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Delphi Showcases Advanced Powertrain and Vehicle Electrification Technologies at 18th Aachen Colloquium

At the 18th Aachen Colloquium of Automobile and Engine Technology this week (5-7 October), Delphi is highlighting a range of its technologies including advanced gasoline and diesel engine management systems, fuel handling systems, powertrain cooling solutions and hybrid and electric vehicle products.

On Tuesday, Delphi’s Dr. Detlev Schoeppe, technical director for Delphi Diesel Systems, will present a paper detailing Delphi’s developments in fuel injection equipment and control strategies for light-duty diesel engines, including the recent introduction of the Delphi Direct Acting Diesel Common Rail System (earlier post). The paper will demonstrate how the system meets the needs of future diesel powerplants that are being designed for high boost, high power density, low emissions, and low fuel consumption, says Dr. Schoeppe.

The Delphi direct acting diesel injector makes best use of the characteristics of multi-layer piezo-ceramic actuators: high force and speed in efficient packaging. The direct acting injector uses piezoelectric material to produce nozzle needle motion when an electrical voltage is applied. The near instantaneous response of the piezo actuator to electrical input provides the key to delivering rapid changes of force to the nozzle needle. The elimination of the conventional hydraulic servo mechanism provides maximum injection control for optimal emissions and powertrain refinement. The technology is also suited for stop-start applications due to its zero leakage design, which enables quick restart by maintaining a stable rail pressure at engine stop.

Other Delphi efficiency technologies to be highlighted during the Aachen Colloquium are:

  • Spray Stratified Gasoline Direct Injection Multec 20 Injector and Multi Charge Ignition. With solenoid technology that delivers strong spray performance, Delphi’s spray stratified GDi system improves fuel economy while reducing engine noise and emissions. Due to the use of conventional solenoid-actuation, the Multec 20 Injector driver hardware is the same as for homogenous gasoline direct injection applications; the electronic control unit (ECU) can also be used without modifications. This technology is helping manufacturers meet more stringent future CO2 standards by improving engine efficiency, is ethanol compatible and helps reduce engine noise.

    To further increase the operating range and improve fuel economy on stratified GDi engines, Delphi has developed a Multi-Charge Ignition System. The system features a single coil-per-cylinder control and fires the spark plug quickly and multiple times per combustion event to enable optimized combustion. Delphi’s MultiCharge Ignition provides an array of benefits for GDi, but the emission control may be the most valuable over the long run. Indeed, cold start is an area where emissions can really be lessened, and the Multi Charge takes advantage of this window to decrease emissions immediately, according to Delphi.

  • Delphi Brushless Fuel Pump. An increasingly important strategy for efficiency improvement is to reduce the parasitic losses associated with engine ancillaries. Delphi’s new fuel pump, due to become available by 2012, uses a next-generation brushless motor architecture and delivers reliable, uninterrupted fuel flow at system pressure. It also delivers high efficiency, improved durability, wide-ranging fuel compatibility (gasoline, diesel, alcohol mixes and even contaminated field fuels) and a 1-2 g/km CO2 reduction compared to conventional fuel pumps. With Delphi’s Brushless Fuel Pumps, power consumption is reduced by approximately 36% (or more, depending on application). The reduction in power consumption contributes to an estimated fuel economy improvement of 0.2 mpg (0.12 L/100 km).

  • Hybrid and electric vehicle technologies. Delphi is focused on reducing the cost of hybrid power electronics while designing in market-leading functionality and reliability. Key power electronics products include battery pack systems, inverters and DC/DC converters.

  • Powertrain cooling systems. After the air compression process that occurs in a turbo- or super-charged engine, cooling the engine intake air with a coolant-to-air heat exchanger offers many benefits over conventional air-to-air charge air coolers. Delphi’s Liquid Cooled Charge Air Cooler (LCCAC) designs allows the coolers to be incorporated into the ducting between the forced induction device and the engine or integrated into the intake manifold, minimizing the under-hood packaging impact and the air-pressure losses through the cooler.

    LCCAC’s eliminate the large diameter elastomeric tubing used to route the charge air to the air-to-air charge cooler and the large diameter connectors that can lead to warranty problems. Engine response time during acceleration is improved because of the smaller volume of air between the induction device and engine and the high-transient thermal capacity of the liquid cooled system. This higher thermal capacity also helps to limit NOx peaks during transient driving conditions by maintaining cooler inlet air temperatures.

    For cold starts, coolant flow can be limited to increase engine warm-up rate and reduce the time for the catalytic converter to reach lightoff temperatures. During partial load conditions, coolant flow can also be limited to reduce air density allowing a greater opening of the throttle valve, which helps to reduce engine-pumping losses. Additionally, Delphi’s wide array of heat exchangers can be modified to fit any size engine allowing for greater automaker flexibility and packaging.

The Aachen Colloquium is an annual congress organized by the Institute of Automotive Engineering Aachen (ika) and the Institute for Internal Combustion Engines (VKA). The event provides a wide range of technical presentations addressing current challenges within the vehicle and powertrain industry and has become the largest automotive and engine technology congress in Europe.

Comments

Henry Gibson

The three way electric-turbo-charger has been invented and built. Why not use it. There are no reasons for building any more gasoline cars, diesel is just fine if you have particle filters and catalysts. Diesels are genearally more efficient. It takes less oil and energy to make diesel than it does gasoline. It may be overall more energy efficient to use diesels than to use any ethanol in spark engines. The whole motor ethanol industry can be redundant if diesels were adopted. ..HG..

Stan Peterson

Mr. Gibson,

Diesels pollute and very badly, despite EU propaganda to the contrary.

Beside the technology is growing obsolete for light diesels. HCCI operation for much lighter engines of gasoline ICEs, is but a year or two away from being commercially introduced for gasoline powered cars.

These will achieve the fuel economy of diesels, but the cleanliness of zero pollution operation that is becoming easy to attain for gasoline powered ICEs, plus the ease of cold starting, and the facility for stop-start hybridization. And weigh considerably less which adds to fuel economy as well.

Meanwhile the ephemeral "truly clean diesel" is still being sought and the cleanup technology is both complex, costly and non-perfected yet.

There is a yet another problem, not generally recognized. Diesel is an almost fixed percentage of a barrel of petroleum, and the EU tax distortions, swallows up a preponderance of diesel from around the world. Meanwhile there is a general surplus of gasoline refining capacity. Additionally a barrel of petroleum is relatively easy to modify for its production of gasoline and other distillate.

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