2.2MAHLE Downsizing 14-May-2010 Gasgoo

The MAHLE Downsizing Engine High Performance and Low Fuel Consumption
Written by: Volker Korte, Grant Lumsden, Neil Fraser, Jonathan Hall;
Presented by: Paul WARD
MAHLE
The MAHLE Downsizing Engine Contents
Introduction
Targets Engine Design Engine Development Results and Outlook
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MAHLE Powertrain Ltd.
MAHLE
The MAHLE Downsizing Engine Introduction

Maximising fuel economy and thereby minimising CO2 emissions are among the most important objectives for the future development of engines and vehicles. MAHLE have recently designed and built an engine to demonstrate the application of aggressive downsizing to gasoline engines in order to improve operating efficiency. A robust combustion system that allows a high compression ratio to maintain part load efficiency Good low speed torque and transient performance Real world fuel consumption benefits through a reduction in full load fuel enrichment Base engine robustness and durability
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MAHLE
The MAHLE Downsizing Engine

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MAHLE
The MAHLE Downsizing Engine Targets

The targets were to produce an engine capable of replacing a typical 2.4l V6 PFi engine used in a C or D class European vehicle platform (circa 1600 kg). The engine would be compliant with EU5 / ULEV2 emissions from conception.
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MAHLE
The MAHLE Downsizing Engine Engine Design

The main engine design parameters
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MAHLE

The main engine design parameters
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MAHLE

Cylinder Head and Combustion Chamber
Tumble inlet ports

Centrally mounted direct injector for spray-guided operation Cooling around the injector tip Compact chamber with low surface area
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MAHLE

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MAHLE

Air Path and Charging System
High degree of integration The air filter, mass air flow meter and charge cooler
Aluminium charge cooler Light-weight plastic inlet manifold are, boost levels > 2.8 bar Cooled exhaust gas recirculation (EGR) The two-stage system is shown schematically
Charge air cooler EGR valve EGR cooler
Compressor bypass
HP stage Turbine Bypass Valve LP stage Turbine Wastegate
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MAHLE

> 2.8 bar ERG

Charge air cooler EGR valve EGR cooler
Compressor bypass
HP stage Turbine Bypass Valve LP stage Turbine Wastegate
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MAHLE

Cylinder Block and Crank Case
Aluminium bedplate
MAHLE Nikasil parent bore Through bolting system for cylinder head and block Piston cooling with feed via separate non filtered oil channel direct from oil pump control gallery
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MAHLE

MAHLE Nikasil
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MAHLE

Crank Train, Valve Train and Balancer System
Balancer system comprises two crank-driven plastic gears carrying the balance weights
Forged aluminium pistons A ring pack with two compression rings and a 3-piece oil-scraper ring DLC coated piston pins Forged steel conrods A steel crankshaft
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MAHLE

DLC
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MAHLE
The MAHLE Downsizing Engine Engine Development

High Load Combustion System
Optimisation of compression ratio and combustion chamber

Optimisation of ignition timing and cam phasing, Combustion system development Turbocharger configuration Piezo injectors in a spray-guided concept Fuel injection timing, Fuel pressure (at part load between 100 and 200 bar) Fuel injection strategy (single or double injection per cycle)
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MAHLE

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MAHLE

High Load Combustion System
Example of Camshaft Position Optimization for WOT Performance at 3000 rpm (Results at BLD Spark Timing, l = 1.0)
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MAHLE

3000 rpm
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MAHLE

Two-Stage Boosting System
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MAHLE

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MAHLE

Initial investigations with single turbochargers have been carried out to define suitable turbine/compressor configurations.
TC01 TC02 max. flow 0.06 m3/s max. flow 0.09 m3/s
TC03
TC04
max. flow 0.14 m3/s

max. flow 0.16 m3/s
TC01 and TC04 were chosen for testing in two-stage configuration.
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MAHLE

TC01 TC02 TC03 TC04 max. flow 0.06 m3/s max. flow 0.09 m3/s max. flow 0.14 m3/s max. flow 0.16 m3/s
TC01 TC04
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MAHLE

The compressor maps for the TC01 and TC04 plotted together
TC01/TC04 Compressor Maps with Characteristics for approx. 20 30 bar BMEP at 1,500 rpm & 2,500 rpm
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MAHLE

TC01 TC04
TC01/TC04 . 20 30 bar BMEP 1,500 rpm 2,500 rpm
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MAHLE

Provides a useful improvement in apparent volumetric efficiency

The reduced pre-turbine pressures drive the improved combustion phasing at a given BMEP
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MAHLE

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MAHLE

Transient Response
Transient behaviour is key for the acceptance of downsizing concepts by the customer.
Results of a load step from 2 bar BMEP to WOT at 1,250 rpm
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MAHLE

2 bar BMEP to WOT at 1,250 rpm
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MAHLE

Air Fuel Ratio Engine Map
The objective to operate the engine at l = 1 at all speeds and loads

Objective achieved, except around peak power, without the use of EGR The maximum exhaust gas temperature has been limited to 1,020 C.
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MAHLE

l = 1
EGR 1,020 C
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MAHLE

Engine Mechanics and Friction
Higher valve-train losses (exhaust spring loads in particular) are the main cause of the small disadvantage at low speed.
The good result at medium and high engine speed is due to the very low power-cell friction of the MAHLE downsizing engine The effects of 3 vs. 4 cylinders, Latest technology crank shaft bearings Short stroke design Very good bore roundness
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MAHLE

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MAHLE
The MAHLE Downsizing Engine Results and Outlook

Torque and Power Output at WOT Targets Achieved
Torque at n = 1,000 rpm

Max. Torque (n = 3,000 rpm) Max. Power (n = 6,000 rpm) Brake Specific Fuel Consumption Optimum n= 2000 rpm, 4 bar BMEP
300 250 200 150 100 50 0 180 150 120
Md = 153 Nm (BMEP = 16 bar)

153 Nm 16 bar
287 Nm 30 bar
Pe = 144 Kw 144 kW (Pe/VH = 120 kW/l) Targets be < 235 g/kWh be < 300 g/kWh
35 30 25
300 234 250 275 300
Achieved 234 g/kWh 285 g/kWh
Torque [Nm]
BMEP [bar]
Power [kW]
20 15
250
90 60
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Targets Torque (2-stage turbo) Power (2-stage turbo)
30 0 7000
5 0 1000
285 375
275 300 325
1000
2000
3000 4000 5000 Engine Speed [rpm]
6000
2000
3000 4000 Engine Speed [rpm]
5000
6000
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MAHLE

n = 1,000 rpm
(n = 3,000 rpm) (n = 6,000 rpm) n= 2000 rpm, 4 bar BMEP
300 250 200 150 100 50 0 180 150 120

153 Nm 16 bar
287 Nm 30 bar
Pe = 144 Kw 144 kW (Pe/VH = 120 kW/l) be < 235 g/kWh be < 300 g/kWh
35 30 25
300 234 250 275 300
234 g/kWh 285 g/kWh
Torque [Nm]
BMEP [bar]
Power [kW]
20 15
250
90 60
10
Targets Torque (2-stage turbo) Power (2-stage turbo)
30 0 7000
5 0 1000
285 375
275 300 325
1000
2000
3000 4000 5000 Engine Speed [rpm]
6000
2000
3000 4000 Engine Speed [rpm]
5000
6000
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MAHLE
The MAHLE Downsizing Engine Next steps

Simulation of the vehicle fuel economy in the NEDC (kerb weight m 1,600 kg).
This results in an improvement of fuel consumption and CO2 emission of up to 30%
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MAHLE

NEDC m 1,600 kg
30%
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MAHLE
The MAHLE Downsizing Engine Summary

Targets achieved
Contacts for further information:

Paul WARD paul.ward@gb.mahle.com +86 159 2160 1669
Peak power
Peak torque Low Speed torque BSFC
Shouping CHEN Next Step Vehicle test shouping.chen@cn.mahle.com
+86 138 1722 8830
Thank-You
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MAHLE

Contacts for further information:

Paul WARD paul.ward@gb.mahle.com +86 159 2160 1669
Shouping CHEN shouping.chen@cn.mahle.com
+86 138 1722 8830
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MAHLE

2.2MAHLE Downsizing 14-May-2010 Gasgoo

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The MAHLE Downsizing Engine High Performance and Low Fuel Consumption

Presented by: Paul WARD

The MAHLE Downsizing Engine Contents

The MAHLE Downsizing Engine Introduction

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Targets

The MAHLE Downsizing Engine Engine Design

The MAHLE Downsizing Engine Engine Design

The MAHLE Downsizing Engine Engine Design

Tumble inlet ports

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Design

HP stage Turbine Bypass Valve LP stage Turbine Wastegate

The MAHLE Downsizing Engine

> 2.8 bar ERG

HP stage Turbine Bypass Valve LP stage Turbine Wastegate

The MAHLE Downsizing Engine Engine Design

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Design

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

Optimisation of compression ratio and combustion chamber

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

max. flow 0.14 m3/s

TC01 and TC04 were chosen for testing in two-stage configuration.

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

Provides a useful improvement in apparent volumetric efficiency

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

The MAHLE Downsizing Engine

2 bar BMEP to WOT at 1,250 rpm

The MAHLE Downsizing Engine Engine Development

The objective to operate the engine at l = 1 at all speeds and loads

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Engine Development

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Results and Outlook

Torque at n = 1,000 rpm

Md = 153 Nm (BMEP = 16 bar)

Achieved 234 g/kWh 285 g/kWh

275 300 325

3000 4000 5000 Engine Speed [rpm]

3000 4000 Engine Speed [rpm]

The MAHLE Downsizing Engine

Md = 153 Nm (BMEP = 16 bar)

234 g/kWh 285 g/kWh

275 300 325

3000 4000 5000 Engine Speed [rpm]

3000 4000 Engine Speed [rpm]

The MAHLE Downsizing Engine Next steps

This results in an improvement of fuel consumption and CO2 emission of up to 30%

The MAHLE Downsizing Engine

The MAHLE Downsizing Engine Summary

Contacts for further information:

Shouping CHEN Next Step Vehicle test shouping.chen@cn.mahle.com

+86 138 1722 8830