Off-cycle GHG Reduction Potential The 2012 SAE Government/Industry Meeting Walter E.Washington Convention Center, Washington, DC, January 26th, 2012

Transcription

1 Off-cycle GHG Reduction Potential The 2012 SAE Government/ndustry Meeting Walter E.Washington Convention Center, Washington, DC, January 26th, 2012 Michel FORSSER, Product Marketing, Research and Development Director Valeo Powertrain Systems

2 Agenda Fuel economy / CO 2 regulations The European shortfall example ssues with cycles The key technologies to achieve the regulatory goals Some examples of variability : StopStart Watercooled A/C condenser Gasoline cooled EGR Electric supercharger Conclusion 2

3 CO 2 regulation more stringent everywhere CAFE NEDC mpg 23 l 100/km g CO 2 /km 11, ,7 9,8 9, g CO 2 /km 5,5 l/100 km g CO 2 /km 4 l/100 km 32 8,1 36 7,3 40 6,4 46 5,6 53 4,7 64 3,8 All countries regulate now CO2 emissions, trigerring similar evolutions on powertrains at similar pace all over the planet Source: CCT (The nternational Council on Clean Transportation) Policy update April

4 But Real life fuel economy shows shortfall European example Real life Homologation Shortfall increases as CO2 level decrease Source: T&E, Nov 2010, 140,000 vh tested 4

5 ssues with Cycles Facts There is a significant shortfall between homologation data and real life data (in Europe up to 40%, in US approx. 20%) Why this shortfall? t appears that the more efficient the vehicle, the less robust to non-cycle operations it is. The perversion is that we are designing cars for the cycle, not for real life. Climatic conditions are centric to real life : Cold start, A/C and heating operations, electric loads, etc.. are not well taken in account When you have fever, do not challenge the thermometer Lots would like to change the cycle (e.g. Europe) but one size does not fit all. There will never be a perfect cycle The issue is more about the technologies : what are those relevant, what are those robust for non-cycle operations? And how to value them? 5

6 Technologies to reach 2015 (48MPG) MPG CO2 (g/km) + 2,6 154 Car mix Mix Diesel + 2,5-4 Diesel improvement Vehicle improvement Gasoline mprovement Longer gear ratios (M/T) Stop - Start - 4 Euro Electric efficiency ,8 Electric power steering - 0,7 Sources: Valeo Hypothesis Transport & Environment report Sept Complementary Measures: hybrids And electric

7 Technologies to reach 2015 (48 MPG) Watercooled charge air cooler -3% FlexFuel E85 7% Electromagnetic valves 14% Cooled EGR, high compression rate -6% Stop-Start + Regenerative braking 8% Electronic thermal Management -3% Dual clutch 6% Optimized A/C - 2% Demonstrator : 2.0 liter Turbo gasoline MPi engine, 145 kw, 52 MPG less than 50 mg NOx/mi, on cost < 1500 USD 7

8 ssue : Cycle data Vs. Off-Cycle data Watercooled charge air cooler -3% Stop-Start + Regenerative braking 8% -15% in cities FlexFuel E85 7% + 7% pending fuel Electromagnetic valves 14% Cooled EGR, high compression rate -6% -6% all the time Electronic thermal Management -3% -4% in winter Dual clutch 6% Optimized A/C - 2% - 6% in summer Off-Cycle Potentials : never at the same time! So what are the «real life» data of this nice democar? 8

9 Fuel efficiency technologies StopStart «StARS» Complete family of cost effective StopStart Systems Start-Stop and Regen braking Scalable solutions up to 8 kw CO 2-5% to 25% 9

10 Fuel efficiency technologies : StopStart Homologation results 3,3% Fuel economy on US FTP cycle for reinforced starter 3,5 to 4% Fuel economy in European NEDC cycle The engine stops only when the car is at complete stop 4 to 5 % Fuel economy with Change of Mind capability on NEDC t is possible to stop the engine before the car stops with a Stop in Gear/ Stop in Drive device 5 to 6% Fuel economy with BSG (Belt driven Starter Generator) Same as Change of Mind + 1% higher energy generation efficiency thanks to sync. rectifying Real life data Absolute zero on highway!!! Zero when A/C on or when engine cold -25% Very limited on road Up to 10 15% Fuel economy in suburban commuting drive Up to 25% Fuel economy in jammed traffic. - 5 % 0 % Need a correction factor 10

11 Fuel efficiency technologies WaterCooled Condenser No longer condenser in front end Shorter HP lines Better thermal performances Lower torque consumption thanks to higher thermal inertia CO 2-1% to -8 % Watercooled condenser (A/C ON) 11

12 Fuel efficiency technologies : watercooled A/C condenser Principle Cooling the air conditioning condenser with coolant instead of external air gives a higher thermal efficiency, lower pressures in the AC loop which in turn translate into lower energy consumed by the compressor, hence fuel economy. The buffering factor allows extra power reduction on cooling fan motor power Homologation results 0 % Fuel economy in European NEDC cycle The A/C is not running during the test ~1% est. Fuel economy on US FTP cycle Real life data Zero with A/C OFF!! Very limited during winter Up to 6-8% of fuel economy measured on vehicle, AC F on NEDC Clearly would benefit for a credit - 8% - 1 % 0 % 12

13 Fuel efficiency technologies GASOLNE COOLED EGR On turbo gasoline engine PFi or GDi Supports engine downsizing Supports compression ratio increase CO 2-2% to - 8% 13

14 Fuel efficiency technologies : Gasoline EGR Principle Reinjecting cooled exhaust gases in the engine intake, thanks to turbocharger. This allows a lower temperature combustion with less oxygen, hence robust knock resistance No need anymore to modify ignition advance and /or fuel enrichment at full load (which are performed to avoid knock). The compression rate can be also seriously improved (up to 13/14 : 1) (ref SWRi HEDGE program) Turbo PFi application 6-7 % Fuel economy in European NEDC cycle, similar in FTP. 7% Fuel economy in real life Robust : More or less neutral with temperatures and fuel quality. Turbo GDi application Up to 2% of fuel economy on current engines Potential Up to 6-8% of fuel economy estimated with CR 13:1 A typical «robust «technology to off-cycle -8% - 2 % 14

15 Fuel efficiency technologies Electric supercharger Enabler of extreme downsizing (up to 50%) Coupled with 12V or 14+X electric architecture Free energy Fast transient response (<350ms) Low inertia SR motor CO 2-8% to -15% 15

16 Fuel efficiency technologies : Electric supercharger Principle Boost engine via air rather than torque by e-machine on crankshaft 5 times higher electric efficiency (2kW air boost gives 10 crankshaft) Free energy whether energy recovery system Allows extreme downsizing impossible otherwise Add-on Application Zero fuel economy! Only torque and power supply : just Fun2Drive. Extreme downsizing + downspeeding application 8-15% average fuel economy experienced real life Fuel economy more advantageous on steady state operations than transient High or zero value pending applications -15% 8 % 0 % 16

17 Conclusions As fuel economy standards becomes tougher, there will be more and more shortfall between homologation and real life Some technologies have to be challenged if they do not perform off-cycle, as they could trigger consumers complaints Some others are not valorized by cycles, hence no OEMs wants to apply but they could bring high benefit in real life. Taking climatic conditions into consideration is paramount. Whatever the cycle, there is and will be a significant reservoir of technologies to assess, which have not been yet in light due cycle-only consideration t is important to clarify as much as possible the real benefits and to get credits when not accounted on cycles. To that extent we value EPA s initiative to compute a comprehensive value for credits based on mission profile and climate statistics. 17