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Fuel Economy – How Do We Get There?
39th Automotive-PetroleumIndustry Forum
Dr. Dean Tomazic, Executive VP & CTO, FEV North America, Inc.
HIGH PERFORMANCE ENGINEFUTURE DEVELOPMENT
Dearborn, MI, April 19th, 2016
IMPROVED FUEL ECONOMY USINGNEW ENGINE & DRIVELINE DESIGNS
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Introduction
Development Trends
Potential Game Changing Technologies
Future Lubricant Requirements
Summary
Agenda
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The Future of PowertrainsCurrent Global Situation
Mass Mobilization
Green Themes
Energy Security
Urbanization
Glo
bal M
ega
Tren
ds
LegislationTotal Costof Ownership
Government Policies(Taxation, Subsidies etc.)
Res
ultin
g D
river
s
Hybrid ATCVTDCTMT
Fuel CellHEV HHVICE Natural Gas ICE
Pow
ertr
ain
Tech
nolo
gies
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U.S. Emissions, Fuel Economy, and CO2 RegulationOverview
U.S. – Passenger Cars and Light Trucks (GVW < 6,000lbs)
Source: Delphi, FEV Research
2005 06 07 08 09 2010 11 12 13 14 2015 16 17 18 19 2020 21 22 23 24 2025
Fuel mpg
CO2 g/mi
NOx g/mi
CO g/mi
PM g/mi
NOx g/mi
CO g/mi
PM g/mi
PC: 33.8 39.5LT: 25.7 28.8
From 0.2 (Bin 8) - 0.02 (Bin 2)Phase-In
Tier IIU.S.
Federal
California
Fuel Economy
U.S. CAFE StandardsPC 27.5mpg / LT 22.2 mpg
Tier III – Phase In
0.02 (Bin 7-8) - 0.01 (Bin 1-6)
4.2 (Bin 5-8) - 2.1 (Bin 2-4)
0.07 (LEV, ULEV) - 0.02 (SULEV) Combined NMOG&NOx limit ramp down4.2 (LEV), 2.1 (ULEV), 1.0 (SULEV)
0.01 PM ramp down
Tier III0.07g/mi NOx fleet average
Phase-In
LEV II LEV III – Phase In
Durability Increase to 150k mi
+ 3 new low emission categories
SULEV-level emission average
FE I FE 2Combined Fleet Average
PC: 5% p.a./LT: 3.5%-5%p.a.35.5 54.5
PC/LD1: 323 205LD2/MDPV: 439 332
California AB 1493
PC: 5% p.a./LT: 3.5%-5%p.a. 163
Coordinated ApproachMinimum ZEV Requirements: MY 15-17: 14%, MY18+: 16%
0.03 NMOG+NOx
0.003
NHTSA
EPA
0.03 NMOG+NOx
0.003
1.0
LEV III
CO limit ramp down
0.001
Combined NMOG&NOx limit ramp downCO limit ramp down
1.0
Tier IIIemission average
PM ramp down
250
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Introduction
Development Trends
Potential Game Changing Technologies
Future Lubricant Requirements
Summary
Agenda
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* Proposed Target
Worldwide regulations for CO2 reduction – CO2 fleet targets (g/km) NEDC based
95
130
160
2006 Target 2015
Target 2020
Target 2025
68-78*
-53%
140
182
249
101*
Target 2020
Target 2015
2006 Target 2025
-57% -30%
Target 2020
105*
Target 2015
125
2006
149-38%
Target 2020
120*
Target 2015
167
2006
188
Development TrendsGlobal CO2 Emission Targets
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Source: FEV Consulting
Extrapolation of trend based on ongoing market survey
Maximum specific power depends on market position of individual OEM
Mainstream engine of Premium OEM might have higher BMEP than ‘high performance engine’ from large volume OEM
Additional features for future considered, e.g. variable compression ratio (VCR)
20
40
60
80
100
120
140
160
180
200
220
2025202020152010200520001985 1990 1995
NA Engines
Boosted High Specific Power EnginesBoosted Engines & High Speed NA Engines
Spe
cific
Pow
er /
kW/l
Specific Power: History and Future
Model year / -
Development TrendsGasoline Engines
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NA engines 1-stage boosted engines 2-stage boosted engines Motorcycle engines under development at FEV
0.00
0.02
0.04
0.06
0.08
0.10
0.12
0.14
0.16
0.18
20 40 60 80 100 120 140 160 180 200 220
Spe
cific
low
-end
-torq
ue /(
Nm
*min
/l)
Specific power /(kW/l)
Development TrendsGasoline Engines
Trend: Further downsizing High specific power & LET
Several high performance engines in development at FEV
Boosting system is key component
1-stage boosting limited
2-stage boosting to combine high specific power and low-end-torque (LET): TC + eC TC + TC TC + SC
SCATTERBAND
Borderline TC engines MY2015
Borderline TC engines MY2008
/
In development
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Technology TrendsHybridization / Electrification / Transmissions
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Introduction
Development Trends
Potential Game Changing Technologies
Future Lubricant Requirements
Summary
Agenda
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Development TrendsGasoline Engines
Combustion Efficiency Improvements
Direct Injection (& Var. Charge Motion)
Variable Compression Ratio (VCR)
Miller/Atkinson Cycle
Controlled Auto-Ignition (CAI)
Cooled EGRText
Electrification/Hybridization
Micro/Mild/Full Hybrid
PHEV
48V Infrastructure
Accessory (FEAD) Electrification
Reduction of Throttling Losses
Downsizing
Boosting
Cylinder Deactivation
Variable Valvetrain
Lean-burn Operation
Reduction of Parasitic & Idle Losses
Friction Reduction
Stop/Start
Advanced Thermal Management
Accessory (FEAD) Electrification
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Friction Reduction Base Engine Design Opportunities
Friction reduction Impact on bearing dimensioning Higher bearing loads Discrepancy in bearing load between FE vs. high-power version (LSPI) Stop-start (polymer coatings) Oil aeration
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Development TrendsGasoline Engines
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Combustion System ChallengesGasoline Engine Development: Low-Speed Pre-Ignition (LSPI)
TR00
5; C
ylin
der4
; Cyc
le 3
353
480 deg CA
Type 1
120 bar
40 deg C
90/90 deg C
1.100
50 mbar
Oil/Cool Temp.:
Intake Temp.:
Lambda Spindt:
Exh. backpres.:
SOI:
Fuel:
Rail pres.:
Camph. IV/EV: 15/35 deg CA
Engine speed: 1600 rpm
Spark plugs: No.1
Inj. orientation: No.1
Pre-conditioning: Dirty Pre-Conditioning
[V]
-0.5
0.0
0.5
1.0
[deg CA]-100 -50 0 50 100 150 200
Ignition signal
[bar
]
0
50
100
150
200
[deg CA]-100 -50 0 50 100 150 200
pmaxpPIpavg30dpmax-avgdpmax-PImaxPISOCavg30igndPI-igndPI-SOCavg30dPI-max
[bar][bar][bar][bar][bar][deg CA][deg CA][deg CA][deg CA][deg CA][deg CA][deg CA]
158.96 26.51 31.00 127.96 132.45 4.71 -9.29 1.71 -8.29 -1.00 -11.00 -14.00
Averaged Pressure Trace Cycle Pressure Trace
Cylinder pressure
Picture
Example:
- Picture taken 3deg CA beforespark event
- LSPI event inthe middle of thecombustionchamber
- Pressure rise 1deg CA beforespark
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2-Step Variable Compression Ratio (VCR) MechanismBackground & Incentive
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2-Step Variable Compression Ratio (VCR) MechanismBackground & Incentive
Source: FEV
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2-Step Variable Compression Ratio (VCR) MechanismDesign Features
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2-Step Variable Compression Ratio (VCR) MechanismFunctionality
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Development TrendsTransmissions
‘Direct’ Transmission Efficiency Improvements
High Efficiency Oil Pumps
Minimized Open Clutches
Low-Loss Bearings/Seals/Gears
Low-Leakage Hydraulics
Low-Viscosity OilsText
Transmission Types
Manual/AMT/DCT
Planetary Automatics
CVT
Hybrids
‘Indirect’ Transmission Efficiency Improvements
Increased Number of Speeds
Increased Ratio Spread
Aggressive Torque Converter Lock-Up
Active Thermal Management
Development Path
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HybridizationArchitectural Alternatives
Increasing Degree of Hybridization/Electrification
Gear Box
Fuel Tank
Series-Hybrid
BatteryInverter
ElectricMachine
HEV
Power Split-Hybrid
Parallel-Hybrid Parallel-Hybrid
Power Split-Hybrid
Series-Hybrid
Plug to Power net
Plug to Power net
Plug to Power net
Plug-In HEV
Electric Vehicle
Battery EV (BEV)
BEV with REX
Conventional ICE-Only Vehicle Plug-In (PHEV)Hybrid Electric Vehicle
(HEV)
Battery EV (EV)
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Introduction
Development Trends
Potential Game Changing Technologies
Future Lubricant Requirements
Summary
Agenda
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Engine LubricantsFuture Requirements
Engine– Friction reduction Impact on bearing dimensioning Higher bearing loads– Discrepancy in bearing load between FE vs. high-power version (LSPI)– Higher operating temperatures (oil and coolant)– Low viscosity desired during start up (rapid warm-up)– Piston skirt lubrication (honing pattern)– Piston ring tension reduction (friction, blow-by, oil consumption)– HLA’s, VVL, stop-start, etc.– Fuel in oil entrainment (dilution) w/ DI engines (E10-100)– Oil aeration– Variable oil pumps (2-step or continuous)
Transmission– Friction reduction Impact on bearing dimensioning Higher bearing loads– Separate oil pump (stop-start)– Higher operating temperatures (‘fill for life’)– Accelerated warm-up (cold start)– Optimized gear geometries– Etc.
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Introduction
Development Trends
Potential Game Changing Technologies
Future Lubricant Requirements
Summary
Agenda
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Summary
The industry is facing multidimensional challenges from a legislative, economicand societal perspective. Technical solutions must satisfy all of theserequirements to succeed in the marketplace.
Technologies to meet future requirements are either already available or underdevelopment. However, different markets have different requirements and hencedifferent technical solutions.
Due to these requirements, the variability of different powertrain types willcontinue to increase resulting in the need to also adapt fuels and lubesaccordingly.
A ‘one fits all’ solution becomes more and more unlikely due to the vastdifferences among the different powertrains and the way they will be used in themarket.
The main challenge remaining is to develop a cost efficient powertrain portfoliothat meets legislative requirements and is accepted by the customer despitefluctuating fuel prices.