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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
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Diesel Passenger Car: Target 2020
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
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EV: Electric Vehicle
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Diesel Passenger Car: Target 2020
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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Diesel Passenger Car: Target 2020
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
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Diesel Passenger Car: Target 2020
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
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Diesel Passenger Car: Target 2020
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)
Diesel Passenger Car: Target 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
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1 assumption: accepted as eco innovation
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Diesel Passenger Car: Target 2020
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
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BRS: Boost Recuperation System; (P)HEV (Plug in) Hybrid Electric Vehicle
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Diesel Passenger Car: Target 2020
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
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48V Systems
vatio
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Start/Stop
x 1000 / min200
km/h0000
CoastingCoasting
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Stop24
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x 1000 / min
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Systems
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Stop24
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x 1000 / min
4080
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RecuperationRecuperation
BoostBoost
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x 1000 / min
4080 120
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200km/h0000 20202020
Start/Stop
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Start
Baseline:Start/Stop ee--drivedrive
ee--drivedrive
RecuperationRecuperation
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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Diesel Passenger Car: Target 2020
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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Diesel Passenger Car: Target 2020
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 !
Invented for lifeInvented for life
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