3-Cylinder Turbocharged Gasoline Direct Injection.pdfVIP

3-Cylinder Turbocharged Gasoline Direct Injection: 2010-01-0590 Published A High Value Solution for Low CO and NOx 04/12/2010 2 Emissions John E. Kirwan, Mark Shost, Gregory Roth and James Zizelman Delphi Powertrain Systems Copyright ? 2010 SAE International ABSTRACT and possibly NOx aftertreatment. Although the aftertreatment system to meet Euro 6 NOx requirement is not known today, Today turbo-Diesel powertrains offering low fuel addition of a DPF, DPF with LNT, or DPF with urea consumption and good low-end torque comprise a significant selective catalytic reduction SCR represent significant cost fraction of the light-duty vehicle market in Europe. Global and packaging challenges. The analysis concludes by CO regulation and customer fuel prices are expected to comparing the 3-cylinder turbocharged GDi to other offerings 2 in the context of value tradeoff of CO reduction to system continue providing pressure for powertrain fuel efficiency. 2 However, regulated emissions for NOx and particulate matter on-cost. Stratified 3-cylinder turbocharged GDi systems offer up to 22% CO reduction compared to a baseline port fuel have the potential to further expand the incremental cost of 2 diesel powertrain applications. Vehicle segments with the injected 4-cylinder engine. CO reduction of 18% is possible 2 most cost sensitivity like compacts under 1400 kg weight for a stoichiometric GDi mechanization that employs variable look for alternatives to meet the CO challenge but maintain valve actuation VVA and a conventional 3-way catalytic 2 an attractive customer offering. In this paper the concepts of converter. At Euro 6 emission levels, stoichiometric 3- downsizing and downspeeding gasoline engines are explored cylinder turbocharged GDi powertrains offer excellent value. while meeting performance needs through increased BMEP The 3-cy