CENTRO RICERCHE FIAT This document is property of CRF. It cannot be copied or transmitted to third parties without authorisation Automotive News Europe

CENTRORICERCHEFIAT

This document is property of CRF. It cannot be copied or transmitted to third parties without authorisationAutomotive News Europe Congress, Barcelona, 4-6- May 2005 - RINOLFI

LEARNING FROM THE HISTORYTHE ROOTS OF THE FUTURE ARE IN THE PAST

AFTER MORE THAN 100 YEARS OF DEVELOPMENT THE MECHANICAL ENGINE TECHNOLOGIES HAVE REACHED AN ASYMPTOTIC STATE THROUGH A SLOW AND INCREMENTAL EVOLUTION.

DURING THE 70’s, UNDER THE ENVIRONMENTAL LEGISLATION PRESSURE, ELECTRONIC GASOLINE FUEL INJECTION WAS INTRODUCED IN ORDER TO CONTROL MORE PRECISELY THE WIDELY UNKNOWN COMBUSTION PROCESS.

IN THE FOLLOWING DECADES THE ELECTRONIC CONTROL OF COMBUSTION RADICALLY CHANGED THE RULES OF THE GAME, BOTH IN THE ENGINE TECHNOLOGY EVOLUTION AND IN THE MARKET.

TODAY THE ENGINE CAN BE DEFINED AS:

“A COMPUTER THAT CONTROLS THE COMBUSTION PROCESS AND DRIVES THE VEHICLES THROUGH A MULTI-CYLINDER ACTUATOR”

CENTRORICERCHEFIAT


LEARNING FROM THE HISTORYTHE COMMON RAIL BREAKTHROUGH CASE STUDY - 1

ENGINE BREAKTHROUGH SYSTEMS ARE CONCEPTUALLY SIMPLE“The best way to inject the fuel is directly out of a fuel line kept under constant pressure” Rudolf Diesel “Die Entstehung des Dieselmotors” - BERLIN 1912

BUT TECHNOLOGICALLY COMPLEX (HIGH TECH ACTUATORS AND COMBUSTION CONTROL)

HIGH PRESSURE PUMP

EVOLUTION FROM HYDRAULIC SYSTEMS

HIGH PRESSURE PUMP

EVOLUTION FROM HYDRAULIC SYSTEMS

ENGINE CONTROL UNIT

EVOLUTION FROM GASOLINE

ENGINE CONTROL UNIT

EVOLUTION FROM GASOLINE

INNOVATIVE INJECTOR

WITH

HIGH TECH SERVOVALVE

INNOVATIVE INJECTOR

WITH

HIGH TECH SERVOVALVE

INNOVATIVE COMBUSTION

CONTROL STRATEGIES

INNOVATIVE COMBUSTION

CONTROL STRATEGIES

CENTRORICERCHEFIAT


LEARNING FROM THE HISTORYTHE COMMON RAIL BREAKTHROUGH CASE STUDY - 2

ENGINE BREAKTHROUGH SYSTEMS BECOME STANDARD IN THE INDUSTRY (MULTIPOINT INJECTION TECHNOLOGY – THREE WAY CATALYST – COMMON RAIL …) WHILE INTERMEDIATE TECHNOLOGIES, AFTER A LOWER PENETRATION, DISAPPEAR

THE PRESSURE OF ENVIRONMENTAL AND FUEL ECONOMY LEGISLATION PERIODICALLY GENERATES A TRANSIENT PHASE OF TECHNOLOGY INSTABILITY DURING WHICH VARIOUS DIFFERENT TECHNOLOGIES APPEAR IN THE SEARCH OF THE NEXT OPTIMAL, STABLE, TECHNOLOGICAL LEVEL

DI DIESEL FUEL INJECTION

1980 1990 2000 2010

MECHANICALPUMPS

ELECTRONICIN-LINE PUMPS

ELECTRONICROTARY PUMPS

HEUI

UNIT INJECTOR

COMMON RAIL

COMMON RAIL

DIESEL EMISSION TIGHTENING

CENTRORICERCHEFIAT


DRIVERS OF THE ENGINE TECHNOLOGY IN THE NEXT DECADE (2005 – 2015)

ENVIRONMENTAL REQUIREMENTS

REDUCTION OF DIESEL PARTICULATE AND NOX EMISSIONS DOWN TO THE EURO 4 (2005) GASOLINE LEVELS (“FUEL NEUTRAL EMISSIONS”)

NEED FOR ULTRA-LOW EMISSIONS FOR URBAN VEHICLES IN CRITICAL METROPOLITAN AREAS

FUEL CONSUMPTION AND CO2 REDUCTION UNDER THE PRESSURE OF BOTH,

REGULATION (EUROPEAN CAFE) AND MARKET (FUEL COST)

PERFORMANCE AND DRIVEABILITY IMPROVEMENT (“FUN-TO-DRIVE”)

EMPHASIS ON INCREASE OF DYNAMIC LOW RPM TORQUE RATHER THAN HIGH RPM POWER

CENTRORICERCHEFIAT


DIESEL TECHNOLOGY EVOLUTION

THE FAST AND INCREASING PENETRATION OF THE COMMON RAIL DIESELS INTO THE PASSENGER CAR MARKET CAN BE EXPLAINED BY:

THEIR SUPERIOR DYNAMIC TORQUE (COMMON RAIL & TURBOCHARGING) THE FUEL CONSUMPTION (-30%) AND CO2 (-20%) ADVANTAGE OVER GASOLINE

THE POWER AND TORQUE DENSITY WILL FURTHER INCREASE (UP TO 70kW/l)

HOWEVER

THE MAIN TECHNOLOGICAL CHALLENGE IS TO SATISFY FUTURE EMISSION LIMITS: EURO 5 (2010) AND EURO 6 (2015?)

ADOPTING DPF AS A STANDARD (PM) LEVERAGING ON FURTHER DEVELOPMENT POTENTIAL OF COMMON RAIL (PM & NOx) DEVELOPING LOW TEMPERATURE COMBUSTION TECHNOLOGY (NOx)

CENTRORICERCHEFIAT


FURTHER DEVELOPMENT POTENTIAL OF COMMON RAIL

NEW HIGH TECH SERVO-ACTUATOR

RADICAL SIMPLIFICATION OF THEPRESSURE GENERATING CIRCUIT

(BASED ON 10 YEARS OF FIELD EXPERIENCE)

NEW 2-WAYS/2-POSITIONS PILOT VALVE:

REDUCED ANCHOR LIFT (<20 µm)

ONE-PART ARMATURE / SHUTTER

HIGH FLOW RATE WITH REDUCED ANCHOR LIFT

TDC +60°-60°

PILOT PRE MAIN AFTER

COMBUSTIONRATE

FUELLING

POST

FROM MULTIPLE INJECTIONS ….

….. TO MODULAR INJECTIONS

CENTRORICERCHEFIAT


LOW TEMPERATURE COMBUSTION TECHNOLOGY

FROM THE CURRENT TECHNOLOGIES …

….. TO LOW PRESSURE EGR &ELECTRONIC VALVE CONTROL

TECHNOLOGIES

AFM

EGRvalve

TCPre-cat

Cat

DPF

Swirl FlapsInlet

Throttle

EGRby-pass valve

VGT

Inte

rcoo

ler

Air cleane

rE

GR

coo

ler

EGRmixer

P/Tboost

AFM

Air cleane

r

TC

VGT

Inte

rcoo

ler

Cat DPF

ELECTRONIC VALVEELECTRONIC VALVECONTROLCONTROL POil

P/Tboost

CENTRORICERCHEFIAT


THE DIESEL TECHNOLOGY ROAD MAP

0 0.2 0.5

NOx Emission [g/km]

0

10

20

40

30

Red

uct

ion

of

CO

2 E

mis

sio

n

(%)

0.1 0.3 0.4

MULTIPLE INJECTION

(DPF)

DPF

EL. VALVE CONTROL

COOLED EGR

LOW PRESSURE EGR

2000

Euro 3Diesel

2005Euro 4Diesel

/ /

2010

Euro 6Diesel

REFERENCEGasoline PFI

Euro 4

Diesel DIPresent Production

Part. < 0.05

Part. < 0.025

Part.<0.005

Euro 5Diesel

2015

Part.<0.005

IMPROVED EGR COOLER

MODULAR INJECTION

DPF

(ADV. COMBUSTION)ADV. COMBUSTION

MODULAR INJECTION

CENTRORICERCHEFIAT


SPARK IGNITION ENGINE TECHNOLOGY EVOLUTION

THE SPARK IGNITION ENGINE IN EUROPE HAS BEEN MARGINALIZED IN THE UPPER PASSENGER CAR SEGMENT BUT STILL HAS A LARGER SHARE OF THE MEDIUM-LOW SEGMENTS AND MAINTAINS SOME STRATEGIC ADVANTAGES

THE ROBUST AND LOW-LOST EMISSIONS CONTROL TECHNOLOGIES (3-WAY CATALYST) THE INTRINSIC COST ADVANTAGE OVER DIESEL, WHICH WILL BE FURTHER INCREASED

THE MAIN TECHNOLOGICAL CHALLENGE FOR THE SPARK IGNITION ENGINE IS TO REDUCE DRASTICALLY FUEL CONSUMPTION / CO2 EMISSIONS AND TO IMPROVE FUN-TO-DRIVE

WITH AN ADD-ON COST EQUAL / LOWER THAN WHAT NECESSARY FOR EMISSIONS CONTROL IN DIESEL ENGINES WHILE MAINTAINING THE INTRINSIC CHARACTERISTICS OF COMFORT AND LEVERAGING ON ITS POTENTIAL TO BURN LOW CARBON FUELS

SEARCH FOR A FUNDAMENTAL BREAKTHROUGH IN THE SPARK IGNITION ENGINE

CENTRORICERCHEFIAT


BACK TO BASICS

IN THE DIESEL COMBUSTION PROCESS THE KEY PARAMETER IS FUEL

IN THE SPARK IGNITION COMBUSTION PROCESS THE KEY PARAMETER IS AIR (AND THIS IS THE REASON FOR THE LEAN DIRECT INJECTION TECHNOLOGY FAILURE)

THEREFORE, THE NECESSARY BREAKTHROUGH MUST BE BASED ON THE DYNAMIC AND DIRECT AIR CONTROL, CYLINDER-BY-CYLINDER AND STROKE-BY-STROKE

ELECTRONIC INTAKE VALVE CONTROL

IN THE STRIKE BACK, GASOLINE ENGINES SHOULD ADOPT THE STANDARD WEAPON OF THE COMPETITOR

TURBOCHARGING AND LOWERED DISPLACEMENT

CENTRORICERCHEFIAT


THE SPARK IGNITION TECHNOLOGY INSTABILITY

1990 2000 2010 2020

NATURALLYASPIRATED

MULTIPOINTPORT FUELINJECTION

THROTTLED

GDILEAN

TURBOCHARGING

CO2 EMISSION TIGHTENINGAND DIESEL FUN-TO-DRIVE COMPETITION

CO2 EMISSION TIGHTENINGAND DIESEL FUN-TO-DRIVE COMPETITION

GDI STOICHIOMETRIC

VARIABLECAM

PHASER

SWITCHABLETAPPETS

VALVETRONIC

TURBOCHARGEDENGINE

WITHELECTRONIC

VALVE CONTROL

PFI OR GDI

CENTRORICERCHEFIAT


ELECTRONIC VALVE CONTROL TECHNOLOGY

ELECTRO-MECHANICAL ELECTRO-HYDRAULIC ELECTRO-MAGNETIC

VALVETRONIC UNIAIR ( R & D )

IN PRODUCTION SINCE 2001 AND IN EXTENSION TO ALL ENGINES

• FUEL ECONOMY < 8%• SIMULTANEOUS CONTROL OF ALL CYLINDERS• SLOW DYNAMIC RESPONSE• HIGH COSTS OF MANUFACTURING (TOLERANCES)

IN PRODUCTION SINCE 2001 AND IN EXTENSION TO ALL ENGINES

• FUEL ECONOMY < 8%• SIMULTANEOUS CONTROL OF ALL CYLINDERS• SLOW DYNAMIC RESPONSE• HIGH COSTS OF MANUFACTURING (TOLERANCES)

READY FOR INDUSTRIALIZATION

• FUEL ECONOMY ~ 12%• VALVE-BY-VALVE AND CYLINDER- BY-CYLINDER CONTROL• FAST DYNAMIC RESPONSE• COSTS SIMILAR TO VALVETRONIC

READY FOR INDUSTRIALIZATION

• FUEL ECONOMY ~ 12%• VALVE-BY-VALVE AND CYLINDER- BY-CYLINDER CONTROL• FAST DYNAMIC RESPONSE• COSTS SIMILAR TO VALVETRONIC

AFTER YEARS OF R & D STILL PRESENTS PROBLEMS OF NOT EASY SOLUTION:

• REMARKABLE ELECTRIC POWER REQUIRED• NVH – WEAR - RELIABILITY• NOT APPLICABLE TO DIESEL• VERY HIGH COSTS

AFTER YEARS OF R & D STILL PRESENTS PROBLEMS OF NOT EASY SOLUTION:

• REMARKABLE ELECTRIC POWER REQUIRED• NVH – WEAR - RELIABILITY• NOT APPLICABLE TO DIESEL• VERY HIGH COSTS

CENTRORICERCHEFIAT


PME

CONSUMO [g/kWh ]

10 -15%

1.4 TCUNIAIR

>10

%

CONSUMO SPECIFICO

1.8 NAUNIAIR

1.8 NA“THROTTLED”

PME

CONSUMO [g/kWh ]

10 -15%

1.4 TCEVC

>10

%

CONSUMO SPECIFICO

1.8 NAEVC

1.8 NA“THROTTLED”

MEAN BMEP IN NEDC=

SPECIFIC FUEL CONSUMPTION

BMEP

“DE-THROTTLING”“DE-THROTTLING”

DYNAMIC AIR CONTROL

(TC + VALVES) TO MINIMIZE

RESPONSE TIME DURING TRANSIENTS

DYNAMIC AIR CONTROL

(TC + VALVES) TO MINIMIZE

RESPONSE TIME DURING TRANSIENTS

DE-THROTTLING AND DOWNSIZING

20 – 25% FUEL ECONOMY INCREASE

DE-THROTTLING AND DOWNSIZING

20 – 25% FUEL ECONOMY INCREASE

ELECTRONICVALVE

CONTROL

“ENABLINGTECHNOLOGY”

ELECTRONICVALVE

CONTROL

“ENABLINGTECHNOLOGY”

SMALL SIZE TURBOCHARGERSTROKE-TO-STROKE AIR CONTROL

IMPROVED TRANSIENT RESPONSE

SMALL SIZE TURBOCHARGERSTROKE-TO-STROKE AIR CONTROL

IMPROVED TRANSIENT RESPONSE

1

0.0 100 200 400

CY LINDER V OLUME [cc]

CY

LIN

DE

R P

RE

SS

UR

E [

ba

r]

P int

P exh

EVC

THR OTTLE

300

1

0.0 100100 200200 400

CY LINDER V OLUME [cc]

CY

LIN

DE

R P

RE

SS

UR

E [

ba

r]

P int

P exh

EVC

THR OTTLE

300300

THE TURBOCHARGED ENGINE WITH ELECTRONIC VALVE CONTROLTHE FUEL ECONOMY AND FUN-TO-DRIVE BENEFITS

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

1.8 - 2.0l NA

EVC ALLOWS TO INCREASE TORQUEDURING TRANSIENTS REDUCED BY:- TURBO-LAG- LOWER EFFECTIVE DISPLACEMENT

“DOWNSIZING“DOWNSIZING

Engine speed (rpm)

To

rqu

e(N

m) TC EVC

NA n.p.

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

1.8 - 2.0l NA



Engine speed (rpm)

To

rqu

e(N

m) TC EVC

NA n.p.

CENTRORICERCHEFIAT


50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

1.8 - 2.0l NA



Engine speed (rpm)

To

rqu

e(N

m) TC EVC

NA n.p.

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

50

100

150

200

1000 2000 3000 4000 5000 6000 7000Regime (giri/min)

Copp

ia (N

m)

NA n.p.

TC UNIAIR

1.8 - 2.0l NA



Engine speed (rpm)

To

rqu

e(N

m) TC EVC

NA n.p.

CENTRORICERCHEFIAT


ULTRA-LOW EMISSION PROPULSIONFOR URBAN TRANSPORTATION

AFTER THE FAILURE OF THE CONVENTIONAL ELECTRIC PROPULSION, AND WAITING FOR THE LONG TERM HYDROGEN OPTION, THE SPARK IGNITION NATURAL GAS ENGINE IS THE ONLY REALISTIC AND INDUSTRIALLY AVAILABLE SOLUTION FOR THE URBAN TRANSPORTATION ISSUES

THE TURBOCHARGED SPARK IGNITION ENGINE WITH ELECTRONIC VALVE CONTROL WILL LEVERAGE THE CHARACTERISTICS OF GASEOUS LOW CARBON FUELS (NATURAL GAS HYDROGEN)

PROPULSION SYSTEM WITH NEAR EZEV EMISSIONS AND ULTRA-LOW CO2 LEVELS

THE PROGRESSIVE INTRODUCTION OF NATURAL GAS ENRICHED WITH HYDROGEN ON PUBLIC TRANSPORTATION FLEETS REPRESENTS A SAFE AND REALISTIC TRANSITION TO HYDROGEN PROPULSION IN THE LONG TERM

CENTRORICERCHEFIAT


ALTERNATIVE PROPULSION STATUS

HYBRID PROPULSION SYSTEMS

“NOT REALLY CONCEPTUALLY SIMPLE AS A BREAKTHROUGH SHOULD BE”

FUEL CELL PROPULSION SYSTEMS

“A LONG LASTING PROMISE WITH FORWARD MOVING PRODUCTION TARGET

BELOVED BY POLITICIANS AND NEWSMEN”

CENTRORICERCHEFIAT


/ /

50

40

30

20

10

0

60

CO

2 E

mis

sio

n R

edu

ctio

n (

%)

NOx Emission [g/km]0.02 0.04 0.250.080 0.06

Gasoline PFIEuro IV

NMHC < 0.08

Gasoline PFIEVC

NMHC < 0.05

NMHC < 0.05

Gasoline PFIGDITC - EVC

CNG PFIEuro IV

NMHC ~ 0.01

CNG PFIEVC

NMHC < 0.01

NMHC < 0.01

CNG PFITC - EVC

NMHC < 0.01

H2-CNGTC - EVC

0.08

Euro 4Gasoline

Euro 4Diesel

0.25

Euro 6Diesel

DieselMODULAR INJECTIONL.P. EGR + EVC + DPF

Part. < 0.005

DieselMULTIJET (+DPF)

Part. < 0.025

THE SPARK IGNITION ENGINE TECHNOLOGY ROAD MAP

Documents

CENTRO RICERCHE FIAT This document is property of CRF. It cannot be copied or transmitted to third parties without authorisation Automotive News Europe