Conference Program

This presentation explores the impact that COVID-19 has had on combustion engine production and it’s outlook for the coming years. It explores a global consumer survey looking into consumer views on EV purchases before exploring some of the technology that will ensure the combustion engine remains relevant and compliant in the short term

This presentation will explore the opportunity for the internal combustion engine in a post-pandemic world. Understanding both the opportunities and challenges facing our sector in the quest to deliver net-zero carbon targets. The Internal Combustion Engine is like to remain an important part of the solution as we decarbonise, but how do they fit within the mix and how should the strategic priorities be considered.

Conventional four-stroke engines are limited in expansion and therefore have significant thermodynamic losses. Reusing cylinder deactivation technology and redesigning the head without compromising the combustion chambers we dynamically switch between four-stroke operation and combined-cycle over-expansion with proven fuel efficiency gains of double-digit percentages. Using existing engine architecture and build volume, implementation of such technology is cost-effective and especially suited for (P)HEV. The presentation will discuss both simulation studies and engine test results.

The presentation discusses the concept of a reciprocating internal combustion engine (ICE) operating with oxy-fuel combustion and patented by CMT-UPV. The ICE comprises a mixed ionic-electronic conducting (MIEC) membrane that separates the O2 from the air – so that the suction comburent stream is free of N2 – and a second Brayton cycle binarily combined with the ICE Otto (or diesel) cycle. The perovskite MIECs have been developed and patented by ITQ (CSIC-UPV) and have been manufactured by the startup Kerionics. The ICE cycle transmits thermal energy to the Brayton cycle. The Brayton cycle provides to the ICE air compressed for the MIEC membrane. By means of this engine, the emission of NOx into the atmosphere is avoided by the separation of N2 in the MIEC membrane. The oxy-fuel combustion facilitates the capture and liquefaction of CO2 through compression. In such a way, a negative tank-to-wheel emissions ICE is achieved using conventional fossil, soft blended with biofuels (B7 or E10). This will be possible based on three pillars: 1) It is an oxy-fuel combustion engine concept; 2) It is able to procure its own O2 supply; 3) It is able to densify and capture its CO2 emissions. Number 1 allows avoiding NOx emissions and breaking through the NOx/soot trade-off, concentrating combustion strategies in PM abatement. Number 2 is possible by recovering the exhaust gas energy and using it to separate O2 from N2, with infinite sensibility, in perovskite MIECs. Number 3 is done using engine mechanical energy to compress CO2 until super-critical conditions (over 70 bar). The project has been economically supported by Valencia local government: Generalitat Valenciana through Agència Valenciana de la Innovació.

A new high-pressure thermochemical ‎recuperation (HP-TCR) was developed in the Technion that enables a dramatic improvement in energy efficiency ‎and emissions ‎reduction to zero-impact levels without any need for exhaust gas aftertreatment. This is due to burning the produced onboard ‎hydrogen-rich ‎reformate, while waste heat utilization provides an additional boost of ‎energy ‎efficiency. Methanol and dimethyl ether are promising primary fuels, because they are excellent ‎electro-fuels that can be produced through CO2 capturing and are reformed at low ‎temperatures (250-300°C), enabling efficient waste ‎heat recovery.‎ The HP-TCR concept can be integrated with low-temperature combustion to realize the reforming-controlled compression ignition process with subsequent additional benefits in terms of efficiency and emissions.

Dulob is developing one important part of the puzzle: a new patented thermodynamic cycle that will achieve diesel efficiency at just 10% of the diesel top pressure. This has the potential to solve the NOx and particle problems. The second part of the puzzle is interesting for every engine manufacturer. Mathematical analysis indicates that atmospheric methane has the potential to generate electricity for the entire EU, and fuel for cars and aviation. A reduction from 1.8 ppm to 0.8 ppm brings the atmosphere back to the year 1700. This reduces the greenhouse effect more than the sum of present global environmental politics.

The technology is based on a complete redesign of the very core of today’s engines and provides a compact, extremely low-weight (30-50% lower) and powerful ICE. It is scalable and applicable in most ICE designs, compact and vibration free. The first prototype is built and running. A unique redesign of the crankshaft has made it possible to realize technical principles that until now have not been technically and commercially viable. The Hilberg Engine is a new tool to improve fuel efficiency and reduce emissions.

The electrification of powertrains provides a critical opportunity to change the way that engines are designed, to help boost efficiency and reduce emissions. This presentation will draw on ongoing Ricardo projects in the field of dedicated hybrid engines (DHEs). The Magma xEV engine concept employs very high compression ratio, long-stroke architecture, and advanced ignition and knock mitigation technologies. In the latest research, a pre-chamber combustion system has been applied to the Magma xEV engine to enable the highest levels of charge dilution and further increase brake thermal efficiency. The combustion concept has been developed using virtual product development approaches and validated with a single-cylinder research engine. The impact of sustainable liquid fuels is also being investigated with this engine.

The pre-chamber-based jet ignition concept produces jets of partially combusted species that induce ignition in the main combustion chamber, enabling rapid, stable combustion. This presentation shows how passive jet ignition, combined with high compression ratio, Miller cycle and EGR can provide high-efficiency engine operation. The ability of passive jet ignition to also enable whole map λ=1 operation for high specific power applications is also discussed. The latest design updates allowing installation in existing engine designs, with minimal changes, are also presented.

The presentation deals with the hydrogen internal combustion engine as an appealing and cost-effective value proposition for decarbonizing mobility. In particular, H2-fuelled ICEs are built on well-known technologies and supply chains, while providing GHG-emission-free power like BEV and FCEV. The authors describe the modifications to the base engine and the integration with hybrid technology to increase efficiency, as well the related challenges.

The top half of a modern overhead cam engine is a busy, crowded place filled with valves, springs, seals, gaskets and bearings, and operates with hundreds of moving parts at less than optimal efficiency, which causes less fuel economy and more harmful emissions. Camshafts and spring-loaded poppet valves have been with the internal combustion engine for more than 100 years and are inefficient. In the past, it didn’t matter that much. In today’s world, it’s huge. One solution is a new valve design that is digitally controlled and non-invasive to the combustion chamber, and allows events independent of the piston position in the cylinder. The GlideValve design enables the potential flexibility of a new generation of variable valve timing, duration or lift required, all at the touch of a button. Conventional and unconventional timing profiles can be achieved along with multiple valve cycles like Atkins cycle, two-stroke cycle and Miller cycle running at different rpm ranges operationally in achieving brake thermal efficiency improvements. The answer is yes: we can make a significant improvement to the ICE with a simple new valve design.

Although electric is the long-term future for transportation, we must not overlook existing challenges in ICE. Hybridized new vehicles as well as traditional ICE vehicles remain a significant market, both for passenger cars and heavy-duty vehicles. Croda and Rewitec present two oil additive technologies that can reduce emissions and increase the longevity of internal combustion engine vehicles.

This presentation covers an investigation done by Corning and Lubrizol focused on the effects of GPF and lubricant technology on ultrafine particulate emissions. Testing was performed using a mid-size TGDI vehicle tested over the appropriate WLTP cycle at a certified test laboratory in Germany. Engine-out and tailpipe emissions were measured, including particulate emissions by condensation particle counter and Cambustion DMS 500 instruments. Three types of filter were used, including a prototype next-generation unit. Two oils were tested, one with low ash and volatility, one with high ash and volatility. The effects on particulates down to 5nm were investigated.

It has been predicted that the internal combustion engine will eventually cease to exist. Yet, year after year, we see new hardware development, combustion cycle variation or some other technology that continues to give the engine life. This short presentation will discuss how engine oils continue to be an enabler supporting the survival of the engine and how other powertrain lubricants can provide the same support. Through advancements in lubricant development and formulation we will see that it will be possible to support the internal combustion engine and the hybridization of automobiles in the near future and beyond 2040.

Even the most optimistic projection for BEV and PHEV uptake has 57% market penetration by 2040, based on annual sales. Of that, ~15% will be PHEV fitted with an internal combustion engine, meaning that the majority of vehicles sold in 2040 will still feature an internal combustion engine. Therefore it is essential that we continue to consider all opportunities to minimize IC engine emissions and pathways to reducing the CO2 footprint of future vehicles. This presentation will give an overview of potential pathways to net-zero CO2 and near-zero emissions at the tailpipe, including novel engine topologies, advanced combustion concepts, future fuels and complete powertrain energy management. Synergies between electrification and IC engine optimization will be highlighted as potential pathways to significantly increase IC engine efficiency.

To ensure complete RDE compliance, a frontloading approach to vehicle and powertrain development will be adopted by OEMs. Therefore, a road-to-rig (R2R) program called RDE+ has been developed by Horiba to allow OEMs to explore all permutations of the RDE moderate and extended boundary conditions. Utilizing road, chassis dyno, EiL and virtual tools, OEMs can deploy real-world scenarios with full environmental emulation in the conceptual stage of a vehicle and powertrain program. This reduces the number prototype vehicles and climatic tests required to ensure complete RDE compliance, as well as mitigating increased costs and timescales.

This presentation will discuss a variety of short- and medium-term pathways to decarbonize road, marine and aviation transport by combining low-carbon fuels with other efficiency-improving measures, such as engine/fuel co-optimization and hybridization. The presentation will address the key challenges and barriers facing the implementation of low-carbon fuels, including reformulated drop-in fuels compatible with existing engines and infrastructure, and alternative fuels that may require engine modifications. Finally, the technical maturity, scale-up potential and sustainability of key low-carbon fuel production pathways will be discussed, together with the potential impacts on the global transport energy system.

The role of thermal management in helping to reduce pollutants and CO2 emissions has increased in the last 10 years. Developments in the coolant and lubrication circuit of good cost/benefit ratio technologies have been made in hardware and also the control domain. The next step is to focus on a synergistic approach with the rest of the electrified powertrain and vehicle, taking into account cooling and heating requirements. The first part of the presentation will highlight the ICE thermal management roadmap and the tools (1D, 3D thermo-hydraulic steady-state and transient analysis) used to develop such technologies. The second part will showcase studies of waste heat recovery systems developed on passenger cars and commercial vehicles, which are not yet installed on current vehicles. The synergy approach with new engine technologies and electric components including waste heat recovery can be maximized on hybrid electric vehicles.

The presentation will provide an overview of the key challenges that EU7 will present for OEMs. It will also outline the latest development techniques to enable robust emissions (gaseous and particulate) optimization used at Mahle Powertrain.

Despite sustained efforts for over two decades, air quality in many of our cities remains poor and global temperatures continue to rise. The internal combustion engine is seen by many as part of the problem, but others worry the ‘dash to electrify’ will simply move the problem to somewhere else. The lack of consensus, failure of well-intended solutions and increasing hostility between stakeholders are more characteristic of the wicked problems encountered in the social sciences and business worlds than in science and engineering. Engineers are very good at answering questions and solving problems but only if they are asked the right questions. In this paper, we will describe a holistic study of the transport and energy systems. The study led to a set of interesting questions from which a novel ‘combustion-focused’ approach was used to define a clean, efficient combustion system supplied by a sustainable source of energy.

Plug-in hybrid vehicle (PHEV) sales are skyrocketing in Europe with half a million expected to be sold this year alone. Carmakers need to sell low emission vehicles to comply with the 2020/21 EU car CO2 standard which took effect in January 2020. But are these cars as low emission in the real world as in carmaker test labs? Or are PHEVs high emitting vehicles that carmakers sell as a compliance trick to meet the CO2 targets?

This presentation discusses some of the challenges of battery electric vehicles today and why they should not be called ‘zero emissions’. The talk also discusses how scaling batteries for larger applications such as trucks, ships and planes has many challenges. There will also be discussion of the flaws in industry measurements of CO2, and why lifecycle analysis is critical. Finally, the presentation will examine the role that electrification can have in unlocking further potential in the ICE. The summary is that the ICE will be around for a long time – it will adapt, evolve and survive.

Reductions in CO2 and NOx emissions present conflicting challenges for diesel engines as worldwide standards continue to become more stringent. Dynamic Skip Fire (DSF), in production on SI V8 engines, has potential in diesel vehicles as dDSF to provide benefits in reducing CO2 and NOx simultaneously. DSF is an advanced cylinder deactivation technology that enables any number of cylinders to be dynamically selected to operate on an event-by-event basis. NVH is proactively mitigated by manipulating the firing sequence and cylinder loading to avoid vehicle resonances. The NOx reduction is mainly achieved by optimized exhaust temperature control.

Improved environmentally friendly – especially low-GHG-emitting – powertrain systems are required for future personal mobility and transportation. Since the release of the new European CO2 targets – which set ambitious reduction requirements – multifaceted developments have been initiated to meet them. In addition, the short-term achievement of extremely challenging real-world pollutant emission standards requires that these emissions be reduced close to a near-zero level. Further optimization of the classical ICE fuel specifications and properties – as well as an increased level of tailored powertrain electrification – provides good potential to simultaneously achieve these parallel targets. In this presentation, the corresponding technical roadmaps for light-duty diesel engines toward future market demands with near-zero pollutant emission behavior and superior GHG emission performance are analyzed and presented for sustainable use in the future.

Vehicle weight reduction has always been a key task for automotive engineers since the mass of a vehicle significantly determines vehicle performance and fuel consumption. The powertrain unit is one of the heaviest components in a vehicle. Hence, there is a continuous need to find solutions for further weight reduction of the powertrain. Advanced manufacturing processes, such as additive manufacturing (AM) of metallic structures, are creating new opportunities and degrees of freedom in powertrain design, providing advantages not only in weight reduction but also in performance and NVH. The LeiMot research project addresses the weight reduction potential for a modern full aluminum diesel engine separated into crankcase (CC) and cylinder head (CH) by using AM. It will show what kind of improvement in structural stiffness, heat transfer, lubrication system and coolant flow can be offered by AM design. Besides the advantages of the AM processes for new components, heavier metal structures can be replaced by new advanced composite materials. A combination of AM processes with new composite materials provides additional weight reduction potential by increasing the portion of composite materials to generate a higher integration rate of composite components on powertrains. This presentation will give a holistic overview of the benefits of AM in several aspects of the powertrain performance.

The heavy-duty propulsion and power sector is both demanding and varied, but each part of it – trucking, locomotives, marine and stationary power – requires the same things of a future powerplant: sustainability, good operational performance (including range) and a total cost of ownership that delivers a business case. The recuperated split-cycle engine is an innovative thermal propulsion system that delivers those things by offering low air-quality emissions, high efficiency, low lifecycle impact and an adaptable combustion system that maintains these benefits with bio-gas or hydrogen fuel. This presentation describes the case for the technology, and progress with the engine, now running as a multi-cylinder unit.

In 2018 the ICCT indicated that the transportation sector was responsible for 32% of the total CO2 emission in the EU. HD vehicles contributed significantly. In this session, the combustion characterization of a paraffinic biofuel (via Fischer-Tropsch synthesis) and 1-octanol (via Power-to-X) are presented. An ignition delay analyzer, a high-pressure chamber and an HD single-cylinder engine were used to assess the fuels’ impact on combustion and emissions. CAE-Support was adopted to investigate the additional benefits of a tailored combustion system. Thanks to the fuels’ paraffinic and oxygenated content, reduced soot at the same NOx was observed. Generally, increased indicated efficiency was observed.

There is great need across all heavy-duty sectors to reduce the carbon impact of diesel engines as well as their adverse effect on local air quality. One solution is the use of low-carbon, renewably sourced liquid fuels in the heavy-duty applications that are most sensitive to power density and weight. The authors here present a set of modifications that can be made to a modern diesel-fueled engine to unlock its potential to operate on any fuel regardless of cetane number, with no loss of power density or performance. This is made possible by creating a high-temperature combustion environment so that low-carbon fuels can be ignited in a mixing-controlled combustion (MCCI) process, matching the heat release curve of diesel combustion and thus matching performance.

This presentation will highlight Achates Power’s work in achieving ultra-low emissions, high fuel efficiency, rapid warmup and catalyst light-off in the light-, medium- and heavy-duty engine segments using existing and future renewable fuels. The modern opposed-piston (OP) engine has the potential to deliver ultra-low-criteria pollutant emissions while simultaneously reducing fuel consumption by up to 30% compared with conventional engines. Manufacturers face the challenge of meeting future emissions and fuel economy standards in a cost-effective manner. Compliance with these regulations requires considerable financial investment in new technologies, all designed to increase fuel efficiency while decreasing emissions.

Cummins supplies a broad range of power solutions for a variety of mobile and stationary applications. This presentation will discuss some of the technological pathways being investigated by Cummins to meet future greenhouse gas and criteria pollutant emission regulations in heavy-duty on-road applications. This will include advancements in IC engine technologies, alternative fuels, and hybridization. Challenges and infrastructure requirements to enable cost-effective widespread adoption of low lifecycle CO2 powertrains, to enable the transition towards a low-carbon future in the short term, will be discussed

Current discussions about the right technology for mobility are often based on a one-dimensional view. There is uncertainty about which concept will be the best in terms of sustainability, plus contradictory papers and information and a missing red line in the discussion of the future of mobility. Based on the activities in CO2 and resource footprint analysis, CARDO and worldwatchers have made an assessment of the different mobility solutions. One surprising result is that internal combustion engines can be sustainable and thus will have a place in future mobility scenarios.

Increasing pressure to reduce CO2 emissions on one side, and the lack of infrastructure to support battery electric vehicles on the other, make hybrid cars an attractive option for customers. The internal combustion engine in a hybrid powertrain can be programmed to operate close to its ‘sweet spot’ most of the time to achieve its maximum thermodynamic efficiency. The torque fill of hybrids allows one to combine strong driving performance with very good fuel economy. The regenerative braking also helps conserve energy. At the same time, hybrids pose some new requirements for lubricants, including motor and transmission oils.

The internal combustion engine has dominated the road transportation sector for the last century. This highly successful thermal machine has been heavily criticized recently. Based on the fundamental laws of thermodynamics, the undiminished increase of the total engine efficiency is limited. This moves ‘what to burn’ instead of ‘how to burn’ into the center of interest. A very promising alternative to classic fuels based on fossil sources is the use of sustainable fuels produced on the basis of renewable energy. The majority of the next-generation propulsion systems will continue to have an internal combustion engine as an integral part of an electrified system to ensure the best compromise regarding performance, operating range, cleanliness and cost. Therefore, the ongoing optimization of the internal combustion engine is essential for the future of automotive propulsion systems.

Transportation today is almost exclusively powered by the internal combustion engine (ICE). Although engines have become considerably cleaner and more efficient over the last few decades, human health and environmental concerns have led several governments around the world to propose bans on diesel and gasoline cars. The electrification of transportation, while often touted as the only way to mitigate vehicle emissions, comes with its own set of concerns and challenges that must be considered when developing future transportation technologies. Furthermore, there is still significant untapped potential in ICE concepts and the fuels they use. This presentation argues that hybrid systems are the fastest way to reduce CO2 emissions from vehicles and that, when judged on a lifecycle basis, the vehicle technology with the least environmental and health impact is highly region dependent. Therefore, a mixture of transportation technologies is necessary in the future fleet.

Digital displacement pump-motors represent a step-change in hydraulic machinery: they are extremely efficient, have high bandwidth control and eliminate the high-frequency noise typical of conventional machines. The technology has been demonstrated as a low-cost alternative to electric systems in vehicle transmissions and brake energy recovery systems, on prototype vehicles including a passenger car, truck, bus and train. It is now being installed in off-highway machines where the increased efficiency and reduced response time allow the engine to operate at a lower BSFC, resulting in optimum engine utilization and lower fuel consumption. The technology can also be used to create an engine-hybrid package, allowing engine downsizing, with short-duration peak loads supplied by the pump-motor with optional energy storage. This talk will present real-life fuel measurements, comparison with simulation and discussion of the advantages of digital displacement technologies.

The reduction of carbon emissions while maintaining power and performance in internal combustion engines is critical for reductions in global emissions of greenhouse gases. Although current engines have gone some way toward achieving lower emissions, savings are limited due to the materials used in engine components. This paper will outline some of the potential material alterations that enable significant emission savings while maintaining power by enabling the redesign of critical components. Results of engine testing on a commonly available engine will be presented, showing significant reductions in emissions.

European standards have significantly evolved during the past three years in terms of pollutant detection and CO2 emissions. The future Euro 7 standard and CAFE (Corporate Average Fuel Emissions) until 2030 will be additional steps forward. Those changes will have major consequences not only for internal combustion engine development, but also for aftertreatment systems regardless of the engine (gasoline, diesel or hybrid). This presentation discusses current and future developments in exhaust systems to meet the European standards.

This presentation gives an overview of alternative drives and alternative fuels, including targets and the latest trends. It deals in detail with the required pump functions and media, and the required pump applications, and how they are solved with centrifugal and displacement pump types. Finally, the presentation will discuss some lightweight pump solutions.

TBC

TBC

Hydrogen is seen as one of the main energy vectors of the future. Such technology still faces several challenges in terms of production/storage and usage. In the automotive sector, hydrogen can be used in internal combustion engines and fuel cells. The two systems are extremely different in terms of efficiency and performance. In this presentation, the two technologies are discussed and analyzed from the numerical modeling perspective.

This presentation explores the fuel savings potential of an HEV through the use of real-time predictive control strategies with access to partial route preview information (future driving conditions). Route preview information can be estimated using the global positioning system (GPS), the geographic information system (GIS) and the intelligent transportation system (ITS). The resulting fuel potentials are compared with the global optimal simulation results over various real-world driving conditions.

Modern internal combustion engines achieve low tailpipe pollutant emissions with advanced emission control systems. Wider usage of renewable fuels further reduces their well-to-wheel greenhouse gas emissions. Existing technologies for achieving low pollutant emissions are compatible with the use of renewable fuels. This is shown for a diesel demonstrator vehicle, equipped with a lean NOx trap and dual SCR in combination with a 48V mild-hybrid powertrain for low NOx and particulate number emissions. The low pollutant emissions are measured for market diesel fuel (B7), diesel fuel with 30% renewable fatty-acid-methyl-ester (B30) and 100% renewable hydrotreated vegetable oil. A well-to-wheel analysis, including a power-to-diesel (e-diesel) assessment, shows that significant well-to-wheel CO2 reductions are possible compared with the state-of-the-art market diesel fuel. Part of this reduction is already possible for the existing fleet as most paraffinic compounds are drop-in for market diesel fuel.

CNG is the solution for future CO2 challenges. It reduces CO2 emissions by 23% compared with gasoline engines. With the use of Bio-CNG or E-CNG it is possible to run a vehicle on ‘real 0g CO2’, while electric vehicles in Germany run with a power mix of about 500g/kWh. The author has been driving CNG vehicles since 2006 with a total of more than 300,000km. Vehicle price is about the same as gasoline vehicles. Fill up in three minutes at a current fuel cost of €3.42/100km. It is cheaper and more environmentally friendly than any e-vehicle of the same size.

Fuel Matrix utilizes intermolecular forces to help fuel pull more oxygen out of the air at the time of combustion. By polarizing hydrocarbon molecules and making them more attractive to oxygen molecules, Fuel Matrix increases the ratio of oxygen to fuel (not the ratio of air to fuel) during combustion. The resultant combustion generates more energy so that even a highly efficient engine can produce the same amount of power with less fuel. In independent, third-party tests, Fuel Matrix has increased the efficiency of combustion engines by an average of 15% while reducing certain emissions such as NOx by over 80%.