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The Lotus Range Extender Engine

J.W.G. Turner, D. Blake, J. Moore, P. Burke, R.J. Pearson,


R. Patel, D.W. Blundell, R. B. Chandrashekar, L. Matteucci,
P. Barker, and C.A. Card

Paper Number 2010-01-2208

Project Partners Limo Green


The Lotus Range Extender Engine is being designed as
part of the Limo Green project
yTo demonstrate a luxury saloon with a series hybrid drive train

and charge-sustaining CO2 emissions of less than 120 g/km

This project is led by Jaguar Cars Ltd


yWho are conducting the vehicle packaging work
yProject partners include MIRA and Caparo Vehicle Technologies

Limo Green is part-funded by the UK governments


Technology Strategy Board as part of its Low Carbon
Vehicles Integrated Delivery Platform
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2010-01-2208

How the Original Idea Came About


Current engines in series hybrid applications are largely
adaptations of existing architectures
y But an engine can be more efficient if designed to operate

within a heavily constrained speed and load regime

We believed that the specific requirements of the automotive


market called for a solution decided upon from an
automotive standpoint
yIt should 1) be light, 2) have good NVH and 3) be efficient enough

IC
Engine

Starter
Generator

HV
Battery

Inverter
Drive
Unit

Motor

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Concept Definition Phase


Initial vehicle modelling concentrated on achieving a
charge-sustaining level-ground Vmax of 80 mph / 137 km/h
yThis would require an engine power of approximately 38 kW

(with an electrical generator output of 35 kW)

Reciprocating (2- or 4-stroke), rotary, gas turbine and fuel


cell engines were all considered, but 4-stroke reciprocating
was chosen in order to offer a near-term solution
Engine modelling investigated two main options: I2 and I3
yEngine speed was to be kept to ~3500 rpm for NVH and friction
yWith currently-attainable BMEP on 95 RON ULG, this meant 1.2 l

There was little between an I2 and I3 when the final


decision was made, assuming both had a primary balancer
yIn the end an I3 was chosen because it permitted removal of the

balance shaft for some applications


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Basic Engine Specification


General

1.2 litre 3-cylinder with 2 valves per cylinder, SOHC

Construction

Monoblock with Integrated Exhaust Manifold


Balance shaft (deletable)

Bore and Stroke

75.0 mm x 90.0 mm

Compression ratio

10:1 (protected for higher values)

Maximum power

38 kW (51 bhp) at 3500 rpm

Peak torque

107 Nm at 2500 rpm (11.2 bar BMEP)

Maximum Engine Speed

3500 rpm (protection for 4000 rpm)

Fuel System

Port fuel injection, Lotus EMS

Fuel

95 RON ULG / ethanol / methanol

Dry weight

60 kg / 56 kg (with/without balance shaft)

Very undersquare

The monoblock architecture of the engine aims to investigate


further improvements in terms of cost and mass
yWhich should also be immediately applicable to diesel engines
The engine will operate at
5 = 1 everywhere

2010-01-2208

Monoblock (1)
The monoblock integrates cylinder
block and head together, together
with an integrated exhaust manifold
(IEM)
yWe have designed 4 engines with

monoblock construction and 7 with IEMs

The resulting casting is complex, but


overall the approach minimises BOM
and assembly costs, engine mass
and size, and improves emissions,
cooling and warm-up
yApproximately 17 components are

removed by the monoblock and 22 are


removed by the IEM
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Monoblock (2)
Port design was conducted together
with in-cylinder CFD
yPort flow box used for physical

comparative testing
yMonoblock permitted more port-shape
flexibility through absence of bolt pillars

2-valve optimised combustion chamber


yModified bath tub with slant squish

Nickel-ceramic bore plating and honing


process for optimised friction benefits
Cooling jacket designed to minimise
wetted area of cylinder
yFor best thermal efficiency
yWith cooling system CFD analysis
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Crankcase Assembly
Bedplate with cast-in iron
bearing housing inserts
yMain bearings through-bolted

into monoblock

Full attachment of generator


to crankcase assembly at rear
flange to reduce localised
stresses
yNo monoblock changes to fit

a different generator

Since it contains no water,


there is some potential to
adopt magnesium in this
assembly
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Cranktrain (1)
All cranktrain dimensions have been
optimised for low friction and mass
Main and big end bearings are the
same diameter 38 mm
yNo bearing overlap

Crankshaft mass is 7 kg
Connecting rod is piston guided for
minimum friction
y3.36 L/R

2010-01-2208

Cranktrain (2)
Piston have a CR of 10:1
y11:1 pistons for development testing
yPiston bowl volume change only (negligible

effect on mass)

Piston mass is 176 g


Engine has a primary couple balancer
shaft in oil pan
yDriven by a gear on the rear crank web
yRolling element bearings for low friction
yCounterweights shielded for minimum

windage
yPossibility to delete for some applications

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Valvetrain and Cam Drive


Valvetrain system optimised for
performance, cost and friction
ySOHC, belt-driven format selected
yPushrod no advantage in single-bank engines

Concept Valvetrain software used to define


optimised springs and cam geometry

y5mm valve stems, graded mechanical tappets


y31mm inlet and 26mm exhaust diameters

No cam phasing

yUnnecessary due to defined operating area and

start-up procedure

Off-the-shelf tensioner and idler


yTensioner mounted on oil pump, idler mounted on

dedicated bracket from front engine mount bosses


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Catalyst and EMS


Catalyst bolts straight to monoblock
yHeat shielding/cooling ducts to be

optimised for vehicle installation

Utilises off-the-shelf brick with 1.0


litre volume
yVehicle-based tests conducted for

starting strategy and catalyst loading

T6e EMS used with electronic throttle


yWith flex-fuel strategies for ethanol

and methanol operation


yVehicle-mounted

Wiring loom is on intake side of


engine (except for O2 sensors)
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Ignition and Fuelling Systems


The ignition and fuelling system are
incorporated into a single assembly
Coils are minimum-size off-the-shelf
units
ySignificant opportunity to reduce

coil size and integrate fuel rail and coil


housing into a single component in
future

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Engine Sections
Removal of head bolts and
IEM provide very compact
upper architecture

Shielded balance shaft

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Finished Engine

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Engine 001 Installation on Test Bed

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Preliminary Full-Load Results (BIPO)


Operation at = 1 on 95 RON ULG with 10:1 CR

260

100

255

80

250

MBT
60

40

245

FMEP ~ 0.6 bar


mech. = 90-92%

240

20

0
1750

Observed BSFC / [g/kWh]

Corrected Torque / [Nm] and Power /


[kW]

120

235

Increasingly knock-limited
2000

2250

2500

2750

3000

3250

3500

230
3750

Engine Speed / [rpm]


Torque

Power

17

BSFC

2010-01-2208

255

42

250

40

245

38

240

36

235

34

230

32

There is scope to improve this due to


the increasingly knock-limited nature
as engine speed is reduced
we have seen <240 g/kWh in testing

225

30

220

Brake Thermal Efficiency / [%]

BSFC / [g/kWh]

Preliminary Full-Load BSFC v Power (BIPO)

28
15

20

25

30

35

40

Brake Power / [kW]


BSFC

Brake Thermal Efficiency

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BSFC from Several Engines (BIPO)


380
360

BSFC / [g/kWh]

340

Possibility of <290 g/kWh at 10 kW

320
300
280
260
240

Possibility of <240 g/kWh


From 18-38 kW

220
5

10

15

20

25

Brake Power / [kW]

19

30

35

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40

Electrical Power and SFC


40

With UQM Powerphase 75 generator,


as used in the Limo Green project

Electrical SFC / [g/kWh]

275

38

270

36

265

34

260

32

255

30

250

28

245

26
15

20

25

30

35

Electrical Thermal Efficiency / [%]

280

40

Electrical Power / [kW]


UQM Elec. SFC

20

UQM Elec. Therm. Eff.

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Installation in Evora 414E Demonstrator

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Conclusions
A bespoke Range Extender engine for plug-in series hybrid
vehicles (PHEVs) has been designed
yIt has all the attributes necessary for use in the automotive

market because it has been designed using automotive processes

The engine has been designed to mass, size and efficiency


targets which were determined from our previous work in
engineering series hybrid vehicles
It adopts some unusual architectural solutions which in turn
have been permitted by its constrained operating range
yBut which are also especially applicable to diesel engines

Performance and fuel economy are as good as the widerange-4-stroke PFI norm
yDue to an academically-led approach to the combustion system
yMapping is expected to show improvements at low power outputs
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2010-01-2208

Thank You for Listening


www.grouplotus.com

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