Technology: 5.1 - Engine and Powertrain

5.Technology

- 5.1 Engine and Powertrain
- 5.2 Hybrid, Electric and Alternatively Fuelled Vehicles
- 5.3 Advanced Software, Sensors, Electronics and Telematics
- 5.4 Advanced Structures and Materials
- 5.5 Design and Manufacturing Processes

Safety

Engine and powertrain design, operation and construction affect the behaviour of vehicles involved in accidents. Design must allow for integration into the vehicle structure to give as benign an effect as possible under accident conditions. Advances in sensors and controls and infrastructure communication technologies will allow the engine and powertrain to act in an appropriate way to prevent accidents and mitigate their effects.

0-5 years	5-10 years	10-20 years
Pit lane technology to limit vehicle speeds Encourage end-of life for old vehiclesDevelopment of power control systems	Engine and powertrain networked to other active safety devices on the vehicle and in the infrastructure

Technology Targets

Technology target proposals appropriate to the E&PT group were also considered in the workshop, and these are given in the following table. They should not been seen as definitive, but rather a view on suitable targets against which progress can be audited.

	0-5 years	5-10 years	10-20 years
Thermal and mechanical efficiency	Diesel fuel economy 5% better than EU4	High specific power output, 125 -150 bhp/l Engine management and vehicle management capable of communication 50% TEff diesel engine Total engine fleet CO2 50% of current	50% waste heat recovery Diesel fuel economy 15% better than EU4 Gasoline fuel economy 20% better than EU4
Performance and driveability	Bhp/£ improves to 15% of 2002 level.	Bhp/£ improves to 30% of 2002 level Modelling of combustion performance and systems in real time and full correlation with engine/transmission gives full virtual engineering capability Boosted downsized engine drivability as good as 2005 NA engines Diesel and petrol to have same perceived performance	Engines can run on any fuel Active performance control based on environmental road conditions Alternative engine and powertrains with performance perceived to match diesel and petrol
Emissions (pollution and noise)	NOx after-treatment efficiency reaches 80%. Particulate filter life 240k km	Diesel NOx 50% less than EU4. After-treatment (gaseous and particle) without the use of precious metals and with a total cost 75% lower than 2005 systems. Diesel HCCI gives near zero particulates and NOx with efficiency as 2005 diesel Zero ash lubricants capable of extended operational life and without additives considered harmful to the environment on disposal Zero cost combustion pressure sensing	All engine types capable of meeting emission standards Global emission standards harmonised Engine toxic emissions lower than ambient background levels100% engine recyclability Particulates “banned” <1% of baseline figure
Reliability and durability		Full CAE capability for all reliability/durability warranty issues	Truck engine life 200% year 2005 life 100% reliable 100% durable at 100k km Affordable zero maintenance powertrain
Speed to market and cost		Increase service intervals to 50k km, with sealed for life being the ultimate target. Concept to job 1, 50% of current time: total system cost reduction of 25% Reduced cost high performance lubricant base stock Robust virtual emissions engineering recalibration	Full virtual engineering capability (prototype = job 1) Customer engine powertrain specification to delivery time 10% of 2005 level Concept to production time 25% of 2005 level All vehicles have powertrain sophistication of premium vehicles bu use of low cost transmissions (plastic gears etc)
Weight and size		50% increase in power and torque/kg (from 2005 level).	100% increase in power and torque/kg (from 2005 level). Engines 50% of year 2005 size and weight
Safety		Engine management and internal and external safety systems capable of communication Reduced cooling system size	Engine and powertrain benign effect with respect to vehicle safety

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