Recent Developments in BMW's Diesel Technology

DEER Conference 2003 – Newport, USA August 2003

Recent Developments in BMW´s Diesel TechnologyEAEA

EAEA BMW Diesel History

Recent Developments in BMW´s Diesel Technology

3rd generation

2nd generation

1st generation

1985 1990 1995 2000 2005

DI-E

ngin

esID

I-Eng

ines

Spec

. Pow

er [k

W/d

m3 ]

35

42

55 revision

2.5 - R6 - DI - VNT

3.9 - V8 - DI - VNT

3.0 - R6 - DI - VNT

2.0 - R4 - DI - VNT

1.67 - R4 - ATL

2.5 - R6 - ATL

2.4 - R6NA-Engine

2.4 - R6 - ATL

revision

revision

EAEA Recent Developments in BMW´s Diesel Technology

350

300

250

200

150

100

50

0

Engi

nes

-100

0/ye

ar

83 84 85 86 87 88 89 90 91 92 93

Year of production

94 95 96 97 98 99 00 01 02

3rd generation2nd generation1st generation

Σ 1st generation:262.000

Σ 2nd generation:635.000

BMW Diesel Production

BMW Market Share 04/2003


World wide Europe

Petrol65%

Diesel35%

Petrol32%

Diesel68%

X5

EAEA BMW Diesel Engine Family


200

175

150

125

100

75

Pow

er [k

W]

1.5

Displacement [ I ]

2 2.5 3 3.5 4 4.5

4-cylinder2.0 l

6-cylinder2.5 / 3.0 l

8-cylinder3.9 l

EAEA BMW Diesel Product Range


3-Series

X5

Power Output

4 cylinder 6 cylinder 8 cylinder

85 kW 110 kW 150 kW

100 kW 120 kW 160 kW

160 kW

160 kW

190 kW

135 kW

MJ 03 MJ 04

5-Series

7-Series

Key Technologies


Core engineDurability for cylinder pressures up to 180 barHigh thermal resistanceLow friction

Combustion concept• Combustion chamber layout• Port design for efficient

swirl generation

Injection system• High hydraulic performance• Sophisticated application

strategy

Air management• VNT-Turbochargers• Optimised intake / exhaust

system with intercooling

Outstanding performanceLow consumption and emissions

BMW Diesel-Development

EAEA

Crank case• Material GGV-500• Cracked main bearing

walls• Two main bearing bolts

Core Engine Design


Cylinder head• Aluminium alloy with specific

thermal treatment• Design based on sophisticated

simulation methods- Mould filling- Residual stress simulation- Strength and fatigue analysis

Combustion Chamber and Port Design


8-Cylinder Engine• Inlet ports coming

from one side

6-Cylinder Engine• Swirl port from the top• Tangential port with swirl flap

from the side

EAEA Fuel Injection System


Common rail system 2nd Generation• 1600 bar• Fuel metering• Small pilot quantities• High flexible injection strategy• Reduced dispersion

spec

. Wor

k [k

J/dm

3 ]

2,5

2,0

1,5

02000 3000 40001000

Engine Speed [1/min]

0,5

1,0

PiI ... Pilot InjectionMI ... Main InjectionPoI ... Post Injection

PiI1+PiI2+MI+Pol

PiI1+MI

MIPiI1+MI+Pol

PiI1+PiI2+MI

Injection Strategy


Characteristics Diesel Electronic Control Units


Start of Production

* With Master / Slave ECU´s: 15600 Labels for Calibration

1989

bit

MIPS

Mio

kByte

730d740d

DDE5

32

40

7

1000

7800*

154

1993

DDE2

16

1

<1

64

1500

55

1998

DDE4

16

4

<1

256

4500

121

DDE1

8

<1

<1

33

500

55

2002

ECU-Type

Data Length

Computer Performance

Number of Transistors

Memory

Number Labels for Calibration

Number of ECU - Pins

Spontaneous Glow System


• Pre Glow Phase < 3 sec• Reduction Power Consumption• ECU Mounted to the Engine

Previous Engine12V Glow Plug

New Engine6V Glow Plug

Spontaneous Glow System


1200

1000

800

600

400

200

0

Tem

pera

ture

[°C

]

0 5 10 15Time [s]

New Engine Previous Engine

-25 -15 -5 5Temperature [°C]

Temperature Glow Plugs Pre Glow Time

10

8

6

4

2

0Ti

me

[s]

EAEA Air Management


Base Engine: Cylinder pressure bar 160 180

Compression Ratio 18:1 17:1

Injection System: Rail pressure bar 1350 1600

Number of Injection 3 4

Min. Pilot quantity mm3/cyc 1.6 1.0

Fuel metering without with

Turbocharging: Max. Boost pressure bar 2.1 2.3

Pressure ratio 2.48 2.72

Max. Turbine Eff. % 64 70

Max. Compressor Eff. % 59 63

Improvements DI 1st to 2nd Generation


1st gen. 2nd gen.

Engine Performance 6-Cylinder in X5


2000 3000 40001000

Engine Speed [1/min]

Pow

er [k

W]

180

160

140

20

40

120

5000

Torq

ue [N

m]

540

500

460

260

380

420100

60300

34080

Torque Power

Diesel MJ 03135 kW Engine


X5 MJ 04 X5 MJ03

Fuel ConsumptionAcceleration0-100 km/h

Maximum speed

Performance / Fuel Consumption - X5 AT


Acceleration 0-100 [sec]

Fuel Consumption in X5 AT – Comparison Diesel / Petrol

Petrol Diesel


8

FC [m

ile/g

al]

8.5 9 9.5 10 10.5 11

26

24

22

20

30

28

X5 with 3.0 6-cylinder engines



Petrol

CO2 Reduction20 percent

NOx- and PM-Reduction for BMW 5 Series Diesel cars


0

Particulate Matter [g/km]

NO

x [g

/km

]

0.02 0.04 0.08 0.10 0.14

0.8

0.6

0.4

0

1.2

1.0

0.2

0.06 0.12

525tds1992

Potential with DPF

EU 1 1992

525tds1996

EU 2 1996

EU 2 2000

EU 4 2005530d2000

530d2005


0

Particulate Matter [g/mi]

NO

x [g

/mi]

0.02 0.04 0.08 0.10 0.14

0.8

0.6

0.4

0

1.2

1.0

0.2

0.06 0.12EPA BIN 5 MJ09= CARB LEV 2 MJ07

EPA BIN 8 MJ09

EPA BIN 10 MJ04 to MJ08

EPA till MJ03

X5 3.0 dA with specific US-tuneadditional DPF

With DPF andDeNOx-System

X5 situation

CARB LEV 1 MJ04 to MJ06

Emission Legislation in USA

Biggest challenge(technology and time)


Conclusion

• Modern BMW Diesel technology offers powerful, cleanand economic engines for the new decade

• Improved combustion systems combined with filtertechnologies can virtually remove PM-emissions

• The 2007 US NOx-limits are the biggest challenge Technology for highly efficient NOx-aftertreatment Time scale for 2007 very demanding

• The introduction of diesels with durable and enablingemission control technologies should be supported by:

Better fuel quality similar to ECE 2005+Slightly legislation adaptations to take account of the specific diesel advantages (long term emission stability, CO2)

Diesel engines could play a major role in saving crude oil and reducing CO2-emissions in USA too


DEER Conference 2003 - Newport USA

Recent Developments in BMW's Diesel Technology

Documents

Transcript of Recent Developments in BMW's Diesel Technology