Documentos de Académico
Documentos de Profesional
Documentos de Cultura
NEW
HORIZON
FOR
DIESEL?
Can TDI technology ever
make a comeback?
www.enginetechnologyinternational.com
STANDARD BEYOND LIM
MIT
TS
The AVL Micro Soot Sensor 2™ is the next generation of the industrial standard device for transient soot
OGCUWTGOGPVQRVKOK\GFURGEKƂECNN[HQTQPDQCTFWUGKPXGJKENGU6JCPMUVQVJGRJQVQCEQWUVKEOGCUWTGOGPV
RTKPEKRNGVJGUQQVKUOGCUWTGFYKVJQWVETQUUUGPUKVKXKVKGUVQQVJGTGZJCWUVICUEQORQPGPVU1PGEQPUKUVGPV
OGVTKEECPDGWUGFVJTQWIJQWVVJGYJQNGGPIKPGFGXGNQROGPVRTQEGUUCETQUUVJGFKHHGTGPVVGUVGPXKTQPOGPVU
GIGPIKPGVGUVDGFEJCUUKUF[PQCPFQPVJGTQCF
www.avl.com
CONTENTS
JUNE 2019
www.enginetech
ology ever
back?
nologyinternation
al.com
09. Power up
The full development
story behind the Lexus
ES and the OEM’s fourth-
gen hybrid powertrain
FEATURES
36 36. Search engine
Mazda’s US powertrain
manager, Jay Chen,
discusses the OEM’s
commitment to the ICE
64 Nick Shepherd
Sub editor: Alasdair Morton
Contributors from all corners
Lem Bingley, Joshua Dowling,
Rachel Evans, Max Mueller, Matt
Ross, Mike Magda, Bruce Newton,
Greg Offer, Chris Pickering, Leon
Poultney, John Simister, Michael
Taylor, John Thornton, Karl
Vadaszffy, Richard N Williams
The ones who make it look nice
Art director: Craig Marshall
Art editor: Ben White
Design team: Patrick MacKenzie,
James Sutcliffe, Nicola Turner,
Julie Welby
66 Production people
Head of production and logistics:
Ian Donovan
Expo media and magazine
production manager:
Robyn Murrell
Production team: Carole Doran,
Frank Millard, George Spreckley
Circulation manager:
Suzie Matthews
Commercial colleagues
PRODUCTS & SERVICES Publication directors: Aboo Tayub,
Christopher Richardson
56. Tenneco Powertrain Publication manager: Joe McCaskill
58. Siemens PLM Those in charge
60. Lubrizol 62 CEO: Tony Robinson
Managing director:
62. Sonceboz Graham Johnson
64. Eaton How to contact us
66. SFC Koenig Engine Technology International
Abinger House, Church Street,
68. SKF Dorking, Surrey, RH4 1DF, UK
69. AVL +44 1306 743744
enginetech@ukimediaevents.com
70. Products & Services roundup www.ukimediaevents.com
Subscriptions
£90/US$120 for four
quarterly issues
Published by
UKi Media & Events, a division of
UKIP Media & Events Ltd
EDITOR’S NOTE
Member of the
Audit Bureau of
You just have to hand it to those clever engine engineers the line US$1,991 (see what I did there?) to say M 139 will Circulations
over at Affalterbach. What they’ve done – what they’ve just be a performance engine all-night rave – popping, cracking Average circulation per issue for
the period January 1, 2018, to
created – is nothing short of remarkable. Welcome Mercedes- and banging all the way through the gears just like M 133 did. December 31, 2018: 10,708.
AMG engine M 139, the world’s most powerful turbocharged And let’s not for a moment forget what we’re actually
four-cylinder motor in series production. And the numbers are talking about here. This 2.0 turbocharged base, with all of The views expressed in the articles and
technical papers are those of the authors
astounding. Quite simply astounding. its four-cylinder and 160.5kg mass, will serve up 421hp and and are not endorsed by the publisher.
Let’s take a moment to appreciate sheer engineering 500Nm torque in its highest output guise from launch. That’s While every care has been taken during
production, the publisher does not accept
brilliance: little M 139, with its 1,991cc displacement, has 3.0 six-cylinder BMW M4 territory. It crashes past Audi’s 2.5 any liability for errors that may have
a V8 supercar-beating 211hp output per liter. That, for the five-cylinder in the RS3 and TT RS and is actually not far off
occurred. This publication is protected by
copyright ©2019. ISSN 1460-9509 (print);
record, is better than the Ferrari 488 GTB (169.4hp/liter), the V6 that powers the RS4 and the six-cylinder boxer in the ISSN 2397-6330 (online)
McLaren 720S (177.5hp), Porsche 911 GT2 RS (184.2hp), Ford Engine Technology International .
Porsche Carrera S. And to underline the point here: the new Printed by William Gibbons & Sons Ltd,
GT (184.9hp) and Bugatti Chiron (187.5hp). Bravo baby AMG! Willenhall, West Midlands, WV13 3XT, UK.
Mercedes A45 AMG is a hatchback that you could, if you’d
It’s also better – night and day in fact – than the previous Engine Technology International USPS
like, take to the local garden center to get some plant pots
specific liter-to-power-output freak, the outgoing M 133 AMG 016-699 is published quarterly by UKi
for the house and bags of manure for the garden. Media & Events, Abinger House, Church
four-pot, which boasted 187.5hp/liter. Better by 23.5hp. That’s Street, Dorking, Surrey, RH4 1DF, UK.
not raising the bar, that’s smashing the bar with a wrecking I was really excited when Infiniti finally cracked the variable Airfreight and mailing in the USA by agent
ball and then driving over the bits with a tank. compression code and then Mazda broke out the SkyActiv-X named Air Business Ltd, c/o Worldnet
Shipping USA Inc, 155-11 146 th Street,
For me, M 139 is a shining light for the IC engine, proof that development. But I’m probably even more lit up about the Jamaica, New York, 11434. Periodicals
in an age of emissions compliance and tough regulations, the AMG M 139. I wholeheartedly agree with AMG head Tobias postage paid at Jamaica, New York 11431.
US Postmaster: send address changes
humble internal combustion motor can remain relevant. Moers when he says, “Not only is the output per liter unrivaled to Engine Technology International,
c/o Air Business Ltd, c/o Worldnet
Here’s an ‘everyday’ (okay, maybe not quite everyday, but for a turbocharged engine, but the high level of efficiency also Shipping USA Inc, 155-11 146 th Street,
far more everyday than those aforementioned six-, eight- and demonstrates that the internal combustion engine still has Jamaica, New York, 11434. Subscription
records are maintained at UKi Media &
16-cylinder supercar hearts) four-cylinder creation that shows further potential.” Amen to that. Events, Abinger House, Church Street,
that as the IC engine shrinks in size and stature, it need not Dorking, Surrey, RH4 1DF, UK.
Air Business is acting as our mailing agent.
lose its sexiness. I’m not a betting man, but I’d happily put on Dean Slavnich
If you wish to cancel your subscription to this magazine please email datachanges@ukimediaevents.com.
For more information about our GDPR-compliant privacy policy, please visit www.ukimediaevents.com/
policies.php#privacy. You can also write to UKi Media & Events, Abinger House, Church Street, Dorking,
02 // June 2019 // Engine Technology International.com RH4 1DF, UK to cancel your subscription or request a copy of our privacy policy
Drive innovation and productivity in test-based
performance engineering.
siemens.com/simcenter
TECH INSIDER // JEEP PLUG-IN HYBRIDS
BRAVE NE
W WORLD
Using GKN’s state-of-the-art e-axle
technology, Jeep’s first plug-in hybrids are
designed to go far beyond the urban jungle
WORDS:
ALEX GRANT
Having outlined plans to begin phasing out 1. The plug-in hybrid “It was very important when we started
diesel engines in Europe next year, Jeep is powertrain developed engineering these cars to make sure that it’s not
for the Jeep Renegade
undergoing final testing of its first plug-in hybrid and Compass will likely
just 4x4, it’s the best system for Jeep,” he states.
powertrain, launching in the Renegade and be key to development “So, the car always offers 4x4 capability. You
Compass SUVs. Supported by long-standing of other FCA vehicles want to use your plug-in hybrid for commuting
supplier relationships, its route to market has five days a week, and go to the middle of nowhere
been rapid, but not without room for brand- 2. Winter testing of the over the weekend. This can do both.”
new PHEV powertrain
specific characteristics to be engineered in.
in Arjeplog, Sweden
The first preproduction cars will phase into Supplier partnership
full production later this year ahead of a 2020 Jeep capitalized on its long-standing partnership
launch, and FCA has invested US$225m to with GKN Driveline for the hybrid system, known
modernize its factory in Melfi, Italy, and retrain as P4P1. The supplier was already familiar with
staff ready for the new technology. According FCA’s Small Wide Architecture having designed,
to Marco Pigozzi, an engineer connected with developed, manufactured and integrated
the project, customer expectations of Jeep Disconnect AWD systems into both the Jeep
capabilities meant the system had to be as Compass and Renegade, and used the latter
uniquely calibrated as its conventional four- to showcase its prototype eTwinsterX 2-speed
wheel-drive counterparts. electric vehicle transmission earlier this year.
In turn, this enabled efficient packaging of the
hybrid powertrain. The system adds just 100kg 0kg
heel-
(220 lb) to the weight of an equivalent all-wheel-
“The car always offers 4x4 capability. drive gasoline version, with minimal body
ng
alterations – an additional port for the charging
You want to use your plug-in hybrid socket, and sheet metal changes to the boot
floor. Because the platform was designed forr
for commuting five days a week, and sion
electrification, the independent rear suspension
layout allowed space for the electric axle.
go to the middle of nowhere over s,
“It required an adaptation of brake, chassis,
body and powertrain electronics,” continues
the weekend. This can do both” Pigozzi. “Development took place internally,,
Conquering terrain
Throughout the development program, ensuring
vehicle off-road ability was as much of a priority
as overall fuel economy. As in the Disconnect
4 AWD versions, four-wheel drive automatically
engages when an ESC controller detects slip,
or via an adapted version of the SelectTerrain
system. Testing showed the electric axle offers
a better crawl ratio and torque control than an
IC engine and transmission, while the battery
management system automatically uses the
engine to maintain charge while driving in all-
terrain driving modes, ensuring four-wheel drive
is always available.
So this isn’t just a city car. Instead of only
being offered in road-focused versions, 4x4e will
also be available in the rugged Trailhawk guise.
This required the 4x4e system to be capable of
fording water up to 60cm (23in) deep, while the
battery is protected by a full-length under-body
shield, enabling it to go as far off the beaten track
as Trail Rated petrol or diesel derivatives.
Further FCA applications are very likely, as
the system is scalable. Jeep has previously said
a plug-in hybrid Cherokee is en route, which
3. GKN’s eTwinster features a suitable transverse-mounted engine
2-speed transmission suited to the P4P1 system, while Alfa Romeo’s
was used in the GTD19 Tonale concept car suggests it could also be
tech demonstrator vehicle tuned for performance-focused applications
4. The PHEV powertrain within the group. The technology might be a
layout features a 1.3-liter, latecomer among rivals, but it’s a significant
turbocharged petrol engine newcomer for FCA.
OTHER
1 800 828 8840 | pcb.com/ltc
MTS Sensors, a division of MTS Systems Corporation (NASDAQ: MTSC), vastly expanded its range of products and solutions after MTS acquired PCB
Piezotronics, Inc. in July, 2016. PCB Piezotronics, Inc. is a wholly owned subsidiary of MTS Systems Corp.; IMI Sensors and Larson Davis are divisions
of PCB Piezotronics, Inc.; Accumetrics, Inc. and The Modal Shop, Inc. are subsidiaries of PCB Piezotronics, Inc.
TECH INSIDER // LEXUS FOURTH-GEN HYBRID
Building blocks
Hybrid technology might once have been considered an
add-on for an executive sedan – but for the new globally
focused Lexus ES, electrification was the starting point
“These drivetrains feel like conventional Above: ES features the fourth-gen Lexus hybrid system,
automatic transmissions, but don’t have anywhere which is an ongoing development of the Prius powertrain
near the downsides.”
Left: The smooth 2.5 four-cylinder engine features
DOHC with VVT-iW (intake) and VVT-i (exhaust)
Hybrid standard
The fourth-generation Lexus hybrid system is an Below: Lexus says specific drivetrain characteristics
ongoing development of technology from the latest for the new ES sedan were tuned to European tastes
Prius. It’s designed for transverse front-wheel-drive
applications, as opposed to the higher-performance,
longitudinally mounted Multi-Stage Hybrid setup,
and it forms the backbone of the ES’s development,
design and dynamics.
“The ES really was designed for the hybrid
system,” explains Ramaekers. “If you take any
other variants you have to give in a little. In the
past, the hybrid would have been the deviating
car, but this time it’s the standard. That’s what we Pro Europe
wanted to build.” Drivetrain responses were tuned to European
Space-efficiency was key. The transaxle adopts tastes. Unlike the Prius, the ES uses a new
the same motor-generator layout as the Prius, A Series gasoline engine – a 2.5-liter Atkinson
placing the two units in parallel rather than on the cycle four-cylinder with a relatively long stroke to
same axis, while the power control unit is compact increase low-RPM torque, which changes how the
enough to be placed on top. This allows a lower, system behaves. MG2, which offers most of the
more aerodynamic hood line, reduced wiring and driving assistance, now uses the same segment
better pedestrian impact safety. coils as the Multi-Stage Hybrid system, producing
The hybrid set the baseline for the entire range. more power at higher RPM and reducing the need
The platform was designed to accommodate a to over-rev the engine under high loads.
battery pack under the rear bench, keeping the Ramaekers further explains: “In previous when it’s not under load, without regenerative
weight within the wheelbase and the center of generations, the power came from the engine and braking slowing it down. Lexus also developed
gravity as low as possible – gasoline versions have the torque came from the electric motors. But a three-layer fabric insulation for the firewall, used
an empty compartment in its place. Multi-Stage every time you needed power the engine would only on the hybrid, which blocks high-pitched
uses lithium-ion, while the ES continues to use rev up, giving that unsettling noise that people in whistling noises from the motor-generators and
nickel-metal hydride but with smaller, more energy- Europe specifically do not like. The new generation inverters. It’s something that even the LS doesn’t
dense cells and a space-optimized cooling system. of long-stroke engines creates more torque at have yet.
“The battery creates a better front/rear weight lower RPM, so we can drop the torque at low “Thanks to what we have discussed here in
balance than any other versions and, in terms of speeds from the motor, giving a sensation of the Europe, and the input we’ve had, the system is
center of gravity, the story is the same. The engine accelerating with the car.” evolving worldwide. Europe is the most difficult
[seating] position of the driver is close to the center Adding to that conventional driving experience, market in the world in terms of the customers, and
of gravity, which offers more of a connection with there are six stepped ‘ratios’ available via paddles if you can make something work here, it very likely
the vehicle.” on the steering column, and the system can ‘coast’ will be appreciated abroad,” states Ramaekers.
In the
mix
Hyundai Kia steps up development efforts on
the mixed-mode combustion technologies that
will enable smooth and economical transition
between spark and compression strategies
Aided by a new collaborative agreement from Hyundai says it will use the advanced engine
the Department of Energy (DOE), Hyundai technology to power future vehicles in both
engineers in the USA will intensify efforts to conventional ICE-only and hybrid (PHEV,
improve the total efficiency of a mixed-mode MHEV) configurations. The cooperative
engine that works with three combustion research will include Michigan Technological
strategies: spark ignition, compression ignition University and Phillips 66 petroleum company.
and low-temperature combustion. Overall, the DOE has awarded some US$80m
WORDS: “The challenge is to transition from mode to to a total of 42 projects to support advanced
MIKE MAGDA mode,” says John Juriga, director of powertrain vehicle technology.
for Hyundai Kia America. “Our challenge is not “Initially we will be building computer
only to develop a true compression-ignition models and co-optimizing the fuel and engine
engine, but to be able to transition from spark to combustion modes,” explains Phil Zoldak,
a compression engine so we have the advantages manager for engine development and testing
of both. And also do it very economically.” operations at the Hyundai Kia America Technical
The DOE project funding for Hyundai was Center. “Then we will actually design and build
announced at US$4.95m over three years an engine to run the combustion modes, and
and will leverage previous DOE-funded work. demonstrate that on a dyno.”
Turbo, recharged
The latest improvements to the VR38DETT focus on
driveability, as Nissan celebrates 50 years of the GT-R
When it first appeared at the Tokyo Motor Show “Fewer blades means less weight; 1969, include the adoption of new turbochargers
in 2007, the R35-generation Nissan GT-R was lightweight means lower inertia for the turbine; with abradable seal housings on non-Nismo
powered by a 3.8-liter, twin-turbo V6 that made lower inertia means better response,” Tamura models – previously seen only on Nismo and
487ps. More than a decade later, the R35 is still explains. “This would normally reduce the GT3 versions – that help increase the engine’s
going strong, but that VR38DETT motor now airflow capacity, but we found a better fin low-speed response thanks to tighter clearances
puts out some 573ps in the entry-level shape. We don’t have the areas of high and a 5% increase in efficiency. Blade numbers
offering and 608ps in Nismo form. pressure on the blades that we had remain unchanged at 12 on the compressor side
According to Hiroshi Tamura, before. The air is better distributed and 9 on the turbine side.
chief product specialist for the [across it], so it’s better [for the There’s also a change to the exhaust
Nissan GT-R, a power ceiling flow] after the air is released.” manifolds, which are now separated from the
has now been reached that turbochargers through flange attachment
poses some interesting Racing pedigree points. The goal is to make servicing easier and
questions about how to Originally developed for the open the door to aftermarket modifications.
improve the engine further. GT3 GT-R race car, the new “There’s a weight penalty because of the
“Total balance management turbine design involved flanges, but it’s much better for the aftermarket
is very important to me,” he multiple iterations of CFD because it’s easier to switch out the part,” says
says. “Some, very skilful, drivers analysis, as Tamura challenged Tamura enthusiastically. “People love to tune
might be able to access 700ps or his engineers to find more the GT-R and after five years they don’t have
800ps, but for me and the majority of performance for the 11-year-old to worry about the warranty!”
regular car enthusiasts, 600ps is good engine. The resulting optimized flow rate The only GT-R that will get a power increase
enough for the current state of tire technology is claimed to enhance acceleration response for 2020 will be the limited-run, distinctive-
and provides an appropriate safety net. by 20% without a loss of horsepower. looking GT-R50 model by Italdesign. Its
“Beyond that, what else can we do in the Other key engineering and technical changes 720ps IC engine will include forged pistons
pursuit of our philosophy of driving pleasure?” to the 2020 GT-Rs, one of which is a special and stronger connecting rods – “racing or
he questions. “The answer is response – making 50 th Anniversary Edition to commemorate the aftermarket tuning parts”, according
more of a connection between driver and car. Hakosuka-generation GT-R’s introduction in to Tamura.
You are the commander, and the car is an
extension of you. You hit the gas and it responds.”
Achieving better response from the VR38DETT
wasn’t simply a case of remapping the ECU.
Key among hardware changes for the 2020MY
GT-R Nismo was removing weight from the
turbine side of the twin-IHI turbochargers by
reducing the number of blades from 11 to 10
(12 blades remain on the compressor side).
WORDS:
GRAHAM HEEPS
ASSESS
OUTCOMES
CONTROL
PROCESSES
SET UP
Layers of control build upon
pon
on one EQUIPMENT
another—driving out variation
aria
riation
from the machining process.
process.
process
ocess
CHECK
PERFORMANCE
Equator™ gauging systems— Allow us to show you how the integration of innovative manufacturing
repeatable, thermally-insensitive, techniques improve overall productivity and how we can be your partner
and reprogrammable gauging
for innovative manufacturing.
for the shop floor
www.renishaw.com/automotive
How does it feel to have won the 450PS to Is there a powertrain that has particularly
550PS category in the 2019 International inspired you?
Engine + Powertrain of the Year Awards? In my opinion, the transaxle powertrain is
I was a little surprised but happy to learn very good because it gives a good weight
of the award-win because we last won in distribution between the engine at the front
2017 with our four-cylinder, which has been and the gearbox at the back – as you see on
on the market for some time now, and has the GT-R for example. This car drives pretty
been honored four times in total (2014-2017). well. It’s almost the best you can get from this
We’re very proud of this fact – all our awards type of layout currently.
are up on display in the office!
What is the biggest challenge for Mercedes-
What career did you want when you were AMG at the moment?
growing up? The biggest challenge for every automotive
When I was younger I wanted to work as manufacturer at the moment is the ongoing
an engineer in Formula 1, so I studied transformation from the internal combustion
Mechanical Engineering at the University engine to a hybrid engine to an electric engine.
of Graz in Germany. It was there that The challenge is knowing when is the right
I first had the opportunity to work in the time to make the switch and with what
BERTRAM TSCHAMON automotive industry. I started my career products, and deciding which ones will remain
Job title: Chief engineer at AVL and then I moved to Stuttgart, on the market. Added to that there are new
where I began working for Mercedes-Benz competitors continually entering the market.
Company: Mercedes-AMG – first for the Formula 1 team and then Times are really changing. We’re focusing
I joined the AMG team later. I’ve been our efforts and it is challenging, but our new
at AMG for 14 years now and I’ve been boss at Daimler, Ola Källenius, is extremely
privileged to work on many different straightforward when telling us which
projects during this time. direction to go in.
Busch Clean Air S.A. l Chemin des Grandes-Vies 54 l 2900 Porrentruy l Switzerland
Phone +41 (0)32 465 89-60 l Fax +41 (0)32 465 89-79 l info@buschcleanair.com l www.buschcleanair.com
Are there any OEMs that you have particular Do you think a single propulsion type will shorter too, and we’re doing more up-front in
engineering respect for? dominate the industry in the coming years? simulation – a lot more than we did 10 years
I would have to say all the German car In the past, there were combustion engines, ago. When we’re developing a part – such as
manufacturers – BMW, Porsche and Audi – including diesel and gasoline engines and an engine – or assessing the driveability of a
which are direct competitors of AMG. They Wankel engines. In the future, there will be vehicle, we can drive the whole car virtually in
make brilliant engines, and brilliant cars, but more types of powertrain – diesel-electric simulation before we even build anything. This
it’s fun to compete with them. It’s good to have hybrid engines, gasoline-electric hybrid enables us to work much faster and this trend
that challenge and to think about what we can engines, purely electric, and fuel cell engines, will only continue in future.
do better than them; how we can make so the variety [of powertrains] will be much
quicker, more powerful engines. wider, but I believe none of those will vanish Do you think there will ever be a time when
completely from the market. In 200 years’ Mercedes-AMG will develop a complete
Do legislators help or hinder your work? time, I can imagine that we will be traveling powertrain purely in simulation?
Legislation is just an additional element we more by air in flying cars. If we are talking about an internal combustion
have to deal with. If you take Formula 1, for engine then no, I don’t think so. But for an
example, there is only one direction, which is How has Mercedes-AMG had to adapt its electric powertrain, then I can imagine it,
to get more power out of the engine. But our development processes for engineering hybrid because the behavior of an electric engine is
challenge is to get more power and to develop and electric powertrains? reproducible. What I mean by this is that an
a clean engine. It’s not a handicap for us; we The overall vehicle development process electric motor always does the same thing,
are focused on both performance and being is getting shorter, so as a result, engine whereas a combustion engine does not
competitive in terms of meeting legislation. development timeframes are becoming always do the same.
.&"463&Û$"-*#3"5&Û%&7&-01Û015*.*;&Û46$$&&%
Contact our
engineering team
to review your application
and request samples.
VIBENITE ® VIBENITE®
Alloys that redefine
REDEFINING WEAR RESISTANCE wear resistance
IS WEAR RESISTANCE
ON THE AGENDA?
With our patented Vibenite®
materials you get:
• exceptional wear resistance
• extreme heat resistance
• complex geometry
Whether you choose the
world’s hardest steel or our
new cemented carbide, you
will experience a new perfor-
mance in your application.
Get in touch to learn more
about our unique materials.
Your application vbncomponents.com
Our material
A new performance
THE WORLD’S BIGGEST
AUTOMOTIVE TESTING, DEVELOPMENT
ENGINEERING AND VALIDATION EXPO
Product Areas
See the very latest technologies and services that are designed to ensure that the highest
standards are met in terms of product quality, reliability, durability and safety.
testing | Materials testing | Automated test equipment (ATE) | Aerodynamic and wind
tunnel testing | Vibration and shock testing | Acoustic testing | Environmental testing |
Mechanical testing | Hydraulics testing | Electrical system testing | Test management software |
Crash test analysis | Tire testing | Data acquisition and signal analysis | Impact testing | Electronics
and microelectronics testing | Fatigue/fracture testing | Torsion testing | Component testing |
EMC/electrical interference testing | Structural and fatigue testing | Impact and crash testing |
Sensors and transducers | Test facility design | Quality testing and inspection | Telemetry systems |
Vehicle simulation | Automatic inspection | Stress/strain testing | Calibration | Laboratory
instrumentation | Software test and development | Quality management solutions
at mi in ity m
ne
ur ss te / o
in io g lif re
g n ra ec !
li
s te yc
d le
B E S T
T H E YE T !
SHOW
32 0 +
9 E XH I B I TO RS
GET IN FAST! REGISTER ONLINE NOW TO GET YOUR FAST-TRACK ENTRY CODE!
Last chance
saloon
28 // June 2019 // Engine Technology International.com
IS DIESEL DEAD?
WORDS:
ALEX GR ANT
S
eptember 18, 2015, will likely be recorded as
a turning point for the automotive industry.
The US Environmental Protection Agency’s
notice that the Volkswagen Group had used
illegal defeat devices on almost half a million
cars in the USA helped shine an unfavorable spotlight on
‘real world’ emissions and made headlines worldwide.
Subsequent negative media coverage, high-profile lawsuits
and knee-jerk political action have all since contributed
to an ongoing undermining of confidence in diesel among
consumers, and some manufacturers abandoning the
fuel completely.
So the market, post-Dieselgate, has changed rapidly.
According to the Diesel Technology Forum, the
Volkswagen Group sold 100,000 diesel vehicles in the 1
USA in 2014; last year it sold around 4,500. In Europe,
where diesel was tax-incentivized during the early 2000s
to reduce average CO2 emissions, JATO Dynamics
data shows a 36% market share in 2018. That’s a 19
percentage-point drop since its 2011 sales peak, and also
“The electric motor can
the lowest uptake since that peak. While there’s clearly
an ongoing role for combustion engines in light-duty
specifically increase the load
vehicles, the lifespan for diesel has become much harder on the combustion engine to
to predict when looking at passenger car applications.
Nick Molden, founder and CEO of independent test achieve the exhaust gas temperature
specialist Emissions Analytics, says this variation of
opinion was a catalyst for change. “Dieselgate was the necessary for regeneration”
key event,” he asserts. Torsten Eder, vice president, powertrain, Daimler AG
“The balance of power was with manufacturers, not the
European Commission. Dieselgate gave negotiating power
to the Commission, which is why we got tougher Real But, he says, the timing is ironic: “Certain manufacturers
Driving Emissions [RDE] standards more quickly and invested early in good technology and now have it
than we would have done.” deployed across their fleets, while others are playing
catch-up. The best-performing latest diesels are now as
clean as petrols, while keeping the CO2 advantage. There’s
no case any more for regulating fuels differently.”
2 1. The Mercedes-Benz
C 300 de combines plug-in
hybrid technology with the Improve not ban
OM 654 2.0 four-cylinder Daimler, a long-term advocate of diesel, certainly sees
diesel engine. Additional
engineering highlights
improvements ahead. With a belief that it’s better to
include a new lithium-ion improve the technology than to ban it, the car maker
battery capable of storing recently invested US$3.34bn into new Euro 6d/RDE2-
13.5kWh of energy and
the latest-gen 9G-Tronic
compliant diesel engines. They feature high-precision
9-speed transmission 2,500-bar injectors, pistons with a ‘stepped’ combustion
bowl to reduce particulates and fuel consumption, and
2. Some market analysts aftertreatment close to the engine for faster warm-up. Its
have blamed VW and goal is 30mg/km on-road NOX emissions by 2020 –
the Dieselgate fallout for
the current plight of diesel comfortably below the 80mg/km Euro 6 laboratory limit,
passenger car engines let alone the RDE requirements.
However, progressively tighter on-road limits effectively
mandate more advanced aftertreatment systems. Delphi is
predicting a 20-fold rise in demand for selective catalytic
www.enginetechnologyinternational.com
IS DIESEL DEAD?
Hybrid hope
Emissions compliance could progressively narrow the
market for diesel, according Dr Andreas Pfeifer, vice
president for product development, engine systems and
components at Mahle: “Exhaust gas aftertreatment is more
complex for diesel engines – that’s an additional cost
driver. We expect diesel engines with a displacement
of less than 2.0 liters to disappear from the market in
a purely non-hybrid powertrain due to this,” he says.
However, Pfeifer sees electrification as complementary
rather than competitive: “Diesel engines in hybrid
powertrains have great potential, but their success or
failure will be closely linked to legislation and public
acceptance of the diesel technology itself. Especially for
heavy cars, like large SUVs, there is a good chance we
will see diesel hybrids in the future. System cost is not as
crucial as with compact cars, the electric drive will allow
inner-city operation with zero local emissions and,
outside the city, the diesel engine is the best propulsion
unit when high torque and long range count the most.”
For now, though, the diesel-electric product offer
is limited. PSA, Volvo and Audi have all offered diesel
hybrids and since discontinued them in favor of petrol-
electric alternatives. Daimler, however, is about to add
diesel plug-in hybrids to the C-Class and E-Class ranges,
offering a 50km (31-mile) electric range with the backup
of the four-cylinder OM 654 2.0 diesel engine for longer,
typically highway, journeys. Electrification not only
enables electric urban driving, but it can also curb
emissions when the diesel engine is running.
Consumer confidence
Michael Winkler, head of powertrain at Kia
Motors Europe, believes the biggest challenge and it will take time to communicate that it is not the
is restoring consumer confidence, which problem,” he says. “OEMs can’t do that alone – if the
makes impartial test data invaluable: “We consumer doesn’t trust it, then they will not buy it. So
have had three or four years of bashing diesel, it helps that we now see consumer organizations such as
ADAC measuring on the road and publishing results that
are not from the OEM. I think that is quite relevant.”
Molden at Emissions Analytics is similarly optimistic:
“I don’t think diesel will reach the height of more than
50% of new car sales, but it had gone too far.
The Continental 48V “Diesel had been put into the small car segment
heated catalyst. The because of financial incentives – it should never have
German Tier 1 says that
the technology reduces
existed in that class, because it makes no sense. So that
catalyst cooling during part of the market will cease but, from the mid-size
no-load phases, has the upward, there’s a definite chance that diesel could regain
potential for precious metal
reduction, and improves
consumer acceptance as long as it can credibly demonstrate
low-temperature SCR that it is clean.
“It’s the pragmatic solution and buys Europe the right
amount of time to develop alternative propulsion systems,
with very low CO2.”
VW 5-liter V10 in BMW 3-liter twin- Audi 6-liter twin- Mercedes-Benz BMW 3-liter VW 2-liter biturbo Audi 4-liter
the Touareg and turbo in the 535d turbo V12 in 2.1-liter in the tri-turbo in the in the Passat tri-turbo in the
Phaeton (2004) (2006) the Q7 (2008) C-Class (2013) X5 and X6 (2014) (2016) SQ7 (2017)
ress
19th International VDI Congress e 's l arges
t cong
an d
Europ owertrain
Dritev – Drivetrain for Vehicles for p
trans
missi
on
Topics in 2019:
+ OEM solutions for the electrified powertrain Dritev Interactive
DritevLab
+ Different approaches of how to increase power density Round Tables
Speakers Corner
Design Thinking Workshop
+ Innovative 4-wheel-drive systems
Dritev Summer Night
Car Presentation
+ New ways to achieve NVH reduction
World
W
hile other car makers pulled in the
crowds at the 2018 LA Auto Show with
their very latest electric cars, SUVs and
even a pickup truck, Mazda used the
Californian stage to reveal the resolutely
combustion-engined 2019 Mazda3.
The all-new compact has just hit the market with an
update to the familiar Skyactiv-G motors, but will also
receive the much-anticipated Skyactiv-X compression- “If you look at the balance of total cars
ignition gasoline engine and, in certain markets, a diesel, too. sold versus CO2 emitted, that will have had
Having signed an agreement in 2017 to work with Toyota a much bigger impact than companies that
on electrified vehicles, Mazda is on track to show its first have sold a lot of hybrids and plug-in hybrids, but
EV in 2020, reports suggest. The vehicles’ deployment is only as a small proportion of their total sales. We took
to be prioritized in regions that use a high ratio of clean 23% of CO2 emissions out of all of our cars. Our strategy
energy for power generation, or that restrict combustion- is to make a large impact globally while still playing
engined vehicles to reduce air pollution. within the regulatory requirements.”
But for now, the company is targeting further emissions
reductions and fuel-efficiency improvements from its ICEs. Well-to-wheel thinking
That initiative is spearheaded by the all-new 3, the first of The strategy is called Sustainable Zoom-Zoom 2030.
Mazda’s seventh-generation models. Revealed in 2017, its goal is to reduce corporate average
“We set out to drastically reduce CO2 emissions with well-to-wheel CO2 emissions to 50% of 2010 levels by
the first generation of Skyactiv engines,” says Jay Chen, 2030, and to achieve a 90% reduction by 2050.
manager of powertrain performance for Mazda North In the short term that means focusing on further ICE
American Operations R&D. “We reduced the amount by efficiencies and “measures for cleaner emissions that
23% from the previous-generation engine. apply in the real world”, in Mazda’s words.
“It’s primarily consumers in developed countries who Chen acknowledges that it can be a challenge to balance
can afford PHEVs and the like,” notes Chen, “but we sell this big-picture thinking with the pressures of local
in Africa and throughout Asia. If we make all our engines regulations and market forces, not all of which will pull
20% more efficient, then we will make a huge dent across in the same direction at the same time.
the world. “Mazda as a company doesn’t just think about regulations,”
“Well-to-wheel is another Mazda perspective,” he adds. he says. “If you built cars strictly for regulations, it wouldn’t
“Clean sources exist, but when you look at the global be a very pretty picture. We want to look at the total
picture, right now it costs us more CO2 to generate electric global footprint. Markets in Africa, South America or
power for mobility than to use an internal-combustion India, for example, aren’t going to electrify any time soon,
engine. In the USA for instance, more than 50% of power and those places will be booming car markets. They need
generation is still from fossil fuels. We’re better off cleaning internal-combustion engines that are as clean as possible.
up that power, keeping it for stationary applications “It’s a challenge to close the gap between the ideal goal
and continuing to refine the ICE. When electric power of reducing CO2 and the legislative requirements put in
production generates less CO2 for mobility than an ICE, place to do it,” he explains. “Europe has CO2 requirements,
the time is right to fully switch to electrification.” the USA has CAFE, everybody has a different way of
2018
Mazda obtained
certification for the
2.2 Skyactiv-D
xx //// September
40 June 2019 2017
// Engine
// Engine
Technology
Technology
International.com
International.com
LEARN MORE
ABOUT OUR
ADVERTISERS
NOW!
F R EE SER V IC E!
NEW
www.ukimediaevents.com/info/etm
HORFOIZ O
/i f
DIESE
and rapid information
about the latest
technologies and
ki di
services featured in
this issue DII technology ev
Can TD
e a comeback?
makke
al.c
c
et eech
net nol ogyinternation
ww w.engiine
COATINGS TECHNOLOGY
FULL
JACK ET
42 // June 2019 // Engine Technology International.com
COATINGS TECHNOLOGY
T
he extreme pressure and heat that skirt geometry and clearances for minimum
occurs when moving metal parts friction. Engineered TBCs applied to piston
interact in IC engines causes crowns are also important because the
immense energy consumption and technology enhances system integration
hardware degradation, and in this such as waste heat recovery, which enables
key engineering area coatings have played an further efficiency improvements.”
important role in improving overall reliability, Markus Rülicke, head of construction for
efficiency and usable performance. That role inline engines at BMW Group, agrees: “We
is now set to grow as engine manufacturers use different sorts of coatings primarily to
come under increasing pressure to improve reduce wear or to reduce weight,” he says.
economy levels and meet stringent new “For example, we use DLC on piston pins,
emissions targets. fuel injector components and high-pressure
“There are several types of engine coatings pump components, plus PVD [physical vapor
being used right now, chief among them the deposition] on piston rings and LDS [laser-
diamond-like carbon [DLC] coatings that have wire spraying] for our cylinder bore instead
emerged in recent years,” outlines Ali Erdemir, of a liner insert. For that, we use a patented
program lead in materials for harsh conditions metal-based wire tailor-made for our purpose.
at the Applied Materials Division of the “The focus is on robustness without adding
Argonne National Laboratory in Illinois, USA. weight,” he continues. “The piston ring coatings
“Chromium nitride is used in piston rings, help to further reduce oil consumption, plus
but this is a fairly old technology – DLC has in fuel system components we can avoid
lately become the most preferred for friction deposits caused by poor fuel quality.”
and wear control. And this is a key engineering issue. Erdemir,
“There are a variety of thermal barrier who also works with engine and component
coatings [TBC] used on piston heads to reduce manufacturers on the development and
heat dissipation and to protect pistons against implementation of new technologies at Argonne,
overheating, especially in diesel engines,” he adds, “I think this situation will be further
adds. “But there are also coatings produced exacerbated by the increased use of ultra-low
by a plasma transferred wire-arc process that viscosity engine oils, where the lubricant film
can be applied on piston rings and liners. The thickness will be further reduced and hence
result is that coatings are now used in many the surfaces will become very vulnerable to
types of engine components and subsystems.” friction and wear-related problems.
It’s fair to say that a decade ago coatings “Certain DLCs provide lower friction under
were being trumpeted for the effect they boundary conditions, but the contribution
had on engine performance. One test by of boundary friction to overall efficiency is
Swain Tech Coatings in 2010 increased minimal. The biggest benefit from coatings is
the performance of a Chevy Late Model really the ability to switch to or be able to use
Sportsman powertrain from 322ps at ultra-low-viscosity oils.”
6,500rpm to 328ps, with an increase
in peak torque of 5%. But downsizing IC Fancy and too expensive
units, without compromising power and The pressure on car manufacturers to keep
performance, created much harsher operating lowering emissions will make coatings even
conditions for ordinary engine materials, so
today coatings are employed primarily to
lengthen component and subsystem life.
“Efficiency is the focus,” states Gian Maria
Olivetti, chief technology officer at Tier 1
supplier Federal-Mogul Powertrain. “Suitable
piston skirt coatings allow the use of optimum
“About a quarter of
the power obtained
from combustion is
wasted as friction in the
mechanical components”
Gian Maria Olivetti, CTO, Federal-Mogul Powertrain
Self-healing properties
One major technical drawback of all coatings
is their finite thickness, hence finite life. Even
industry-standard coatings will eventually
wear out, especially under increasingly harsh
operating conditions in the future. Erdemir
further explains: “The next generation of hard
FOR
ORT SHOW
PORT
E MOTORSP
TOR S
T H
O
MEOPLE
P N S HOWcturers
L O GIES Onent Manufa
CHNO d Compo
TE ngine an ipment ories
eE equ ess
• Rac ormance ment/acc
f ip t
• Per car equ velopmen
c e e
• Ra ing and d ent
t
• Tes ty equipm ment
e p stics
• Saf dock equi and logi
n
• Pad sportatio chnology
an te
2019 • Tr
• Ra ce circuit
he drive for smaller, lighter and more Freudenberg’s Levitex mechanical face seal
Dreaming electric
“Electric motors are changing the face of
sealing,” asserts Bock. “There are dry motors,
but there are also wet-running motors
lubricated by an oil mist that remove the
need for a seal between the motor and the
transmission. Which is a pity!
“Permanent magnet synchronous motors
have higher efficiency – less heat loss and
more efficient cooling,” he continues.
“Asynchronous motors require greater
cooling, which means the shaft is often
hollow in higher-powered e-motors.
“The cooling system is
“There’s clearly still complicated, and requires a
mechanical face seal to do the
an important place for same as a water pump seal
in an internal combustion
casting in future vehicle engine. The shaft diameter
is four times bigger, the shaft
design and development” speed is at least double – too
Gary Lloyd, managing director, UltraSeal International Group much for a standard radial shaft
sealing ring. So a low-friction
mechanical face seal is the only
option here.
“I don’t think there is much more room for
4 improvement, in this case,” Bock concludes.
“A 100kW motor is 96-97% efficient. We
won’t have a motor that’s 99% efficient.”
Lloyd believes the issue of cooling remains
complicated no matter what type of engine
you’re dealing with. “There are also areas of
SENSORY PERCEPTION
Sealing manufacturers can’t afford to
stand still, and KACO has an interesting
new system in the works. “Based on our
trigger wheel technology, where we use
magnetized rubber that is filled with ferrites
to generate a signal, we are currently
developing a new kind of sensor,” hints
R&D VP Andreas Genesius.
“This system has a higher resolution
than a Hall sensor and might therefore
help in the future to further optimize the
engine management.
“The concept will be suitable to be
directly designed into a crankshaft flange,
for instance, but we also see many other
fields of usage for that system, even
ooutside
u tss id
d e thee aautomotive
u too m o tivee iindustry.”
industry.
ndu
u s trr y..
NON
POLITICAL
GLOBAL
THINKING
www.thefutureoftransport.com
FROM THE PUBLISHER OF ENGINE TECHNOLOGY INTERNATIONAL MAGAZINE
www.thefutureoftransport.com
2020-2030 A N D BE YOND...
www.thefutureoftransport.com
PRODUCTS & SERVICES
Barely a week goes by when for gasoline engine systems. It is 700°C. Unlike diesel engines, GPFs particulate filters. These lubricants
quality of air and airborne this global emissions legislation rarely need active regeneration. are sometimes referred to as lower
pollutants are not in the news, and that is driving the use of gasoline The exhaust is much hotter than a SAPS (sulfated ash, phosphorus
very often vehicle emissions are particulate filters. diesel exhaust and therefore soot and sulfur) oils.
the primary focus of the headline. When looking at the operation is being continuously burned off. In formulating this generation
Emissions standards introduced of a gasoline particulate filter, it is Coupled with the fact that GDi of lubricants, attention was given
around the world have undoubtedly important to consider the exhaust particulates are up to 30 times to the detergent components,
had a major impact on reducing gas itself, which contains oxides smaller than diesel particulates, it is which are generally calcium and
vehicular pollutants. However, it is of nitrogen, polynuclear aromatic therefore of little consequence that magnesium compounds, as well
widely acknowledged that there hydrocarbons and various other the GPF substrate capacity is only as the anti-wear package, which
is more to be done in the drive to gaseous products of combustion. around 1g/l, compared to a diesel commonly uses zinc, phosphorus
further reduce harmful gases and It is also important to consider filter which is able to accommodate and sulfur in various molecular
particulates: further ICE vehicle particulate matter such as soot. It up to 10g/l. forms. Formulating lower SAPS
hardware changes, the expansion is the primary function of the GPF The third product to consider lubricants is a significant challenge.
of current technologies and the to filter out these carbonaceous during GPF operation is ash. The Engine component protection and
introduction of new hardware are products of incomplete combustion. effect of ash on diesel particulate durability have to be maintained
among the options that are currently However, over time, soot builds up filters, often formed as a result of throughout the life of the oil drain.
being explored. in the filter, which can eventually lubricant combustion, is very well However, using more traditional,
Diesel particulate filters (DPFs) are result in increased backpressure. understood. In 2004, an entire well-established components is
now commonplace in markets such The soot is usually removed via category of engine lubricants was restricted, given the components’
as Europe, where diesel-powered a process known as regeneration, introduced by ACEA, specified propensity to form ash and other
passenger cars constitute a notable burning it off in the presence of for use in vehicles with exhaust compounds harmful to exhaust
percentage of the vehicles on the oxygen at temperatures in excess of aftertreatment devices, including aftertreatment devices. This forces
road. DPFs have been shown to be
effective in reducing particulates,
exhibiting over 90% efficiency in
some vehicles.
With gasoline engines, which are
by far the most common powertrain
in dominant markets such as China
and North America, the global drive
to lower emissions is increasing
demand for gasoline direct injection
(GDi) technology. When coupled
with a turbocharger (TGDi), this can
increase power, notably improve
efficiency, and thereby reduce the
level of greenhouse gas emissions.
One of the challenges for GDi
and TGDi engines is the increase
in fine exhaust particles (PM2.5).
The World Health Organization has
stated that there is a strengthened
link between cardiovascular and
respiratory ill health and PM2.5.
The response from legislators
worldwide has been a tightening of
tailpipe emissions limits, with a real
focus on both particulate matter
The tightening of legislative regulations worldwide suggests that the use of gasoline particulate filters is likely to continue to increase
(PM) and particulate number (PN)
4 5
stator package (Figure 7) that offers
outstanding levels of torque density.
Months of engineering effort and
prototyping went into achieving a
balanced magnetic structure to fit
inside the smallest possible volume.
Sonceboz developed the first
non-smart electronic controller
to drive a BLDC (brushless DC)
system with a simple PWM (pulse
width modulation) signal. This allows
customers and OEMs to benefit from
the robustness of a BLDC actuator
solution with an existing ECU
H-bridge and control-loop strategy.
6
7 Recognizing the need for highly
linear positional feedback, engineers
additionally used newly developed,
patented, sinusoidal magnetization
on the position sensor. This state-
of-the-art innovation can provide
customers with much better linearity
and improved positional accuracy.
Finally, to keep up with more
demanding customer applications,
Sonceboz refined the electronics
of the motor to handle a wide range
of ambient temperatures. The 8481
actuator is validated for ambient
temperatures ranging from -40°C to
160°C (-40°F to 320°F) – meaning
the primary turbocharger is placed Sonceboz addressed and has 4. An engine map showing torque and temperatures of 170°C (338°F) or
directly on the exhaust manifold overcome many of the challenges speed of the engine. In operating sector higher at component level.
very close to the exhaust valve, that are posed by modern complex 1 the turbine bypass valve is closed, in This level of performance required
sector 2 the valve is controlled, and in
facing extremely high temperatures, turbocharger systems. The company not only the right components, but
sectors 3 and 4 the bypass valve is open
including gas temperatures greater has also developed and produced more than 1,000 hours of testing at
than 800°C (1,470°F) in diesel an e-VTG actuator for passenger 5. The 8481 linear turbo actuator from 150°C (AEC Q100/Grade 0) with a
engines (Figure 3). The actuator cars, with a dynamic direct-drive Sonceboz was designed to meet high comprehensive understanding of real
temperature levels and force demands
must withstand the heat radiated system driven with an H-bridge, as component limits. Additionally, the
from the manifold itself, the warm well as a high-torque e-WG actuator 6. The force from the actuator versus tech company’s engineers precisely
air surrounding the engine, and the for commercial vehicles, with smart pulse width modulation positioned the components to try
self-heating of the electric power of electronics, a CAN interface and and limit any potential mechanical
7. A patented BLDC design has been
the actuator. long operational life. developed by the team at Sonceboz and electrical stress.
This so-called bypass function But none of these solutions were The 8481 linear actuator has been
is very demanding for the driving able to fit into the space between developed to enable suppliers to
mechanism, as demonstrated in both turbos and meet the portfolio achieve better packaging and OEMs
sector 2 of Figure 4. Cycling gas of new requirements. Therefore, achieve better integration, and vastly
pressures result in high forces on Sonceboz developed a brand new improve the controllability of the
the poppet or flap valve, requiring 8481 linear actuator (Figure 5) – entire turbocharger system’s various
high actuator forces throughout the a notably reliable device that offers working points. Additionally, thanks
range of engine speed and torque. improved capabilities for both the to advanced two-stage turbocharger
High forces and frequent cycling of system supplier and the OEM. systems, end-customers can see
the actuator to achieve a controlled This new 8481 linear actuator better response in acceleration as
bypass function have resulted in an solution was specifically developed well as significantly reduced CO2
actuator design that provides very to meet the significantly high force exhaust emissions.
high dynamic force as well as high and temperature demands of two-
stiffness in any position. Swiss stage turbos at a wide range of FREE READER INQUIRY SERVICE
mechatronics company Sonceboz actuator stroke positions (Figure 6). To learn more about Sonceboz, visit:
www.ukimediaevents.com/info/etm
has developed an actuator solution With the 8481, Sonceboz has INQUIRY NO. 504
for this purpose. developed a compact BLDC rotor/
Topics in 2019:
+ OEM solutions for the electrified powertrain Dritev Interactive
DritevLab
+ Different approaches of how to increase power density Round Tables
Speakers Corner
Design Thinking Workshop
+ Innovative 4-wheel-drive systems
Dritev Summer Night
Car Presentation
+ New ways to achieve NVH reduction
INDEX TO ADS
ATI France SAS .............................................................................21 IAG- Industrie................................................................................35
Automotive Testing Expo 2019, Novi, Michigan ......................26 PCB Piezotronics Inc ..................................................................... 8
AVL List .............................................................. Inside Front Cover Professional MotorSport World Expo 2019 .............................. 47
Sonceboz ......................................................................................25
Engine Technology International
Online Reader Inquiry Service .................................................... 41 The Future of Transportation World Conference 2019 .... 53, 54
Deutschland GmbH ........................................ Outside Back Cover VDI Wissensforum GmbH ....................................................35, 65
Hanon Systems USA LLC ................................ Inside Back Cover www.enginetechnologyinternational.com......................... 32, 67
PRODUCTS & SERVICES
Metal-to-metal sealing
With over three billion parts installed and failure rates of less than one part per million,
expansion-style sealing solutions provide reliable sealing in engine applications
In advanced manufacturing
environments precision is
often critical, but flexibility can be
just as important. This is increasingly
the case in the sealing of fluid ports.
Expansion-style plugs are replacing
traditional sealing methods – such
as cup, pin and ball plugs – in many
production environments.
“With more than three billion
parts installed and failure rates at
less than one part per million, we Above: Cup-style plugs rely on sealant,
which can often break down or cause
know that our reliability and flexible contamination, eventually leading to
tolerance allowances can provide failure. Koenig Expander plugs have
enormous value in today’s high- been developed to ensure a secure
speed production environments,” metal-to-metal seal without sealant
notes Tom Ryan, head of product
management at SFC Koenig. “Our
customers don’t have to implement
as many process controls, and the
cumulative effect of our parts is Above: Push plugs support tolerances
of ±0.1mm and pull-style plugs support
greater reliability, reduced costs
tolerances of ±0.12mm, which can
and lower risk.” increase flexibility and savings for OEMs
Larger tolerance allowances are
greatly valuable in part installation. Right: Koenig Expander plugs have
been designed to support the same
Misalignment is a common problem tolerances across the range, which is
for many common seal types, which maintained on parts as small as 3mm most pin plugs, which
can either lead to system failure or require the assembly of two
the need to remove and completely pieces in their installation, Koenig
reinstall incorrectly seated plugs. Expander plugs are faster, more
Even slightly miscalibrated cup seal reliable and less prone to the errors
or ball plug installation can result in diameter, so a ±0.1mm or ±0.12mm smoother finishes can negatively associated with plug assembly.
labor-intensive fixes. These errors tolerance flexibility is supported impact pressure limits in harder Even in modern, CNC-controlled
also increase scrap rates, further across the entire expansion plug materials. Koenig Expander seals manufacturing environments,
adding to costs. range, even on sealing components require zero additional reaming, advanced operations benefit from
Ball plugs require tight tolerances as small as 3mm. The company’s further increasing total value. liberal bore tolerances and product
by design, as only a small area – the advanced manufacturing processes Some sealing plugs use chemical flexibility. While every production
outer diameter – of the component precisely control production, reliably sealants to increase their tolerance step requires high control levels –
makes contact with the bore wall. maintaining tolerance allowances allowance. However, this method from forming the raw material, to
A smaller contact area means a far across large run volumes. This poses significant risks, including precision machinery, to the speed
smaller sealing surface, and thus flexible tolerance can prove to be contamination, and even eventual at which the line can run – by using
increases the difficultly of properly extremely valuable when sealing breakdown of the seal barrier over a sealing solution that offers flexible
mating the ball and the base. As small fluid ports. time when exposed to heat and tolerances, engine manufacturers
the risk of seal failure increases, it Many seals – such as cup, ball, vibration. Koenig Expander plugs are able to both reduce costs and
directly correlates to an increase in pin and other expansion-style plugs create a secure, metal-to-metal improve results.
the risk of system damage, safety – will require additional machining seal, with no sealants or additives.
concern and warranty costs. processes, such as reaming, to Additionally, one-piece seals – FREE READER INQUIRY SERVICE
Notably, in the case of the Koenig properly prepare the hole. This such as the Koenig Expander – are To learn more about SFC Koenig, visit:
Expander, tolerance allowances are additionally requirement adds to able to provide added value beyond www.ukimediaevents.com/info/etm
INQUIRY NO. 506
not related to the size of the plug process and labor costs. In addition, seating and sealing. Compared with
www.enginetechnologyinternational.com
PRODUCTS & SERVICES
Performance bearings
Development of a new generation of automotive bearing solutions is helping
automotive OEMs reduce friction and therefore improve engine efficiency
Hybrid carbide
For a few months now, it Within 3D-printing, it has long
has been possible to develop been a wish to produce alloys
completely new components in with high carbide content, and
cemented carbide. It was Swedish now VBN Components has proven
company VBN Components that that it is a leading company in
released the patented, 3D printed this technology. The company’s
material named Vibenite 480. Vibenite 480 has a carbide content
The material, which has been of approximately 65%, making it
developed for industrial tools and tougher than regular cemented
components, can be formed in a carbide and therefore suitable
shape of the customer’s choice for more complex components.
without sintering and cutting This 3D-printed material enables
and with minimal material waste. easier component production and
The new material combines the therefore easier testing, as well as
toughness of powder metallurgy allowing for upgrades to existing
high-speed steels with the heat parts with new geometries or better
resistance of cemented carbides, properties. And thanks to minimal
which is why it has been named environmental impact during the
hybrid carbide. Vibenite 480 is production process, Vibenite alloys
based on metal powder produced can offer greater sustainability and
through large-scale industrial enable companies to comply with
gas atomization. new demands.
This minimizes both cost and Process control
environmental impact. Long-term FREE READER INQUIRY SERVICE
heat resistance is 750°C and the To learn more about Equator gauging systems, developed by Renishaw, have an
alloy is corrosion-resistant, as well VBN Components, visit: extensive presence in the European, American and Asian automotive
as extremely wear-resistant. www.ukimediaevents.com/info/etm markets. Significant investment in research and an increase
INQUIRY NO. 509 in production of EVs has led to a new generation of inspection
challenges. To meet this challenge, Equator systems can gauge a
wide range of EV and hybrid engine and transmission components.
This is backed up by a network of experienced applications engineers
and served by software and hardware options tailored to the needs
of each type of process.
EV motors, generators, transmission gears and casings are all
examples of parts where production lines and cells now rely on
the process control capabilities delivered by the Equator gauging
system at the point of manufacture. Motor stators, for example, need
the high-speed scanning ability of the SP25 measurement probe
used by Equator systems, coupled with the powerful capability of
Renishaw’s Modus programing software. The technology is ideal for
assessing the demanding size, position and geometric tolerances on
the ID and concentricity of an assembled EV stator, something that
is critical to the efficiency of the motor.
The range of Equator gauging systems is not just a set of proven
inspection machines, it now includes software options that have
been developed with help from a large number of end users across
many industries. Intelligent process control (IPC) software, an
optional feature available on all Equator systems, is now compatible
with a wider range of machining centers and turning centers than
ever before. IPC allows for constant monitoring and automatic
adjustment of a machining operation, keeping part dimensions close
to nominal and well within process control limits. The correction of
process drift improves part quality and manufacturing capability,
thereby reducing scrap.
Direct line
In 1989 Audi presented
the 100 TDI – the first
five-cylinder turbo diesel
with direct injection
for a production car,
producing 121ps
and 265Nm torque
Thirty years on from Audi’s very first turbocharged direct-injection diesel engine,
the German OEM remains committed to the much-maligned fuel type
WORDS: SAM PETTERS
There was a time when diesel direct- also tested. In the end, Audi chose the more Audi TDI-powered vehicles have claimed top
injection was at the forefront of engine traditional IC five-cylinder with a distributor- spot at the legendary race eight times.
technology. Hailed for previously unseen fuel type injection pump that sprayed the fuel into Despite the suffering reputation of diesel
economy, diesel had a bright future both in the combustion chambers. in more recent years, the brand has always
passenger cars and on the track. Fast forward Headed by the then member of the board maintained its commitment to TDI. Unveiled
to 2019, and there are significantly fewer of management for technical development, in 2014, the Audi RS 5 TDI concept marked
OEMs looking to be at the vanguard of Dr Ferdinand Piëch, the team had produced the first time that a diesel engine had powered
technical development for the fuel type. one of Audi’s most important innovations. a high-performance RS model. Developed to
Audi is one of those few remaining auto But it was Richard van Basshuysen who showcase the possibilities of TDI technology
makers. Yet, remarkably, it is now 30 years first identified the technology’s potential in in the future, the combination of a V6 TDI
since the famous TDI badge made its debut 1973, when the then head of development twin-turbo with an additional e-turbocharger
for the Ingolstadt brand. It was in autumn for premium class vehicles and engine and meant the concept was able to develop
1989, at the Frankfurt International Motor transmission development at Audi encouraged 390ps and up to 750Nm of torque.
Show, that Audi presented the 100, which was R&D of electronically controlled diesel Today, that commitment to TDI remains
fitted with a direct-injection-equipped 2.5-liter engines featuring TDI. unwavering. As recently announced, the
five-cylinder engine. And at the time of the Audi 100’s release, latest Audi performance models – the S5,
Following over 13 years of development the 2.5-liter five-cylinder set new standards S6 and S7 – will all have a 3-liter V6 diesel
work, the Audi technicians had succeeded in for efficiency at 5.7 l/100km, while generating TDI engine at their heart. Paired to 48V mild
applying diesel direct injection – previously 121ps and 265Nm peak torque to push the hybrid electrical system with an electric
only seen among trucks – to a passenger sedan to a top speed of 200km/h (125mph). compressor, the six-cylinder powertrain
diesel engine. Used in combination with an The success of the 100 meant that it wasn’t – now the most powerful diesel drive system
exhaust turbocharger, the German OEM had long before TDI engines spread throughout in use at Audi – shares certain similarities
achieved an extremely low-loss combustion the Audi line-up. But it isn’t just on the road with the RS TDI concept that was built just
process, meaning significant improvements where the technology made an impact. The five years earlier.
in fuel consumption. TDI diesel engine also gave the Ingolstadt- Dieselgate has, perhaps unfairly, left the
While the outcome was groundbreaking based auto maker success on track. diesel engine in freefall, and as sales decline
levels of efficiency, the path to get there In 2006, the Audi R10 V12 twin-turbo TDI and more and more auto makers turn their
wasn’t easy. During the development process became the first-ever diesel-powered car to attention to alternative fuel types, the future
a number of possibilities for the format of the compete at the Le Mans 24 Hours, and won of diesel is in the balance and it will be left
engine were looked at, including two-stroke the endurance race three times before it was to the likes of Audi and its 30 years of TDI
and rotary. A variety of injection types were replaced by the R15 TDI in 2009. In total, experience to tip the scales.
2017
and
2018
SUPPLIER
of the
YEAR
HanonSystems.com
info@HanonSystems.com
We are writing
a new chapter.
Joining forces to develop new technologies
for cleaner power around the globe.
tenneco.com