Performance

CUSTOMER MAGAZINE

COMPONENTS AND SYSTEMS FOR THE ENGINE AND ITS PERIPHERY

stRonG And LIGHt:

NEW PISTONS
FoR ModeRn CoMBustIon enGInes

2013

C on te n ts

NEWS BRIEFS
MAHLe + Behr = Mehr (More)

ENGINE SYSTEMS AND COMPONENTS

strong and light: new pistons for modern combustion engines

10

ENGINE SYSTEMS AND COMPONENTS

Light and cooled: valve technology for optimized thermal management

12

ENGINE SYSTEMS AND COMPONENTS

Versatile and resistant: oil control ring for high-performance,
friction-optimized engines

14

FILTRATION AND ENGINE PERIPHERALS

High-eficiency water separation system: active fuel preilter module
for diesel engines used around the world

16

FILTRATION AND ENGINE PERIPHERALS

Higher torque, lower consumption: air intake module with integrated
cascaded charge air cooling

18

FILTRATION AND ENGINE PERIPHERALS

Replacement for petroleum: bio-based raw materials for air duct components

20

FILTRATION AND ENGINE PERIPHERALS

simple construction, signiicant effect: controlled mechanical
coolant pump for shorter engine warm-up phases

22

FILTRATION AND ENGINE PERIPHERALS

synthetic and stable: spin-on oil ilter for modern downsizing engines

24

FILTRATION AND ENGINE PERIPHERALS

With and without activated carbon: new ilter media for cabin air ilters

IMPRINT
Published by
MAHLe International GmbH
Pragstrasse 26 46
70376 stuttgart/Germany
www.mahle.com

26

MAHLE POWERTRAIN
For more effective component design: new measurement methods
of valve temperatures

Responsible for contents

Arnd Franz
Contact
sales@mahle.com
Phone +49 711 501-14612
Fax
+49 711 501- 4414612
Photography/picture credits
MAHLe GmbH, stuttgart/Germany
Design & production
freelance project GmbH,
stuttgart/Germany
Reprint, even partially, only
in accordance with and after
authorization by the publisher.
MAHLe GmbH, 2013

MAHLE Performance 2013

MAHLE Performancealso as continuously updated version online:

www.performance.mahle.com

e dI to R I AL

Ladies and Gentlemen,

thermal management in the cylinder head

with evotherm and toptherm valves.

the widespread use of direct injection

and turbocharging, as well as the product

Further substantial challenges await in

technologies inluenced thereby, in gasoline

thermal and liquid management. MAHLe is

engines in europe is now seeing ever greater

pursuing a comprehensive strategy of incor-

acceptance also in other world regions. the

porating various relevant aspects relating to

trend toward engine downsizing is continu-

feeding, cooling, and iltration of the operat-

ing. As a key supplier, MAHLe plays a lead-

ing media in modern gasoline and diesel

ing role in the development of new materials,

engines. the application of the patented

innovative product designs, and excellent

MAHLe pump technology has recently been

manufacturing processes as a partner to our

expanded to controlled mechanical coolant

customers in the engine and automotive in-

pumps, once again with the ultimate goal of

dustryboth today and in the future. In the

increasing eficiency and reducing consump-

crank mechanism, valve train, air supply, and

tion. the increasing global use of passenger

in oil and coolant management, MAHLe

car diesel engines, even in countries with

components ensure advancement in terms

irregular fuel quality and high water content,

of consumption, emissions, reliability, perfor-

is being addressed by MAHLe with a new

Arnd Franz

mance, and durability of modern assemblies.

fuel preilter module that sets new standards

Member of the Management Board,

Automotive Sales and Application Engineering,
Business Unit Aftermarket

More and more customers are counting

in fuel iltration with active high-eficiency

on MAHLes overall technical expertise for

water separation.

modules or systems, including its support in

the development and testing of complete

the growing signiicance of thermal manage-

engines.

ment in modern engine technology is expressly taken into account through the

In this edition of MAHLe Performance, we

completion of the majority acquisition of

would like to present the most important

Behr. together, MAHLe and Behr will be a

innovations and achievements from our de-

leading technology partner to all of our cus-

velopment work in seven R&d centers

tomers thermomechanical tasks in diverse

around the world. MAHLe pistons together

combustion engine applications, including

with complementary MAHLe piston rings will

hybrid forms. Joint projects that have already

make a signiicant contribution to achieving

advanced to series production, such as indi-

higher power density and thermomechanical

rect integrated charge air coolers, document

loading while simultaneously optimizing

the vast potential of this technologically as

weight and reducing Co2, such as is the

well as commercially fascinating alliance that

case with the eVoLIte pistons presented in

serves to beneit our customers in all auto-

this edition. For diesel engines, steel piston

motive markets around the world.

concepts are gaining in signiicance. MAHLe

offers various concepts for passenger car

We look forward to continuing our close

diesel steel pistons, such as MonotHeRM,

collaboration with you.

topWeld, and MonoGuide, which generate

considerable reductions in consumption for
engines with not only gray cast iron but also
aluminum blocks. this is achieved by opti-

Arnd Franz

mizing friction and, in particular, thermodynamic advantages. Valves have represented

another focus of development in order to accommodate the higher exhaust gas temperatures and to make an active contribution to

MAHLE Performance 2013 3

MAHLE + BEHR

= MEHR (MORE)
MAHLE has taken over a majority share

the motto for this integration is MAHLe +

over 100 production plants and seven re-

in Behr. Behr is becoming part of the

Behr = Mehr (More)which is not just an

search and development centers worldwide.

MAHLE Grouptwo globally renowned

empty slogan. the equation yields more at

In 2012, Behr had sales of about euR 3.6

automotive suppliers with rich tradi-

the bottom line than the sum of its parts.

billion, while MAHLe recorded around euR

tions will pursue a common goal in the

nevertheless, for orientation purposes we will

6.2 billion.

future. The companies fit together per-

start with a simple addition of the igures.

the Group will thus have approximately

fectly: they are each worldwide leaders

in their respective fields and can look

Number four in the industry

65,000 employees going forward and gener-

back on a company history rich in tradi-

in Germany

ate sales of about euR 10 billion at around

tion. Above all, however, their product

Around 17,300 employees work at Behr in

140 locations. this will elevate MAHLe to

portfolios complement each other very

a global network of 38 production locations

number four in the industry in Germany.

wellparticularly in the promising area

and research and development centers.

of energy-efficient mobility.

MAHLe employs almost 48,000 people at

MAHLE Performance 2013

n eWs B R I e Fs

BUSINESS UNITS

Engine

Filtration

Thermal

Systems and

and Engine

Management

Components

Peripherals

PROFIT CENTERS

Aftermarket

Small Engine

Industry

Components
Motorsports
and Special Engines

Engineering Services

Sintered Components

Mechatronics
The MAHLE Group structure with the new business unit Thermal Management

Innovation leader

As a result, MAHLe and Behr provide pas-

with MAHLe products on one invoice and in

Behr has specialized in vehicle air conditioning

senger car and commercial vehicle custom-

one delivery. Furthermore, MAHLe can de-

and engine cooling and is among the global

ers around the globe with technologies and

velop an expanded range of products for

oeM leaders for passenger cars and com-

products that offer signiicant potential with

workshop equipment.

mercial vehicles. In the last years, engine cool-

respect to Co2 and energy eficiency, and that

ing has been further developed to become a

contribute to safe, comfortable, and ecologi-

Personnel development and recruiting

dynamic thermal management system, which

cally sustainable mobility. their bundled ex-

since 2012, further training and personnel

regulates the heat lows in the vehicle as re-

pertise also opens up new perspectives for

development activities for executives and

quiredan important contribution to ensure

research and development. Best example:

talented recruits of MAHLe and Behr have

compliance with the stringent emissions and

the continued success story of integrated in-

already been interlinked. With the MAHLe

consumption legislations. A similar trend is

direct charge air cooling (see Page 16).

talent Management system, the Group avails

of an instrument that makes it possible to

seen in air conditioning, with which nearly all

bundle all relevant information worldwide.

vehicles are equipped nowadays. new areas

Aftermarket

of application result from air conditioning in the

not only can MAHLe and Behr mutually

powertrain, such as cooling sensitive lithium-

beneit when it comes to oe customers, but

the promotion of young talent has always

ion batteries. All of these Behr activities will

they can also do so in the independent spare

been an important topic at both companies,

be integrated into the MAHLe Group as part

parts business. With its thermostats, for

as evidenced particularly well by Formula

of the thermal Management business unit.

example, Behr thermot-tronik (Btt) has

student. For a long time, Behr and MAHLe

products in its portfolio that are in demand

have supported the competition for up-and-

With its business units engine systems and

around the world. MAHLe possesses vast

coming engineers with fuel in their blood.

Components as well as Filtration and engine

experience and a strong sales network. From

now they are pursuing common goals in

Peripherals, the MAHLe Group ranks among

now on, Btt will therefore concentrate on

sponsoring and present themselves as an

the top three systems suppliers worldwide.

development and production. Logistics and

even more attractive partner for teams.

the complete range of MAHLes industrial

packaging were transferred to the MAHLe

activities are combined in the Industry busi-

Aftermarket logistics center in schorndorf/

ness unit. the Aftermarket business unit

Germany. the key advantage for the cus-

serves the independent spare parts market.

tomers: the thermostats can now be collated

MAHLE Performance 2013 5

stRonG And LIGHt:

NEW PISTONS
FoR ModeRn CoMBustIon enGInes

The thermal and mechanical loads on

pistons in modern gasoline and diesel
engines have seen a massive increase,
primarily due to higher levels of specific
power output. Furthermore, the pistons
are intended to increase engine efficiency, for example through reduced weight
and friction. MAHLE has thus developed
pistons for both types of combustion
that increase load capacity and contribute to reduced fuel consumption.

MAHLE Performance 2013

e n GIn e s yste Ms An d C oMP on e n ts

EVOTEC SC gasoline engine piston

16
= Current
maximum value
for downsizing
high-performance
engines in
A 45 AMG/
CLA45 AMG

Ignition pressure [Mpa]

14

12

the eVoteC 2 piston, with its weightoptimized design, is currently a very good
basis for prevailing power densities of around
100kW/L. In comparison with the eVoteC 2
piston, the eVoteC sC piston has an additional cooling channel, which is created by

10

inserting a salt core during casting. the integrated cooling channel causes temperatures

at the piston crown and in the region of the

irst ring land to drop by up to 25 K (Figure 2).

the load capacity at these locations is signiicantly increased, which makes power densi-

4
20

40

60

80

100

120

140

Passenger car
road applications

Specific output [kW/L]

ties of considerably more than 100 kW/L

possible. In addition, such pistons reach operating temperatures more quickly, which has

Fig. 1: Peak cylinder pressure and specific output are primary factors that influence part loads (example:
turbocharged gasoline engines)

a favorable effect on exhaust gas emissions.

New EVOLITE gasoline engine piston

the mechanical and thermal loads that act

(Figure 1). the higher heat input in line with

In addition to expecting the pistons to with-

on a piston are largely determined by the

the increase in power density causes the

stand extremely high stresses, manufactur-

combustion process. Apart from inertia

piston temperature to rise.

ers require that the oscillating masses of the

forces in high-speed concepts, the mechani-

piston be lowered. these are very signiicant

cal load is dominated by peak cylinder pres-

As turbocharging becomes more wide-

for the transient responsiveness of the en-

sures. the speciic engine output can be

spread, it can be expected that speciic out-

gine as speeds increase. they are also criti-

thought of as a representative physical di-

put will continue to increase and that the ield

cal if an acceptable engine vibration behavior

mension for the thermal load in similar com-

of application for new developments in com-

must be achieved through mass balancing.

bustion processes. the current levels of

ing years will include power densities of up to

this presents the challenge of handling high

power density can be above 100 kW/L, and

130 kW/L, in even more applications.

external loads with minimal piston weight. It

peak cylinder pressures can reach 12 MPa

must also be ensured that design changes to

EVOTEC 2 (with spray jet cooling)

276 C

EVOTEC SC

251C

Fig. 2: The cooling channel brings about significant temperature reductions and thus greater component strength

MAHLE Performance 2013 7

e nGI ne syste M s An d C oMPon e n ts

the piston do not compromise its behavior in

life time in that area by nearly eight times in

terms of frictional loss or noise, but instead

comparison with the eVoteC 2, while the

improve them if possible.

weight has been reduced by 5 percent

(Figure 3). the eVoLIte piston design

With the development of eVoLIte , the lat-

offers potential in every respect to provide

est generation of gasoline engine pistons,

a low-weight solution, particularly for four-

MAHLe demonstrates that the limits of light-

cylinder engines where the oscillating masses

weight design can still be extended. the new

are very signiicant to noise emissions due to

piston design for modern, highly loaded

vibration.

gasoline engines that are optimized for frictional loss represents the next step in the

Both test bench and engine test results have

ongoing development of the eVoteC 2

proven that friction, crucial to low Co2 emis-

design, which has been tried and tested in

sions, is further reduced in comparison with the

series production. the goal of development

eVoteC 2. A Co2 advantage of 0.46 g/km

was to update the eVoteC principle and to

was thus determined for the eVoLIte pis-

use ultramodern simulation tools to uncover

ton in the nedC. the process development

additional potential for mass savings and in-

of this piston is currently being completed.

corporate them in a manufacturable product.

A numerical 3d topology optimization of the

MAHLE steel pistons for diesel engines

eVoteC 2 piston concept was performed

In diesel engines, steel pistons provide sig-

in order to develop the eVoLIte . due to the

niicant potential for reducing Co2 emissions

advanced state of technology in piston con-

in comparison with the aluminum pistons

struction, additional improvements to the

that have been typical up to now. MAHLe

design are often possible only by means of

has therefore developed steel pistons for

such numerical structural optimizations.

passenger car diesel engines to readiness

for series production. the fundamental design

An improvement in the connection between

advantages in comparison with aluminum

the skirt and the box wall has increased the

pistons have already been discussed exten-

EVOTEC 2

EVOLITE

TS

ATS
sively. on the one hand, the beneits are
found mainly in the area of frictional loss. In
collaboration with a manufacturer, MAHLe
has again demonstrated this frictional loss
advantage in test bench analyses under both
partial load and full load. thermodynamic
conditions additionally result in advantages
in combustion that lead to a reduction in fuel
consumption and emission levels. the lower

Volume
TS/ATS

0.7 : 1

< 0.6 : 1

compression height of a steel piston can also

be utilized to increase the displacement or to

Fig. 3: Changes to the box wall design in the EVOLITE piston (TS: thrust side, ATS: antithrust side)

MAHLE Performance 2013

decrease the height of the engine.

MotoR s yste Me un d - K oMP on e n te n

the MonotHeRM piston from MAHLe,

the MonoGuide has a longer skirt, which

which has been tried and tested many times

remains decoupled from the piston crown in

over in commercial vehicle engine applica-

contrast to the topWeld (Figure 4). this

tions, combines these advantages. It will be

lexible design signiicantly improves the

used in a series production passenger car

nVH behavior of such a piston and therefore

diesel engine for the irst time in 2014.

seems to be well-suited for the use in alumi-

Fig. 4: MAHLE steel pistons for passenger car

diesel engines: MONOTHERM , TopWeld , and

MonoGuide (left to right)

num engine blocks as well.

As a further development of the single-piece
MonotHeRM piston, the new two-piece

Author: Dr. Stefan Spangenberg

MonoGuide piston closes the gap to the

topWeld steel piston introduced in 2012. In
comparison with the MonotHeRM piston,

MAHLE Performance 2013 9

LIGHt And CooLed:

VALVE TECHNOLOGY
FoR oPtIMIZed tHeRMAL MAnAGeMent

The development trends of recent years

speeds and loads to limit the maximum ex-

with sodium, so that it is shaken as the valve

toward higher specific engine output

haust gas temperature and prevent the com-

moves; the sodium breaks down and thereby

have led to the gas exchange valves be-

ponents from being thermally overloaded.

produces signiicantly greater heat dissipa-

ing subjected to increasing thermal

Currently, the knock limit additionally pres-

tion via the valve guide.

loads. The component temperatures at

ents a substantial obstacle to optimizing fuel

the exhaust valve are already above

consumption in gasoline downsizing en-

this technology can be used for both intake

800C in many cases, which is a chal-

gines. the knocking phenomenon is critical

and exhaust valves. the surfaces in the

lenge for typical high-strength valve

to the further development of Co2-optimized

combustion chamber are cooler as a result

materials. Combustion optimization by

gasoline engines.

(reduction of approx. 30 to 50 K), allowing

the knock limit to be shifted and thus en-

thermal management of the valves also

MAHLe has developed a new technology on

abling a more optimal selection of the iring

the basis of a conventional hollow valve with

point in the design of the gasoline engine

typical limitations in terms of operational reli-

cylindrical bore, whereby an extended hollow

cycle. the goal is to achieve a reduction in

ability of = 1 concepts are the maximum

cavity can be made in the valve head with

fuel consumption. the valve mass is likewise

temperature at the exhaust valve, the turbine

just one additional process: electrochemical

reduced by 3 to 6 percent compared with

inlet temperature, and/or the maximum per-

machining (Figure 1). this enlarged hollow

conventional hollow valves. Measurements

missible inlet temperature of the exhaust gas

space allows liquid sodium to dissipate the

substantiate the temperature reduction on

at the irst catalytic converter. In order to

heat during engine operation even better.

the exhaust side. An internal high-stress en-

protect the components, enrichment of the

the valve head is cooled by the shaker ef-

durance test to establish service life has also

mixture is often necessary at high engine

fect: the hollow space is not completely illed

been concluded positively. the evotherm

plays an increasing role.

10

MAHLE Performance 2013

e n GIn e s yste Ms An d CoMP on e n ts

ponent surfaces due to its construction as a

conventional solid and hollow valves, the

rigid, rotation-symmetrical surface structure

composite hollow valve demonstrated sig-

with a large sodium-illed cavity. Based on

niicant advantages in fuel consumption in

thermal simulations and temperature mea-

the full-load range while maintaining the

surements, there seems to be a potential to

maximum permissible intake temperatures at

reduce the disk temperature by signiicantly

the catalytic converter and turbocharger.

more than 100 K.

these are a result of the shifted knock limit,

with the resulting improvement in the center

In addition, this concept provides opportuni-

of combustion mass and leaner full-load

ties for the reduction of component protec-

mixture. Good potential is evident in the tran-

tion measures when used as an exhaust

sient range as well, because the shifted

valve, due to the more uniform component

knock limit allows a higher basic compres-

temperature distribution and its proven high

sion ratio and comparable performance tar-

thermal load capacity. While the maximum

gets can be achieved with lower boost pres-

permissible temperature of the exhaust valve

sure. A study of the industrial feasibility of

is typically a limiting factor, besides the in-

this challenging valve technology with regard

take temperature at both the catalytic con-

to production is nearly complete.

verter and the turbocharger, the MAHLe

Fig. 1: Electrochemical machining is used to create
an expanded hollow space in the valve head of the

EvoTherm valve (right)

toptherm can be designed even closer to

Authors: Christoph Luven, Alexander Puck

the target of = 1. In comparative tests with

valve is an important addition to the MAHLe

product portfolio. the necessity of applying
such technologies is already clearly evident
today.
MAHLe takes a globally leading position in
the area of hollow valves, with decades of
experience. the MAHLe evotherm valve is
the latest development to support engine
manufacturers even more fully as they confront current and future challenges in engine
development. Because the evotherm valve
is based on a conventional hollow valve, it
can be considered a low-cost solution.
Beyond the potential of the evotherm valve,
the thermodynamic advantages and industrial feasibility of the MAHLe toptherm valve
(Figure 2) are now being evaluated. this
valve concept is designed as a lightweight
valve, and its advantages have been proven
with respect to reduced friction in the valve
train, which can lead to a reduction in consumption in the nedC by up to 0.5 percent.
At the same time, the composite valve offers
more extensive potential for reducing temperatures at the thermally highly loaded com-

Fig. 2: The TopTherm valve has a lightweight design and offers additional potential
for temperature reduction

MAHLE Performance 2013 11

VeRsAtILe And ResIstAnt:

OIL CONTROL RING

FoR HIGH-PeRFoRMAnCe, FRICtIon-oPtIMIZed enGInes

Engine-internal components are increasingly subject to mechanical and

thermal loads due to rising levels of
specific engine output. At the same
time, their properties should improve
further in order to contribute to the efficiency of the powertrain. MAHLE has
developed a new oil control ring, on the
basis of a cast iron ring, that has extremely low friction properties thanks
to the combination of innovative design
and PVD coating and that remains
wear-resistant even under high loads.

12

MAHLE Performance 2013

e n GI n e syste Ms An d C oMPon e n ts

trend is toward reducing the cross-sectional

area of the rings. the contact land area must
be adapted at the same time, however, in
order to retain the surface pressure of the
land, which is ultimately responsible for
scraping off the oil. starting from the originally common land width of about 0.3 mm,
current development has arrived at a nominal value of down to 0.1 mmabout the
thickness of a sheet of paper, which presents considerable challenges with respect to
wear resistance.
therefore, MAHLe counts on a
combination of the so-called
X-taper design (Figure 1) and
a PVd coating. the X-taper
design stands for a shallow
rise of the lands, in particular.
the land width thus remains low even if there
is slight abrasion, and the surface pressure is
kept intact. since galvanic plating reaches its
limits at this land width, a coating made of
MIP 230 chromium nitrite is applied (Figure2)

Fig. 1: X-taper design in detail

to increase wear resistance. this coating

also resists abrasive conditionssuch as
can occur more severely with thermal spray
coatings on the cylinder running surface,
features very high thermal stability, and is not
sensitive to reactions with additives. Furthermore, it has a lower friction coefi cient in
comparison with galvanic coatings, resulting
in additional advantages in the mixed friction
range.
the new MAHLe oil control ring thus contribIn modern engines with high speciic output,

utes to increasing system eficiency in the

it is particularly important that as little oil

combustion engine and is particularly suit-

residue as possible remains on the combus-

able for use in highly loaded, friction-opti-

tion chamber walls. therefore, it is a prereq-

mized combustion engines that meet future

uisite that the oil control ring is highly lexible

emissions limits.

and exhibits good conformability behavior. If,

for example, cylinder distortion occurs, the

Author: Dr. Daniel Lopez

ring will still maintain contact with the running

surface and retain its effective scraping capability.
In order to increase the lexibility of the rings
and to lower tangential loads, the general

Fig. 2: PVD coating with MIP 230 chromium nitrite

MAHLE Performance 2013 13

HIGH-eFFICIenCy WAteR sePARAtIon systeM:

ACTIVE FUEL PREFILTER

FoR dIeseL enGInes used ARound tHe WoRLd

MAHLE has developed an active fuel

In order to comply with demanding emis-

ter even under these conditions. Biodiesel is

prefilter for diesel engines that allows

sions limits, modern diesel engines typically

critical because it has a hygroscopic effect

an engine to be used around the world,

employ common rail injection systems.

and consequently binds additional moisture

even with biofuel, due to its reliable

these are extremely sensitive to solid parti-

from its environment. If fuel does not con-

separation of water and contaminants.

cles and diesel fuel containing unsolved wa-

tain any special additives to prevent corro-

ter. since world engines are also used in

sion along with its increased water content,

the strategies of part replication and modu-

countries with poor fuel quality and varying

the risk of damage to the injection system

lar design offer great potential for serving

shares of biofuel, it is necessary to enable

increases.

global markets eficiently in high quantities.

optimal separation of contaminants and wa-

on the powertrain side, the pinnacle of this

approach is the so-called world engine, an
engine platform for use in every region. this
concept presents substantial technical challenges. on the one hand, the engine must
meet the partly strict exhaust gas legislation,
which leads to a high level of technological
advancement. on the other hand, it is this
sophisticated level of technology that is confronted with different biofuel shares and fuel
quality levels.
Fig. 1: Simplified system overview

14

MAHLE Performance 2013

FI LtR AtI on An d e n GI n e Pe R I PH e R ALs

As a high degree of water separation is required in order to protect the fuel system

Particle medium

Transfer pump
located on the
suction side

Coalescer medium

components, regardless of service life, dirt

content, or fuel quality, MAHLe has developed a solution with the active preilter mod-

of water from fuel is fundamentally depen-

the volume low within deined limits depending on the load cycle of the engine (Figure 3).

Functional optimization in available installation

space

In the future, this can be further optimized by

networking with topographical data and the

ule that achieves a separation level of up to

98 percent in new condition. the separation

pump as needed, for example, to maintain

navigation system. the expected fuel conFlow direction

from inside to
outside

Water level
sensor

sumption would then be predictable and

could be held available as a buffer.

dent on the volume low rate; separation

levels drop particularly at high volume low

By positioning the active preilter upstream of

rates. Previously, separation systems were

integrated in the fuel ilter module near the
engine on the high-pressure side. this meant
that separation was dependent on the tran-

the primary pump, MAHLe has been able to

Water drain screw

Unfiltered fuel
Filtered fuel

produce a highly eficient water separation

Preheated fuel
Water

system that achieves a very high degree of

performance throughout the service life of

Fig. 2: Water separation in detail

the ilter medium. the module thus allows a

diesel engine to be used throughout the

MODULE

tank, from where it is extracted toward the

world, regardless of fuel quality and biofuel

engine through the primary pump. the un-

share. At the same time, the design of the

used fuel returns from the engine via a return

components that are subject to loading can

line to the hopper tank, which in turn is con-

be simpliied by shifting them out of the low-

nected to the fuel tank through another re-

pressure region, which nearly compensates

turn line. By means of this line, the excess

for the additional effort of providing a sepa-

diesel fuel can be discharged and otherwise

rate circuit. the active preilter was con-

serves to provide pressure compensation.

structed as a functional prototype at MAHLe

and tested extensively on the test bench and

the separated water is collected. A sensor

engine test rig. the application is currently

detects the water level and sends a signal to

being prepared for predevelopment together

sient volume low as a function of the load

the vehicle via the integrated electronic con-

with a manufacturer.

state of the engine. the active preilter is now

troller. the separated water is discharged

located in a separate circuit (Figure 1), which

manually or automatically using the patented

due to the integration of a so-called hopper

Bluedrain system.

Authors: Stefan Jau, Jrn Wetzel

tank that acts as an intermediate tank can be

charged with a largely constant volume low

the amount of fuel held in the hopper tank

rate. this rate is optimized for the ilter me-

can be speciied depending on the control

dium. In addition, this so-called suction-side

strategy. It is possible to actuate the transfer

arrangement can prevent ine diesel-water

emulsions that are dificult to separate and
Transfer pump

are generally caused by the primary pump.

Feed line from tank
Electronic
control module
Return line to tank

the fuel is fed into the preilter from the main

tank and cleaned of large contaminants and
water in sequential steps. this process is

Customer
connection plug

based on the proven principle of two- or

the latest series of heavy-duty fuel modules. It

Return line
from engine
Multilevel sensor

utilizes a ilter medium for coarse separation,

Feed line to engine

three-stage water separation (Figure 2) from

a hydrophilic nonwoven fabric, and a hydrophobic inal separator medium, if needed.

the cleaned fuel then lows into the hopper

Unfiltered fuel

Preheated fuel

Filtered fuel

Fig. 3: Fuel quantity regulation and application

MAHLE Performance 2013 15

HIGHeR toRQue, LoWeR ConsuMPtIon:

AIR INTAKE MODULE

WItH InteGRAted CAsCAded CHARGe AIR CooLInG

One of the chief measures used to re-

tween the turbocharger and throttle valve.

the share of integrated indirect charge air

duce fuel consumption and thus CO 2

the large-volume charge air pipes for direct

cooling will therefore continue to increase

emissions is to reduce the displace-

charge air cooling are thus eliminated and

across all vehicle classes in the coming years.

ment, typically in combination with tur-

are replaced with substantially thinner cool-

MAHLe develops air intake modules, and

bocharging, in order to maintain or im-

ant lines, simplifying the integration of the

Behr the charge air cooling system. this

prove power output and torque. As the

system in various engine architectures. In

integrated concept is a prime example of

degree of turbocharging increases, the

particular, the pressure loss is reduced by

how the technologies of the two companies

necessity of cooling the compressed air

about 50 percent compared with the direct

complement each other. together, they can

grows simultaneously. Charge air cool-

system. In addition, the engine is provided

provide customers in this dynamic market

ing therefore takes on an ever more

with cool air for a signiicantly longer time in

with solutions from a single source.

critical role.

case of a sudden load step.

the reduction of pressure loss of the charge

the advantages are greatly ampliied by inte-

engine dynamics and fuel consumption

air across the cooling system is a source of

grating the indirect charge air cooler in the

the temperature of the charge air prior to

Effect of charge air temperature on

great potential in charge air cooling. When

air intake module (i CAC). the packaging is

entering the cylinder has a substantial effect

the charge air is indirectly cooled by means

optimized considerably once again, and the

on combustion and consequently on the efi-

of a low-temperature coolant circuit, the

pressure loss is reduced by up to 80 percent

ciency of the engine. After compression, it can

cooler can be installed near the engine be-

compared with direct charge air cooling.

reach well over 200C in highly turbocharged

16

MAHLE Performance 2013

FI LtR AtI on An d e n GI ne Pe R I PH e R ALs

engines in the full-load range. As a result, the

Potential for cascaded charge

density of the air low is lowered, while the

air cooling

thermal load on the engine components in-

the larger the engine and the greater the

creases. these effects prevent eficient charge

power output, the greater is the quantity of

air cooling.

heat to be dissipated to the charge air. the

lowest achievable temperature level, in the-

MAHLe has now investigated the impact

ory, is the ambient temperature. Another

on a 1.2-liter three-cylinder gasoline engine.

condition is that the total quantity of heat

Cooling the charge air leads to greater mass

must be dissipated to the environment via

volume low on the intake side. Combustion

one or more heat exchangers. the limiting

is thereby substantially improved, suscepti-

element at the end of the chain, therefore, is

bility to knocking is reduced, and the ignition

always an air/air or air/coolant cooler.

Fig. 2: Prototype of integrated cascaded charge

air cooling

point can be advanced. Correspondingly, the

density of the volume low in the exhaust is

In order to achieve an ideal charge air tem-

rect charge air cooler. At the full-load operat-

also increased, which makes the turbocharger

perature level with increasingly higher power

ing point of 4,000 rpm, for example, the

more responsive. At low engine speeds, this

output requirements, cooling must be per-

cascaded cooling system achieves a charge

results in improved dynamics and increased

formed in two stages. In this cascaded

air temperature of 38C. For comparison: a

torque. At high engine speeds and loads, the

charge air cooling system, the charge air can

previously optimized single-stage indirect

cooled charge air reduces the need for over-

be precooled in a irst stage in an indirect

charge air cooling system only reaches 44C

fueling.

charge air cooler by means of the high-

under the same conditions. At the full-load

temperature coolant circuit of the engine

operating point at 6,000 rpm, the cascaded

At an ambient temperature of 24C, an incre-

(Figure 1). In the simulation on the three-

charge air cooling system even manages to

mental charge air temperature reduction from

cylinder engine, with an external temperature

achieve a temperature level of 32C.

60 to 30C was investigated in the test en-

of 24C, the air measures about 170C as it

gine. the most signiicant improvements were

encounters the cooling water at around 90 to

Prototypes of integrated cascaded charge

seen between 45 and 30C.

100C, and is consequently cooled down to

air cooling (Figure 2) have already been

about 120C.

tested by MAHLe and Behr on engine test

cylinder engine was reached under full load

In a second stage, the precooled charge air

pectations.

at constant torque, with fuel savings of up to

is then cooled down further through the low-

5 percent, by advancing the ignition point.

temperature coolant circuit in a second indi-

the maximum potential for the 1.2-liter three-

benches. the results conirm the high ex-

Author: Jrgen Stehlig

the positive effect is further ampliied to a

remarkable degree for larger engines with
higher performance.
An alternative approach would be to take
advantage of the lower charge air temperature in order to increase torque at the same
level of consumption. the result: 7 percent
more torque under full load at low engine
speeds. the low charge air temperature can
thus be utilized in two ways: either for reducing consumption or for increasing torque.
the lower temperature level of the charge air,
however, cannot be achieved with conventional cooling.

Fig. 1: Schematic design of integrated cascaded charge air cooling

MAHLE Performance 2013 17

FI LtR AtI on An d e n GI n e Pe R I PH e R ALs

RePLACeMent FoR PetRoLeuM:

BIO-BASED RAW MATERIALS

FoR AIR duCt CoMPonents

The plastics used in the automotive industry are primarily based on petroleum. In its search for alternatives,
MAHLE tested various bio-based plastics and ultimately validated one material as ready for series production. This
new bioplastic is fi rst being used for air
duct products.
Large quantities of various types of plastic
are found in vehicles. due to the limited availability and rising prices of petroleum-based
plastics, it seems reasonable to investigate
alternatives and develop them to readiness for
series production. these alternatives should
Fig. 1: Bio-based raw material for blow molding

18

MAHLE Performance 2013

protect the environment and not represent

FI LtR AtI on A nd e nGI ne Pe R I PH e R AL s

an encroachment on the food chain, i.e., they

Strength

should not be based on starch as a raw ma-

35

terial, for example. Bio-based plastics must

also be available in suficient quantity.

30

As part of a predevelopment project, MAHLe,

25

Conventional plastic 130C

in conjunction with duPont Performance

mold material (Figure 1) for pipes for uniltered
air as well as clean air, and advanced it to

Bioplastic 130C

Force [N]

Polymers, has investigated a bio-based blow

20

Conventional plastic 150C

Bioplastic 150C

15
Conventional plastic 160C

series production readiness. Furthermore, a

comparison with conventional petroleum-

Bioplastic 160C

10

based blow mold plastics was performed.

5

Regardless of the material selection, the requirements for air ducts, such as uniltered

0
0

and clean air lines, continue to rise. the trend

200

400

toward a modular system approach demands

more lexible and lightweight components
that can be employed even under very tight

600
Aging [h]

800

1000

Fig. 3: Strength of conventional plastic and bio-based plastic under simulated aging and
different temperature loads

installation space conditions. Another challenge consists in the low-cost, effective

production of what are often very complex

In an effort to validate the properties of the

troleum-based material, the bio-based plastic

shapes. the increasingly dificult installation

new bio-based blow mold material, irst pro-

is convincing, with improved machinability

and removal conditions for service purposes

totypes were initially produced without modi-

and excellent low properties. Better surface

are central aspects in the development of

ications to the sample and series production

quality means less air turbulence within the

current air duct products.

mold. In comparison with a conventional, pe-

air duct system. extensive validation work in

accordance with typical oeM speciications
demonstrates better lexibility of the blow
mold parts due to greater motility of folds

Fold motility

before aging (Figure 2). the greater compo-

160

nent lexibility not only allows more freedom

in shape design, but also provides advan-

140

tages in the installation and removal of air

duct products for the customer and in main-

120
Conventional plastic

Force [N]

100

tenance service. After simulated aging, the

components were tested for rigidity, elonga-

Bioplastic

80
60

tion at fracture, delection, and pull-off forces.

Conventional plastic
after aging

All recorded values are at least as good

Bioplastic after aging

as the comparable values from the conventional material that was evaluated in parallel
(Figure3). Flawless functionality is thus estab-

40

lished in prototypes. Another positive aspect

20

is the achieved weight reduction, which can

amount up to 25 percent, depending on the

0
0

10

15

20

25

component size.

Distance [mm]
Authors: Andreas Enderich, Daniel Zielinski
Fig. 2: Fold motility of conventional plastic in comparison with the new bioplastic

MAHLE Performance 2013 19

sIMPLe ConstRuCtIon, sIGnIFICAnt eFFeCt:

CONTROLLED MECHANICAL
FoR sHoRteR enGIne WARM-uP PHAses

Reaching the optimal operating tem-

shortening the engine warm-up phase by

on demand and completely prevents the low

perature of a combustion engine more

keeping the coolant still leads to direct fuel

of coolant (Figures 1 and 2). the force re-

quickly is one of the remaining levers

savings and thus to reduced Co2 emissions.

quired to move the slider is generated by the

for further reducing CO2 emissions in

the simply constructed, robust coolant

coolant pressure. For this purpose, the pump

vehicles. Keeping the coolant flow at a

pump from MAHLe has a low system weight

housing contains an additional positive dis-

standstill after cold-starting the engine

and can be adapted to existing engine cool-

placement phase, which provides adequate

supports an effective warm-up phase,

ing circuits.

pressure for moving the slider, even at low

engine speeds. the positive displacement

as the coolant in the engine will not immediately dissipate any heat generated

the coolant can be kept still in various ways

phase is designed as a centrifugal impeller

by the engine. MAHLE has developed a

with a mechanically driven coolant pump,

pump and is characterized by a single-piece,

hydraulically controlled coolant pump,

depending on the installation space condi-

robust design. A solenoid valve controls the

a system that is attractive due to its

tions for the pump on the engine. With the

generation of hydraulic pressure. In normal

simple design.

patented MAHLe valve control, a bell-shaped

driving operation with a warm engine, the

slider closes the impeller outlet of the pump

solenoid valve on the centrifugal impeller

20

MAHLE Performance 2013

FI LtR AtI on An d e n GI n e Pe R I PH e R ALs

pump engages a direct permanent bypass

from the pressure side to the suction side,

Impeller outlet
Resetting spring

Peripheral wheel

Sliding ring seal

Pump bearing

preventing the buildup of pressure for shifting the slider. When the engine is cold, such
as after cold-starting the engine, the solenoid valve receives an electrical signal from
the engine control unit and closes the per-

Impeller
Scraper
Slider seal

manent bypass. the centrifugal impeller now

generates a hydraulic pressure that acts di-

Valve slider

rectly on the valve slider and causes the impeller to be covered (Figure 3). the use of

Fig. 1: Impeller outlet, closed

Fig. 2: Impeller outlet, open

COOLANT PUMP

coolant as the auxiliary medium eliminates

additional dynamic seals in the coolant pump.
Solenoid valve

In tests on the component test bench and in

the combustion engine, MAHLe has sucPump housing

cessfully demonstrated the function of the

hydraulic valve control. Above a pump speed

Belt pulley

of 800 rpm, the impeller provides suficiently

high coolant pressure to shift the slider.
the measured volume low rates of less than
0.5L/min with a fully covered impeller lead to

Impeller

a signiicant shortening of the engine warmup phase, thus representing an important

contribution to further reductions in Co2 emis-

Valve slider

Peripheral wheel

sions in passenger cars.

Authors: Michael Baumann, Dr. Martin Janen

Fig. 3: Controlled coolant pump with peripheral wheel and valve slider

MAHLE Performance 2013 21

syntHetIC And stABLe:

SPIN-ON OIL FILTER

FoR ModeRn doWnsIZInG enGInes

The spin-on oil filter, or exchangeable

oil filter, is one of the filter systems that
has been on the market for the longest
time. The exterior of the spin-on oil filter
has hardly changed over the years, but it
has nevertheless been under continuous
development due to new challenges. Its
field of application has a wide range
and includes passenger car diesel and
gasoline engines, commercial vehicles,
motorcycles, and small engines. Spin-on
oil filters are even used in motor sport.

22

MAHLE Performance 2013

FI LtR AtI on An d e n GI ne Pe R I PH e R ALs

due to this broad scope of application, the

solutions are based on media with plastic

spin-on oil ilter has had to meet many new

and/or fiberglass content (Figure1).

challenges over the course of time, whether

in ecologically critical applications for renew-

With downsizing engines, it is not only the

able or alternative fuels, such as biodiesel or

size of the actual engine that changes; spin-

e10, the rising use of stop-start technology,

on oil ilters also shrink correspondingly. the

or the important trend toward downsizing

improvement of differential pressure must

engines. new spin-on oil ilters also require

therefore be considered by all means in the

improved cleanliness of components in order

development of spin-on oil ilters. this can

to prevent the introduction of dirt into the oil-

be achieved, for example, by employing fully

conveying system. spin-on oil ilters have

synthetic ilter media (Figure 2). Particularly

gained a stable market share in europe of

for cold starts, these media have a clear ad-

due to the current set of requirements in

about 35 percent, which will remain constant

vantage over media based on cellulose ibers.

the area of oil iltration and the advantages

for the next few years. In countries such as

Fig. 2: Fully synthetic oil filter medium

of synthetic ibers, mixed ibers or fully syn-

Japan or the usA, spin-on oil ilters are used

In addition, fully synthetic media are charac-

thetic ibers are now experiencing a rising

almost exclusively.

terized by signiicantly better chemical resis-

trend. MAHLe has the right solutions for

tance. the introduction of fuel and water into

these requirements. In the course of this

Media such as cellulose are employed as

the oil-conveying system today also exerts an

year, we will commission a new, highly auto-

standard for spin-on oil ilters, with appropri-

aggressive impact on the ilter medium, thus

mated production line at our st. Michael/

ate impregnation of the paper. Maintenance

requiring a high level of basic resistance that

Austria location. We will thus continue to be

intervals of about 30,000 km are thus

synthetic ibers are more suitable to provide.

able to meet the growing requirements of

achieved. there is a strong trend in filter

the market in the future, both technically

media, however, toward higher separation

turbocharged downsizing engines reach

levels in an effort to protect the engine and

higher engine temperatures. Here again, syn-

the oil circuit against dirt, abrasion, and soot

thetic media stand out as superior, as they

to the greatest extent possible. this is the re-

are much more thermally stable than media

sult of using very ine ibers. series-production

based on cellulose.

and commercially.
Authors: Frank Rohde, Peter Zausnig

Particle retention efficiency according to ISO 4548/12

1000
900
Cellulose
medium
Cellulosemedium

Particle retention efficiency [%]

800
Mischfasermedium
Mixed-fiber
medium

700

Glasfasermedium
Glass-fiber
medium

600
500
400
300
200
100
00
0

55

10
10

15
15

20

25
30
20
25
30

Particle size [m(c)]

35
35

40
40

45

45

50

50

Fig. 1: Particle retention efficiency of filter media for spin-on oil filters

MAHLE Performance 2013 23

WItH And WItHout ACtIVAted CARBon:

NEW FILTER MEDIA

FoR CABIn AIR FILteRs

Today, nearly all new vehicles are supplied with HVAC systems, equipped
with cabin air filters to treat the air for
passengers. Due to its direct integration in the HVAC system, the cabin air
filter is likewise a product that highlights the potential synergistic effects
of the holding in Behr. Synergies with
respect to sealing filter elements can
be utilized even in early inquiry phases.
With the use of new filter media, the
new cabin air filters also meet the highest technical requirements.

24

MAHLE Performance 2013

FI LtR AtI on An d e n GI ne Pe R I PH e R ALs

Filter media for cabin air ilters are differentiated as ilter media with and without acti-

Synthetic filter media layer

for retaining coarse particles

vated carbon. the media are constructed in

a gradient structure, which means that the
medium becomes denser in the direction of
low. At the same time, however, such media

Activated carbon layer

for adsorbing odors

have a preferred direction with respect to

their iltration properties. this must be considered when designing the ilter elements,
as this is the only way to achieve optimal
iltration properties. As a rule, additional measures must be taken on the ilter element itself

Synthetic filter media layer

for retaining fine particles

or during the production process to ensure

that the installation orientation is obvious.
In order to eliminate such measures, ilter
media are needed that exhibit the same
iltration properties, regardless of the direction of low. Increasing requirements for iltration performance, particularly with respect to

Fig. 2: Multilayer cabin air filter medium with activated carbon

effective retention of very small particles, are

another challenge for new ilter media.
ilter media satisfy the ambitious targets re-

regardless of the direction of low. At the

Cabin air filter without activated carbon

garding iltration properties, irrespective of

same time, the modiication of the iltration

MAHLe has now developed a new series of

the direction of low. In comparison with cur-

layer design allows the incorporation of ilter

ilter media that meets the requirements of

rent media, the new MAHLe ilter media have

media with different iltration performance

different customer speciications. these new

signiicant advantages with respect to pres-

levels for even very small particles (Figure 2).

sure loss of the ilter element and, at the

same time, exhibit very high values for ine

Whether with or without activated carbon,

particle retention.

our new ilter media can optimally meet both

current and future market requirements.

the new media are manufactured in a singlestep production process that extends from

Authors: Birgit Renz, Frank Rohde

resins in bulk form to the inished ilter medium cut to width. thanks to this lexible
production process, we can produce a wide
range of ilter media with different iltration
performance properties simply by modifying
the process parameters. this enables us to
react quickly and effectively to changes in
our customers requirements (Figure1).
Cabin air filter with activated carbon
When it comes to adsorbing gases that are
present in the environment, we use ilter
media with a separate layer of activated carbon. the combination of the activated carbon
Fig. 1: Single-layer cabin air filter medium without
activated carbon

layer with one or more iltration layers ensures

the iltration performance of the ilter element,

MAHLE Performance 2013 25

FoR MoRe eFFeCtIVe CoMPonent desIGn:

NEW MEASUREMENT METHODS

oF VALVe teMPeRAtuRes

Since specific loads, and thus tempera-

If the engine is calibrated closer to a stoi-

In the past, there was a lack of information

tures, are continuously rising in modern

chiometric ratio of air to fuel for consumption

about the progression of temperatures in the

engines, thermal load testing that is as

or emissions reasons, then the exhaust gas

valve area under real operating conditions,

close to reality as possible is becoming

temperature rapidly rises so much that it

such as during transient engine operation

more and more important to the design

causes markedly higher thermal loads on the

without the effects of natural valve rotation.

of hot components. To support current

components.

this circumstance has previously made it

dificult or even impossible to draw any use-

engine development, MAHLE has developed a special process that converts ana-

similar problems arise in commercial vehicle

log measurement signals to digital ones,

diesel engines. these are typically operated

thereby enabling transient temperature

under consistently high engine loads, which

measurements in the valve area.

once again results in high thermal loads.

Complicating factors can include poor-qual-

Modern gasoline engines enrich the com-

ity fuels and heating operation, which further

bustion mixture with fuel when the engine

increase thermal loading of the exhaust re-

load is drastically raised. the essential result

gion due to lagging combustion.

fulness from the following indings:

scale of the temperature drop at the

additives
effect of cooled exhaust manifolds with
internal or external guidance on tempera-

protect the components. especially under

since the speciic load, and consequently

full load, however, this leads to signiicantly

the temperatures, in modern engines con-

higher fuel consumption.

tinue to rise, the design of hot components,

MAHLE Performance 2013

the valve, seat insert, and guide

exhaust valve due to alcohol fuel

is increased internal cooling, which serves to

26

determining the heat balance between

tures of the valve, seat insert, and guide

components
determining real temperatures of light-

and the valve assembly in particular, requires

weight and conventional valves (intake

realistic testing of thermal loads.

and exhaust) during engine operation

MA H Le PoW e R tR AI n

Card/valve
connection

Soldering terminal

the signal low, shown in red in Figure 1,

describes the principle of the MAHLe mea-

Measurement card
(AD converter)

Sliding contact
Wedge/valve spring
retainer insulation

Valve spring cap

surement method. the signal is transmitted

from the measurement point via the thermocouple to a soldering terminal, and from there
via a wire to the measurement card that has
been developed in house. this card converts

Wedges

Valve spring

Cable routing

Thermocouple

Insulation
spring retainer/CH

Lower valve
spring retainer

the analog signals to digital ones, which

makes it possible to transmit the signal via a
sliding contact to the valve spring cap. From
there it is transmitted to the valve spring and
the lower valve spring retainer, and then fed
out of the cylinder head by means of a cable
soldered to the lower valve spring retainer. In

Signal flow

order to enable this procedure, the valve

keys must be insulated against the valve
spring cap, and the cylinder head must be

Fig. 1: Principle sketch of the measurement method

insulated electrically toward the lower valve

spring retainer.
Inluence of various operational param-

out of the cylinder head via a sliding contact

eters during calibration (lambda, ignition

through the valve train components, which

the application of the measurement method

angle, etc.) on the valve temperature

act as a signal conductor.

in the cylinder head is depicted in Figure2,

while Figure 3 shows an example of the

In order to more precisely and effectively meet

this new method has substantial advantages

thermocouple position and the application

the requirements for the valve area that cur-

over previous procedures, such as for ex-

on a hollow valve. so-called niCr-ni thermo-

rent engine development demands, MAHLe

ample:

couples are used to measure the valve tem-

Component temperature can be mea-

peratures and are suitable throughout the

method. this method makes it possible to

sured at any load and speed point,

entire temperature range of the engine. the

measure the valve temperature in a ired en-

including transient measurement

thermocouple is afixed in an eroded bore or

temperature gradients can be deter-

groove, depending on the valve geometry,

mined, for instance in overrun phases

and secured with a soldered point.

has developed a special measurement

gine under all operating conditions, without

affecting natural valve rotation. the unique
selling point of the MAHLe measurement
method is that a measurement card developed in house converts the analog measure-

Minimal inluence on valve behavior by

retaining valve rotation
temperature changes around the circum-

ment signals from the thermocouples to

ference can be recorded with no feed-

digital ones. As a result, the signal can be fed

back effects

Authors: Marc Hargarter, Daniel Klein,

Alexander Mller

Groove
thermocouple

Roller-type
cam follower
Measurement
card
Signal transmission
out of cylinder head
Fig. 2: Application of the measurement method in
cylinder head

Measurement
card

Disk measurement
point bore
Fillet measurement
point bore

Soldering
terminal
Fig. 3: Application of the measurement method on hollow valve

MAHLE Performance 2013 27

00007687en3.08/13

www.mahle.com