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André RAULT General Secretary Mid and Long Term Powertrains Evolution Associated Fuels

E. U. C. A. R. Euro pean Council for Automotive R&D. André RAULT General Secretary Mid and Long Term Powertrains Evolution Associated Fuels. EUCAR Presentation. What is EUCAR ? Present Research Activities and Trends in Powertrain EUCAR Vision on Future Powertrain

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André RAULT General Secretary Mid and Long Term Powertrains Evolution Associated Fuels

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  1. E U C A R EuropeanCouncil for Automotive R&D André RAULT General Secretary Mid and Long Term Powertrains Evolution Associated Fuels Presentation to OICA Feb. 20 2002

  2. EUCAR Presentation • What is EUCAR ? • Present Research Activities and Trends in Powertrain • EUCAR Vision on Future Powertrain • EUCAR Scenario of Future Powertrain and associated Fuels Presentation to OICA Feb. 20 2002

  3. EUCAR Members Presentation to OICA Feb. 20 2002

  4. Mobility, Transport Road Transport Research Framework Safety for Road Users Environment, Energy, Resources Precompetitive Working Themes Presentation to OICA Feb. 20 2002

  5. CEC - ACEA Agreement European Approach to CO2 Reduction CO2 g/km 190 CO2perate CO2 R&D 140 120 1998 2004 Year 2003 Review 2012 1995 2008 Presentation to OICA Feb. 20 2002

  6. Monitoring the CO2 Emission Reduction Presentation to OICA Feb. 20 2002

  7. Engine Powertrain Combustion Process Improvement Transmission Fuels Modified Fuels, Lubricants Today the Powertrain has to be viewed as a complete system à Engine - Transmission - Powertrain Management - Materials - Fuels Engine, Transmission and Additional Needs specify Demands Control Systems Overall Power Train Management • Legislation • Emissions • CO2 • Customer Demands • Driving Pleasure / • Agility • Consumption • Comfort Exhaust Gas Aftertreatment Materials -Light Weight -Reduced Friction -New Materials for higher Demands Presentation to OICA Feb. 20 2002

  8. costs • Valve • operation weak starting torque • NOx • comb. • process • Main problem • for GDI, DDI • Sulfur • NOx • PM Trap Potential of Internal Combustion Engines 100 95 90 85 80 75 70 65 60 Under condition of EURO IV Spread Fuel Consumption ( % ) PFI GDI l = 1 VVT PFI Down sized + TC GDI l > 1 DI HCCI (laboratory status) DI increased injection pressure Gasoline engines Diesel engines Presentation to OICA Feb. 20 2002

  9. The power, generated by the combustion engine, can be transformed with the generator into electric power and/or transmitted directly to the drive axle. It is a combination of the parallel and the serial Hybrid. TTR-Hybrid Beensuitable very well as Power-Hybrid, 4WD Conventional Car Electric Car PC The Hybrid - between conventional car and electric car Split-Hybrid Through the Road-Hybrid The Hybrid will succeed if it can reach a Win-Win-Win-Situation between Legislation ó Customer ó Costs Presentation to OICA Feb. 20 2002

  10. EUCAR Vision of the Future • The coming views of future powertrain trends have been consensually established by the EUCAR Powertrain experts group constituted of all member companies Presentation to OICA Feb. 20 2002

  11. Overall powertrain strategy Fuel Cell Propulsion diversification Hybrid Propulsion Mild Hybrid Propulsion (ICE plus small electric drive) conventional combustion engines advanced combustion engines and drive train (plus Starter/Generator, Light weight design, FC - APU) today tomorrow The recent strategy of expanding the vehicle range will be applied to expand the powertrain options in the future Presentation to OICA Feb. 20 2002

  12. Emission reduction and legislation needs Energy resources and reduction of CO2 will gain importance Emission reduction and legislation focus Emission % 100 Diesel HDT PM, NOx Energy 80 60 Diesel PC HC+NOx, CO Greenhouse Effect, CO2 40 20 Exhaust Emission HC, CO, NOx, PM 1970 1980 1990 2000 2005 2010 Presentation to OICA Feb. 20 2002

  13. Different technologies for different markets? Legislation for Heavy Duty Trucks US market: no urea desired, Denox +DPF +(EGR) preferred (4 - 5% increase of fuel consumption) EU market: SCR technology (urea/NH3), combined sytem preferred EGR+DPF+ DENOX 0,65 EGR (20%) + DPF 0,9 + DENOX 0,9 EGR w/o DPF US Comb. Heterogeneous /HCCI + DENOX 0,9 + (DPF) comb. system ? h h EUROPE 0,80...0,85 SCR SCR 0,65...0,70 ~ ~ year 2003 2014 2004 2005 2007 2008 2010 2012 EURO 4 legislation EPA EPA EPA EURO 5 Presentation to OICA Feb. 20 2002

  14. Statements  With EURO IV legislation in 2005, the vehicles emissions are reduced to a level with a negligible impact on environment. The effective emissions are almost zero. Beyond EURO IV there will be no need for further emission legislation.  After 2005 the R&D activities will bring the fuel efficiency and CO2 emissions into focus.  The demand is: only one aftertreatment technology for all markets. Presentation to OICA Feb. 20 2002

  15. Future main technology fields Supercharging Internal combustion engine Fuels and lubes Drive train & transmission Exhaust gas aftertreatment Overall powertrain management  Increase efficiency and reduce raw emissions  Develop complex aftertreatment systems  Develop modern clean fuels and lubes Presentation to OICA Feb. 20 2002

  16. 10 Inlet 8 6 Outlet frei Clutch 2 Clutch 1 4 1. 3. 5. 6. 4. 2. wählbar 2 0 S2 S1 S3 S4 Main ICE technologies to reduce energy consumption Advanced combustion process Variable Valve Timing Valve Lift [mm] PRE MAIN AFTER PILOT POST Multiple Injection DI HCCI / CAI and combinations Transmission Supercharging and downsizing 120 standard naturally aspirated engine 80 supercharged range Torque [%] Capacity reduction 40 Aspirating map downsized engine 0 rated- idle- Toroidal-CVT Automated manual transmission Revolutions [1/min] Presentation to OICA Feb. 20 2002

  17. Multivariable Model Based Control Systems Thermal Management Non Precious Metal Aftertreatment Systems GDI/DDI Continuous NOx-Reduction Reduced Friction by New Material and Design Starter / Generator with driving support Starter / Generator with start/stop High Pressure Supercharged, VNT/VCG DI Spray Guided / Stratified Charge Near Controlled Auto Ignition Multiple Injection Systems Single Cycle Control Essential increase bmep = 28...30 bar + advanced charging technologies Starter / Generator Combined heterogeneous/homogeneous Combustion Homogeneous Combustion Downsizing bmep= 28...30 bar High Pressure Charging Reduction In-Cylinder Pressure Fully Flexible Injection Systems Hybrid Transmission (CVT + e-drive) Combined Soot Trap and Catalytic NOx-Reduction (no fuel additive) Main technology trends - IC engines (PC) Diesel Gasoline Market Introduction 2005 2010 2015 2020 Presentation to OICA Feb. 20 2002

  18. Combined heterogeneous/homogeneous Combustion Combined Soot Trap and Catalytic NOx-Reduction Variable Injection Nozzle Geometry Downsizing bmep = 25 bar Variable Nozzle Turbine with reduced gaps Exhaust Gas Recirculation (EGR) Reduced Friction by New Material and Design Variable Compressor Geometry Multivariable Model Based Control Systems High Pressure, Fully Flexible Injection Systems Homogeneous Combustion Downsizing bmep= 28...30 bar Two Stage Turbocharging Variable Compression Ratio Single cylinder control Market Introduction 2005 2010 2015 2020 Main technology trends - Diesel engines (HDT) Presentation to OICA Feb. 20 2002

  19. Clutch 2 Clutch 1 6. 1. 3. 5. 4. 2. Homogeneous charge compression ignition (HCCI) S2 S1 S3 S4 System integration - the key to success Internal Combustion Engine Electric/Electronic Management System Integration Exhaust Gas Aftertreatment Transmission Automated Manual Transmission Integrated adaptive systems fulfil customer demands and further legislations Presentation to OICA Feb. 20 2002

  20. Statement Propulsion systems using ICE’s will demonstrate their potential for meeting future needs: - minimal emissions - drastically reduced fuel consumption - high efficiency - good driving performance by exploiting the R&D activities on - adaptive control systems for integrated powertrain management - new combustion processes - hybridization of internal combustion engines (mild hybrid) - advanced materials for higher performance (light weight, high temperature/ pressure resistance, etc.) Presentation to OICA Feb. 20 2002

  21. Driving pleasure without remorse emissions efficiency Independence from petroleum Why fuel cell vehicles? customer Greenhouse effect (hydrogen) environment / society vehicle Presentation to OICA Feb. 20 2002

  22. Comparison between fuel cell and combustion engine Efficiency - well to wheel - Internal Combustion Engine Fuel Cell today until 2003 after 2010 30 25 20 Efficiency [%] in NEDC 15 10 5 ICE gasoline ICE Diesel ICE MeOH FC CH2 FC LH2 FC MeOH 0 Source: DC, Dr. Fortnagel, 13 th International Conference Engine & Environment, AVL, Graz, September 2001 Presentation to OICA Feb. 20 2002

  23. Fuel cell vehicles worldwide 10.000.000 1.000.000 100.000 10.000 1.000 100 10 Population/Forecast Test-phase Niche-phase Production-phase 1995 2000 2005 2010 2015 2020 Source: FH Gelsenkirchen, Prof. Dudenhöfer; Audi, 10. Aachener Kolloquium Presentation to OICA Feb. 20 2002

  24. Statements  Fuel-cell vehicles have still a long development-path to go (weight & costs reduction, maturing the technologies), production start not before 2015  Hydrogen is only meaningful in the mobile applications, if all technological and economical barriers have been overcome ( past 2020) Presentation to OICA Feb. 20 2002

  25. Conclusion today best in consumption (high efficiency)need for further reduction of NOx and PM emissions Diesel engine meets high requests on emissionsneed for further reduction of CO2 (consumption) Gasoline engine promotion of the combustion engines through combinations with electric drivesbattery-and storage-technologies Hybrid best solution for the environment if hydrogen is availablecosts, infrastructure, fuel storage Fuel cell Presentation to OICA Feb. 20 2002

  26. Future scenario in Europe • Beyond the year 2010, the share of engines depends mainly on: • ã legislation • ã availability of mature new technologies • ã infrastructure of alternative fuels (CNG, Methanol, Hydrogen) • ã availability of modified / synthetic fuels and lubricants • ã costs and customer acceptance • For the Internal Combustion Engine (ICE) • the diversity of solutions and technologies will continue. Presentation to OICA Feb. 20 2002

  27. Future scenario in Europe Future Share of: Engines (Passenger Cars) Fuels 100 80 60 40 20 with CAI + supercharging + Starter/generator DI-Gasoline and VVA ? and/or VCR ? and combinations w/o CAI • Oil based • fuels • Improved fuels • Clean fuels • Designed fuels Conventional (MPI) GASOLINE Market Share (%) Internal Combustion Engine starter / battery Gasoline/Diesel Engine with Starter/Generator with HCCI + supercharging DI-Diesel + Starter/generator and VVA / multiple injection? w/o HCCI DIESEL • Gas based fuels • CNG • GTL fuels Hybrid Bio-fuels IDI Fuel Cell Hydrogen Model Year 2000 2005 2010 2015 2020 Year 2020 Presentation to OICA Feb. 20 2002

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