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The Engine: Understanding in Its Entirety: Schaeffler Symposium

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The Engine: Understanding in Its Entirety: Schaeffler Symposium 14 Combusti on engine 14 Combusti on engine Combusti on engine 14 The engine Understanding it in its enti rety 14 Kurt Kirsten 204 Schaeffl er SYMPOSIUM 2010 Schaeffl er SYMPOSIUM 2010 205 14 Combusti on engine Combusti on engine 14 The sum of all these requirements and challeng- Efficiency chain of modern gasoline engines Introducti on es requires a holistic approach so that added value can be achieved with new technologies Thermodynamic Camsha phasing In the past, the development of automobiles and compared with current volume production prod- improvements unit 35.3 % exhaust gas heat their drive systems was influenced and pushed ucts. The development of added value can affect Valve trains forward by the application of the latest technol- customers, society, legislators or producers. – - Parally-variable ogies in many cases. This meant it was possible Mastering or controlling this complexity is the - Fully-variable 78 % engine for market participants to strengthen their posi- actual challenge of the present time. – losses tion or the position of their product brands 30.0 % heat loss by direct differentiation in a generally growing 100 % energy market. used The current market scenario is infl uenced by: Core issues for 4.2 % pumping losses Mechanical Product life cycles which are conti nuously being 8.5 % engine fricon – Fricon current drive improvements – Damping shortened 4.1 % accessories + mech. losses –NVH Increased segmentati on system development 22 % effecve 4.0 % rolling resistance power High cost pressure 6.9 % air resistance The core issues for passenger car drive system de- 7.0 % acc. resistance Demanding customers expectati ons velopment are the confl icti ng aims of reducing NEDC related fuel consumpti on (CO emissions) on the one High social expectati ons 2 Reference: Prof. Leohold, U. Kassel hand and limiti ng pollutant emissions on the oth- Figure 2 Gasoline engine effi ciency chain in the NEDC er hand (Figure 1). The situati on is also characterized by: Boundary conditi ons such as costs, brand image, Increased legal requirements driving pleasure, comfort, noise and reliability reference. The starti ng points for making improve- 14 A growing percepti on about the limitati ons of must also be taken into account. ments are in the area of variability in the camshaft Thermodynamic resources drive. These are: Gasoline and diesel engines are positi oned com- improvements Signifi cant overcapacity of producti on pletely diff erent with regard to the confl icti ng Camshaft phasing units aims of fuel consumpti on and emissions. Diff erent regional and market-segment-specifi c Parti ally-variable valve train systems The signifi cantly greater potenti al for improve- requirements The gasoline engine is positioned very much in ment is due to the reducti on in the thermodynam- Fully-variable valve train systems the low-emission cat- ic losses. The thermodynamic improvements are egory due to its very targeted at enabling thrott le-free load operati on. Due to the variability in the valve train, the ther- efficient aftertreat- Instead of controlling the intake normally by means Emissions target modynamic process is infl uenced in the area of the ment of exhaust gas- of a thrott le valve, control of trapped fresh air is low-pressure process so that there is a positi ve ef- es. The diesel engine, transferred to the valves. The required pumping fect on the pumping losses and the combusti on on the other hand, is losses are reduced due to the increase in the intake process is opti mized in the area of the high-pres- positioned very much manifold pressure. The required control of trapped sure process. These interventi ons also have a di- Gasoline in the low consump- fresh air is primarily undertaken by varying the rect infl uence on the formati on of emissions in the on tion category due to opening ti me of the intake valve or by the design of internal combusti on engine and are, therefore, its favorable, thermo- the valve lift curve in the form of the cam contour. parts with direct relevance for engine out emis- dynamic efficiency sions. At the same ti me, the charge moti on can be direct- Transmission and advantageous low consump ly infl uenced by the use of variable valve control l technology end torque character- ue The mechanical improvements refer to the mini- systems in the combusti on chamber. The forced in- F Hybridizaon istics. The proceed- Diesel CO target mization of friction losses and the reduction of fl ow moti on resulti ng from the moti on of the pis- 2 ings of this article re- parasitic losses of the accessory drives. The or- ton is converted into a swirl or tumble moti on due fer mainly to the Target der of the mechanical losses is around 10 % to to the design of the intake ports. If the valves open gasoline engine. range 12 % of the fuel energy used. I.e. detailed opti- at diff erent ti mes, the in-cylinder fl ow can also be Figure 2 shows a loss mization with an improvement of 10 % to 20 % strongly infl uenced. In conjuncti on with the posi- Emissions distributi on analysis re- with regard to mechanical losses generates a to- ti on of the spark plug and the general layout of the (HC, NOx, parculates) lati ng to the NEDC us- tal contribution of around 1 % to 2 % in the driv- combusti on chamber, this opens up opportuniti es Figure 1 Fuel consumpti on/emissions ing a gasoline engine as ing cycle. for a wide range of opti mizati on measures. 206 Schaeffl er SYMPOSIUM 2010 Schaeffl er SYMPOSIUM 2010 207 14 Combusti on engine Combusti on engine 14 The percentage of residual exhaust gases which re- A Longer intake and exhaust valve lift events with Phasing Duraon of valve event Li main in the cylinder can be directly infl uenced by greater valve overlap are desirable in the full the design of the valve overlap or the phasing of load range at nominal speed, in order to en- the valve opening. The temperature of the charge sure that the engine can “breath freely” (later mass at the start of the compression stroke can be closure of the intake valve). infl uenced by adding hot residual exhaust gas di- B The intake and exhaust valve opening ti mes rectly to the fresh mixture. This also enables the should be shortened to opti mize the volumet- temperature at the end of the compression stroke ric effi ciency in the low-speed and high-load to be infl uenced indirectly. This variability opens range. The valve overlap must also be reduced up a new alternati ve method of carrying out opti - compared to the overlap at the nominal speed. mizati on for modern autoigniti on combusti on sys- tems. C The pumping losses should be reduced in the Figure 4 Division of variability in the valve train center area of the engine map by early closing The possibiliti es for infl uencing the thermodynam- of the intake valve. ic process can be described as follows: Division of variability in the of dethrott ling on the engine operati ng behavior. It D Exerti ng an additi onal infl uence on the in-cylin- can be seen that the infl uence of dethrott ling by Low-thrott le operati on under part load (charge der fl ow and maintaining the temperature of valve train means of diff erent measures cycle) the charge compositi on are required in the The following are used to characterize variability in Intake phase adjustment only Control of trapped fresh air (load control) low-load range in order to positi vely aff ect the the valve train (Figure 4): combusti on process. Cylinder deacti vati on can Intake and exhaust phase adjustment Incylinder charge moti on unlock further potenti al. Phasing of the valve event Double phase adjustment & variable valve lift Percentage of residual exhaust gases in the E For starti ng the engine, separate measures for Durati on of the valve event combusti on chamber is parti cularly pronounced in the lower area of the ensuring the highest and most eff ecti ve com- Maximum lift of the valve event data map and can amount to a fuel consumpti on Temperature at the start of the compression stroke pression rati o are also required for improved saving of up to 12 % at a stati onary operati ng point. starti ng behavior. A limited charge throughput In Figure 5, variability is divided with regard to 14 There are diff erent requirements for opti mizing en- by means of reduced valve lift or closed valves phase and valve lift and according to the character- The potenti al for improving fuel consumpti on in gine characteristi cs (Figure 3) depending on the has proved reliable for enabling easier restart- isti cs of discrete or conti nuous adjustment. The the driving cycle is between 4 % and 6 % compared load and speed: ing with stop-start functi onaliti es. level of variability increases from left to right in the with an engine with a standard valve train, de- diagram accordingly. pending on the variability selected. A Figure 6 shows a stati onary data map with four op- The control concept and the dynamic response erati ng points as an example to show the infl uence behavior are particularly important for the B transient operating behavior of the sys- Valve train tems. Reliable recog- Max. power nition of the current Max. torque • Full li Phase adjustment Valve li operation mode in in- • Maximum volumetric efficiency • Late closure dividual cylinders is • Early closure (short valve event) (long valve event) of particular impor- C • Greater overlap Connuous Discrete Connuous tance for controlling • Hydraulic • Two-step • Electromechanical • • Electric the air, fuel and igni- Torque Switchable tappet • Pivot element • Mechanical tion paths.
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