –

g/k

Wh

Expansion Ratio

Miller Cycle + Extended Expansion

geometric limitations

Extended Expansion λ=1+cooled EGR

TDC

BDC Expans.

BDC Compr.

Lean operation: • low effort on engine, high

effort with aftertreatment and boosting

• RDE requires SCR Urea refill with SCR is a market disadvantage

Extended Expansion • high effort on engine, low

effort with aftertreatment capability for low emissions

15 %

35 DIESEL

DIESEL ENGINE TECHNOLOGY

• With the Diesel engine, less the transmission type, but more the market segment will determine the technology

• Image Market : High Power / Aggressive Downsizing

excellent fuel economy / CO2, however, higher efforts for exhaust gas aftertreatment especially in view of RDE • Volume market: “Efficiency Engine Approach” limited power and peak pressure utilized for optimized friction and emission most cost effective approach

36 DIESEL

DIESEL ENGINE TECHNOLOGY

• With the Diesel engine, less the transmission type, but more the market segment will determine the technology

• Image Market : High Power / Aggressive Downsizing

excellent fuel economy / CO2, however, higher efforts for exhaust gas aftertreatment especially in view of RDE • Volume market: “Efficiency Engine Approach” limited power and peak pressure utilized for optimized friction and emission most cost effective approach

•

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75

80

85

90

95

100

105

95 100 105 110 115 Relative NOx Engine-out Emissions [%]

Rel

ativ

e Fu

el C

onsu

mpt

ion

[%]

Base (1.9L)

Base: EU6 w/o DeNOx

Downsizing Step 1 (1.5L)

Downsizing

Cost Increase

1.0 L 80 kW/L

PFP 180 bar 2-Step TC

Aggressive Downsizing / High Power Concept (ADD 1.0L)

Further Downsizing Reduction of Cylinders

Further Potential High Efficient Aftertreatment

“Aggressive Downsizing” :

best-in-class FE with 1.05L-3-cyl. engine

NOx emission increase requiring a highly efficient NOx aftertreat-ment system

with more complex aftertreatment, even larger fuel economy improvements are feasible

IMPACT OF DOWNSIZING ON NOX VS. FUEL CONSUMPTION TRADE-OFF

DIESEL 120

38 DIESEL

DIESEL ENGINE TECHNOLOGY

• With the Diesel engine, less the transmission type, but more the market segment will determine the technology

• Image Market : High Power / Aggressive Downsizing

• excellent fuel economy / CO2, however, higher efforts for exhaust gas aftertreatment especially in view of RDE

• Volume market: “Efficiency Engine Approach” limited power and peak pressure utilized for optimized friction and emission most cost effective approach

39 DIESEL

75

80

85

90

95

100

105

8 85 90 95 100

Relative NOx Engine-out Emissions [%]

Rel

ativ

e Fu

el C

onsu

mpt

ion

[%]

Base (1.9L) Downsizing Step 1 (1.5L)

Downsizing

Base: EU6 w/o DeNOx

Recalibration EU6 NOx

Efficiency Concept (DDE 1.5L)

Efficiency Concept

Cost Reduction

1.5 L 46 kW/L

PFP 120 bar Wastegate TC

“Efficiency Engine” Approach:

Moderate power (46 kW/L) sufficient to for volume market.

significant lower costs for base engine and boosting equipment

limited peak pressure allows consequent friction reduction

IMPACT OF “EFFICIENCY ENGINE” APPROACH ON NOX VS. FE TRADE-OFF

105

40

75%

80%

85%

90%

95%

100%

105%

80% 85% 90% 95% 100% 105% 110% 115% 120%

Relative NOx Engine-out Emissions [%]

Rel

ativ

e Fu

el C

onsu

mpt

ion

[%]

Base (1.9L) Downsizing Step 1 (1.5L) Aggressive Downsizing / High Power Concept (ADD 1.0L)

Downsizing

Base: EU6 w/o DeNOx

Recalibration EU6 NOx Further Potential

High Efficient Aftertreatment

Cost Increase

Further Downsizing Reduction of Cylinders

Efficiency Concept (DDE 1.5L)

Efficiency Concept

Cost Reduction

1.0 L 80 kW/L

PFP 180 bar 2-Step TC

1.5 L 46 kW/L

PFP 120 bar Wastegate TC

CONCEPT COMPARISON: NOX VS. FUEL CONSUMPTION TRADE-OFF

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SUMMARY

• A sustainable reduction of CO2 emission, i.e., a dramatic improvement of fuel consumption at affordable product cost is the key technology driver

• In spite of increasing Hybridization and Electrification, the conventional powertrain will remain the dominating power source even beyond 2020

• Especially with Gasoline engines, vehicle category and transmission type have significant impacts on technology selection

• With the Diesel engine, less the transmission type, but more the market segment will determine the technology selection

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Thank You for Your attention