You are on page 1of 7

www.final-yearprojects.co.cc www.troubleshoot4free.

com/fyp/

Internal Combustion Engines for the Future


Horst Schulte, Martin Wirth
Ford Motor Company

ABSTRACT

Future internal combustion engines for light duty applications will have to cope with a very complex set of
customer, legal and business requirements. Customers are expecting further improvements in durability, reliability,
drivability, fuel economy, and cost of ownership. Legal requirements are focused on significant emission and fuel
consumption reductions. Additional manufacturing cost reductions will be essential to maintain, or better grow the
business in a very competitive environment.
The challenge for the diesel engine will be to meet the future emission standards at affordable cost, while maintaining its
fuel economy advantages. Regarding the emissions, advanced diesel technologies will have to focus mainly on NOx
reduction. New combustion system concepts in combination with advanced airhandling/boosting and control systems
offer a promising potential.
The focus for future gasoline engine development will be on fuel economy improvements through improved combustion
systems and reduced throttle losses at part load operation. This can be achieved through e.g. direct fuel injection with
stratified lean part load operation. Downsizing in combination with boosting offers an additional potential.
Internal combustion engines still have a huge potential to deal with the challenges of the future. In comparison with
alternative powertrain concepts, at least for the next 20 years, the internal combustion engine should be able to maintain
its advantages regarding high power density, low manufacturing cost, recyclability, long driving distance between two
refueling events, well established fuel supply infrastructure, and its capability to use a wide variety of fuels.

Key-words: Diesel and Gasoline Engines, Fuel Economy, Emissions, Combustion, Boosting

INTRODUCTION
Future powertrains for light duty applications have to fulfil a very complex set of requirements (Figure 1), and there is
always the question: "Will the internal combustion engine be able to cope with these challenges also in the future?"

•Price
•Resale Value
•Fuel Economy Cost
•Maintenance Cost
Customer •Reliability/Durability of
•Driving Range
Expectations •Comfort/NVH Ownership
•Bigger Vehicles
•More Features and Equipment
•Customized Vehicles

Business Environment
Cost Legal Requirements

Product
•Market Share /Total Volume •Exhaust Emissions
•Manufacturing Cost •Fuel Consumption / CO2
•Development Cost •(ACEA / CAFÉ)
•Product Variety (Niche •Noise
Products) •Recyclability
•Resource Usage •Safety
•Material
•Energy/Water
•Precious Metal

Figure 1: Interaction between Customer Expectations, Environmental/Legal Requirements and Business Aspects

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
www.final-yearprojects.co.cc www.troubleshoot4free.com/fyp/

Regarding customer expectations, trends are very diesel engine manufacturing, development and
similar for gasoline and diesel engines, especially in the research, and of course through the reduction of the
volume segments and markets. Customers are very number of different engine architectures. Most of the
focused on total cost of ownership, which is determined globally engaged OEM's are following the latter
by such factors as price, resale value, fuel consumption approach with an increasing degree of rigor. However,
(and fuel price), maintenance cost, as well as reliability while the number of base engine variants will be
and durability. At the same time, customer expectations reduced, the challenge will be to customize these base
regarding "fun to drive" are still increasing. This engines for an increasing multitude of applications, and
translates into a continuation of the "power and torque to cost effectively handle the resulting complexity.
race" to further improve vehicle performance and
drivability (Figure 2). Effective resource usage of all material, energy, water,
transportation, needs to be further improved. A major
1
task for the future in this context will be to reduce the
dependence on precious metal application in exhaust
120 gas aftertreatment systems /1/.
Specific Power [kW/ltr.]

Diesel
100 Considering the legal requirements for exhaust
Gasoline
emissions and fuel economy (e.g. CAFÉ), as well as the
80
CO2 emission reduction commitment of the European
60 car industry (ACEA Commitment), there are major
differences in the future development priorities between
line
NA Gaso diesel and gasoline engines. While the target for the
40 ?
diesel – the thermal engine with the best efficiency –
NA Diesel
20 must be focused on cost effective emission reduction
and further refinement (e.g. NVH or cold start
0
1990 1995 2000 2005 2010 improvements), the focus for gasoline engines will be
Model Year on fuel economy improvement.

A look at the emission trend forecast until 2010 as


Figure 2: Development of Specific Power of Gasoline shown in Figure 3, exhibits the importance of further
and Diesel Engines CO2 emission reduction from road transport.

Advanced boosting technologies will play a major role While diesels will maintain a major fuel consumption
to further increase specific power and torque. In this advantage for the customer who pays the fuel bill by
context, turbocharging will maintain it's dominant role. the litre, the CO2 emission advantages of current diesel
engines will be challenged by advanced gasoline engine
In addition to performance improvements, at steadily concepts. The gap will be narrowed.
rising fuel prices, customers are expecting further
improvements in fuel economy and comfort (NVH) in
bigger (heavier) vehicles with more features and
equipment. Another set of conflicting boundary 140
conditions for the reduction of the fuel consumption,
120 CO
and thus the CO2 emission, is being set by the exhaust
Emissions, % of 1995 level

NOx
gas emission standards (see below). 100
PM-diesel
80
The maintenance cost for the engine itself has been VOC

dramatically reduced during the last years. Oil changes, 60 Benzene


and oil as well as fuel filter changes, are the only 40 SO2
maintenance items left for most modern light duty 20 CO2
engines during the first years of operation. And the oil
Source: EC Auto-Oil-2 Program
change intervals will be further increased in the coming 0

years. 1985 1990 1995 2000 2005 2010 2015

Regarding the business aspects, for all volume


manufacturers ("value brands"), it is essential to
Figure 3: Road Transport Emission Trend
maintain or better increase the market share, and thus
the production volume to stay competitive. Volume
effects can also be achieved through joint ventures with
other OEM's, as PSA and Ford have established it for

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
www.final-yearprojects.co.cc www.troubleshoot4free.com/fyp/

Figure 4 depicts the CO2–emission targets of the


ACEA commitment, which shall result in an average
fleet CO2 emission of 140 g/km in the NEDC cycle by
2008. To achieve this goal, both, gasoline and diesel
engines will have to deliver a major contribution from
the powertrain side in addition to appropriate vehicle 0.20

0.18
actions. Until 2008, the diesel contribution will mainly
0.16
Mazda 6 2.0L R
stem from an increase in the diesel share. Further 0.14 Mazda
Mondeo6 2.0L
2.0L Puma
‘R’
Series with
contributions will result out of the usage of smaller,

PM, g/mi
130PS M/T with
0.12 Euro 4 Technology
Euro 4 Technology
lighter and higher specific power diesel engines. 0.10

0.08
US Tier 2 Euro 3 PC
0.06
Bin 10
0.04

0.02
Euro 4 PC
0.00

CO2 g/km 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

CEC NOx, g/mi


US Tier 2
190 - AC
EA Bin 5
Agr
eem
ent

Figure 5: NOx / PM Diesel Emission Standards


140

airhandling/EGR technologies, an exhaust gas


1998 aftertreatment system with a diesel oxidation catalyst
Year
1995 2008 (DOC), a diesel particulate filter (DPF), and, especially
in the US, a NOx reduction catalyst. In addition,
advanced control systems will have to integrate the
Figure 4: ACEA CO2 Commitment different functions for combustion, airhandling, and
aftertreatment system regeneration controls. Moreover
the usage of low sulphur, or better, no sulphur fuel will
be mandatory.
THE DIESEL EMISSIONS CHALLENGE

The major challenge for the diesel is meeting the very LOW NOx DIESEL COMBUSTION
tough future emission targets at affordable cost, while
further improving, or at least maintaining the diesel Worldwide, the OEM's, the major internal combustion
typical fuel economy advantages. Figure 5 provides an engine engineering consulting companies, as well as
impression of the required emission reduction many research institutes are intensively investigating
compared to the Euro Stage 4 emission standards, the potential of low NOx diesel combustion processes.
which have to be met as of next year. US Tier 2 Bin 5 Multiple names have been invented for these
represents the most challenging known set of emission approaches, such as HCCI, pHCCI, UNIBUS,
standards for diesel powered light duty vehicles. Euro PREDIC, MK, NADI, ACCP, HCLI, HCDC… An
Stage 5 standards have not yet been defined as of now. important element for these low temperature
While there is typically a focus on the NOx and combustion (LTC) processes is typically to allow
particulate matter (PM) standards, the CO and HC significantly higher EGR rates to limit the bulk
standards may represent an additional major hurdle. temperature of the cylinder charge. Another element is
to develop injection strategies that approach a more
According to today's understanding, there is not just homogenous mixture formation in the combustion
one key technology (such as the three-way catalyst for chamber before onset of the combustion. Figure 6
gasoline engines) that would provide sufficient explains schematically two possible approaches (late
potential to achieve these future standards. Instead, an and early homogenization) which both target to achieve
integrated systems approach is required, which includes more time for the cylinder charge to mix air and fuel.
a low NOx combustion process, advanced boosting/

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
www.final-yearprojects.co.cc www.troubleshoot4free.com/fyp/

emissions has been observed in most cases. At higher


loads, and especially at full load, it is very difficult, if
Combustion Mode Evolution – Late vs. Early Homogenization not impossible, to achieve low temperature diesel
Compression/Expansion Conventional Combustion combustion to the same extend as in part load
Late Homogenization Early Homogenization operation. This requires the development of new

Pressure
Cylinder
controls strategies for a transition between the low
Fuel Consumption Reduction Fuel Consumption Increase temperature combustion modes and a more
conventional combustion mode at higher loads. The
challenge is to make these transitions completely
transparent to the vehicle driver.
(Typical Strategy)

(Typical Strategy)
An important element for the realization of low
(Variety of Injection Strategy Options with Trade-
Trade-Offs)
temperature combustion is a boosting/airhandling/ EGR
: Ignition Delay TDC Crank Angle
system that effectively provides the right mixture out of
boost pressure and EGR rate under all load and speed
Figure 6: Low Temperature Diesel Combustion conditions. Figure 7 depicts for different loads (BMEP
Alternatives with Late and Early Homogenization values) at a constant speed of 2000 rpm that significant
NOx reductions can be achieved in the different
European and US emission test cycles with advanced
Low NOx combustion processes have already boosting technologies that provide more boost at part
demonstrated a significant potential to reduce both the load than today's turbocharger systems.
NOx and PM emissions at part load operation without a
major increase in fuel consumption and/or combustion
noise excitation. However, an increase in HC and CO
%
53

70% 70% 70% 2.40


NEDC
-

%
50

-5

60% 60% 60% FTP75 2.20


3

US06
45

-4

Time Sharing

Conventional Combustion
Time Sharing

36

50% 50% 50% Version 1 2.00


Version 2
40% 40% Version 3
EGR

40% 1.80
Version 4

λ
Version 5
30% 30% 30% 1.60

20% 20% 20% 1.40

10% 10%
10% 1.20

0% 0%
0% 1.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
BMEP (Bar) BMEP (Bar)

100
Emission Reduction in %

70% 3.10

90
Compared to EU IV

60% 2.80
80
Time Sharing

50% 2.50
70
Boost (Bar)

60
NEDC
40% 2.20

50
30% 1.90
40 FTP 75
20% 1.60
30
20
US 06
10% 1.30

10
0% 1.00

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 0
BMEP (Bar) Version 1 Version 2 Version 3 Version 4 Version 5

Figure 7: The Role of the Boosting System to Improve Engine Raw Emissions /2/

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
www.final-yearprojects.co.cc www.troubleshoot4free.com/fyp/

DIESEL EXHAUST AFTERTREATMENT avoidance of local temperature peaks. In the CAI


operation mode, the thermal efficiency is approaching
While diesel oxidation catalysts and diesel particulate
diesel values. Similar to the low temperature diesel
filters can be considered state-of-the-art, this does not
combustion concepts, robust CAI operation is heavily
apply to the NOx reduction catalysis. The development
dependent on new advanced control strategies that
of Lean NOx Traps (LNT) and Selective Catalytic
ideally feature a closed loop combustion control with
Reduction (SCR) systems has not yet been successfully
sensors that monitor the combustion process in the
completed for light duty diesels. However, it must be
individual cylinders.
stated that the SCR technology is much more mature,
has a higher NOx reduction potential because of its
There is still potential to further reduce the parasitic
wider temperature window with high conversion rates
losses of internal combustion engines through friction
(see Figure 8), and is less dependent on precious metal
reduction of the base engine components and the
usage /1/. Moreover, the SCR technology is more
ancillaries, as well as through improved thermal
tolerant to sulphur in the fuel, and thus offers a better
management.
solution for the transition phase from fuels with the
current sulphur content to the future low sulphur fuels.
In the case of diesel engines, we refer to "right sizing"
these days. "Right sizing" means that the "right"
The major SCR disadvantages result out of the need for
relation between engine displacement and vehicle test
onboard storage of the aqueous urea solution, and the
weight should be targeted for the best compromise
infrastructure, which is needed for the urea supply.
between vehicle performance, fuel economy and NOx
emission in the test cycles. Gasoline Engines are less
targeted in this respect, since they usually cover a much
broader performance range in a powertrain line-up, and
thus offer a bigger fuel improvement potential through
downsizing /4/ than diesel engines. Downsizing forces
the engine into higher load operation with better
mechanical efficiency and reduced pumping losses.
Additional fuel consumption reduction potential of
downsized engines results out of their typical lower
weight.

• Pumping Loss Reduction

! Charge Dilution
!Variable Valve Actuation
!De-throttling -> Direct Fuel Injection (DISI)
Figure 8: NOx Conversation Comparison of Urea !Cylinder Deactivation
SCR and LNT (Steady State Flow Reactor Results) /3/ • Combustion Efficiency Improvement
! Variable Compression Ratio
GASOLINE FUEL ECONOMY IMPROVEMENT !Optimized Heat Release (Spray Guided Direct Injection)
!Minimized Heat Losses (Spray Guided Direct Injection)
Figure 9 summarizes the major concepts for the
!Controlled Auto Ignition (CAI)
improvement of the fuel economy of gasoline engines.
• Parasitic Loss Reduction
A major focus is on the reduction of the gas exchange
(pumping losses) through charge dilution (lean • Downsizing/Boosting
operation), variable valve actuation, and - for larger
engines with a higher number of cylinders – through
Figure 9: Fuel Economy Concepts for Gasoline
cylinder deactivation. In parallel, improvement of the
Engines
combustion efficiency shall be achieved through direct
fuel injection and/or variable compression ratio.
Stratified direct fuel injection combustion systems have
been developed by different OEM's for several years.
Controlled Auto Ignition (CAI) could become the
First generation systems used side mounted injectors
ultimate future combustion process for gasoline engines
with wall guided or air guided mixture formation
with close similarities to comparable concepts for
(Figure 10). Further improvements, especially in real
diesel engines. The CAI operation mode achieves auto
world fuel economy, can be achieved with spray guided
ignition of extremely diluted homogenous mixtures and
direct injection /5/ (SGDI), which accomplishes a
thus enables very low NOx emissions through

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
www.final-yearprojects.co.cc www.troubleshoot4free.com/fyp/

major increase in the stratified operational window, as torque than the naturally aspirated (NA) 2.3 L engine.
well as an improved efficiency of the stratified It also requires less enrichment ("overfuelling") at
combustion process. higher loads than the 2.3L NA and the 1.6L PFI TC
engines due to the outstanding knock resistance enabled
by direct injection.

Wall Guided Air Guided Spray Guided


Side Mounted Injector Side Mounted Injector Center Mounted Injector

1st Generation DI 2nd Generation DI 240 1.6 SGDI-TC


Speed range and
Performance like
1.6 PFI-TC gasoline engine
220

Engine Torque [Nm]


200 2.3 PFI NA
180
165 h
160 1.6 PFI-TC p
overfuelling
140 140 h
2.3 PFI NA p
120 overfuelling 120 h
p
100 Low speed Torque :
Competitor for Diesel Torque Feel Lambda = 1
80 Small 1.6 SGDI TC overfuelling Up to 140 hp
region – excellent RWFE
60
40
20

0
500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000
Figure 10: DI Combustion Concepts for Stratified Engine Speed [rpm]

Operation
Figure 12: Gasoline SGDI and Turbocharging Benefits
Especially the combination of downsizing, spray
guided direct injection and turbocharging (SGDI TC)
offers a significant fuel economy improvement CONCLUSION
potential without any compromises regarding
driveability. In this context, Figure 11 compares the
NEDC fuel consumption of a 1.6L turbocharged SGDI The traditional advantages of internal combustion (IC)
engine with a turbocharged 1.6L engine with port fuel engines refer to:
injection (PFI) and a naturally aspirated 2.3L PFI ! The high power density (power to volume and
engine. The turbocharged SGDI engine offers a fuel weight)
consumption reduction potential of about 17% based on ! The high energy content and the ease of
the downsizing effect. Additional fuel economy onboard storage of liquid fuels
potentials can be made available by stratified operation ! The well established manufacturing processes
of the downsized engine. that has been optimized through many years
! The usage of conventional materials with good
recyclability
! The driving distance between two refuelling
events (which is typically much longer with IC
10 engines than with many of the discussed future
9 NEDC hot
alternatives)
8 NEDC cold
! The well established worldwide fuel supply
SFC [ltr / 100 km]

7
6 infrastructure
5 ! The capability to effectively use a variety of
4 alternative gaseous and liquid fuels
3
2
1 IC engines still have a huge potential to effectively deal
0 with most of the sometimes conflicting requirements
2.3 I4 1.6 PFI T/C 1.6 SGDI T/C for future automotive powertrains. In particular they
can achieve:
! Further increase of power and torque
! Further size and weight reductions
Figure 11: SGDI TC Fuel Consumption in the NEDC
! Further improved fuel economy
Cycle
! Further reduced emissions
! Further reduced manufacturing cost
Figure 12 compares the full load performance of the
same engines as shown in Figure 11. In the complete
speed range, the 1,6L SGDI TC engine offers more

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
www.final-yearprojects.co.cc www.troubleshoot4free.com/fyp/

Future diesel engine concepts for higher specific power REFERENCES


output, lower engine raw emissions and better NVH
will include: /1/ J. Hoard, R. Hammerle, C. Lambert, G. Wu
! Advanced boosting / airhandling systems for Economic Comparison of LNT Versus Urea SCR for
improved performance and lowest emissions Light Duty Diesel Vehicles in US Market
! Low NOx combustion systems in combination DOE Diesel Engine Emission Reduction (DEER)
with advanced fuel injection systems Meeting, Coronado, CA, August 29-Sept 2, 2004
(Homogenous Charge Compression Ignition)
! Right sizing (optimized combination of engine /2/ N. Schorn, E. Karvounis, U. Späder, H. Schulte, D.
displacement and vehicle weight for a given Jeckel, P. Barthelet, P.J. Cancalon, O. Salvat, J.
NOx emission standard) Portalier, J.C. Minichetti
! Parasitic loss reduction Boosting Systems for Next Generation Passenger Car
! Weight reduction Diesel Engines
! Further increased oil change intervals Aufladetechnische Konferenz, Dresden, September 23-
! Usage of bio diesel and clean burning 24, 2004
synthetic diesel fuels (GTL, BTL)
/3/ C. Lambert, R. Hammerle, R. McGill, M. Khair, C.
Future gasoline engine concepts will mainly targeting Sharp
on further increased specific power output and fuel Technical Advantages of Urea SCR for Light-Duty and
economy improvements through: Heavy-Duty Diesel Vehicle Applications,
! Downsizing and boosting (in combination SAE Paper 2004-01-1292
direct fuel injection or with variable
compression ratio) /4/ D. Borrmann, F. Brinkmann, K. Walder, B. Pingen,
! Reduced throttle losses at part load operation J. Wojahn, P. Behrends
through: Gasoline Direct Injection and Turbo Charging – a new
o Direct fuel injection with stratified opportunity for Downsizing, 11. Aachener Kolloquium
lean part load operation Fahrzeug- und Motorentechnik 2002
o Fully variable valve timing
o Cylinder deactivation (especially for /5/ M. Wirth; D. Zimmermann; R. Friedfeldt; J. Caine;
engines with larger displacements A. Schamel, Ford Motor Company; A. Storch; K. Ries-
and cylinder numbers) Müller; K.-P. Gansert; G. Pilgram; R. Ortmann; G.
! Controlled Auto Ignition (CAI) Würfel; J. Gerhardt, Robert Bosch GmbH: The Next
! Parasitic loss reduction Generation of Gasoline Direct Injection : Improved
! Weight reduction Fuel Economy and Optimized System Cost,
Global Powertrain Conference, Ann Arbor 2003

Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more.
NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.

You might also like