Diesel Passenger Car : Target 2020 - Settore...

Evoluzione delle propulsioniEvoluzione delle propulsioniImplicazioni su Qualità, Affidabilità e Sicurezza

T i Li tt FiTorino, Lingotto Fiere22 aprile 2015

Diesel Passenger Car : Target 2020

Ing. Francesco MONTEAMARO

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Diesel Passenger Car: Target 2020

1 Drivers & Megatrends for Powertrain

2 System Strategies Diesel

3 E l ti f l t ifi ti3 Evolution of electrification

4 Quality Requirements & Challenges

5 Summary

Turin, 22.04.2015

Evoluzione delle propulsioniImplicazioni su Qualità, Affidabilità e Sicurezza

Torino, Lingotto Fiere22 aprile 2015 2

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Drivers for Powertrain Development

Legislation Market Soft FactorsLegislation

Emission/Diagnosis Legislation

Market

Crude Oil reserves ⇩

Soft Factors

Annual Mileage ⇩

CO2 / Green House Gases Legislation

Fuel Price ⇧

Battery Price ⇩

EV I f

EV Incentives

Willingness to pay

f G I Fuel Economy

Incentives & Taxation

EV Infrastructure improvements

New Technology B i

for Green Image

E-Motion

Taxation Business

Need for further IC Engine improvements and alternative Powertrain Technologies will lead to increased Powertrain diversification



EV: Electric Vehicle

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Megatrends affecting Diesel SystemsEnergy Efficiency

P t iCO2 fleet targets for PC,fuel efficiency for CV

PowertrainCompetition and

diversification, TCO,mobility concepts

Connectivity & Web3.0New business models

Market Growth in Asia Pacific

mobility concepts,Downsizing

InnovationsHPT, Diesel Hybrid, WHR G NSC

Asia PacificIncreasing growth of small

vehicle segment

WHR, Gas, NSC, …

Product Cost and

TightenedEmissions and OBD EGT Product Cost and

Technology CompetitionHigh end / low end

RDE, WLTC and new sensors

EGTDiesel business enabler,

cost challenge



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Requirements & Challenges

CO & E i i L i l ti l d t CO2 & Emission Legislation lead to increasing complexity of diesel systems

Worldwide usage and different fuel quality add complexity for engineering

EU VI Increasing focus on Development times

RDE

$ Development times Variant handling Cost

Technical and Economical Reasons require advanced Quality & Cost Effective Solutions

$Evoluzione delle propulsioni

Implicazioni su Qualità, Affidabilità e SicurezzaTorino, Lingotto Fiere

22 aprile 2015 5

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Diesel Engine System Optimization StrategyCompression ratio (≈16) optimized (Trade-off: CRS 2200-2500 bar, in future up to 3000 bar for

Air system and turbocharger transient optimized improved TC efficiency @ part load

Fuel consumption/HC,CO) CO2

CO2

highest spec. power (PC Top) or part load BSFC optimization (with reduced HFR)

Digital Rate shaping (DRS) for NVH and Fuel

CO2

HP- and LP-EGR system (flexible fraction)+ efficient EGR cooling

optimized, improved TC efficiency @ part load

CO2

Reduced HC critical nozzle volume

Digital Rate shaping (DRS) for NVH and Fuel Consumption reduction CO2

+ efficient EGR cooling Reduced HC critical nozzle volume

SCR based NOx Aftertreatment to achieve Euro 6 + RDE depending on EUachieve Euro 6 + RDE depending on EU RDE and US Requirements

Additional heat up measures (if required)

CO2

HP-/LP-EGR: High/low pressure exhaust gas recirculation; TC: Turbo charger; CRS: Common rail system; HFR: Hydraulic flow rate; NSC: NOx storage catalyst; SCR: Selective catalytic reduction

Holistic system optimization approach required to fulfill future normsEvoluzione delle propulsioni

Implicazioni su Qualità, Affidabilità e SicurezzaTorino, Lingotto Fiere

22 aprile 2015 6

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NEDC: CO2-Reduction Packages (Compact Class, 100 kW, 2020)

Di l

Compact 2020

NEDC EU6 ff

3 % 3 %

1 2 %

D612-17%

CO

2ed

uctio

n Diesel

NEDC EU6 ff

4-5 %

2 3 %

lowPFP

Down-sizedcyl.-#

T/Cfrict.

1-2 %

1-2 %

1-2 % D58-12%el

, 201

2R

, EU

6

Reference Base: CW 1400 kg, 100 kW, NEDC

D4 = Best-in-Class Diesel 2012 1.6l, 4 Cyl., 4V, FIE 2000 bar, t/c VNT SCR MT6

re

Frict.red.

2-3 %

LP-

frict.De-

throttl.

n-cl

ass

Die

sel.

1.6l

T/C

, SC

R

Opt

ion

1

Opt

ion

2

VNT, SCR, MT6

D5 = 1.6l, 4 Cyl., 4V, FIE <2200 bar, t/c VNT, Friction Reduction (engine), LP-EGR, De-throttling, CRP/HF-adaption, SCR, MT6

D6 = 1.6l / 1.2l, 4V, FIE <2500 bar, t/ VNT F i ti R d P k

D4 103

D5 93

D688

EGRCRP/HF

adapt.Bes

t-i4

cyl

Step 1 Step 2

t/c VNT, Friction Red.-Pack (engine, t/c), LP-EGR, De-throttl., CRP/HF-adaption, SCR, MT6, Opt. 1: Low-PFP, 1.6l ; Opt. 2: 3 Cyl., 1.2l

Diesel powertrains offer further CO2-reduction potential of up to 17%

CRP/HF= common rail pressure / hydraulic flow | LP-EGR= low-pressure EGR system Frict. Red. = friction reduction | De-Throttl. = de-throttling engine | PFP= low-peak firing pressure | T/C = turbocharger | SCR = selective catalytic reduction

w/ Bosch contributionin HW or SW



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NEDC: CO Reduction Packages (C t Cl 100 kW 2020)


2 n 2 % 1-2 %

Engine measures Powertrain measures 10-12%

NEDC: CO2-Reduction Packages (Compact Class, 100 kW, 2020)

Diesel

D6

CO

2re

duct

ion

D715-21%

Friction reduction

2 % 1 2 %

5-10% Start

Stop

Compact 2020

NEDC EU6 ffD6

12-17%

iese

l, 20

12SC

R, E

U6 DRS-II

(e.g. beltdrive, …)

CRP/HF

adv.BRS

3%

Start

Stop

Reference Base: IWC 1400 kg, 100 kW, EU6, NEDC driving cycle

D6 = 1.6l/1.2l, 4V, FIE <2500 bar, t/c VNT, Friction Red.-Pack (engine t/c) LP-EGR De-

est-i

n-cl

ass

Di

4 cy

l. 1.

6l T

/C, S

SiG1

1-2%

BRS@ belt

+SSC

SSC1

IDC1Start

Stop

(engine, t/c), LP-EGR, De-throttling, CRP/HF-adaption, NSC/SCR, MT6, Low-PFP

D7 = 1.6l/1.2l, 4V, FIE 2500 bar, Friction Red.-Pack (engine, belt drive), digital rate shaping , D th ttli CRP/HF d ti

CRP/HF= common rail pressure / hydraulic flow | LP-EGR= low-pressure EGR system | Frict. Red. = friction reduction | De-Throttl. = de-throttling

D4 103

D688

Be 4

D784

SiG1

Step 3

De-throttling, CRP/HF-adaption,

w/ Bosch contributionengine | PFP= low-peak firing pressure | T/C = turbocharger | NSC = NOx storage catalyst | SCR = selective catalytic reduction | DRS = digital rate shaping | SiG = Start in Gear | IDC = Idle coasting | SSC = start stop coasting

NEDC / Compact: Non HEV Diesel Cars have potential to stay below CO2 level of 80 g/km !

in HW or SW



1 assumption: accepted as eco innovation

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230

250

Segment Specific CO2-Strategies, Europe 2020

Market EU 2012 Market EU Q1/2014

190

210

230Best-in-Market Gasoline 01/2014

Best-in-Market Diesel 01/2014

130

150

170

CO

2 g

/km

HEV

Dots show best in market vehicles in EU Q1/2014 Gasoline

Diesel

90

110

130 HEV

PH

E

HEVPH

E

BRS

BRS

50

70

800 1000 1200 1400 1600 1800 2000 2200 2400 kg

EV EVBRS

Entry Class (A/B) Standard Class (C/D) Top /SUV Class (E/F)

BRS: Boost Recuperation System; (P)HEV = (Plug-in) Hybrid Electric Vehicle

Entry (A/B): 1040-1100 kg, 60 kW; Standard (C/D): 1330-1400 kg, 100 kW; TOP(E/F): 1800-2000 kg, 150 kW (4 cylinder)-190 kW (6 cylinder); All: NEDC

Segment specific solutions required to achieve CO2 targets in 2020: Entry Class w/o electrification, Standard Class w/ BRS and TOP/SUV Class w/ Diesel-PHEV



BRS: Boost Recuperation System; (P)HEV (Plug in) Hybrid Electric Vehicle

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Bosch innovation line Bosch innovation line

Evolution of Electrification

Bosch innovation line to support future

market requirements!

Bosch innovation line to support future

market requirements!

e

AStart

Stop24

640

80----

sHEV

2000000

AStart

Stop24

6

x 1000 / min

4080

160

200km/h

----

0000

PHEV

160

48V Systems

vatio

n lin

Start/Stop

x 1000 / min200

km/h0000

CoastingCoasting

160

CoastingCoasting----

AStart

Stop24

6

x 1000 / min

4080

160

200km/h0000

Systems

AStart

Stop24

6

x 1000 / min

4080

160

200km/h

120120120120

0000

Inno

v pCoasting

AdvancedStart/Stop

RecuperationRecuperation

BoostBoost


BoostBoost


CoastingCoasting

CoastingCoastingAStart

Stop24

6

x 1000 / min

4080 120

160

200km/h0000 20202020

Start/Stop

24

640

80 120160A

Start

Baseline:Start/Stop ee--drivedrive

ee--drivedrive


BoostBoost

sHEV: Strong Hybrid | PHEV: Plug-In Hybrid | BRS: Boost recuperation system | St/St: Start/Stop

x 1000 / min000040 160

200km/h0000

AStop ee--drive entrydrive entry

CO2 potential



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Quality Requirements & Challenges

I ti t h l i P t i di ifi ti d Innovative technologies, Powertrain diversification and Word Wide usage lead to even higher attention on:

• Product and System Requirement analysis y q y• Introduction of new and extended Mission Profiles for validation

(system approach mandatory needed)

Innovation by validation: introduction of virtual environment (e.g. Hardware in the Loop), Connectivity (Remote control) become requirements for Quality improvement (not only

Safety Standards (e.g. ISO 26262) in combination with i l t h l i t

q y p y“efficiency measures”…)

upcoming new, even more complex technologies represents one of the main technical challenges for future mobility solutions



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Summary

Powertrain diversification will increase, but IC Engine remains still dominant on the WW market (Focus 2020)

There will be solutions for the Diesel Powertrain to comply th E i i d CO2 h ll i i th f l the Emissions and CO2 challenges, improving the fuel economy of Diesel powered vehicles

Success factor is a comprehensive system approach in order to ensure a proper and cost optimized solutions,

t hi i l l d lit i tmatching upcoming legal and quality requirements



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Thank You !Thank You !

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