Magma xEV - An Ultra-High Efficiency Gasoline Engine for Series Hybrid Applications - Dr. Richard Osborne
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Magma xEV – An Ultra-High Efficiency Gasoline
Engine for Series Hybrid Applications
Dr. Richard Osborne
LCV, 13th September 2018
© Ricardo plc 2018
Despite the headlines, the internal combustion engine will remain vital beyond 2030
EV and PHEV sales will be supported by micro/mild
hybridisation of conventional engines
BEV, PHEV and HEV sales forecast 2020 – 2030
70% acea LOW 2017
ERTRAC prediction assuming breakthrough in energy storage cost acea HIGH 2017
reduction and major infrastructure investments for re-charging IEA B2DS 2017
IEA 2DS 2017
60% Paris Declaration 2017
ERTRAC prediction assuming CO2 targets achieved via
IEA RTS 2017
improvements in ICE-based vehicles and hybridisation
Market penetration (new car sales)
Roland Berger Scenario A 2016
50% Roland Berger Scenario B 2016
Oliver Wyman 'slight change' 2015
Oliver Wyman 'Awareness' 2015
Ricardo view: xEV manufacture and sales at
40% Oliver Wyman 'Green world' 2015
least 30-40% by 2030
McKinsey below 10 2014
McKinsey below 40 2014
McKinsey below 100 2014
30% Camecon tech 2 2013
Camecon tech 3 2013
ATKearney 2012
20% CE Delft 'most realistic' 2011
CE Delft 'ICE breakthrough' 2011
CE Delft 'EV breakthrough' 2011
10% JRC EU15 low 2011
JRC EU15 medium 2011
JRC EU15 high 2011
JRC EU12 low 2011
0% JRC EU12 medium 2011
2015 2020 2025 2030 JRC EU12 high 2011
Source: European Road Transport Research Advisory Council (ERTRAC), Ricardo analysis
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 2
What should the characteristics of new gasoline engines be?
• If battery costs remain relatively high and charging infrastructure is limited, the gasoline engine will remain a critical part of
propulsion systems
– However, there is more than one option for the engine characteristics
Vehicle types
Micro Hybrid Mild Hybrid Full Hybrid Series Hybrid REEV
25 25
20 20
15 15
BMEP [bar]
BMEP [bar]
10 10
5 5
0 0
0 1000 2000 3000 4000 5000 6000 7000 0 1000 2000 3000 4000 5000 6000 7000
Engine speed [rev/min] Engine speed [rev/min]
High efficiency wide operating range ICE Very high efficiency limited operating point ICE
Engine operating range
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 3
Wide operating range ICE – Overview and Ricardo projects
Technology Ricardo projects
• Increased geometric CR
High CR • 24 bar BMEP with
Miller cycle • Effective CR moderated by valve events (EIVC
13:1 CR
or LIVC)
• Discrete (2-step) or continuously variable • Design, development and test
VCR mechanical compression ratio programme with Gomecsys VCR
• Nissan VC-T in production 2018 system
• New generation of ultra-lean homogeneous • Volcano SGDI,
Lean burn combustion systems LEAN-G, Lean Boost
• Gasoline SCR aftertreatment Particle Reduced Efficient Gasoline Engine DI
• Cooled EGR is widely applied on NA HEV • HyBoost, EGR Boost,
Cooled EGR
engines from Japanese OEMs Particle Reduced Efficient Gasoline Engine
EBDI
Cylinder • Cylinder deactivation on L4 and L3 engines
deactivation • Customer programmes
• Dynamic cylinder deactivation possible
Electric • Electric coolant pump, PAS pump, AC • Customer
ancillaries compressor etc. programmes
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 4Elements of Magma xEV – Engine geometry is key to benefits at high CR
Increase CR Long stroke
• For a square engine (BSR = 1) there is little
benefit in raising compression ratio above 13 –
14:1
– Increased surface area to volume ratio
leads to higher heat losses
• As bore/stroke ratio reduces, further increases
in compression ratio continue to provide benefit
– Target for bore/stroke ratio for Magma xEV
is 0.65 – 0.70
– Target compression ratio of ~17:1
Source: Ricardo
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 5At very high compression ratio, significant knock mitigation is required
Increase CR
2 Long stroke Knock mitigation
Miller cycle
1000 160 Water injection
9.5:1 Baseline Burned gas Unburned gas
13.0:1 Effective CR temperature temperature Lean burn
900 12.8:1 Effective CR 140
11.4:1 Effective CR
Cooled EGR
800 120
Temperature [K]
Pressure [bar]
700 100
• Miller cycle valve events (EIVC or LIVC) are used to
reduce in-cylinder compression
600 80
– Performance is recovered through additional
Pressure
500 60 compression in turbocharger
– Intercooling of charge air reduces temperature at end
400 40
of compression
300 20 • At this CR, additional knock mitigation is required
-45 -30 -15 0 15 30 45
Crank-angle [ CA ATDC(F)] – Water injection is the current focus
– Lean homogeneous operation and cooled EGR will
also be characterised
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 6Thermal efficiency results from simulation of the Magma xEV engine
Peak Efficiency Walk for Magma xEV In reality it is difficult to isolate
these benefits as they are
Brake thermal efficiency [%]
46
44
interdependent technologies
42
40
38
36
34
32
30
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 7Magma xEV single-cylinder engine – Engine is built and installed and commissioning is underway © Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 8
Conclusions
• The internal combustion engine will remain a vital part of powertrains for the foreseeable future
– Ricardo forecast that ~80% of new vehicles will have an ICE at 2030
• The key influence on new gasoline engines remains the reduction of CO2 emissions
– Beyond 2025 CO2 targets must be defined on a more holistic basis to fairly account for xEVs
• Different hybrid vehicle architectures present the opportunity to develop two different types of gasoline engine with
different operating range requirements:
– Wide operating range (conventional) engines
– Very high efficiency limited operating point engines
• Ricardo are developing the Magma xEV concept which is an ultra-high efficiency engine for series hybrid vehicles
© Ricardo plc 2018 Unclassified - Public Domain 13 September 2018 9You can also read
