Looking From A Hilltop:

Automotive Propulsion System Technology

Audley Brown Director – Global Advanced Engine Engineering

OUTLOOK FOR GLOBAL FUEL ECONOMY AND GREENHOUSE GAS REQUIREMENTS

CHINA • 6.9L/100km in 2015 (37 mpg) • 5.0L/100km by 2020 (56 mpg) • Local taxation

U.S. FEDERAL • 35.5 mpg in 2016 • 54.5 mpg by 2025 • Gasoline $3-4/gallon

CANADA • Green Levy • 6.6L/100km (35.5 mpg) in 2016

JAPAN • 29% CO2

2010 2015

EUROPEAN UNION • 130gCO2/km in 2015 (43 mpg) • 95gCO2/km in 2020 (58 mpg) • Local CO2 taxation

KOREA • 140g/km (39.5 mpg)

MEXICO • 10.8 km/l by 2015

INDIA • 150 gCO2/km by 2015 (43 mpg)

CALIFORNIA • 80% CO2 reduction by 2050 • ZEV, PZEV rules

AUSTRALIA • 190 gCO2/km in 2015 (43 mpg) • 155 gCO2/km by 2024

OUTLOOK FOR GLOBAL FUEL ECONOMY AND GREENHOUSE GAS REQUIREMENTS

CHINA • 6.9L/100km in 2015 (37 mpg) • 5.0L/100km by 2020 (56 mpg) • Local taxation

U.S. FEDERAL • 35.5 mpg in 2016 • 54.5 mpg by 2025 • Gasoline $3-4/gallon

CANADA • Green Levy • 6.6L/100km (35.5 mpg) in 2016

JAPAN • 29% CO2

2010 2015

EUROPEAN UNION • 130gCO2/km in 2015 (43 mpg) • 95gCO2/km in 2020 (58 mpg) • Local CO2 taxation

KOREA • 140g/km (39.5 mpg)

MEXICO • 10.8 km/l by 2015

INDIA • 150 gCO2/km by 2015 (43 mpg)

CALIFORNIA • 80% CO2 reduction by 2050 • ZEV, PZEV rules

AUSTRALIA • 190 gCO2/km in 2015 (43 mpg) • 155 gCO2/km by 2024

MPG YEAR U. S. 54.5 2025 Europe 58 2020 China 56 2020

Improve Vehicle

Fuel Economy and

Emissions

Displace Petroleum

Energy Diversity

Hydrogen Fuel Cell-Electric

Vehicles

Battery-Electric Vehicles (including

E-REV) Hybrid-Electric Vehicles (including

Plug-in HEV) IC Engine

and Transmission Improvements

Petroleum (Conventional and Alternative Sources) Alternative Fuels (Ethanol, Biodiesel, CNG, LPG)

Electricity (Conv. and Alternative Sources) Hydrogen

Time

ADVANCED PROPULSION TECHNOLOGY STRATEGY

Chevrolet Cruze Fuel Energy Breakdown (major fuel energy losses typical for combined EPA city and highway driving)

Tire Rolling Resistance 12%

Engine Mechanical & Pumping Friction 37%

Electrical Loads 3%

Aerodynamic Drag 17%

Transmission and Final Drive 18%

Vehicle Mass (kinetic energy dissipated during braking) 11%

Driveline and Chassis 2%

Mechanical Energy = Energy into Piston = 38% of Fuel Energy

Exhaust and Coolant Heat Losses = 62% of Fuel Energy

Fuel Energy

Mechanical Energy Losses

5

SI ENGINES - Current state of the art Cam Phasing, Variable Valve Lift, Active Fuel Management

Spark Ignition Direct Injection

Downsized SIDI Turbo Boosting Advanced Combustion

6

DOWNSIZED TURBO GASOLINE ENGINE

Diesel Particulate Filter

Porous Cell Wall

NOX Aftertreatment

Oxidation Catalyst

Urea Injection

SCR Urea NOx Catalyst

Particulate Filter

Cylinder Pressure Sensing

Fuel Injectors

ECU

EGR Turbo Cylinder Pressure Sensor

Advanced Boosting with Small Displacement

LP Turbo

HP Turbo

CI ENGINES – Current state of the art

8

CHEVROLET CRUZE DIESEL

Thermal management Parasitic loss reduction Friction reduction Combustion system evolution After treatment optimization Electrification System Optimization

The Next Frontier In Engine Efficiency

* This is not really a new frontier It is actually paying attention to fundamental engine design principles

10

C. Dean

ADVANCED IC ENGINES

– Different stages of the cycle can be separated into different working volumes

– Possible to optimize each stage individually, including heat loss management and exhaust energy recuperation

– Initial modeling shows potential for very high thermal efficiency

MAXIMIZING EFFICIENCY BY MINIMIZING LOSSES THROUGH ARCHITECTURE OPTIMIZATION – DUAL COMPRESSION, DUAL EXPANSION TECHNOLOGY

ADVANCED IC ENGINES Operating points on brake thermal efficiency map (%)

250

200

150

100

50

0

Bra

ke T

orqu

e (N

m)

250

200

150

100

50

0

250

200

150

100

50

0 1,000 2,000 3,000 4,000

Engine Speed (RPM)

1,000 2,000 3,000 4,000

Engine Speed (RPM)

1,000 2,000 3,000 4,000

Engine Speed (RPM)

Throttled Gasoline DCDE #1 DCDE #2

PASS – HOW DOES IT WORK?

TWC SCR

Use H2 and CO to generate NH3 over TWC and store NH3 in multiple SCRs

Use the stored NH3 for lean NOx conversion

NOX + H2/CO ⇔ NH3 + CO2 NOX + NH3 ⇔ N2 + H2O DURING RICH: DURING LEAN:

UREA-FREE SCR SYSTEM

NH3

NOx

RICH

LEAN

H2O

N2

Aftertreatment Challenges PA

SS O

xygen-tolerant Universal Aftertreatm

ent TWC Technology

Pd-only, No OSC Pd+Rh, Low OSC Pd+Rh, High OSC • High NH3 Efficiency

• PGM & OSC Optimization

SCR Technology

~ Zero Storage Capacity beyond

450°C

Cu-SCR

Fe-SCR

100 200 300 400 500

Capa

city

°C

• NH3 storage beyond 450°C • High-temperature

Nox Efficiency

Thermal Durability

200 300 400 500 600 700 °C

NO

xCo

nver

sion

After Lean/Rich (RAT) Aging at 750 °C

Degreened SCR • Stable TWC under

Lean Environment • Stable SCR under

Reducing Env.

Propulsion System Technology Application Map

Light Load

Drive Cycle

Dut

y C

ycle

Continuous Stop-and-go

High Load

City Highway Intra-urban Highway-cycle

General Motors eASSIST™ Technology

LaCrosse and Regal

36 Hwy MPG

Malibu ECO 37 Hwy MPG

VOLTEC PROPULSION SYSTEM

ORDINARY DRIVERS 6,000

MILES LOGGED >2,500,000

PRODUCTION-INTENT FUEL CELL SYSTEM

WHAT If Battery Improvements Don’t Go Far Enough?

Hydrogen Fuel Cell Technology – Zero emissions and zero

petroleum – Compared to internal combustion

engine: – More than twice as efficient – Comparable precious metal

content – Comparable durability, range

(300 miles) and performance – Fast refueling – within 3

minutes – 60% fewer part numbers – 90% fewer moving parts

– Cold and hot operation capability – Family-sized vehicles – Synergy with renewable

energy sources

In a lighter vehicle, a smaller less powerful powertrain may be used

These downsized powertrains can still benefit from the technology improvement

Powertrain solutions only achieve their full potential, if combined with vehicle level optimizations such as mass reductions & aerodynamic improvements

System Optimization in the Vehicle

Maintained Performance

Energy Management of the Vehicle System: Thermal management Active management of the electrical system

20

SI and CI engine capability continues to converge – Smaller displacements – High pressure, direct fuel injection – Broad application of turbocharging – Advanced combustion processes – Advanced aftertreatment – Reduced friction – Reduced mass – Improved thermal management

Hybrid and Fuel Cell technology continues to mature … but conventional engine technology continues to play a key role

Future Technology Outlook

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Thank you for your attention