7 July 2008
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7-Speed Dual Clutch Transmission by Porsche and ZF Enters Volume Production
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 ZF 7DT
Drivers of sporty cars expect their vehicle's engine power to be transformed as directly as possible into dynamic propulsion. In addition to this acceleration "linked directly to the accelerator", however, they also attach great importance to automatic shifting comfort. ZF's 7-speed sports transmission accommodates both requirements for vehicles featuring highly powerful engines: the sporty agility of a manual transmission and the shifting comfort of an automatic transmission.
In the dual clutch transmission this becomes possible by connecting two separate transmissions to the engine via two parallel powershift clutches. The even gears are located on one transmission, the uneven ones on the other. This basic principle of the transmission has the advantage that one gear in one of these transmissions ensures propulsion, whereas in the other transmission the next gear is already preselected by the electrohydraulic control unit. When shifting, one clutch is closed while the other opens. During the shifting process, traction is not interrupted. This means that, during acceleration, engine torque is continuously transformed and propels the vehicle – making an essential difference from the manual transmissions which were usually installed in powerful sports cars. In contrast to torque converters, the dual-clutch module by ZF Sachs, the Powertrain and Suspension Components division of ZF, is also suited for higher speeds of up to 8,000 revolutions.
All gear changes – also downshifts – are processed just as evenly and quickly with the 7DT 50 (that is the ZF-internal product designation); so the ZF dual clutch transmission sets a new benchmark for sportiness. A new speed governing concept, which is used for the first time in volume production with the 7DT, also contributes to these extremely short shifting times.
The drivers can choose from fully automatic shifting or manual gear selection via shift paddles or a shift lever. Also in the fully automatic mode, ZF offers several shifting programs: Apart from the comfort mode, there is also a sports and a supersports mode, the latter with considerably increased shifting dynamics (fastest shifting times and race-start function).
The 7DT sports transmission by Porsche and ZF excels thanks to its high power-to-weight ratio: The gears and shafts of the dual clutch transmission, which weighs approximately 120 kg, are produced from case hardened steel according to special, ZF-specific delivery instructions. ZF-engineers have introduced several measures - for example, controlling the cooling fluid flow as required to keep drag losses low. The 7-speed dual clutch transmission not only allows for particularly sporty driving performance but, thanks to its very good efficiency, also achieves consumption values which are below those of a manual transmission.
Especially with sports cars, there is a demand for transaxle transmissions – that is, transmissions with an integrated differential and axle drive – the 7DT sports transmission can also be supplied in this variant, which is suited for mid-engined vehicles with rear axle or all-wheel drive. This transaxle version of ZF's 7-speed dual clutch transmission is starting volume production in the torque range up to 450 Newton meters.
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2 July 2008
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Mercedes-Benz to introduce the first diesel models with AdBlue injection in America
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As a modular concept for an effective reduction in the fuel consumption and emissions of diesel vehicles, the BlueTEC technology developed by Mercedes-Benz puts in place a number of coordinated measures which both minimise untreated emissions using in-engine features and ensure efficient exhaust gas aftertreatment. All relevant emissions components are successively and concertedly reduced to a minimum, in part by using an oxidising catalytic converter and a particulate filter. The most important goal is to achieve a drastic reduction in nitrogen oxide emissions, the only exhaust gas constituent which has inherently higher levels in diesel engines than in petrol engines.
Mercedes-Benz has developed two versions to this end. In the E 320 BlueTEC Saloon (introduced in October 2006) available in the USA and the E 300 BlueTEC sold in Europe, an oxidising catalytic converter and a particulate filter are combined with a particularly durable NOx storage-type catalytic converter and a special SCR (Selective Catalytic Reduction) converter. The second BlueTEC version is used for the new GL 320 BlueTEC, ML 320 BlueTEC and R 320 BlueTEC models. In this case AdBlue, an aqueous urea solution is injected into the stream of exhaust gases. This releases ammonia, of which 80 percent is reduced to form harmless nitrogen and water by the downstream SCR converter. The urea solution is held in a separate onboard tank, and fed to the metering module by means of a pump. As the average consumption of AdBlue is only around 0.1 litres per 100 kilometres (or 1 to 3 percent of diesel consumption), the tank can be of such a size that it only needs to be refilled at the workshop during regular service intervals. The tank capacity is 28 litres in the R 320 BlueTEC and ML 320 BlueTEC, and 32 litres in the GL 320 BlueTEC.
This innovative emissions control technology follows the following stages:
- Optimisation of the engines and their combustion processes to reduce untreated emissions as far as possible. These measures include electronic engine management, four-valve technology, third-generation common-rail direct injection with piezo-electric injectors, a turbocharger with variable turbine geometry and exhaust gas recirculation.
- Oxidising catalytic converters are used to minimise emissions of carbon monoxide (CO) and unburned hydrocarbons (HC).
- A particulate filter, which has been standard equipment in all Mercedes-Benz diesel models in many countries since summer 2005, reduces particulate emissions to a barely measurable level. This easily meets both the current EU4 particulate limits (0.025 grams/kilometre) and the current US limits.
- Nitrogen oxides are reduced by a storage-type NOx catalytic converter combined with an SCR catalytic converter, or by AdBlue injection combined with an SCR catalytic converter. These effective aftertreatment methods allow the nitrogen oxide emissions of BlueTEC vehicles to be reduced by up to 80 percent.
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13 June 2008
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New Porsche 911 with direct duel injection and double-clutch gearbox
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Starting on 5 July, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is introducing the next generation of the 911 model series. The four new models – two Coupés and two Cabriolets – with classic rear-wheel drive offer an even higher standard of dynamic performance thanks to their all-new flat-six power units displacing 3.6 and, respectively, 3.8 litres. And the introduction for the first time of direct fuel injection on a Porsche sports car, together with the optional double-clutch gearbox Porsche-Doppelkupplung (PDK), makes the new 911 even more sporting and dynamic.
At the same time these new technologies enhance the already outstanding efficiency of the 911 to an even higher level than before: Featuring PDK, the Carrera Coupé offers better fuel economy of 9.8 litres/100 kilometres, equal to 28.8 mpg imp. The reason is a longer transmission ration for the last gear (0,62 instead of 0,88). And with all new Carreras remaining significantly below the fuel consumption benchmark of 11 litres/100 kilometres, equal to 25.7 mpg imp, CO2 emissions are down by up to 15 per cent.
Maximum output of the 911 Carrera with its 3.6-litre power unit is up by 20 bhp to 345 bhp (254 kW). Output on the 911 Carrera S with its 3.8-litre power unit is equally impressive, up by 30 bhp to 385 bhp (283 kW). With this extra power, the Carrera S Coupé now offers a top speed of slightly over 300 km/h or 186 mph.
The new generation of the 911 is available for the first time with the new Porsche-Doppelkupplung (PDK), Porsche’s double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a converter automatic transmission with the dynamic gearshift of a sequential racing gearbox. And since PDK also boasts an automatic gearshift function, it replaces the former Porsche Tiptronic S automatic transmission on both the Carrera and Carrera S. Through its optimised and adaptive gearshift programs, PDK improves the car’s acceleration and reduces fuel consumption to a level even lower than before.
Porsche developed this gearshift principle featuring two clutches to shift gears without the slightest interruption of traction and pulling power and without even the slightest break in between gears no less than 25 years ago for motorsport. Porsche works drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the steering wheel while shifting gears, thus avoiding even the slightest distraction while shifting. The pioneering achievement from back then now gives the new 911 Carrera even better performance: Equipped with seven-speed PDK, the Carrera S Coupé accelerates in 4.5 seconds from 0-100 km/h, another 0.2 seconds faster than with a manual six-speed gearbox. And the customer in search of optimum driving dynamics even has the option to combine PDK with Porsche’s optional Sport Chrono Plus including Launch Control. The result is high-speed acceleration free of slip from a standstill and a racing gearshift, with the car accelerating to 100 km/h in a truly outstanding 4.3 seconds.
The new generation of the 911 stands out clearly at first sight through innovations in design both front and rear as well as new lights with LED technology. LED daytime driving lights and bi-xenon headlights now standard on all new models in the Carrera range give the silhouette of the 911 even more distinctive style and a truly unique look, interacting with new LED rear lights to ensure an unmistakable and striking appearance also at the rear. And as a further safety option, Porsche now also offers Dynamic Bending Lights on all models.
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22 Mai 2008
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VW BlueTDI will debut midyear in North America
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At the International Vienna Motor Symposium (24-25 April), Volkswagen has introduced the production version of the BlueTDI, a next-generation turbo diesel developed especially for the North American market. The common rail engine is based on the TDI engine, which was first introduced in Europe in 2007 with the Tiguan. This engine satisfies the Euro-5 standard that comes into effect in autumn 2009. In order to meet specific operating conditions in the U.S., this four-cylinder engine was redeveloped with internal engine modifications and a NOx trap. The engine will debut in the U.S. Jetta this summer.
A key aspect in the development of the BlueTDI (2.0 litre engine displacement, 103 kW/140 PS, 320 Nm) was the reduction of nitrogen oxide emissions (NOx); the American BIN5/LEV2 standards stipulate a nitrogen oxide limit of only 0.05 g/mile.
The internal engine changes include modifications to the design of the injection system of both the American and European TDI as well as the implementation of cylinder pressure sensors. This allows for a completely new type of cylinder pressure-based combustion control, which is both faster and tailored to each specific cylinder. Also new on-board: an optimised high-pressure injection pump. Another unique feature is the combination of a high-pressure exhaust gas recirculation system with additional low-pressure exhaust gas recirculation. This dual exhaust gas recirculation (dual circuit EGR) is an effective means of reducing nitrogen oxides in the engine. The dual circuit EGR system alone reduces NOx by up to 60 percent.
Outside of the engine, it is the NOx trap – connected downstream of the oxidation catalytic converter and the particle filter – that reduces nitrogen oxide to an absolute minimum. Implemented together, these measures reduce nitrogen oxide emissions by 90 percent.
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6 Mai 2008
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Mazda Awarded for Research into Combustion of Catalysts in Diesel Particulate Filters
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Mazda Motor Corporation has announced that it will receive the Outstanding Technical Paper Award at the 58th annual Society of Automotive Engineers of Japan awards ceremony in May. Mazda will be honoured for its analysis of the combustion mechanism of catalysts in diesel particulate filters.
Mazda has been conducting research into combustion mechanisms to eliminate particulate matter, mainly soot, from diesel engine exhaust emissions. The Hiroshima-based company developed an original analytical method, which demonstrated that the oxygen exchange characteristics of catalysts play an important role in accelerating the combustion of particulate matter. This work will aid development of highly-efficient diesel particulate filters (DPF) in the future. Additionally, the newly-developed analytical method can be applied not only to automobile diesel engines, but also to general-purpose diesel engines. The award recognizes these achievements, which provide tangible development guidelines for a wide range of future diesel engine technologies.
Diesel engines are popular mainly in Europe because they have better fuel economy than gasoline engines and produce fewer CO2 emissions, which are commonly regarded as a major cause of global warming. However, a treatment process (combustion) is necessary to remove the particulate matter (soot) that is produced in the exhaust. To promote combustion of the particulate matter, the exhaust gases must be heated sufficiently. This requires extra fuel and is one of the causes of impaired fuel economy.
Mazda will leverage its new analytical method to find ways of accelerating particulate matter combustion in order to significantly reduce exhaust processing times. By developing this technology, Mazda intends to cut fuel consumption and achieve cleaner exhaust emissions with less CO2.
The Society of Automotive Engineers of Japan has conducted an awards program since 1951 as a means of encouraging the advancement of automotive engineering and technologies. Its Outstanding Technical Paper Award recognizes individuals and their collaborators for outstanding research in the field of automotive technology.
- Temperature Oxidation of Diesel Particulate Matters by Oxygen Storage Component for the Catalyzed Diesel Particulate Filter”
- Recipient: Kenji Suzuki, Technical Research Center,
- Mazda Motor Corporation
- Collaborators: Kouichiro Harada, Hiroshi Yamada, Kenji Okamo, Akihide Takami.
The Society of Automotive Engineers of Japan confers six awards each spring, namely: the Asahara Science Award, the Asahara Award of Merit in Technology, the Outstanding Technical Paper Award, the Technological Development Award, the Scientific Contribution Award and the Technological Contribution Award. The awards ceremony will be held during the society’s spring conference at the Pacifico Yokohama Convention Center on 22 May 2008.
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5 Mai 2008
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PSA will develop a 3 cylinder 1.0 petrol engine
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PSA Peugeot Citroën has decided to develop a new family of 1-litre 3 cylinder petrol engines with power ranging from 70 to 100 CV. This engine will bring very significant reductions in CO2 consumptions and emissions and enable the Group to maintain and comfort its competitive advantage. The aim is to offer the market vehicles with CO2 emissions below 100g/km with no additional technology, then no supplementary cost.
Two manufacturing sites will be set up, one in France, the other in Eastern Europe. The first facility, with an annual capacity of 600,000 engines, will be operational as of 2011. It will be located in France on the PSA Peugeot Citroën site at Trémery and enable the creation of over 500 jobs. In 2007, the Trémery plant, located 15 km from Metz, manufactured 1.74 million engines. A second facility will be set up in Eastern Europe by 2012.
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17 April 2008
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Ford EcoBoost : turbocharging and direct injection
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The EcoBoost family of 4- and 6-cylinder engines uses turbocharging and direct injection technology to deliver up to 20 percent better fuel economy and and up to 15 percent fewer emissions. More importantly, EcoBoost builds on todays affordable gasoline engines allowing the technology to be applied across a wide range of engines and vehicles types, from small cars to large trucks.
“Rising gasoline prices are on everyones mind these days," said Derrick Kuzak, Ford’s group vice president of Global Product Development. “EcoBoost is one way that Ford is answering the call by delivering an affordable, fuel-saving option to millions of Ford and Lincoln Mercury customers. In the next five years, EcoBoost will be available on a half a million Ford, Lincoln and Mercury vehicles annually in North America.”
EcoBoost’s combination of direct injection and turbocharging mitigates the traditional disadvantages of downsizing and boosting 4- and 6-cylinder engines, giving customers both superior performance as well as fuel economy. With direct injection, fuel is injected into each cylinder of an engine in small, precise amounts. Compared to conventional port injection, direct injection produces a cooler, denser charge, delivering higher fuel economy and performance. When combined with modern-day turbocharging – which uses waste energy from the exhaust gas to drive the turbine – direct injection provides the best of both worlds: the responsiveness of a larger-displacement engine with fewer trips to the gas pump.
Ford’s 3.5-liter EcoBoost V-6, for example, can deliver upwards of 340-plus lb.-ft. of torque across a wide engine range – 2,000 to 5,000 rpm versus 270 to 310 lb.-ft of torque for a conventional naturally aspirated 4.6-liter V-8 over the same speed range. At the same time, this V-6 gives customers an approximately 15 percent fuel economy improvement and emits up to 15 percent fewer CO2 emissions to the environment.
Direct injection coupled with turbocharging allows for the downsizing of engines that deliver improved torque and performance. A 4-cylinder EcoBoost engine has the capability of producing more torque than a larger 6-cylinder engine – nearly an entire liter larger in displacement – with up to 20 percent better fuel efficiency.
The real-world fuel economy benefit is consistent no matter the drive cycle, meaning the engine is efficient in the city as well as on the highway – unlike hybrids, which are most efficient in stop-and-go traffic. In addition, customers who tow and haul – and have long turned to more expensive diesel powertrains for their superior towing capabilities – can find the engine performance they need from an EcoBoost powertrain.
EcoBoost – combined with six-speed transmissions, advanced electric power steering, weight reductions and aerodynamic improvements – is part of Ford Motor Company’s strategy to deliver sustainable, quality vehicles that customers want and value. Additional hybrid offerings and diesel engines are planned for light-duty vehicles.
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6 April 2008
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27% fuel savings projected as 2/4-stroke research prototype engine completes initial testing
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Ricardo and a consortium of automotive partners today announced the completion of an advanced prototype research programme based on the highly innovative 2/4SIGHT engine concept. This gasoline engine concept uses novel combustion, boosting, control and valve actuation technologies to enable automatic and seamless switching between two- and four-stroke operation, with the aim of delivering significant performance and fuel economy improvements through aggressive downsizing
The 2/4SIGHT engine concept uses a direct injection gasoline combustion system in which the design of intake and exhaust ports, combined with appropriate changes in boost supply, fuel injection, ignition and valve timing, enable operation both in two-stroke and four-stroke modes. An advanced control system coupled with flexible valve actuation manages driver demands and coordinates operation of the boost system, valves and fuel injection equipment at an individual cylinder level. This enables smooth transitions between two- and four-stroke operation without torque interruption in both transient and constant torque conditions.
The research prototype engine is based on a single bank of a 2.1 litre V6, which in 6 cylinder 2/4SIGHT configuration is intended to deliver levels of performance and driveability more usually associated with a 3-4 litre V8 gasoline engine. In order to enable the project team to assess control strategies in a completely unrestricted manner, an electro-hydraulic valve (EHV) actuation system was used for the prototype development rig. The air handling system of the 2/4SIGHT concept is based on two-stage boosting and intercooling using a Rotrex supercharger and Honeywell turbocharger. For simplicity in the initial test bed prototype configuration however, boosting is provided by an external compressed air supply. The engine control system of the prototype is a DENSO rapid prototyping system working with DENSO gasoline direct injection and ignition components. The prototype engine was built at the Ricardo Shoreham Technical Centre and installed for testing at the Sir Harry Ricardo Laboratories of the University of Brighton.
Development test results
The simulation results indicate that vehicle acceleration performance, including launch from rest, can be maintained with a 2.0 litre V6 2/4SIGHT gasoline engine replacing the 3.5 litre baseline powerplant. This would deliver fuel savings of 27% over the New European Drive Cycle (NEDC) and would reduce the vehicle CO2 emissions of the baseline from 260 g/km to 190 g/km.
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4 April 2008
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New Guide to Valve Trains for Internal Combustion Engines
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 Schaeffler's ValveTrains guide
The book will be of interest to students, car mechanics, design engineers, mechanical engineers or drivers who wish to find out more about how their engine develops its power.
Since the introduction of multi-valve technology in automotive engine building, there has been considerable progress in valve train technology. Therefore, new terms are now being used that some engineers may find confusing: finger followers, tappets, hydraulic valve lash adjustment, variable and fully variable valve trains, and so on.
These engine components are responsible for supplying the engine with the necessary air for aspiration and for developing power. This new technology has also significantly improved the performance of petrol and diesel engines in the last 20 years.
The guide covers the various valve train systems now available, including Schaeffler’s own INA-branded systems, and the components these systems require. In five concise chapters, the various basic valve train concepts are explained, including tappet valve trains and rocker-type valve trains, as well as the design, manufacture, testing and calculation of such systems.
The book concludes with a chapter on switchable and continuously variable valve trains. Fully variable valve trains that have already reached volume production include BMW’s ‘VALVETRONIC’ system, which enables reductions in vehicle emissions and fuel consumption.
Engineers at the Schaeffler Group’s Engine Systems division have recently developed a fully variable valve control system which, in tests, reduced fuel consumption by 10% compared to conventional valve train systems. A significant reduction in diesel engine NOx emissions was also achieved, as well as improved engine response and torque.
The INA ‘UniAir’ (Universal Air) system is a cam-actuated, electro-hydraulic valve train system, which is supplied by the vehicle’s existing engine oil circuit. The system can be used in both petrol and diesel engines and should be ready for volume production in 2009.
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27 March 2008
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Using ethanol as a diesel base: New research consortium launched by IFP
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Last spring, IFP launched a consortium baptized E4D (Ethanol For Diesel). Its purpose is to study the feasibility and the potential of using ethanol for the formulation of diesel fuels. For the period 2007-2009 the consortium is made up of industrial players from various countries (O2Diesel, Petrobras, Renault, Total and Volvo Powertrain). Additional partners may join at any time.
Drawing on IFP's expertise and that of all the partners involved, the consortium will focus on the impact of using this type of fuel on the combustion process, along with the optimization of engine behavior in terms of both performance and emissions of regulated and unregulated pollutants. E4D's work will lead to the construction of a solid experimental database, which may represent the first step towards the direct introduction of ethanol into diesel technology.
By diversifying the types of biofuels that can be used in the gas oil pool, this solution may, in the short term, help restore the balance between the Diesel fuel and gasoline offer, particularly in the current context of the significant dieselization of the European market. It would also lead to a reduction in both CO2 emissions and reliance on fossil resources.
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22 February 2008
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Onboard oil quality monitoring
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Oil change intervals can be extended by around 25 percent by means of a special sensor. Researchers from Daimler AG have developed a practical system that allows them to monitor oil quality directly on board a vehicle. This helps reduce operating costs, especially in commercial vehicles.
The longer engine oil remains in use, the more it is susceptible to impurities. Its quality is impaired and it gradually loses its lubricative effect; this can even lead to engine damage. Timely oil changes are thus indispensable. However, this is offset by material costs with up to 40 liters of oil in a truck's diesel engine, and loss of earnings due to downtime during maintenance. An oil change should therefore take place as early as necessary, but as late as possible.
In view of the many external conditions to be taken into account, calculating the precise maximum service interval on the basis of mathematical models alone is difficult. The software must combine and assess various parameters: the engine oil temperature, the frequency with which the engine is started, mild or harsh conditions of use, and the particular circumstances of the vehicle's operation and environment.
In order to determine the ideal moment for the next servicing, the Daimler researchers therefore use a special sensor that provides clear readings. This sensor, which is integrated into the oil circuit and registers the characteristic parameters, allows the engine oil to be monitored directly.
To evaluate the quality of the oil, its so-called permittivity is calculated by means of an AC potential applied between the interior and exterior pipes of the oil-filled sensor. This parameter is a measure of the extent to which the oil can transmit the applied electric field. If the engine oil is contaminated by water or soot particles, it polarizes to greater extent and its permittivity increases.
However, not all impurities can be registered with sufficient precision via the electric field. The researchers use viscosity as a further quality marker to detect any diesel fuel that may have found its way into the oil. In the laboratory, they use an orifice viscometer – a container with a small opening through which the oil flows out. The time required for this process - the "efflux time" - which is dependent on the oil's flow characteristics, is a direct measure of its viscosity. This in turn gives an indication of the oil's remaining lubricative quality.
The Daimler researchers can also measure viscosity while the vehicle is in motion by observing the oil's side-to-side motion in the sump. The more slowly the oil moves, the higher its viscosity. This movement is registered by the oil sensor and the viscosity calculated on this basis.
One single sensor, and the intelligently processed information which is already available on board the vehicle, are sufficient to determine the various parameters of the engine oil. This onboard oil quality surveillance is currently being prepared for series application in commercial vehicles. The resulting precise calculation of due times for maintenance stops will allow oil change intervals to be extended by about one-fourth.
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21 February 2008
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VW’s 2007 Research Roadmap - Combined combustion process (CCS)
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The best of the worlds of gasoline and diesel engines unified in one? Sounds like illusion and revolution. But it is feasible. Volkswagen is working intensively on trials with such an engine system that could become a reality within the next decade. The name of this new engine technology is CCS. The acronym stands for the combined combustion process and possibly for the engine of the future. It can already be experienced in Touran prototypes.
The crucial aspect of CCS that represents a technological breakthrough is the innovative mixture forming method, in which the principles of gasoline direct injection (TSI) and diesel direct injection (TDI) are in fact merged. Here Volkswagen is exploiting many years of broad experience the brand has acquired in both of these areas, and it is uniting their strengths. The gasoline engine contributes a homogeneous fuel-air mixture and low emissions to the CCS process, while the diesel contributes compression ignition and low fuel consumption.
The CCS process lies midway between the diesel and gasoline principles. On the CCS engine, injection already begins in homogeneous operation while the piston travels upward and compresses the air. Using common rail injectors taken from the diesel engine, the injection volume can be distributed among different cycles as desired and can be precisely metered.
While the piston travels upwards, the fuel and air are compressed and heated – the fuel vaporizes. This produces a largely homogeneous mixture, comparable to that of the TSI engine. Combustion is initiated in homogeneous operation shortly after TDC (“top dead center”), without requiring (and this is analogous to the diesel) an external spark; theoretically the mixture ignites at an infinite number of points simultaneously. Due to the quasi-homogeneous combustion near TDC, both low emissions and – compared to the already economical TDI – even better fuel economy are attained.
The CCS engine operates at a high exhaust gas recirculation rate (EGR rate). The oxygen-poor recirculated exhaust gas makes several contributions here. It ensures that combustion onset is not too early and that no excessively high temperatures or hot spots occur that would allow nitrogen oxides to be generated. In the CCS process with its uniform combustion there are also practically no zones of rich mixture in the combustion chamber. Therefore (in contrast to the diesel) hardly any soot is formed that would otherwise be a shortcoming of high EGR rates.
The first research engine based on a two-liter TDI in the Touran prototype that is currently in an early developmental stage already realizes five percent fuel savings utilizing an optimized fuel compared to a conventional diesel, and it simultaneously reduces NOx and soot emissions significantly.
The basic prerequisite for full implementation of the CCS combustion process is new designer fuels such as SynFuel und SunFuel. They help to achieve homogeneous combustion. SynFuel is obtained synthetically from natural gas and SunFuel from biomass. Both are free of sulfur and aromatic compounds, and this by itself drastically reduces raw emissions. Within certain limits, their compositions and therefore their properties – especially boiling temperatures and cetane ratings in this context – can be freely configured in the design, and the fuels can be reproduced reliably in high quality. In principle, this makes the two fuels ideally suited for use in the CCS engine.
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19 February 2008
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VW’s 2007 Research Roadmap - Jet-guided combustion process (SGI)
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The TSI engines from Volkswagen demonstrate the potential offered by gasoline direct injection in combination with charging. In general, great importance is attached to the development of new gasoline engine combustion methods for reducing fuel consumption and hazardous emissions. In the near future, the combination of gasoline direct injection and engine charging will make up the greatest share of new car registrations in the European region.
Behind this technological trend is an effort to replace large-displacement naturally-aspirated engines by smaller, economical engines that are charged without compromising torque or power. The reduced engine displacement enabled by charged engines achieves reductions in friction losses and weight. In addition, operating points in the customer-relevant range of driving profiles are shifted to more efficient engine operating regions. The Volkswagen corporation has assumed a leadership role in this direction with its TFSI and TSI concepts.
The focus of current combustion process developments is on the jet-guided combustion method and combining it with charging. In contrast to prior air-guided or wall-guided combustion methods, characterized by lateral orientation of the injector and a defined generated charge movement, in the jet-guided combustion method the mixture is formed solely by the spray characteristics of the injector arranged centrally at top of the combustion chamber. This enables lean operation that is exceptionally stable and exhibits charge stratification over a broad engine map region.
Fulfillment of current and future emission laws represents a continuing challenge. In particular, the high NOx emissions generated in lean operation require expensive exhaust treatment. External exhaust gas recirculation is used in the jet-guided combustion method to suppress these emissions upstream in the engine. Introducing external exhaust into the combustion chamber reduces combustion temperature, thereby inhibiting the generation of nitrogen oxides.
Jet-guided gasoline direct injection in combination with charging opens up a broad playing field for reducing CO2 emissions. In customer-relevant operating ranges, reductions in fuel consumption of up to 20 percent are possible compared to engines in production today.
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16 February 2008
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New LuK Multi Function Torque Converter Meets Challenges of Modern Diesel Engines
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LuK has introduced an innovative multi function torque converter (MFTC), which overcomes the challenges imposed onto start-up devices for automatic transmission by modern and highly efficient turbo-diesel engines. Thus, a component has been launched that allows to combine environmentally-friendly diesel technology, which is on a continuous rise in the USA, with the demand for comfort in an automatic transmission.
The automotive industry is abuzz with the story of the turbo-diesel engine - and for a good reason. These modern engines provide substantial fuel economy benefits of up to 25% along with low speed torque that makes driving fun. However, at least in the USA, to mate an automatic transmission and a diesel engine has been a rare thing. Why is this so?
Diesel engines impose several challenges to the automatic transmission:
- Firstly, the combustion process is far more violent, which leads to NVH problems.
- Due to high idle speeds, which are necessary to reduce particulate emissions, idle losses in the torque converter are higher. With an idle speed of approx. 800 rpm and a typical torque converter designed for 400 Nm, these losses are about 3 kW! That is one third of the average power required to actually drive the city cycle.
- Eventually, the turbo charger is difficult to accelerate with the torque converter holding down engine speeds. This leads to a very sluggish launch with an automatic transmission, well known as and often critizised also for its safety impact as „turbo-lag“.
- The revolutionary LuK MFTC layout solves these problems. By means of an additional clutch, the impeller inertia can be disconnected from the engine.
- Thus, aforementioned NVH problems, won’t occur as the impeller inertia is connected to the transmission when the converter is locked. This lowers the resonance frequency of the driving mode below idle speed and allows the lock-up clutch to be closed in all driving conditions.
- The idle losses are eliminated by disconnecting the impeller when the vehicle comes to a standstill, for example at traffic lights. This saves a significanct amount of fuel which would otherwise be used to turn the impeller.
- Finally, the impeller clutch can be modulated during the launch, resulting in a launch to be controlled as in a dual clutch transmission. The engine speed is allowed to quickly rise, which speeds up the turbo and provides maximum torque – and the „turbo-lag“ is a thing of the past!
Additionally, the MFTC offers torque multiplication which is what makes it the preferred choice for gas engines, and results in driving dynamics, even superior to manual and dual clutch transmissions.
The Multi-Function Torque Converter solves the diesel engine challenge with improved fuel economy of up to 5%, elimination of vibration and boom and dynamic launch performance with 0-60 mph times reduced by up to 0.8 seconds compared with a conventional torque converter.
The Schaeffler Group, with its brands INA, LuK and FAG, and approximately 63,000 employees at more than 180 locations in 50 countries generates group sales of more than 8.3 billion euros (FY 2006) and ranks amongst the leading rolling bearing manufacturers and suppliers to the automotive industry worldwide.
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12 February 2008
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Double-clutch automatic transmission on SL 63 AMG
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The new Mercedes-Benz SL 63 AMG is equipped with 7 speeds, 4 drive modes, a double-declutching and Race Start function. MCT stands for Multi‑Clutch Technology and only employs clutch elements to perform gearshifts. A new two-stage torsion damper effectively eliminates vibrations. The AMG MCT 7-speed sports transmission has been developed jointly by Mercedes-AMG GmbH and Daimler AG, although it will be used exclusively in AMG high-performance vehicles. It is produced at the Mercedes-Benz Esslingen-Hedelfingen production facility, Europe’s largest manufacturer of planetary gear sets.
At the heart of the new AMG SPEEDSHIFT MCT 7-speed sports transmission lies the wet start-up clutch, which runs in an oil bath and replaces the previous torque converter. Thanks to its low rotational inertia, the transmission responds instantaneously and dynamically with no slip. Accelerator pedal movements trigger an instant traction response. Fitted with four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual), the transmission provides gearshifting with no loss of tractive force and supports customised control strategies for maximum driving pleasure. In “C” mode the gearshifts are comfortable, coupled with a “soft” accelerator response set-up for outstandingly smooth power transfer. In “S” mode the engine and transmission interact with more "bite": the engine speed is allowed to reach a higher level in each gear; the downshifts also feel more spontaneous. The gearshifts are around 20 percent faster than in “C” mode. Switching to “S+” mode cuts another 20 percent off shift times, while “M” is the sportiest mode: here the AMG 6.3-litre V8 engine has even more bite, added to which the transmission shifts gear another 10 percent faster – a reduction of 50 percent compared with “C” mode. In “M” mode the gearshifts take just 100 milliseconds.
Ultra-fast, spontaneous multiple downshifts are another forte of the new MCT sports transmission. For instance, kickdown lets you move straight from seventh down to fourth gear or from fifth to second. In the “S” (Sport), “S+” (Sport plus) and “M” (Manual) modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – from “S” through “S+” to “M” incrementally. And this not only adds to the driver's emotional experience: the virtually load-free downshift minimises load-change reactions, which pays dividends particularly when braking into a bend on the racetrack.
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5 February 2008
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Bosch and MAHLE will produce exhaust gas turbochargers
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Robert Bosch GmbH and MAHLE GmbH have agreed to establish a fifty-fifty joint venture to develop, manufacture, and market exhaust gas turbochargers. It is planned to commence the joint venture in April 2008. The company, which will be called "Bosch Mahle Turbo Systems," will be headquartered in Stuttgart. The joint venture partners plan to work together to develop and manufacture turbochargers for gasoline and diesel engines, and to market them worldwide. Series production is supposed to start in 2010. The foundation of the joint venture is still subject to approval by the antitrust authorities.
As part of the downsizing concept for the engines of the future, exhaust gas turbochargers are one of the key technologies for achieving a sustained cut in fuel consumption and CO2 emissions. The use of exhaust gas turbochargers is already common in modern diesel engines, and they are expected to become more prevalent in gasoline engines as well. This also calls for more widespread use of advanced injection technologies. We can notice that MAHLE has already a subsidiary, MAHLE Powertrain, specializes in the development, design, and application of turbocharged engines.
"This joint venture will now allow us to offer our customers from a single source a complete product portfolio for reducing fuel consumption and emissions," said Dr.-Ing. Bernd Bohr, chairman of the Bosch Automotive Group. Prof. Dr. Heinz K. Junker, chairman of the Management Board and CEO of the MAHLE Group, added: "With their systems and components know-how, MAHLE and Bosch complement each other ideally as partners for the development of new exhaust gas turbochargers. Moreover, the two companies are names to be reckoned within the automotive powertrain field."
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4 February 2008
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New cylinders coating process from Mercedes
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 Coating process with molten iron particles
In arc wire spraying, two live metal wires are brought into contact to produce an electrical short circuit. The intense heat thereby generated causes the ends of the wires to melt; the molten metal is atomised and sprayed by means of a gas stream. The accelerated metal particles finally form a thin coating on the cylinder contact surface.
The Daimler engineers have brought arc wire spraying to series maturity. Friction and wear in the engine can thus be considerably reduced. By dispensing with the cylinder liners, this technology not only saves space, but also cuts weight by seven to twelve percent. A further advantage is the thermal behaviour of the coating: it more readily dissipates heat in the combustion chamber, thus making cooling more efficient.
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30 January 2008
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Double Clutch Transmission on BMW M3
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BMW UK has announced details of the third M3 derivative, the new BMW M3 Convertible. The fourth generation of BMW’s open-topped M3 becomes the first M car to feature a Retractable Hard-Top. The launch of the new M3 Convertible also represents another first with the introduction of BMW’s new seven-speed M Double Clutch Transmission (M DCT) as an option to the standard six-speed manual gearbox.
Changing gear using either paddles on the steering wheel or the gear lever, the new M DCT gearbox uses two oil-cooled wet clutches, one controlling gears 1, 3, 5 and 7 and the other controlling gears 2, 4 and 6. With gear changes made in only a few milliseconds and the next gear selected in readiness, the M DCT-equipped car outperforms the manual gearbox car in outright performance, economy and emissions. The zero to 62 mph sprint is reduced by 0.2 seconds to 5.1 seconds while the combined consumption improves by 1.1 mpg and the CO2 emissions decrease by 16 g/km to 293 g/km.
Developed with Getrag (model DCT436), the new M DCT gearbox also features Drivelogic to allow the driver the ability to fine tune the shift characteristics of the transmission. With six shift speeds available in the manual mode and five available when the gearbox is pre-selecting its own ratio, the driver can fine-tune the gear change. And to ensure that the gear changes are perfectly tuned to the engine output, the new M DCT gearbox employs eight LED shift lights, located in the rev counter, to warn the driver of the need to upshift.
Finally, to guarantee ease of use in around-town driving situations, the new M DCT gearbox uses a gradient detection system and Low Speed Assistant. These combine to ensure that the car won’t roll back on hill-starts and that the engine’s high levels of output don’t corrupt the driving experience at slower speeds.
See our document Double clutch transmissions.
Yvonnick Gazeau | | Top of page |
18 January 2008
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Audi TTS : 200 kW (272 hp) on a two-liter TFSI
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 Audi TTS :
200 kW (272 hp)
on a two-liter TFSI
The TFSI engine fitted in the TTS summons its power from a displacement of 1984 cc, and blends two separate Audi technologies – gasoline direct injection and turbocharging – to form a partnership that is perfect for a sports car. It is with good reason that an international jury of motoring journalists has crowned the two-liter four-cylinder power unit "Engine of the Year" three times in succession since 2005.
The Coupe with manual transmission takes just 5.4 seconds to race from zero to 100 km/h (62.14 mph), while a mere 4.4 seconds are required to speed up from 80 to 120 km/h (49.71 to 74.56 mph) in fourth gear. The Roadster is almost as impressive, recording times of 5.6 and 4.6 seconds respectively for the same two exercises. The electronic limiter calls a halt to this outstanding propulsion at a speed of 250 km/h (155.34 mph) in both models.
Compared to the engine it was derived from, the two-liter power unit has undergone extensive reengineering and strengthening to ready it for operation in the TTS – overhauled areas include the engine block, the cylinder head, the pistons, the connecting rods and the turbocharger, which can build up as much as 1.2 bar of relative air pressure. The intake and exhaust systems have undergone elaborate honing to allow the refined four-cylinder engine to both breathe freely and generate a powerful, resonant soundtrack. An optimized and highly efficient intercooler lowers the temperature of the compressed air, producing a crucial increase in the quantity of air supplied for combustion.
The TFSI has impressive fuel consumption of 7.9 liters per 100 km (29.747 mpg) in the Coupe when partnered by the S tronic transmission, and just 8.0 l/100 km (29.375 mpg) in the Roadster. The two-liter engine is extremely light, weighing in at 153 kilograms (337.31 lbs). This has considerable benefits for the overall weight of the TTS as well as for the axle load distribution and, consequently, for the vehicle's handling.
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17 January 2008
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Denso’s common rail at 2000 bar
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Since 2002, Denso market a common rail system with 1800 bar and 5-time multiple injections. It is produced in Japan as well as Hungary and Thailand. The production of the system is also scheduled to start in China in 2009.
DENSO has now developed a new diesel common rail system featuring 2000 bar injection pressure and up to 9 injections per combustion stroke. This new diesel common rail system improves performance and drivability while reducing fuel consumption and emissions such as nitrogen oxide (NOx) and particulate matter (PM). It also helps make after- treatment systems more effective. Denso plans to introduce its 2000 bar diesel common rail system this year.
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16 January 2008
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Volvo Cars launches Powershift - Two Transmissions in One
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Two-litre turbodiesel versions of the Volvo C30, S40 and V50 are now also available with a twin wet clutches six-speed transmission. It cuts fuel consumption compared with a conventional automatic transmission.
The Powershift transmission has been developed by Volvo Cars in cooperation with its transmission partner Getrag. The clutch function is operated by an electro-hydraulic control unit that ensures that one clutch is shut while the other is open, and vice versa.
"With Powershift we can now offer automatic transmission with our two-litre diesel engine," says Magnus Jonsson. "And it's not just any old automatic transmission: lower fuel consumption allied to increased comfort and higher performance sounds like an impossible equation. But with Powershift we have shown this is perfectly possible."
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14 January 2008
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Clean Diesel and Twin Clutch on Mitsubishi Concept-RA
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 Mitsubishi Concept-RA
Mitsubishi Concept-RA is powered by a new high-efficiency and low-emission 2.2-liter 4-cylinder DOHC 16-valve turbo-diesel engine with MIVEC, which switches between low and high-speed cam profiles to drive intake valves, and piezoelectric injector common-rail direct fuel injection, allowing the use of a lower compression ratio. And with its VD/VG (Variable Diffuser / Variable Geometry) turbocharger producing optimum boost characteristics at all times, the clean diesel unit delivers a maximum output of 150 kW (204 PS) and maximum torque of 420 Nm (42.8 kg-m). For compliance with Tier 2 Bin 5 emission regulations in the United States, the clean power unit uses a new catalytic converter system that brings together diesel oxidation catalyst (DOC), NOx trap catalyst (NTC) and diesel particulate filter (DPF) technologies.
For improved crashworthiness and to reduce weight MITSUBISHI Concept-RA features a new body structure using an aluminium space frame made from extruded aluminium sections and die-cast aluminium members, as well as engine hood, fenders and other outer panels made from high impact-resistance and easily recyclable plastic resin.
Yvonnick Gazeau | | Top of page |
13 January 2008
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Honda introduces the latest generation of fuel-saving Variable Cylinder Management
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A prototype of the next-generation Honda Pilot is being unveiled at the 2008 North American International Auto Show (NAIAS) in Detroit, American Honda Motor Co., Inc., announced today. The prototype conveys design features of the more boldly-styled 2009 Pilot, set to debut in spring 2008, which emphasizes authentic SUV styling, more accommodating interior packaging and advanced technologies for safety, fuel efficiency and convenience.
A crossover SUV platform underpins the Pilot to integrate the refined traits and packaging advantages of a unit body car design with the utility and capability of an SUV design. A V-6 engine introduces the latest generation of Honda fuel-saving Variable Cylinder Management (VCM®) technology (valves closing system) that operates in 6-cylinder mode for power and 4- and 3-cylinder modes for efficiency, an improvement compared to the existing Pilot's available VCM system (launched in 2005 on Odyssey minivan and Accord Hybrid) that works exclusively in 6- and 3-cylinder modes.
Yvonnick Gazeau | | Top of page |
5 January 2008
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Volkswagen's first 7-speed DSG for Golf and Golf Plus
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 Volkswagen's 7-speed DSG
The new 7-speed automatic gearbox is the first with clutches that are not immersed in oil, but which run "dry". This allows a better efficiency. The maximum torque that can be transmitted is up to 250 Nm. The 7th gear maximises economy.
Volkswagen will initially be offering the 7-speed DSG in the Golf and Golf Plus, with prices starting at 1,750 euro. A hill-start assist system is included in the price. This holds the vehicle still by temporarily "freezing" the brake pressure when the footbrake is released. Moreover, the fuel consumption figures for the Golf / Golf Plus 1.9 TDI with 7-speed DSG are 0.7 litres per 100 km lower than they are with the 6-speed DSG. Polo and Passat models will receive later this new transmission, as well as other vehicles of the VW Group.
Yvonnick Gazeau | | Top of page |
3 January 2008
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Laser ignition awarded by the BMW Group's Scientific
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 Johannes Tauer
To fulfil the increasingly urgent requirements placed on engines for higher fuel efficiency and lower emissions, car manufacturers must, among other things, increase the mean pressure in the engine. With conventional spark plugs, however, this increases the ignition voltage, which in turn can lead to electrode erosion and ultimately to spark plug failure. The advantage of Tauer's system is that a laser spark plug has no electrodes and is therefore also compatible with even the highest engine pressures. In addition, a laser ignition can also be used to ignite much more meagre mixtures. This leads to a slight increase in efficiency and reduce the fuel consumption and NOx emissions. Another advantage is the choice of virtually any laser focus. "With conventional spark plugs, the spark is located right next to the electrodes, causing losses," explains Tauer. A laser pulse on the other hand, can be precisely focused on the ideal ignition point in the cylinder, thereby ensuring optimum combustion efficiency and power generation.
More research will be needed, however, before vehicles can be equipped with laser ignitions, as the system is currently still too expensive for universal vehicle use. If his invention proves successful, Tauer can later on help with the introduction of laser ignitions into BMW engines. "That would be fantastic," admits the young physician, his CV at the ready.
Yvonnick Gazeau | | Top of page |
19 December 2007
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BMW X6, first BMW equipped with torque vectoring differential
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 BMW X6
Featured for the first time as standard in a BMW model, Dynamic Performance Control (DPC) ensures variable distribution of drive forces between the two rear wheels. Developed by ZF, DPC incorporates an rear differential incorporating two planetary gearsets and two clutch packs that enables the system to multiply torque on an individual rear wheel (torque vectoring effect). The result is that DPC can help steer the vehicle by directing torque to either of the rear wheels. Unique the world over, this cutting-edge technology is effective whether the driver is accelerating or decelerating and significantly enhances steering precision and, as a result, the agility of the vehicle at any speed. In fast corners with abrupt steering manoeuvres or with the driver suddenly releasing the gas pedal, DPC serves to improve the stability of the entire vehicle, thus allowing the driver to safely enter and enjoy new dimensions of driving dynamics. Finally, on slippery or uneven surfaces, it provides the further advantage of even safer and more stable traction.
A new V8 engine with Twin Turbo technology and direct gasoline injection is likewise making its world debut in the BMW X6. Displacing 4.4 liters, this eight-cylinder delivers 300 kW (400 hp). It is the first eight-cylinder gasoline engine in the world to feature its turbocharger in the V-section between the two rows of cylinders.
Yvonnick Gazeau | | Top of page |
15 December 2007
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LuK produces the 50 millionth DMF
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LuK has produced the 50 millionth dual mass flywheel (DMF) today at its main site at Bühl. It is now the most successful product manufactured by the automotive supplier. "The DMF has played a major role in making the high-torque Diesel engines into the success they are today", explains Norbert Indlekofer, Chairman of the Board of Management at LuK, with a note of pride. "It helps to ensure driving comfort, even when driving vehicles with a low torque."
The DMF replaces the fixed flywheel located between the engine and gearbox. The two decoupled masses are connected via a damping spring system, engine vibrations are damped effectively and driving comfort increased. And a further positive side effect: it enables the vehicle to be driven in low-consumption operating points with high noise comfort, contributing to a reduction in CO2.
Since 1985, the DMF has been developed continuously and adapted to suit the increased engine performance and comfort requirements of the customer. Today, LuK produces more than 6 million DMF in Germany, Hungary, China and Korea.
Yvonnick Gazeau | | Top of page |
14 December 2007
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New GM V8 Diesel with intake manifolds integrated in cam cover
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General Motors Corp. will introduce a new 4.5L V8 Duramax turbodiesel for North American light duty trucks and the HUMMER H2 built after 2009. The new dual-overhead cam, four-valve V8 diesel engine will fit within the same space of a small-block V8 gasoline engine. This compact size is made possible by using integral cylinder head exhaust manifolds, intake manifolds integrated in cam cover and a narrow block.
Environmental benefits of the new engine include a 13-percent reduction in CO2 versus gasoline engines, and at least a 90-percent reduction in particulates and NOx compared to diesel vehicles today. This will be GM’s first engine to use a selective catalytic reduction NOx after-treatment system with a diesel particulate filter to help achieve the Tier 2 Bin 5 and LEV 2 emissions standards.
Technical highlights of the engine include aluminium cylinder heads with integrated manifolding; a variable-vane turbocharger with intercooling; a Compacted Graphite Iron (CGI) block for a stronger and lighter engine base (compared to lower-strength aluminum or heavier grey cast iron); and fracture-split main bearing caps and connecting rods for a precise fit. An electronically controlled, ultra-high-pressure, common-rail fuel system is used, which has the ability to inject fuel five times per combustion event to control noise and emissions.
The V8 diesel engine is expected to deliver 228 kW (310 hp) and 704 Nm (520 lb-ft) of torque.
See document A Comparative study of New Automotive Vee-Format Diesel Engines.
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13 December 2007
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Active differential on Audi quattro
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 Audi's torque vectoring transmission
The superimposed output stage rotates 10% faster than the half-shaft that normally drives the wheel; the two drivelines can be connected together by the multi-plate clutch. If the clutch is engaged by slippery, the wheel is accelerated and thus receives an additional torque input. The differential reduces the tractive force reaching the opposite wheel accordingly. In most driving situations, almost the complete input torque can be diverted to one rear wheel in this way. The maximum difference in torque between the wheels is 1,800 Nm.
The torque vectoring differential will be available from 2008 onwards.
Yvonnick Gazeau | | Top of page |
8 December 2007
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BorgWarner offers new Dual-Clutch transmission design for small cars
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 BorgWarner new Dual-Clutch Transmission
“Drivers in developing markets like China and India are looking for the ease of using an automatic transmission in an affordable vehicle,” said Dr. Bernd Matthes, President and General Manager, BorgWarner Transmission Systems. “Up until now, the complexity and cost of automatic transmissions made it impractical to package this option in smaller cars. With BorgWarner's new design, we can deliver the responsive, fuel-efficient, fun-to drive characteristics of a dual-clutch transmission in a smaller, more affordable package. The unique architecture of our compact dual-clutch transmission is expected to expand the use of automatic transmissions in emerging markets. Test results with this transmission indicate a 13% fuel efficiency improvement, better top-end speed and a significant improvement in acceleration over automatic transmissions currently in production.”
Working with these partners, BorgWarner is currently testing and refining its first phase transmission hardware and controls software. BorgWarner expects production implementation of its new compact dual-clutch transmission design within two to three years.
The patent-pending 'power split' design of the new transmission uses a large number of common and simplified parts and modules which enhance the affordability of the transmission, the ease of packaging in small vehicles and the manufacturability of the transmission in emerging markets. The small vehicle segment is expected to grow 30% over the next five years from about 19 million to almost 25 million cars.
BorgWarner supply dual-clutch transmission for VW, Audi, Bugatti, SAIC, Nissan and Getrag (dual-clutch transmission programs).
See the document Double clutch transmissions.
Yvonnick Gazeau | | Top of page |
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