Dr. S.

GUILAIN
Technical Expert
in Powertain Aerodynamics & Engine air filling

Gas exchange process of

modern IC engines

Contents

Context of modern IC engines

Diesel Engines
Turbocharger adaptation
EGR requirements and adaptation
New systems in development

Gazoline Engines
Turbocharger adaptation
Synergy beetween turbo and VTC
New systems in development

Conclusion

CONTEXT OF MODERN IC ENGINES

Gas exchange process of

modern IC engines

Context of automotive IC engine

CO2
Engine
Power

Pollutant
Regulation

Customer
Fuel
Consumption

Fun to
drive

Reliability

Request of more and more powerfull engines

Puissance Max (kW)
250

Diesel
200

150

100

50

0
1994

1996

1998

2000

2002

2004

2006

2008

2010

2012

Anne de sortie

Weight of vehicle
Safety requirements
Space request
Comfort demand

Marketing & customer

request

2014

Context of automotive IC engine

CO2
Engine
Power

Pollutant
Regulation

Customer
Fuel
Consumption

Fun to
drive

Reliability

Depolution and New cycle For Eu 6c ?

A new cycle to be closer to real usage
(Introduction 2017).

NEDC
Tamb : 20C

WLTC
Tamb : 20C & -7C
Higher OBD demand

Driving Cycle Profile Urbain & Extra Urbain

Speed Max : 120 km/h

Longer, higher speed,

more transients

Test Conditions

Freeshift / auxiliaries On.

Inertia Class Closer to real vehicle weight
COP with reduced margin

Gear shift imposed

Inertia Class on lower
weighted application
COP with margin

A step forward EU7

Real Drive Emissions ? RDE ?

Engine operation

Customer cycle
[WLTP]

NEDC
NEDC

What will do the driver ?

Impact of the weather ?
Where will it be tested? Altitude ?

Real Driving
Emission
regulation

Pollutant Regulation
HC g/km
0,7

Diesel

Euro 2
Euro 3
Euro 4
Euro6

Euro5

PM g/km 0,08

0,7

NOx g/km

1,0

CO g/km

Euro 1
1993

Euro 2
1996

Euro 3
2000

2005

Euro 4

Euro 5 Euro 6
2010

2015

Impact of local Air Fuel ratio on pollutant

Local
Temperature
(K)
Nox
Formation

2500
Soot
Formation

2000

Soot
oxydation

Tburnt
gas

Diesel
Average
A/F ratio

1500
1000

Average
T

500

Rich
0

Distribution of local A/F

Ratio in Diesel
0.5

Lean
Air/fuel
ratio local

1.5

Effect of Swirl on Vapor phase of Diesel Jet

Swirl =1

Swirl = 1.7

Swirl

Thanks to
the TDC swirl motion,
vapor phase covers a
larger area
=> lower F/A ratio

Turbocharger & Diesel depollution

WO EGR

Combustion
Temperature

O2

NOx

N2
Intake

WITH EGR

O2
N2
EGR
Burnt Gas

Need to increase
Boost pressure
to compensate
EGR volume

Exhaust
NOx

Combustion
Temperature

Importance of turbulence on gasoline Engines

Tumble

Depollution systems
DIESEL

GASOLINE

Dosing
Control
Unit

H5 Euro 6
O2

O2

BOSCH

V1

OxyCat

DPF

SCR

V2

3W Cat

A key factor of performance:

increase the temp. before Depollution System
Load of Precious Metal
Fuel consumption impact

GPF

GPF

Context of automotive IC engine

CO2
Engine
Power

Pollutant
Regulation

Customer
Fuel
Consumption

Fun to
drive

Reliability

FC regulation

Path to improve current engines

Gasoline: downsizing, GDI + turbo + VTC

Diesel : High pressure injection, right sizing with turbo & LP EGR

FC and cycle
Surface of bubbles
represents weight in FC
1750rpm Max Torque
Max power

Important operating
point are at low speeds
and loads
=> Importance of
Friction / PMEP
=> Downsizing /
downspeeding

Important operating
points cover a larger
range
=> Importance of
Gross IMEP + PMEP +
Fiction
=> rightsizing

Downsizing
Puissance Sp Max (kW/L)
100

90

80

70

60

50

+ 30 kW/L
~ + 100 %

40

30

20

10

0
1994

32 kW/L
1996

1998

2000

2002

2004

2006

Anne de sortie

All ready a reality

2008

2010

2012

2014

How to improve FC of current engines

Torque is the result of gas work on piston plus friction
BMEP = IMEP + FMEP
IMEP: Indicated Mean effective pressure
PMI=Gross IMEP + PMEP
Pressure

Pressure

Gross IMEP

Gross IMEP

+
+
P int
Pexh
Pint

+
-

Pexh
PMEP

PMEP
Volume
PMEP < 0

Volume
PMEP > 0

Gasoline Engine and PMEP

Cyinder
Pressure

Cylinder
Pressure

Gross IMEP

Gross IMEP

Pexh

Pexh

-Reduction of
intake throttling

PMEP

Pint

Atmo Engine

Pint

PMEP

Volume

Volume

Displacement
Reduction

Turbo Engine
Decrease of pumping losses

Effect on FC
Ratio of BSFC of 2L Turbo gasoline engine versus atmo 3L
300

Enrichment area
T3 limit

Knock area
200
Couple (Nm)

1.1

1
100

0.9

0
1000

0.8
2000

3000

4000

Engine speed (tr/min)

5000

6000

7000

knock
Knock is a massive auto ignition of
unburnt gas

Delay
ignition
MAIS
CO2

Piston damage

Context of automotive IC engine

CO2
Engine
Power

Pollutant
Regulation

Customer
Fuel
Consumption

Fun to
drive

Reliability

Fun to drive and acceleration

Vehicle Weight
Gear ratio
Engine Inertia (inc CDA)

Engine
Transient
Torque

CAR Acceleration

Request of responsiveness
Exemple @ 1500rpm
180

Boost control
(2order)

Limite Pcol engine

Target for 20% Downsized

160

Risk for Downsized engine

Specific Torque [Nm/L]

140

120

Ref 1.9 L

Zone
1

2.0 HDI 80kW

1.9 TDI 110kW

100
3L Alpina D10
180 kW
80

Zone 2

60

40

20

0
0.0

0.5

1.0

1.5

2.0

2.5

Time [s]

3.0

3.5

4.0

4.5

5.0

Diesel engines

Gas exchange process of

modern IC engines

FC regulation

Path to improve current engines

Gasoline: downsizing, GDI + turbo + VTC

Diesel : High pressure injection, right sizing with turbo & LP EGR

Diesel engines are turbocharged

P3 / T3
P2,
T2
P2 / T2

P1 /T1

P4 /T4
T2
temperature after intercooler

Names are not standard

P0,
T0

Why a turbo Thermal balance

ENERGY BALANCE: (100% = Fuel LHV)
100%

Energy Balance [%]

90%

Exhaust power
T / mass flow

25 %

80%

45 %

70%
60%

Thermal losses
in Engine cooling system

50%
40%
30%

Indicated Power
P=f(Vcyl)

20%

10%
0%
1250

1500

1750

2000

2250

2500

2750

3000

Engine speed [rpm]

3250

3500

3750

4000

4250

Turbocompressor
COMPRESSOR
Compression

TURBINE
Expansion

Central housing

Map of compressor
3

Comp = Psortie

2.8

Iso vitesse de
rotation

165 000 tr/min

Pentre

Rapport de compression [-]

2.6

2.4

NComp =

145 000 tr/min

2.2

125 000 tr/min

N
Tentre
T0

77%

1.8

75%

Iso Rendement

70%

105 000 tr/min

1.6

65%
85 000 tr/min

1.4

1.2

1
0

0.05

0.1

0.15

Dbit d'air rduit [kg/s]

A Map of possible Operating Points

0.2

0.25

Tentre
T0
m& Comp = m& air
Pentre
P0

Limites of compressor MAP

Surge line
(surge line) is defined when the
compressor is unstable leading to
noise and engine unstabilities
Choke line
Sound speed is reached.
Often set as the line of max flow
rate for a given efficieny
(Comp Eff. = 65 %)
Max turbo speed
given by realibility tests

3
Max Speed
Surge line

Pressure Ratio

1.5

Choke
line
Iso
efficiency
0
10
Corrected mass flow

20

Surge on vehicle
Recording during acceleration on severe conditions

Oscillations for
a certain range of engine speed

P / 33

Turbine Map
1.0

Tentre
T0
m& Turb = m& gb
Pentre
P0

70%

0.9
60%

NTurb =
0.7

N
Tentre
T0

50%

Blocage sonique
40%

0.6

30%
0.5

20%

0.4

80 000 tr/min

115 000 tr/min

155 000 tr/min

10%

0.3

190 000 tr/min

215 000 tr/min

240 000 tr/min

0.2

0%
1.0

1.5

2.0

2.5

Rapport de dtente [-]

Only One line !

3.0

3.5

Det = Psortie

Pentre

Rendement [%]

Dbit rduit [kg/s]

0.8

Turbocharger adaptation
1.0
70%
0.9
60%
0.8

Blocage sonique
40%
0.6

30%
0.5

20%

0.4

80 000 tr/min

115 000 tr/min

155 000 tr/min

190 000 tr/min

215 000 tr/min

240 000 tr/min

10%

0.3

0.2

0%
1.0

1.5

2.0

2.5

3.0

Rapport de dtente [-]

1 MAP

1 line

Pb : How to adapt the turbine mas flow rate to the various conditions requested by
the driver?

1.

By a

VARIATION OF THE TURBINE MASS FLOW RATE

=> waste-gate TURBO

2.

by CHANGING
=> VTG

the turbine characteristic

3.

by implementing

more than one turbo

=> Double stage supercharging

.

3.5

Rendement [%]

Dbit rduit [kg/s]

50%
0.7

Turbine with Wastegate

Only One characteristic line,
Trade off between low end torque and max power,
Turbine flow capacity must de adapted with regards to low engine flow rate
and high ones
Need to by pass a part of gas => direct loss of efficiency

Interests :
- simple
- cost

Gas through
the
wastegate

Drawbacks :
-Limited turbine
performance turbine at
low or high engine speed
=> 55 kW/L
- Sealing of the waste
gate
Turbine Outlet

Gas

from the
cylinders

Variable Geometry Turbine

Several lines for Expansion ratio / mass flow rate => A MAP
All gas from the cylinders are used to get turbine power
All Engine operating points must be covered by the turbine MAP

Diffusor vanes
=> Change flow velocity
angle towards vane

Closed Vanes

Open Vanes

Interests :
- Efficiency
Drawbacks :
- Cost
- Limitation up to 65 kW/L
- Control issues due to non
linear behavior of vanes

Turbine MAP of VTG

Tentre
T0
m& Turb = m& gb
Pentre
P0
Open Position

0,7
Max efficiency

0,65
0,6
0,55
0,5
0,45

Closed position

1,5

2,5

3,5

Det = Psortie

Discrepancy between two turbo is done by Efficiency MAP

Pentre

P / 38

Bi turbo serial sequential

Outlet of
compressed
air

Actuator CBV

Compressor
By-pass Valve
CBV

Turbine By-pass
Valve
TBV

2 turbo :
Abig one named LP

Air Inlet

Asmall called HP
Exhaust
3 actuators
Must be very compact

small Turbo
High Pressure

Actuateur
TBV

Actuator
wastegate turbo
BP

Big Turbo
Low Pressure
P / 39

Simplified description of functioning at low engine speed

3000

4
3.8

Zone
HP

3.6

ZONE HP
ZONE
ZONE
BP

ZONE
HP
Turbo LP

LP

Rgime

Rapport de Compression (t/t)

Couple

3.4
3.2
3
2.8
2.6
2.4

Turbo LP

2.2
2

Turbo HP

1.8

Global

1.6
1.4
1.2

Waste-Gate
Turbine BP

Turbo HP

1
0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

0.16

0.18

Dbit corrig (kg/s)

TBV
CBV

Both LP and HP turbo are running

All vanes are closed
Both turbo give their max potential

P / 40

Simplified description of functioning at mid engine speed

4

Couple

3.8

Zone
HP

3.6

ZONE HPZONE
ZONE
BP
LP
ZONE
HP

Waste-Gate
Turbine BP

Turbo LP

Rapport de Compression (t/t)

3000

3.4
3.2
3
2.8
2.6
2.4

Rgime 2.2

Turbo LP

Turbo HP

1.8
1.6

Global

1.4
1.2

Turbo HP

1
0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

0.16

0.18

Dbit corrig (kg/s)

TBV
CBV

Both turbo are running

Boost pressure is regulated by opening
the TBV HP turbine does not give
its full potential
The HP turbine gives the max power
it can produce

P / 41

Simplified description of functioning at High engine speed

3000

4
3.8

Zone
HP

3.6

ZONE HP
ZONE
ZONE
BP

ZONE
HP
Waste-Gate
Turbine BP

Turbo LP

LP

Rapport de Compression (t/t)

Couple

Rgime

3.4
3.2
3
2.8
2.6
2.4

Turbo LP

2.2

Turbo HP

2
1.8

Global

1.6
1.4
1.2

Turbo HP

1
0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

0.16

0.18

Dbit corrig (kg/s)

TBV
CBV

Only the LP turbo is running

the HP turbo is stopped
The two HP by pass (TBV & CBV) are
fully opened
LP turbo can be regulated
through its Wastegate

P / 42

Classical Architecture : HP EGR

From turbine upstream to

upstream of intake manifold

Huge coupling EGR / turbo

EGR rate done by
Vane / wastegate turbine
Valve EGR
Intake throttle

P EGR = P3 P2
EGR HP

P / 43

New Architecture : LP EGR

EGR HP
High temperature

From downstream DPF to

compressor upstream

DPF

No coupling EGR / Turbo

EGR rate obtained by
Exhaust Flap
EGR Valve
EGR LP

P EGR = Bck P P1

P / 44

LP EGR on 1.6L DCI Renault engine

EGR Inlet

EGR Diffusor

EGR Valve

EGR cooler
P / 45

PRtot/tot

Impact of architecture choice in compressor MAP

2,20

3,60

3,40

2,00

EGRHP
EGRBP

2250 tr/min 7 bar

Tmassique EGR = 34 %

3,20

3,00

1,80

230000

2,80
0,65
2,60

PRtot/tot

2,40

1,60

0,6

2000 tr/min 6 bar

Tmassique2,20EGR = 43 %
2,00

210000

0,68

0,72
0,7

1,40

190000

0,74
1,80

1,60

1,20

90000

150000

1,40

1,20

110000

170000

130000
110000

1,00

90000

0,0

1,00

0,0

2,0

2,0
4,0

6,0

4,0
8,0

10,0

6,0
12,0

14,0

8,0
16,0

18,0

10,0
20,0

22,0

24,0

12,0
26,0

28,0

14,0
30,0

32,0

W* [Lb/min]

TITLE:

TITLE:

Points with the surge area with EGR HP

CGV ?,
Bi turbo ?
P / 46

Impact des architectures sur le

Impact of architecture choice in turbine MAP
fonctionnement de la turbine
HP EGR Leads to:
- vane position more closed (bad efficiency)
Evolution des points dans le champs TGV (Euro 5)
- P3 levels
higher (CO2 impact through PMEP)
1,6000

1,4000

0,7

dbit rduit (kg/s. sqrt(K) . bar)

1,2000
2250 tr/min -0,65
7 bar
Tmassique EGR 32 %
1,0000
0,6

EGR BP
EGR HP

0,8000
0,55

0,6000
2000 tr/min - 6 bar
Tmassique EGR 43 %

0,5

0,4000

0,45

0,2000

0,0000
1,000

Closed position
1

1,5

1,100

1,200

1,300

2,5

1,400

1,500

1,600

1,700

3,5

OP that can
not be reached
with VGT
Bi turbo ?

1,800

rapport de dtente

P / 47

Gasoline Engines

Gas exchange process of

modern IC engines

FC regulation

Path to improve current engines

Gasoline: downsizing, GDI + turbo + VTC

Diesel : High pressure injection, right sizing with turbo & LP EGR

Turbo Gasoline + 4 cyl : without VTC

1500 rpm

Pint < Pcyl< Pexh

Exhaust.
TDC

Intake.
Intake
Air + Burnt gas

5500 rpm

Without VTC, to get stable idle mode,

the overlap must be reduced
 Exhaust phase not favorable to gaz exchange
A reduced exhaust lift event is a counter measure
 Increase of low end torque
BUT PMEP 

BDC

P / 50

Turbo Gasoline + 4 cyl + VTC :

at low engine speed
1500 rpm

Pint > Pcyl> Pexh

VTC at intake
Exhaust.
TDC

BDC

Intake.
Intake
Air + Burnt gas

EarIy IVC
 reduced Back flow at
intake end
 overlap when Pexh <
Pint
= Scavenging

P / 51

Turbo Gasoline + 4 cyl + VTC :

at low engine speed
1500 rpm

Pint > Pcyl> Pexh

VTC at exhaust
Exhaust.
TDC

Intake.
Intake
Air + Burnt gas

EVO is later
 Overlap period is
longer
 Improved
Scavenging

BDC

P / 52

Benefit of scavenging
Pint > Pcyl> Pexh

TDC

Intake
Air + Burnt gas

BDC

Gasoline Combustion

Turbine

Remove IGR
 Less knock sensitivity

Increase mass flow rate

 More turbine power

Turbo Gasoline + 4 cyl + VTC :

at low engine speed

Increase of torque at
1000 rpm from 20 %
Take care when VTC is out of
order very cold conditions

P / 54

Turbo Gasoline + 4 cyl + VTC :

for fun to drive
1500 rpm

Huge synergy between

Turbo & VTC
The transient behavior
in Turbo zone is
transformed
One Major difficulty for
control and emissions:
Knowing the trapped air
mass to be able to
adjust the fuel quantity
to the stoechiometric
level

Turbo Gasoline + 3 cyl + VTC :

at low engine speed
1500 rpm

Pint > Pcyl> Pexh

Exhaust.
TDC

BDC

Intake.
Intake
Air + Burnt gas

Scavenging is
natural with 3
cylinder engines

Turbo Gasoline + 3 cyl + VTC :

at high engine speed
5500 rpm

Pint > Pcyl> Pexh

Exhaust.
TDC

BDC

Intake.
Intake
Air + Burnt gas

Due to exhaust
instantaneous
pressure shape,
we are also close
to allow
scavenging

Turbo Gasoline + 3 cyl + VTC : en transitoire

Once again !
Huge synergy between
VTC & turbo

Single or Twinscroll turbine

for 4 cylinder engines
 Exemple at 1500 rpm.
Overlap

1000
800
Pressure - mbar

600
400
200
0

-200
-400
-600
0

90

180

270

360

450

540

Cranck angle - CA
Twin scroll Turbine

Single scroll Turbine

Twin scroll Turbine

Single scroll Turbine

630

720

Single or Twinscroll turbine

for 4 cylinder engines

Pression chappement

PMI
bp
PMEP

3500

3000

0,5

m bar

2500

2000

-0,5

1500

-1

1000

-1,5

500

-2

PMH croisement

EVO
AOE

-2,5
0

180

360

540

720

1500

2000

2500

3000

3500

4000

4500

Degr vile brequin

Vite s s e - tr/ m n
Turbo classique

Double volute

Turbo c la ssique

Double volute

After optimisation of th overlap period to get the same IGR content

with Twinscoll turbine, the exhaust Event can be increased
 PMEP can be improved

5000

Turbo Gasoline + 4 cyl + VTC &

exhaust manifold

Twinscroll
separation wall
The twinscoll turbine allows
a exhaust pulse separation
BUT
Casting issue

A way to improve
small gasoline turbo

Turbo Gasoline + 4 cyl + VTC &

exhaust manifold

without

5500 rpm

with

separation wall

1500 rpm

An increase of 2 to 4 % of low torque

through this shape optimization

Limitations with scavenging

Take care to promote too much

scavenging
With MPI injection,
Fuel goes directly to exhaust.
 Customer FC impact
With MPI/GDI engine, Exhaust equivalence
ratio is decreasing (>1) TWC does not do
the conversion
If tuning done with exhaust=1,
combustion <1
HC/CO and particules for GDI
 TWC Temp. & RDE emission concern

Integrated exhaust manifold in cylinder head

This technology significantly reduces
manufacturing costs, emissions and weight on
most gasoline engines.
For an average 1.6 litre gasoline engine with this
technology results in:
 Reduces powertrain weight by up to 5 kg
 Reduces exhaust gas heat loss upstream
catalyst
cutting the catalyst light-off time by 20 %
 Reduction in emissions
 Reduced CO2 emissions
 Reduced catalyst loading requirement
Reduced package space requirements

Toyota Etios and Civic 1.8 lit

iVTECH

 Improved NVH
 Improved under hood thermal management
 Reduced thermal distortion
 Improved overall engine durability
 Cuts up to 5% of the total build cost

Same trend for turbocharged engines

Audi 1,8L TSI 125 kW

Claims
Improve catalyst light-off
Increase of boost pressure at low
engine speed through pulsation
effect
P / 65

Compressor + turbo : an example VW TSI

Turbo
Compressor
P / 66

Functioning scheme of compressor + turbo

Compressor
ROOTS

Compressor
Belt

Vanne de controle

Electromagnetic
clutch
Accessory
belt
Waste gate

Turbo
Compressor
Recirculation
valve

P / 67

Transient performance of VW TSI 1.4 125

kW
200
180
5

160

Load step for 2 constant engine speed

Couple brut [N.m]

140

OFF
4

120
3

100
80

Utilisation du compresseur Roots

1000 tr/min
2000 tr/min

60

Couple brut

40

1
ON

20

0
7

11

13

15

Temps [s]

The mechanical
compressor is used for
a short time period to
reduce turbo lag

300

250
OFF

200

150

100
Utilisation du compresseur Roots

50

Couple brut

ON

0
5

10

11

12

13

14

15

Temps [s]

P / 68

Couple brut [N.m]

Signal du by-pass compresseur [-]

Signal du by-pass compresseur [-]

Air / Water cooling- WCAC

Radiator
Low temp.

Audi 1.2TSI

Water pump
Interests :
Packaging Standardization (WCAC with the engine)
Thermal inertia on transient with long duration (80 => 120 km/h)
Reduced heat transfer between intercooler and valves
Smaller volume for HP parts
Drawbacks
Cost
Responsiveness of air system (Wave effect decreased)
Risk of temperature dispersion between cylinders
For diesel HP EGR circuit?

Conclusions
Whats Next?

Gas exchange process of

modern IC engines

Conclusions
Gas exchanges processes have a
major contribution in the
performance of modern IC engines
They involves
Many physical phenomena
A lot of trade-off to evaluate when
rules are changing
Many parts & suppliers
A lot of new ideas are emerging

LP EGR for Gasoline

Goals: FC improvement
NEDC : -4-5 % targetted
Real drive FC : -8-10 % targetted

Increase of cylinder compression ratio

LP EGR to avoid knock issue at
low engine speed - full load
LP EGR to limit T3 and added fuel at
high engine speed high load

Difficulties

Opportunity : Atkinson cycle

higher IVC (> 45V) => PMEP decease at
part load
and additional potential of increase of
compression ratio

Combustion stability => Ignition

Improved supercharging system => VGT ou twin
compression system
EGR circuit & CAC have more requests
Control of EGR rate
P / 72

Boosting assisted by electic compressor

Eboost (BWTS)
e-charger (HTT/Valeo)
VTES (Visteon)
ESC (Bosch)
Advantages :
- the turbo matching is less
constrained by low end torque
Electrical
motor

Secondary
throttle

Drawbacks:
- Request Advanced Electrical network
- limitation of additional boost to
~1.4-1.6 bar
- Limitation by the electrical network
capacity for high power engine

E turbo (As F1)

The MGU-H is connected to the turbocharger.
Acting as a generator, it absorbs power from the turbine
shaft to convert heat energy from exhaust gases
Acting as a motor, it accelerates the turbocharger to
compensate the turbo lag

Under braking, the MGU-K operates as a generator,

recovering some of the kinetic energy dissipated during braking

Thanks for your attention