Fundamentals of Engine Design and Operation · 2019-09-10 · ©INFINEUM INTERNATIONAL LIMITED 2019. All Rights Reserved. Performance you can rely on. Ideal Conditions Fuel Oxygen

©INFINEUM INTERNATIONAL LIMITED 2019. All Rights Reserved.

Performance you can rely on.

© INFINEUM INTERNATIONAL LIMITED 2019. All Rights Reserved.

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Fundamentals of Engine Design and Operation

1



Agenda Part 1

Combustion

Diesel(Compression Ignition)

Gasoline(Spark Ignition)

Emissions

After -Treatment

1

Electrification Insight

2



Ideal Conditions

Fuel Oxygen CO2 Water Energy

Reality

Gasolineor

Diesel

Air 78% N2

21% O2

COx

Water EnergySOOT

NOx HC

From Fuel Station to Exhaust Pipe

3





Injection

Vaporisation

Auto-ignition

Diffusion Flame

Atomisation

Spark

Premixed Flame

Spark Ignition or Auto-ignition?

4



Gasoline engine(Spark ignition engine)

Diesel engine(Compression ignition engine)

Homogenous charge Spark plug

Fuel injector

Stratified charge

Air

Gasoline and Diesel Combustion

5



CO – carbon monoxide results from incomplete combustion of fuel in a low oxygen environment

HC – unburned hydrocarbons (fuel)

NOx – caused by high in-cylinder temperatures

CO

, NO

x an

d H

C E

mis

sio

ns

Co

nce

ntr

atio

n (a

pp

roxi

mat

e ra

nge

s –

no

t to

sca

le)

16

Air-Fuel Ratio

10

Rich

22

Lean

2014 18

30

20

10

60

50

40

70

100

90

80

12

GasolineStochiometric

CO

HC

NOx

Dieselexcess air

Raw Emissions Where do they come from?

6



NOx are mainly formed via a “thermal” process

• Reactants are N2 and O2 from the air

• High temperature increases NOx formation

• EGR is the most effective measure to limit raw NOx emissions

Source WhereKinetics

N2 «Thermal NO »Combustion

products (O, OH, H)

Raw Emissions NOx

7



EGR dilution by inert species with high heat capacity

• (External) Exhaust Gas Recirculation (EGR)

• Internal Gas Recirculation (IGR)

Diesel EGR

• Reduces engine efficiency

• Increases soot formation

Gasoline EGR

• Increase engine efficiency at part load

• Reduce combustion stability

Exhaust Gas Recirculation (EGR)

8



Unburned fuel stored in crevices

• Valve seat

• Piston top land

• Spark plug

Absorption/desorption of HCs into the oil layer

Fuel trapped in deposits

Flame quenching at the cylinder wall

Reverse blow-by

Raw Emissions HC

9



Part

icu

late

con

cen

trat

ion

10 100 1000Particulate size (nm)

Nucleation mode

Accumulation mode

Coarse mode

Engine start is a major contributor to soot emissions

• Locally rich

mixtures facilitate

soot formation

• Smoke and particle

emissions from gasoline and

diesel engine are different

• Emission regulation fix

limit for particulate mass

and particulate number

Raw Emissions Soot

10



Source: Ricardo

Gasoline engines use

Three-Way Catalyst

(TWC)

• Simultaneously

convert HC, CO and

NOX

• Very narrow

stoichiometric control

(± 0.5%) and

sufficient

temperature are

required

Diesel engines use Diesel Oxidation Catalyst (DOC)

• Oxidises HC and CO

• Oxidises NO to NO2

Diesel NOx emissions can be reduced with

• LNT: Lean NOx Trap

• SCR: Selective Catalytic Reduction

After-treatmentCatalytic converter

11



Filter

Oxidation catalyst

Optional Fuel injector

DPF: Diesel

Particulate Filter

• Physically trap particulates

• Particulates are periodically “burned off” during active or passive regeneration

• Up to 90% filtration efficiency

GPF: Gasoline Particulate Filter

• Same principle but lower filtration efficiency to limit back pressure

After-treatment Particulate filter

12



After-treatment System

DOC DPF

DP

T T

SCR&ASC

TT

NOx

NOx

HC Injector Urea Injector

Hydrocarbon injectorActive DPF

regeneration

Urea injector Deliver NH3 to SCR catalyst

Temperature SensorsMonitoring& control

NOx sensorMonitoring & control

Diesel Oxidation CatalystHC & CO Control, NO oxidation, Exotherm reaction

Diesel Particulate Filter Soot trap and oxidation

Delta pressureFilter regeneration

control

Selective Catalytic Reduction Catalyst for NOx controlASC Ammonia Slip Catalyst

Source: Ricardo Research

After-treatment is a complex and expensive system

• Constraint fuel and lubricant properties

• High conversion efficiency required over wide operating range

Generic Euro VI Diesel After-treatment Technology

13



Combustion



Emissions

After -Treatment

1

Air Fuel Powercell Crankshaft

2

Agenda Part 2

Electrification Insight

14



Intake Compression Power Exhaust

Four-stroke cycle

15



Exhaust

50

25

100Intake

Compression

Pre

ssu

re(b

ar)

90° 180° 270° 360° 450° 540° 630°

Crankshaft Angle0°

0

75

720°

Max cylinder pressure

Power

Ignition point

Intake

Compression

Power

Exhaust

+

Engine Cylinder Pressures

« Atkinson »« Miller »

16



Rockers

Valve springs

Piston rings

Main bearings

Oil pump

Oil

Sump

Camshaft

Valve

Piston

Cylinder block

Con rod

Crankshaft

Oil filter

Big end bearings

Main Components of an Internal Combustion Engine

Valve Train

Power Cell

Crank TrainLubricant Circuit

17



Two categories:

Naturally aspirated –using suction from the engine

Pressure charging –forcing air into the cylinder

Two types of pressure chargers:

Turbocharger (Exhaust gases driven)

Supercharger (Mechanically driven)

Getting Air into the Engine

48V circuit enables use of electrically driven

Supercharger and energy recovery from Turbocharger

18



Double overhead cam

Camshafts

Tappets

Valve Train Gas exchange synchronisation

19



Valve Train Different layouts

Bucket tappet technology is attractive

to contain total powertrain cost

Rocker Arm Layout

Bucket Tappet Layout

Push Rod Layout

20



Valve Train Variable valve timing (VVT)

Variable cam phasing / valve lifting are key

enablers of Atkinson / Miller cycle

21



Different injection configurations

• Port Fuel Injection (PFI)

• Gasoline Direct Injection (GDI)

• Diesel direct injection

Injection pressure and phasing are critical for

• Emissions

• Combustion stability

• Drivability

• NVH

Improvement in Fuel Injection Equipment (FIE) has been a key trend to meet tighten emission legislation

Getting Fuel into the Engine

Gasoline PFI is very cost effective solution that can help achieving low

emission level

22



Straight/In-Line 4 V-8 Flat/Boxer-6

• Below are some common engine configurations

• Configuration describe number of cylinders and their arrangement

• Engine capacity is the total displacement of all cylinders

Engine Configuration

23



Power cell consists of

• Piston rings

• Piston

• Liner

Transforms thermal energy from combustion into linear motion

Diesel and gasoline engine pistons are fundamentally different

• Shape

• Materials

• Cooling strategy

Piston

Liner

Rings

From Combustion to Mechanical Energy

24



Intake/Expansion Stroke Compression / Exhaust Strokes

Scrapes surplus oil from walls

Ring rides on film of oil; absolute viscosity of

lubricant influences film thickness

Cylinder

Piston

Enlarged view showing how ring tips and presents lower

edge to cylinder wall.Cylinder wall

Piston Ring Functions

25



Reduced Crevice Volume

Older Designs

CumminsCaterpillar

Newer Design

Raised top ringReduced crownland clearance

Piston Design Changes to Reduce Emissions

26



Combination of conrod and crankshaft are necessary to convert the piston reciprocating motion into continuous rotation

Crankshaft is linked to the transmission mechanically

Crankshaft drive directly or indirectly

• Timing drive (belt, chain, gear)

• Oil pump

• Balancer shafts

• Fuel pump (Diesel)

Transform Linear into Rotary Motion

Bearings are very sensitive to engine

stop/start. Belt Starter Generator can increase wear on main bearings

27



Source: Auto-innovations.com

After oil filter

Before oil filter

Lubricant How does it get around the engine?

28



Low load

High load

+

Deliver same performance out of a

smaller (displacement) engine

• Pumping losses reduction

• Efficiency improvement

Technology synergies

• Turbocharger and/or supercharger

• Gasoline Direct Injection

Downsizing or Right-sizing?

29



LSPI is a pre-ignition event often followed by heavy-knock

– Very early combustion start (before spark trigger combustion = pre-ignition)

– Initial combustion is relatively slow and similar to “standard” combustion

– Combustion speed then suddenly increase= super-knock

LSPI events appear sporadically and may disappear

Without the use of engine control system:

Can cause dramatic

engine failure

Standardcombustion

Knock

Super-knock

Pre-ignition

Operating conditions prone to LSPI can be avoided using motor power

LSPI (Low-Speed Pre-Ignition)

30



𝜂𝑇𝑟𝑎𝑛𝑠𝑚𝑖𝑠𝑠𝑖𝑜𝑛 𝜂𝑉𝑒ℎ𝑖𝑐𝑙𝑒

𝜂𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝜂𝐴𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐

Fuel economy

ICE Transmission Vehicle

While Friction, Fuel Economy and Losses translate into vehicle efficiency, they have a different meaning and require diverse assessment

methodology

Friction, Fuel Economy and Losses

31

http://resources/sites/CorpImages/Test/Automatic Transmission ThinkstockPhotos-499421412.jpg

http://resources/sites/CorpImages/Test/Car through computerised splash.jpg

http://resources/sites/CorpImages/Test/Wheels on a rollerbed ISP OO3A1300.jpg



Low Friction Base

Low Viscosity Oils

Advanced Surface Coatings & Finishes

Steel Pistons with Low Friction Rings

Source: Volvo, Ricardo Analysis

Advanced Combustion

HP FIE

Closed Loop Combustion Control

Waste Heat Recovery

Turbocompounding

Thermoelectric

Organic Rankine

Emissions Reduction

EGR Management

SCR Coated DPF

Advanced Aftertreatment Model-Based Control

Thermal Management (VVA)

Optimised Ancillaries

Variable Displacement Pumps

Advanced Water Pump

Decouplers/ Isolators

Downsizing

High Specific Power

High Strength Materials

Hybridisation

Stop-Start

Mild Hybrid

Future EngineDiesel

32



Low Friction Base

Low Viscosity Oils

Advanced Surface Coatings & Finishes

Roller bearing

Advanced Combustion

HP FIE

Water injection

Cost effective solution

PFI

Atkinson cycle

Bucket tappet

Emissions Reduction

EGR Management

Advanced Aftertreatment

Thermal Management

Full Map lamba 1

Optimised Ancillaries

Variable Displacement Pumps

Advanced Water Pump

Downsizing

High Specific Power

High Strength Materials

Cylinder deactivation

Hybridisation

48V BSG

Mild Hybrid

e- Supercharger

Future Engine Gasoline

33



1 System

1 Lubricant

~300 partsPressure up to 3000 bar

Temperature up to 1000 °CTribology at nano scale

Speed above 250 000 RPM

More than 130 years of

innovation!

Remarkable Mechanical and Chemical System

34



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Fundamentals of Engine Design and Operation · 2019-09-10 · ©INFINEUM INTERNATIONAL LIMITED 2019. All Rights Reserved. Performance you can rely on. Ideal Conditions Fuel Oxygen