Transcript Slide 1

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LEARNING FROM THE HISTORY
THE ROOTS OF THE FUTURE ARE IN THE PAST
 AFTER MORE THAN 100 YEARS OF DEVELOPMENT THE MECHANICAL
ENGINE TECHNOLOGIES HAVE REACHED AN ASYMPTOTIC STATE THROUGH A
SLOW AND INCREMENTAL EVOLUTION.
 DURING THE 70’s, UNDER THE ENVIRONMENTAL LEGISLATION PRESSURE,
ELECTRONIC GASOLINE FUEL INJECTION WAS INTRODUCED IN ORDER TO
CONTROL MORE PRECISELY THE WIDELY UNKNOWN COMBUSTION PROCESS.
 IN THE FOLLOWING DECADES THE ELECTRONIC CONTROL OF
COMBUSTION RADICALLY CHANGED THE RULES OF THE GAME, BOTH IN THE
ENGINE TECHNOLOGY EVOLUTION AND IN THE MARKET.
 TODAY THE ENGINE CAN BE DEFINED AS:
“A COMPUTER THAT CONTROLS THE COMBUSTION PROCESS
AND DRIVES THE VEHICLES THROUGH A MULTI-CYLINDER ACTUATOR”
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LEARNING FROM THE HISTORY
THE COMMON RAIL BREAKTHROUGH CASE STUDY - 1
 ENGINE BREAKTHROUGH SYSTEMS ARE CONCEPTUALLY SIMPLE
“The best way to inject the fuel is directly out of a fuel line kept under constant
pressure” Rudolf Diesel “Die Entstehung des Dieselmotors” - BERLIN 1912
 BUT TECHNOLOGICALLY COMPLEX (HIGH TECH ACTUATORS AND COMBUSTION CONTROL)
HIGH PRESSURE PUMP
EVOLUTION FROM HYDRAULIC SYSTEMS
INNOVATIVE INJECTOR
WITH
HIGH TECH SERVOVALVE
ENGINE CONTROL UNIT
INNOVATIVE COMBUSTION
EVOLUTION FROM GASOLINE
CONTROL STRATEGIES
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LEARNING FROM THE HISTORY
THE COMMON RAIL BREAKTHROUGH CASE STUDY - 2
 ENGINE BREAKTHROUGH SYSTEMS BECOME STANDARD IN THE INDUSTRY
(MULTIPOINT INJECTION TECHNOLOGY – THREE WAY CATALYST – COMMON
RAIL …) WHILE INTERMEDIATE TECHNOLOGIES, AFTER A LOWER
PENETRATION, DISAPPEAR
 THE PRESSURE OF ENVIRONMENTAL AND FUEL ECONOMY LEGISLATION
PERIODICALLY GENERATES A TRANSIENT PHASE OF TECHNOLOGY
INSTABILITY DURING WHICH VARIOUS DIFFERENT TECHNOLOGIES APPEAR IN
THE SEARCH OF THE NEXT OPTIMAL, STABLE, TECHNOLOGICAL LEVEL
DI DIESEL FUEL INJECTION
ELECTRONIC
IN-LINE PUMPS
MECHANICAL
PUMPS
HEUI
UNIT INJECTOR
ELECTRONIC
ROTARY PUMPS
COMMON RAIL
COMMON RAIL
DIESEL EMISSION TIGHTENING
1980
1990
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2000
2010
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DRIVERS OF THE ENGINE TECHNOLOGY IN THE NEXT
DECADE (2005 – 2015)
 ENVIRONMENTAL REQUIREMENTS
 REDUCTION OF DIESEL PARTICULATE AND NOX EMISSIONS DOWN TO THE
EURO 4 (2005) GASOLINE LEVELS (“FUEL NEUTRAL EMISSIONS”)
 NEED FOR ULTRA-LOW EMISSIONS FOR URBAN VEHICLES IN CRITICAL
METROPOLITAN AREAS
 FUEL CONSUMPTION AND CO2 REDUCTION UNDER THE PRESSURE OF BOTH,
REGULATION (EUROPEAN CAFE) AND MARKET (FUEL COST)
 PERFORMANCE AND DRIVEABILITY IMPROVEMENT (“FUN-TO-DRIVE”)
 EMPHASIS ON INCREASE OF DYNAMIC LOW RPM TORQUE RATHER THAN
HIGH RPM POWER
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DIESEL TECHNOLOGY EVOLUTION
 THE FAST AND INCREASING PENETRATION OF THE COMMON RAIL DIESELS
INTO THE PASSENGER CAR MARKET CAN BE EXPLAINED BY:
 THEIR SUPERIOR DYNAMIC TORQUE (COMMON RAIL & TURBOCHARGING)
 THE FUEL CONSUMPTION (-30%) AND CO2 (-20%) ADVANTAGE OVER
GASOLINE
 THE POWER AND TORQUE DENSITY WILL FURTHER INCREASE (UP TO 70kW/l)
HOWEVER
 THE MAIN TECHNOLOGICAL CHALLENGE IS TO SATISFY FUTURE EMISSION
LIMITS: EURO 5 (2010) AND EURO 6 (2015?)
 ADOPTING DPF AS A STANDARD (PM)
 LEVERAGING ON FURTHER DEVELOPMENT POTENTIAL OF COMMON RAIL
(PM & NOx)
 DEVELOPING LOW TEMPERATURE COMBUSTION TECHNOLOGY (NOx)
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FURTHER DEVELOPMENT POTENTIAL OF COMMON RAIL
NEW HIGH TECH SERVO-ACTUATOR
NEW 2-WAYS/2-POSITIONS PILOT VALVE:

REDUCED ANCHOR LIFT (<20 µm)

ONE-PART ARMATURE / SHUTTER

HIGH FLOW RATE WITH REDUCED ANCHOR LIFT
PILOT PRE
MAIN AFTER
POST
FUELLING
COMBUSTION
RATE
-60°
TDC
+60°
FROM MULTIPLE INJECTIONS ….
RADICAL SIMPLIFICATION OF THE
PRESSURE GENERATING CIRCUIT
(BASED ON 10 YEARS OF FIELD
EXPERIENCE)
….. TO MODULAR INJECTIONS
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LOW TEMPERATURE COMBUSTION TECHNOLOGY

Air
cleane
AFM
r
C
VGT
Pre-cat
T
FROM THE CURRENT TECHNOLOGIES …
Cat
EGR cooler
Intercooler
EGR
by-pass
valve
DPF
Swirl Flaps
EGR
valve
EGR
mixer
VGT
P/Tboost
….. TO LOW PRESSURE EGR &
ELECTRONIC VALVE CONTROL
TECHNOLOGIES
Air
cleane
AFM
r
C
Intercooler
Inlet
Throttl
e

Cat DPF
T
ELECTRONIC VALVE
CONTROL
POil
P/Tboost
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Reduction of CO2 Emission (%)
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40
30
THE DIESEL TECHNOLOGY ROAD MAP
MULTIPLE INJECTION
DPF
MODULAR INJECTION
IMPROVED EGR COOLER
LOW PRESSURE EGR
MODULAR INJECTION
EL. VALVE CONTROL
DPF
ADV. COMBUSTION
(ADV. COMBUSTION)
COOLED EGR
(DPF)
Diesel DI
Present Production
Part. < 0.025
Part.<0.005
20
Part.<0.005
Part. < 0.05
REFERENCE
Gasoline PFI
Euro 4
10
2010
2015
0
Euro 5
Diesel
Euro 6
Diesel
0
0.1
2005
2000
Euro 4
Diesel
Euro 3
Diesel
/
0.3 /
0.2
0.4
0.5
NOx Emission [g/km]
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SPARK IGNITION ENGINE TECHNOLOGY EVOLUTION
 THE SPARK IGNITION ENGINE IN EUROPE HAS BEEN MARGINALIZED IN THE
UPPER PASSENGER CAR SEGMENT BUT STILL HAS A LARGER SHARE OF THE
MEDIUM-LOW SEGMENTS AND MAINTAINS SOME STRATEGIC ADVANTAGES
 THE ROBUST AND LOW-LOST EMISSIONS CONTROL TECHNOLOGIES (3-WAY
CATALYST)
 THE INTRINSIC COST ADVANTAGE OVER DIESEL, WHICH WILL BE FURTHER
INCREASED
 THE MAIN TECHNOLOGICAL CHALLENGE FOR THE SPARK IGNITION ENGINE IS
TO REDUCE DRASTICALLY FUEL CONSUMPTION / CO2 EMISSIONS AND TO
IMPROVE FUN-TO-DRIVE
 WITH AN ADD-ON COST EQUAL / LOWER THAN WHAT NECESSARY FOR
EMISSIONS CONTROL IN DIESEL ENGINES
 WHILE MAINTAINING THE INTRINSIC CHARACTERISTICS OF COMFORT
 AND LEVERAGING ON ITS POTENTIAL TO BURN LOW CARBON FUELS
SEARCH FOR A FUNDAMENTAL BREAKTHROUGH
IN THE SPARK IGNITION ENGINE
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BACK TO BASICS
 IN THE DIESEL COMBUSTION PROCESS THE KEY PARAMETER IS FUEL
 IN THE SPARK IGNITION COMBUSTION PROCESS THE KEY PARAMETER IS AIR
(AND THIS IS THE REASON FOR THE LEAN DIRECT INJECTION TECHNOLOGY
FAILURE)
 THEREFORE, THE NECESSARY BREAKTHROUGH MUST BE BASED ON THE
DYNAMIC AND DIRECT AIR CONTROL, CYLINDER-BY-CYLINDER AND STROKE-BYSTROKE
ELECTRONIC INTAKE VALVE CONTROL
 IN THE STRIKE BACK, GASOLINE ENGINES SHOULD ADOPT THE STANDARD
WEAPON OF THE COMPETITOR
TURBOCHARGING AND LOWERED DISPLACEMENT
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THE SPARK IGNITION TECHNOLOGY INSTABILITY
NATURALLY
ASPIRATED
MULTIPOINT
PORT FUEL
INJECTION
THROTTLED
1990
GDI
LEAN
GDI
STOICHIOMETRIC
VALVETRONIC
SWITCHABLE
TAPPETS
VARIABLE
CAM
PHASER
2000
TURBOCHARGED
ENGINE
WITH
ELECTRONIC
VALVE CONTROL
TURBOCHARGING
PFI OR GDI
2010
2020
CO2 EMISSION TIGHTENING
AND DIESEL FUN-TO-DRIVE COMPETITION
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ELECTRONIC VALVE CONTROL TECHNOLOGY
ELECTRO-MECHANICAL
ELECTRO-HYDRAULIC
VALVETRONIC
IN PRODUCTION SINCE 2001 AND IN
EXTENSION TO ALL ENGINES
• FUEL ECONOMY < 8%
• SIMULTANEOUS CONTROL OF
ALL CYLINDERS
• SLOW DYNAMIC RESPONSE
• HIGH COSTS OF
MANUFACTURING (TOLERANCES)
(R&D)
UNIAIR
READY FOR INDUSTRIALIZATION
• FUEL ECONOMY ~ 12%
• VALVE-BY-VALVE AND CYLINDERBY-CYLINDER CONTROL
• FAST DYNAMIC RESPONSE
• COSTS SIMILAR TO VALVETRONIC
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ELECTRO-MAGNETIC
AFTER YEARS OF R & D STILL
PRESENTS PROBLEMS OF NOT EASY
SOLUTION:
• REMARKABLE ELECTRIC POWER
REQUIRED
• NVH – WEAR - RELIABILITY
• NOT APPLICABLE TO DIESEL
• VERY HIGH COSTS
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THE TURBOCHARGED ENGINE WITH ELECTRONIC VALVE CONTROL
THE FUEL ECONOMY AND FUN-TO-DRIVE BENEFITS
SPECIFIC FUEL CONSUMPTION
CONSUMO SPECIFICO
CONSUMO [g/kWh ]
“DE-THROTTLING”
>10%
1.8 NA
“THROTTLED”
ELECTRONIC
VALVE
CONTROL
1.8 NA
UNIAIR
EVC
“ENABLING
TECHNOLOGY”
1.4 TC
UNIAIR
EVC
DYNAMIC AIR
CONTROL
(TC + VALVES)
TO MINIMIZE
RESPONSE TIME
DURING TRANSIENTS
=
MEAN BMEP IN NEDC
BMEP
PME
SMALL SIZE TURBOCHARGER
STROKE-TO-STROKE AIR CONTROL
DE-THROTTLING AND DOWNSIZING
IMPROVED TRANSIENT RESPONSE
20 – 25% FUEL ECONOMY INCREASE
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ULTRA-LOW EMISSION PROPULSION
FOR URBAN TRANSPORTATION
 AFTER THE FAILURE OF THE CONVENTIONAL ELECTRIC PROPULSION, AND
WAITING FOR THE LONG TERM HYDROGEN OPTION, THE SPARK IGNITION
NATURAL GAS ENGINE IS THE ONLY REALISTIC AND INDUSTRIALLY AVAILABLE
SOLUTION FOR THE URBAN TRANSPORTATION ISSUES
 THE TURBOCHARGED SPARK IGNITION ENGINE WITH ELECTRONIC VALVE
CONTROL WILL LEVERAGE THE CHARACTERISTICS OF GASEOUS LOW CARBON
FUELS (NATURAL GAS  HYDROGEN)
 PROPULSION SYSTEM WITH NEAR EZEV EMISSIONS
AND ULTRA-LOW CO2 LEVELS
 THE PROGRESSIVE INTRODUCTION OF NATURAL GAS ENRICHED WITH
HYDROGEN ON PUBLIC TRANSPORTATION FLEETS REPRESENTS A SAFE AND
REALISTIC TRANSITION TO HYDROGEN PROPULSION IN THE LONG TERM
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ALTERNATIVE PROPULSION STATUS
 HYBRID PROPULSION SYSTEMS
“NOT REALLY CONCEPTUALLY SIMPLE
AS A BREAKTHROUGH SHOULD BE”
 FUEL CELL PROPULSION SYSTEMS
“A LONG LASTING PROMISE WITH
FORWARD MOVING PRODUCTION TARGET
BELOVED BY POLITICIANS AND NEWSMEN”
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THE SPARK IGNITION ENGINE TECHNOLOGY ROAD MAP
H2-CNG
TC - EVC
60
CO2 Emission Reduction (%)
Euro 6
Diesel
CNG PFI
TC - EVC
50
Euro 4
Diesel
Euro 4
Gasoline
NMHC < 0.01
NMHC < 0.01
CNG PFI
EVC
40
NMHC < 0.01
CNG PFI
Euro IV
NMHC ~ 0.01
30
Diesel
MODULAR INJECTION
L.P. EGR + EVC + DPF
Diesel
MULTIJET (+DPF)
Part. < 0.005
Part. < 0.025
Gasoline PFIGDI
TC - EVC
20
NMHC < 0.05
10
Gasoline PFI
EVC
Gasoline PFI
Euro IV
NMHC < 0.05
NMHC < 0.08
0
0
0.02
0.04
0.06
0.08
/
/
0.25
0.25
NOx Emission [g/km]
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