07.02.2017 (09:00) – 08.02.2017 (17:00)
in Garmisch-Partenkirchen (Dorint Resorts)
Dipl.-Ing. Andreas Sehr
FEV GmbH, Aachen
Why you should attend this event
The conference will tackle various of these aspects, reviewing the state of the art and introduce interesting VCR solutions, among others the FEV VCR con-rod, with reference to different technical applications.
Apart from the deep insides into latest VCR Research and developments this new platform offers multiple opportunities for mutual exchange with reputable industry representatives and engineering experts.
The ongoing trend of downsizing and boosting of gasoline engines has already achieved impressive results however leads to an increased tendency of combustion knock at higher engine loads. Varying the compression ratio during engine operation is one measure to avoid this limitation and to enable the demand for increased torque and power with an improved fuel consumption in the entire engine map.
Varying the compression ratio on diesel engines results in reduced peak firing pressures and temperatures, beneficial for lowered thermo-mechanical stress and reduced engine-out pollutant emissions. This enables two different opportunities for VCR application. First option is to extend the power output on an already PFP limited base engine. Alternatively: Rightsizing the bearing dimension according the reduced peak firing pressure enables friction reduction and finally an improved fuel consumption. On top of these mechanical advantages, VCR provides potential to lower engine-out NOx under higher operating loads, important for optimal compliance of future RDE demands.
Dual fuel engines suffer from the compromise for the compression ratio. E.g. marine engines require a low compression ratio for the gas application while running most of the time on heavy fuel oil (HFO) where the high compression ratio would enable fuel consumption and operator cost reduction. Varying the compression ratio during engine operation is one measure to optimize efficiency for the different fuels.
Among the various hybridization levels, the 12+12 volts affordable architecture represents the basic architecture allowing the benefits of hybridization, thanks to the energy recovery during braking. The 12+48V electrical architecture is an easy way to enhance 12+12V functionalities and enter deeper in the hybrid application field. With the extended power field offer by 48V components, more vehicle segments and applications can have more benefits at a still limited over cost. We will illustrate the similar topology of 12+12V and 12V+48V systems and show how complementary functions such as electric supercharger boosting can be added in a modular way. This approach can help to lower the cost of the systems integration in vehicle which can be a significant part of the total system application cost. This can thus contribute to a large application field for mild hybrid systems and by the way contribute to a greater vehicle fleet CO2 reduction. The main hybrid functions impacts on engine emission will be presented. We examine how 48V system can address more efficient hybridization architectures (from P1 to P4) allowing more CO2 emission reduction and see how we can even open the gateway for low cost pure electrical vehicles. We then show how the different hybridization architectures can be addressed in a modular building bloc structure for components. This last level of modularity is an additional lever to lower the hybridization cost. Combining the electrical board net modular predisposition and the field of 48V hybridization would open ways to access further CO2 emission reduction with the best cost ratio. At the end, we will build the general road map of 48V hybridization systems and future vehicle functions.
Autor: Dr. Coppin Olivier
Weitere Informationen zum Autor