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Leveraging Air Delivery and Fuel Injection Technologies to Improve Engine Efficiency
EU 95g/km
HCCI GDi Engine, DICP & VVA & eVCP Spray Stratified Boosted GDi Engines Spray Stratified GDi Engines Homogeneous, Boosted GDi Engines, DICP & VVA Homogeneous, Boosted GDi Engines, DICP Homogeneous GDi Hybrid Engines Homogeneous GDi Engines, VVT Alternate Fuel H2 Engine Alternate Fuel CNG, LPG Alternate Fuel Compatible Engine Flex fuel, E10-E100 Boosted PFI Engines Gasoline Hybrid Engine Gasoline Advanced PFI Engine, active VT, mixture motion, PZEV Gasoline PZEV (AIR)
2008
2010
2012
2014 2
2016
2018
2020
Future
Exhaust
Coolant
Engine Friction Pumping Losses Accessories
Indicated Work
Shaft Work
Transmission
Vehicle Consumption
Exhaust
Coolant
Engine Friction Pumping Losses Accessories
Indicated Work
Shaft Work
Transmission
Vehicle Consumption
Coolant
Engine Friction Pumping Losses Accessories
Indicated Work
Shaft Work
Transmission
Vehicle Consumption
Exhaust
Coolant
Engine Friction Pumping Losses Accessories
Indicated Work
Shaft Work
Transmission
Vehicle Consumption
Fuel
hTarget: Reduce heat rejection and pumping losses hMethods:
q Homogeneous Gasoline Direct Injection q Stratified Gasoline Direct Injection
Spark
hTarget: Proper timing minimizes heat rejection; advanced ignition systems can enable higher dilution combustion strategies
6
Valvetrain Technologies
Emissions HC NOx
Intake Only
IVCP
Exhaust
TDC
4-7%
Intake
1-2%
15%
25%
Exhaust Only
EVCP
Exhaust
TDC
<1%
Intake
1-2%
15%
25%
DICP
Exhaust
TDC
5-8%
Intake
1-4%
30%
40%
Dual Equal
DECP
Exhaust Intake
TDC
<1%
1-2%
20%
30%
Stator Rotor
Fuel Consumption
86 84 82 80 78 5
E x t. E G R
Torque
6% Increase 11% Increase
CVCP
N Ox
Retard Advance
0 1000 2000 3000 4000 5000 6000 7000
Engine Speed
10
Fuel Consumption
Benefits 86 Rotor
CVCP
- V C P can pro motor provides ultra GR hElectric vid e 2 to 3 % b ette r B S F C vs Efast high authority phase shifting independent of engine oil pressure Stator
E x t. E G R
Inc reas ing EGR %
lo w e r hCam phasing available immediately during 84 bsfc start-up for cold start emissions and Inc reas ing 82 O with driveability improvement verlap stop-start Low S p eed 80 vehicles Light Lo ad hIncreased phase angle authority and phasing 78 5 2 1 rate 4enables3 advanced combustion 0 strategies N Ox Vane Cam Phaser (e.g., HCCI / CAI)
11
Cylinder Deactivation
Functionality
hDisables intake valves from select engine cylinders at lighter engine loads qLost motion between intake cam and valve
Benefits
h6 8% lower fuel consumption in 6-cyl and 8-cyl engines qDecreased engine throttling for reduced pumping work qDecreased surface area for reduced heat transfer to engine coolant
12
Cylinder Deactivation
Functionality Valve Lifter Hardware Animation Deactivation
hDisables intake valves from select engine cylinders at lighter engine loads
Benefits
h6 8% Lower fuel consumption in 6-cyl and 8cyl engines
q Decreased engine throttling for reduced pumping work
13
2-Step
Valve Lift (mm) 8 6 4 2
BD C
H ig h - L if t C am
TDC
L o w - L if t C am
CVVL
14
Benefits
h6 8% lower fuel consumption hHelps optimize E85 flex-fuel and HCCI combustion schemes
15
10
E xh a u s t
8 6 4 2 0 270
TDC L o w - L if t C am
H ig h - L if t C am
Higher load
Lower load
BDC
16
630
Lower load
17
Increasing load
Rocker/Output cam
Control shaft
90
120
150
180
210
240
270
18
19
Injector
Intake valve
21
Piston
PFI
hEnables both homogeneous and stratified combustion strategies GDi side mount GDi
Intake Port Injector Injector Piston
Intake valve
Intake Port
22
Piston
Fuel Rail
Injector
23
High Pressure Pump
1.8L engine downsized to 1.4L turbo (with down-speeding) 11% fuel consumption reduction Equivalent performance
Benefits
h Fuel economy improvement q 1-3% for naturally aspirated q 9-12% with downsizing and boost h Improved fuel control and rapid catalyst light-off with split-injection during cold start h Increased power and torque
24
Source: Schame (Ford): 2008 SAE Congress Presentation
Side mount
20
30
40
50
Flow (mg/pulse)
25
Recirculation Zone
h Stratified fuel mixture enables unthrottled operation h Reduced in-cylinder temperature enables increased compression ratios (NA) or engine boosting
26
MPFI turbo
220
h Outwardly-opening, hollow-cone GDi Injectors, fuel rail and engine-driven high pressure fuel pump h Stratified mode allows unthrottled operation but CNG Gasoline 180 requires lean NOx reduction (NOx trap) q Euro vs US Nox emissions Gasoline NA q Low-sulfur fuel h Excellent synergy with turbocharging 140 h Reduces in-cylinder temperatures to enable increased compression ratios (NA) or engine Diesel Turbo boosting Turbo-diesel
100
Stratified GDi
Benefits
40
60
80
140
160
h Fuel economy improvement q 10-15% for naturally aspirated q 15-20% with downsizing and boost h Improved fuel control and rapid catalyst light-off with split-injection during cold start h Increased power and torque 27
European strategy
h Current barriers to US implementation: q More stringent NOx standards q Lean NOx catalyst durability q Fuel sulfur concentration
fp = 200 bar
120 100 80 60 40 20 0 0.00 1.00 2.00 3.00 Injector Pulse Width (ms) 4.00
-20% 5.00
28
Summary
Variable valvetrain technologies and gasoline direct injection offer technology improvements for two critical paths to CO2 reduction in SI engines
h Attack pumping losses and heat rejection to improve net engine efficiency h Can be used to optimize alternative fuel performance and advanced combustion strategies (e.g. HCCI / CAI, highly dilute combustion)
These innovations will substantially contribute to reducing fuel consumption required by Government and sought by customers
h Applicable to wide spectrum of engine sizes / power needs h Offer simultaneous performance benefits so that CO2 reduction need not conflict with fun-to-drive vehicles
Fuel Energy Available Heat Rejection
Combustion Inefficiency
Exhaust
Coolant
Engine Friction Pumping Losses Accessories
Indicated Work
Shaft Work
Transmission
29
Vehicle Consumption
Thank you
john.e.kirwan@delphi.com