A new way to save energy and reduce consumption - "engine dynamic miniaturization" technology has come up with new changes in automotive drive systems

RF cable can be customized for other specifications

Car Audio Crystal 3.2*2.5mm 3225 24M (24.000MHZ) 20PF 10PPM 20PPM 30PPM

At present, with the increasingly stringent requirements for automotive fuel economy and environmental protection, automakers must adopt a variety of innovative technologies to meet the urgent requirements of energy saving, emission reduction and consumption reduction. For traditional cars, the use of clean fuel, lightweight, improve the efficiency of the engine and drive system, reduce wind resistance is the most effective way to save energy and reduce emissions, but also a hot spot in the automotive industry technology innovation research, new energy vehicles, all aluminum As a result, the body has become the net of the automotive industry and has become the focus of car manufacturers. The traditional engine is still the mainstream drive system of the current automotive industry. After the far-reaching turbocharged technology, the industry is eagerly awaiting the launch of new technologies to effectively improve the efficiency of traditional engines.

Recently, with the joint efforts of Delphi and Silicon Valley Tula scientists, a landmark new technology that enhances the performance of traditional automotive power systems - "engine dynamic miniaturization" DSF technology, the automotive drive system is once again ushered in a new A round of technological innovation has opened up a new direction for improving the energy efficiency of traditional engines to meet the policy of reducing consumption. Recently, this DSF technology has been fully launched for the Chinese market.

Hu Nan, general manager of the Asia-Pacific region of the gasoline engine management system of Delphi Powertrain, said in an interview with Gasshi Automotive: "The internal combustion engine still dominates the automotive industry in the next 30 years. DSF technology is the Delphi powertrain from headquarters to China. Important strategic initiatives. We hope to promote DSF technology in the Chinese market to meet the challenges of fuel consumption regulations and help customers develop vehicles that meet the new national regulatory requirements."

Hu Nan, General Manager, Asia Pacific, Gasoline Engine Management System, Delphi Powertrain

At present, the number of SUVs in China's auto market accounts for more than 30%, while the engines above 1.6L account for more than 60%. Hu Zong told the Geshi Automobile reporter: "This is the main status of the current Chinese auto industry, indicating that consumers like to drive big cars, small Power engines account for a small market share. On this basis, DSF is a good solution to the more stringent regulatory requirements, which can help the dynamics of large displacement engines to be miniaturized. Many consumers like sufficient engine power. The DSF can make the large engine dynamic miniaturization. In fact, it is still a large engine, but it adopts a small engine configuration. The engine can be dynamically miniaturized by DSF technology, which is the core of DSF technology."

It is understood that "engine dynamic miniaturization" DSF technology is called Dynamic Skip Fire (DSF), which is the industry's first fully variable engine cylinder deactivation technology. DSF can be used not only for large multi-cylinder engines for ignition control. It can also be applied to a 4-cylinder engine. According to the fuel consumption test data, in the OEDC cycle of urban and suburban working conditions, compared with the traditional cylinder deactivation system, the 4-cylinder engine equipped with the dynamic jump ignition system will save 6% to 8 according to the needs of different driving cycles. The fuel consumption of % greatly improves fuel economy. At the same time, CO2 emissions can be reduced by at least 50%, and the fineness is also improved.

Unlike traditional cylinder deactivation technology, DSF enables dynamic cylinder deactivation. The traditional closed cylinder technology can not judge the driver's demand in real time, nor can it calculate the effective cylinder stop number, and can only stop the cylinder under fixed working conditions. DSF technology provides real-time visibility into the needs of the vehicle and dynamic cylinder deactivation, which is much more efficient than traditional cylinder deactivation.

For example, if the torque demand of the vehicle is 20 Nm at low speeds, the traditional cylinder deactivation technique will give a power shortage of 10 Nm, or 25 Nm above the actual power demand, while the dynamic cylinder deactivation technology can be accurately calculated. Obtain the actual torque output demand of the vehicle at this speed, and match the number of cylinders in real time to accurately control the driving dynamics of the vehicle.

At each ignition, the dynamic jump ignition system determines which cylinders are ignited in real time. This is a key component of the engine control strategy, so system optimization is required for valve activation, throttle opening and ignition. The choice of cylinders for cylinder deactivation is also based on the premise of avoiding the known engine resonance mode and achieving higher detail.

The dynamic jump ignition system determines whether or not to ignite each cylinder in each cycle, thereby bringing the cylinder deactivation technology to the theoretical limit. In the future, the dynamic jump ignition system will also help control the oxygen content of the exhaust gas, thereby preventing excessive operation of the engine aftertreatment system, improving the operation of the Miller cycle, promoting the mixing of fuel and air, and even introducing advanced combustion such as gasoline compression ignition. idea. Dynamic jump ignition systems also offer engineers the possibility to optimize combustion strategies.

4-cylinder 1.8-liter Volkswagen Jetta prototype with DSF technology

As early as in October 2016 at the Aachen Colloquium in Germany, Delphi and Tula jointly demonstrated a 4-cylinder 1.8-liter turbocharged GDi (in-cylinder direct injection technology) with DSF technology. car. The two companies joined forces to promote DSF technology to the Chinese market. The reporter test-drived a 4-cylinder 1.8-liter Volkswagen Jetta equipped with DSF technology. The entire dynamic cylinder deactivation process is like a flowing water, and almost no cylinder stop action is felt. Noise reduction and comfort.

Two types of components are mainly involved in the work of DSF technology: one is the fuel-saving control valve, which is a controller of the system; the other is the rocker arm, which is the actuator that realizes the closed cylinder. There are two working states. As shown in the above figure, after the hydraulic pressure enters, the lock pin is opened. When the camshaft rotates, the rocker arm is in a free motion state, and the valve is not pressed down, thereby achieving the engine closing the anus; after the hydraulic pressure is removed The spring will reset the lock pin, and the axle will form a fulcrum when rotating, and the rocker arm will move downward, and the valve will be opened. Through the above process, the valve can be closed and opened.

The DSF calculates the engine torque demand in real time. In an engine cycle, the flexible arm can be flexibly closed by the rocker arm according to actual needs, so as to achieve better fuel consumption results.

The application of the dynamic cylinder deactivation DSF technology allows the engine to operate more efficiently, because the number of working cylinders is reduced, but all intake air is used, and the cylinder ignition operation is maintained with the throttle fully open, which can improve combustion efficiency and reduce pumping loss. . For smaller engines, the challenge for DSF is that if some of the cylinders are not ignited, there will be problems with the level of detail. Delphi and Tula solve this problem, and DSF is now available for all common powertrain system configurations.

Delphi DSF technology is aimed at the actual torque demand of the car, the technology of the combustion control of the engine, the system structure is modular and easy to implement. While meeting the driving power requirements under different working conditions, the fuel consumption is greatly reduced, unnecessary CO2 emissions are reduced, and energy saving, emission reduction and consumption reduction can be effectively realized.

In addition, if the dynamic jump ignition system is combined with other Delphi technologies, it will bring more benefits, such as the 48V mild hybrid system. In direct-injection engines, the Delphi 48V system itself can reduce CO2 emissions and fuel consumption by more than 10%; if combined with a dynamic jump ignition system, CO2 emissions and fuel consumption will be reduced by 20%. In this regard, Xu Xiangdong, director of engineering for the Asia-Pacific region of Delphi Powertrain Systems Division, told the Gasshi Automotive reporter: "The DSF technology is an innovation and new creation of the traditional internal combustion engine system. If the DSF technology and the 48V are combined, the hardware cost will not be increased. Through the software, the two systems can be linked, and you can save another three percentage points. For example, if you save 8% with DSF, then 48V plus DSF may save 10%. This is two technologies and products, but they are used together. Can produce 1+1>2 effect. Because the technical route of each OEM is different, we will provide corresponding solutions according to the specific needs of customers."

Xu Xiangdong, Engineering Director, Asia Pacific, Delphi Powertrain Systems Division

The current market share of turbocharging is gradually increasing. What is the relationship between DSF and turbocharging? In this regard, Xu said frankly: "Turbo boosting mainly increases the power performance for small engines, and DSF dynamic jump ignition technology helps dynamic motors to achieve dynamic miniaturization when needed. These two technologies are neighbor relationships, and the market has The demand for small displacement engines and the demand for large displacement engines can meet different market needs and will not replace each other."

"At present, the OEM wants to make a medium-to-large displacement engine and do an SUV, but its fuel consumption cannot meet the requirements of current regulations. The OEM has faced a very real problem because it is impossible to remove the 2.0 engine from the product sequence. This is The pain point of the current market, we want to solve this pain point.” Xu said, “From the low-to-high sequence of each main engine product, there are many engines with a high displacement of 1.6L or more. We are now helping to solve 1.6L or more. This is the pain point. Our goal is to have a clear mass production project that can be started as soon as possible at the end of this year and early next year. In the end, we hope to produce DSF technology in China around 2020. Regulations require new passenger cars in 2020. The average fuel consumption is 5 L/100 km. We need to cooperate with mass production customers in front of this time point in 2020 to meet the challenge together."