The 2.0-liter VC-Turbo engine achieves a stepless adjustment ratio from 8:1 to 14:1 through the redesign of the connecting rod structure. At the just-concluded Paris Motor Show, Infiniti won global attention with this variable-compression-ratio engine known as "quasi-production." This 4-cylinder engine can always be maintained at the optimum compression ratio in order to meet more stringent emission regulations.
With the continuous increase in emission-related policies such as carbon quotas for new energy vehicles and the increasingly tightening of automobile fuel consumption limits, vehicle and engine companies are faced with enormous challenges in the upgrading and reform of power product technology. Just by reducing the internal friction of the engine and improving the intake and exhaust efficiency, it seems that it cannot meet future market demands. New technologies such as variable compression ratio and variable displacement that greatly change the engine structure will gradually move from the laboratory. Production stage. However, the space for efficiency improvement of gasoline engines is shrinking, and the upgrading cost is increasing. It is also facing the challenge of new energy vehicle technologies. Will "major surgery" bring about a disruptive revolution in traditional gasoline engine technology?
â– Variable Compression Ratio Effectively Improves Combustion Efficiency The reason why VC-Turbo can achieve a variable compression ratio is because the crankshaft and the piston are connected in this engine with multiple connecting rods to control and change the compression stroke of the piston. Roland Kruger, president of Infiniti Global, highly praised this engine: “This groundbreaking new power system represents a huge leap forward in the engine development process.â€
The variable compression ratio is not unique to Infiniti. Peter Guzmer, deputy chief executive officer and chief technology officer of Schaeffler AG, said in an exclusive interview with the "China Auto" reporter: "Schoeffler has reserved two variable compression ratio technologies, one of which is compression ratio. Continuously variable (12~14:1), another compression ratio to achieve three changes (10,11,11.5:1), both can make the engine combustion efficiency increased by more than 10%, can reach 14% under specific conditions ."
“Variable compression ratio technology changes the structure of the engine, and it can flexibly control the compression ratio, which will greatly improve the energy saving and emission reduction of the engine. At the same time, its application will bring about a series of technological improvements and enhancements.†Department of Automotive Engineering, Tsinghua University Professor Wang Jianhao said. As with the popularity of direct injection pressurization technology, variable compression ratios result in a number of improvements in intake and exhaust system, cooling system, and cylinder head cylinder design.
Zou Bowen, deputy director of China National Automotive Engineering Research Institute National Gas Vehicle Engineering Technology Research Center, told reporters: "Variable compression ratio technology realizes real-time adjustment of engine operating conditions to ensure that the engine operates under the most suitable conditions. Large engine companies and R&D institutions are all conducting research on new technologies. The future gasoline engine ignition methods are likely to change, and gasoline engine ignition is not impossible."
â– "major surgery" technology industrialization difficult <br> <br> research and development of a revolutionary new technology has never stopped, except for a variable compression ratio, the variable displacement concept has also been mentioned many companies, including Schaeffler, Bosch and other companies are developing cylinder deactivation technology for three-cylinder and four-cylinder gasoline engines, Honda Motor's recently patented piston variable stroke technology, and domestic engine technology expert Shen Yong's dual 1.0L engine combination technology. In addition, Qoros Automotive also exhibited a camless Qamfree engine at this year's auto show.
These new concepts and new technologies can significantly reduce fuel consumption, but have a major change in the composition and structure of automotive power systems. Such "engine major surgery" programs such as this are still being tested, and they have basically failed to be industrialized.
"Variable compression ratios and other technologies that make great changes to the engine are unlikely to be industrialized in the short term," said Peter Guzmell. Many Schaeffler engineers are looking forward to variable compression ratio technologies, but Peter Guzmé has a conservative attitude towards this technology because the maturity, reliability, and component manufacturing costs of related supporting technologies are the biggest constraints.
Niu Mingkui, senior director of electric drive systems for Greater China at Schaeffler Trading (Shanghai) Co., Ltd., believes that the engine's combustion efficiency can still be improved based on the upgrading of mainstream technologies. However, the promotion of "major surgery"-like technologies is indeed worth studying. If the engine body changes greatly, it is tantamount to building a new engine platform, and the investment in retrofitting of its subsequent production conditions will be very large. Companies need to make a careful assessment of the entire life cycle value of the project.
Wang Jianrong believes that in the current situation where the engine technology line converges, vehicles and parts and components companies should continue to refine and develop on top of mainstream technologies. Appearance and application of new engine control technologies such as variable compression ratio, followed by a substantial increase in research and development and manufacturing costs, related companies need to consider more.
â– motor and gasoline engine integration and development <br> <br> although the next few years, the gasoline engine still has an irreplaceable position, but it is undeniable, the comprehensive competitiveness of the motor drive system is improving. This has a certain impact on the selection of engine technology routes for vehicle and engine companies, and has led to a decline in the enthusiasm of many companies for the constant upgrading of traditional engine technologies.
“The cost of motors and related parts and components is declining. After a few years, it will be even lower than the engine assembly. It is difficult for the traditional engine to be advanced even if it is advanced.†By Peter Gouz, the current popularity of small-displacement turbines is increasing. When the pressure engine is running at a low speed, the power performance is poor, but the electric drive system can make up for it. Therefore, the hybrid power system is an inevitable choice for many current automobile companies. Enterprises should promote the common development of motor drives and traditional engines.
Zhang Weidong, general manager assistant of Shenyang Aerospace Mitsubishi Motors Engine Manufacturing Co., Ltd. believes that the hybrid market will gradually develop in the coming years. For example, Toyota Shuangqing has almost the same cost as traditional gasoline engines, and its fuel-saving effect is obvious. Many foreign-funded enterprises and some independent enterprises have begun to plan hybrid automotive products. How to better integrate the motor and the gasoline engine may be a “major surgery†that the entire vehicle and parts companies should think more about.
The application of hybrid technology has been seen by many people in the industry as the transition from traditional internal combustion engines to pure electric development. Hybrid technologies are more able to adapt to current consumer demand and related national energy-saving emission reduction policies. Relatively speaking, pure electric vehicles relying on subsidies to increase sales volume still have greater difficulties in order to achieve widespread adoption, and battery and charging facilities also need a revolutionary breakthrough.
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