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6th International Engine Congress 2019

26-02-2019 – 27-02-2019 – Baden-Baden, Germany

5th International Engine Congress 2018


Meetingplace for the engine comunity

27-02-2018 – 28-02-2018 – Baden-Baden, Germany

PC - CV - Fuels

In focus: Energy Systems and Powertrains in 2030

Panel discussion: Let‘s get rid of the internal combustion engine!?


Dr. Wolfgang Demmelbauer-Ebner
Volkswagen AG

Rudolf Ellensohn
Liebherr Machines Bulle S.A., Switzerland

Carsten Müller MdB
German Federal Parliament

Jürgen Resch
Deutsche Umwelthilfe e.v.

Dr. Otmar Scharrer
MAHLE International GmbH

Main Subject Areas

  • Engines and fuels as complete systems
  • CO2 reduction
  • Real driving emissions
  • Spark-ignition engines in complete lambda 1 operation
  • Diesel engines in electrifed powertrains
  • Synthetic fuels

Top Speakers

Dr. Wolfgang Demmelbauer-Ebner
Volkswagen AG

Rudolf Ellensohn
Liebherr Machines Bulle S.A., Switzerland

Prof. Dr. Peter Gutzmer
Schaeffler AG

Thorsten Herdan
Federal Ministry for Economic Affairs and Energy

Dr. Christian Landerl
BMW Group

Carsten Müller
German Federal Parliament

Jürgen Resch
Deutsche Umwelthilfe e. V.

Dr. Otmar Scharrer
MAHLE International GmbH

Dr. Markus Schwaderlapp

Rashmi Urdhwareshe
Automotive Research Association of India (ARAI), India

Autor: Thomas Schneider

Report from 5th International Engin Congress in Baden-Baden, Germany

Meeting Place for the Engine Community 

A Mix of Powertrain Options Seen as the Ideal Solution for Clean Mobility

At the opening, Dr. Johannes Liebl, Scientific Director of the Conference, emphasises “honesty with politicians and environmental associations about the technologies”. This assessment runs like a thread through the three keynote speeches of Professor Christian Schwarz (BMW), Dr. Otmar Scharrer (Mahle) and Dr. Markus Schwaderlapp (Deutz). Achieving what is technically and economically feasible is also important, but this also requires further optimisation of internal combustion engines. Participants also agree that CO2-neutral synthetic fuels can greatly contribute to achieving current and future limits.

In his speech “Mastering the Future of Gasoline Engines”, Professor Schwarz predicts that the 95-gram CO2/km target appears achievable with further improvements in efficiency. Efficiency can be increased through cylinder deactivation, exhaust gas recirculation and variable compression. “The conventional internal combustion engine has the potential to reduce CO2 emissions by another ten percent at an acceptable cost, but further improvement is becoming ever harder to achieve.” Other options include water injection, electrically assisted turbochargers and recuperation. The current electricity mix means that conventional internal combustion engines are clearly superior to battery-electric vehicles in terms of CO2 emissions, especially when using carbon-neutral synthetic fuels, which can largely solve the CO2 problem.

The internal combustion engine continues to be optimised

In his keynote speech “Powertrain 2030: Driven by Diversification”, Dr. Otmar Scharrer from Mahle illustrates how crucial further improvement of the conventional internal combustion engine still is. It will continue to dominate and will account for 75 percent of cars around the world in 2030 even with growing e-mobility. Apart from electrification, his solution is also to use alternative fuels with which “we can double savings”. These fuels must be offered in liquid form wherever possible and standardised. The effect is huge: “One percent of renewable fuel offers the same savings potential as ten million electric cars,” says Scharrer. Renewable natural gas, which can also be used to store surplus energy, is the preferred choice in this case.

In his lecture “Towards CO2-neutral Mobility in Off-highway Applications”, Dr. Markus Schwaderlapp explains that powertrain electrification has also reached the construction machinery sector, with 48-volt hybrid drives and also 400-volt plug-in hybrids both being in development and making a contribution. However, electrification and particularly battery-electric powertrains are not possible in every field; simply switching to an electric drive is impossible for heavy-duty machines and those in continuous operation.

Liquefied petroleum gas-fuelled engines are far more practical, and the new Euro 5 emissions legislation will also make them more economically viable. In future, Deutz will increasingly rely on multifuel engines. As a necessary second approach besides electrification, Dr. Schwaderlapp also emphasises in this respect the importance of renewable fuels, which now require rapid and thorough development and propagation.

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