14 Combustion engine

14 Combustion engine Combustion engine 14

The engine
Understanding it in its entirety
Kurt Kirsten
14

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14 Combustion engine Combustion engine 14

Introduction The sum of all these requirements and challeng-

es requires a holistic approach so that added
Efficiency chain of modern gasoline engines
Thermodynamic Camsha phasing
value can be achieved with new technologies
In the past, the development of automobiles and compared with current volume production prod- improvements unit
their drive systems was influenced and pushed ucts. The development of added value can affect 35.3 % exhaust gas heat
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
for market participants to strengthen their posi- actual challenge of the present time. 78 % engine
–
losses
tion or the position of their product brands
by direct differentiation in a generally growing 30.0 % heat loss
100 % energy
market.
The current market scenario is influenced by:
Core issues for used
4.2 % pumping losses

 Product life cycles which are continuously being

shortened
current drive 8.5 % engine fricon Mechanical
improvements
– Fricon
– Damping

 Increased segmentation
system development 22 % effecve
4.1 % accessories +
mech. losses
4.0 % rolling resistance
– NVH

 High cost pressure
The core issues for passenger car drive system de-
 Demanding customers expectations velopment are the conflicting aims of reducing
fuel consumption (CO2 emissions) on the one
 High social expectations
hand and limiting pollutant emissions on the oth-
er hand (Figure 1).
The situation is also characterized by:
 Increased legal requirements
Boundary conditions such as costs, brand image,
 A growing perception about the limitations of
driving pleasure, comfort, noise and reliability
must also be taken into account.
resources
 Significant overcapacity of production
Gasoline and diesel engines are positioned com-
pletely different with regard to the conflicting
aims of fuel consumption and emissions.
 Different regional and market-segment-specific
requirements The gasoline engine is positioned very much in
the low-emission cat-
egory due to its very
efficient aftertreat-
Emissions target
ment of exhaust gas-
es. The diesel engine,
on the other hand, is
positioned very much
Gasoline
in the low consump-
Fuel consumpon
power
6.9 % air resistance
7.0 % acc. resistance
NEDC related
Reference: Prof. Leohold, U. Kassel
Figure 2 Gasoline engine efficiency chain in the NEDC
14
reference. The starting points for making improve-
ments are in the area of variability in the camshaft Thermodynamic
drive. These are:
 Camshaft phasing units
improvements
 Partially-variable valve train systems The significantly greater potential for improve-
ment is due to the reduction in the thermodynam-
 Fully-variable valve train systems
ic losses. The thermodynamic improvements are
targeted at enabling throttle-free load operation.
Due to the variability in the valve train, the ther-
Instead of controlling the intake normally by means
modynamic process is influenced in the area of the
of a throttle valve, control of trapped fresh air is
low-pressure process so that there is a positive ef-
transferred to the valves. The required pumping
fect on the pumping losses and the combustion
losses are reduced due to the increase in the intake
process is optimized in the area of the high-pres-
manifold pressure. The required control of trapped
sure process. These interventions also have a di-
fresh air is primarily undertaken by varying the
rect influence on the formation of emissions in the

tion category due to opening time of the intake valve or by the design of
internal combustion 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 time, the charge motion can be direct-
Transmission and advantageous low
technology ly influenced by the use of variable valve control
end torque character-
The mechanical improvements refer to the mini- systems in the combustion chamber. The forced in-
Hybridizaon istics. The proceed-
Diesel CO 2 target mization of friction losses and the reduction of flow motion resulting from the motion of the pis-
ings of this article re-
parasitic losses of the accessory drives. The or- ton is converted into a swirl or tumble motion due
Target fer mainly to the
der of the mechanical losses is around 10 % to to the design of the intake ports. If the valves open
range gasoline engine.
12 % of the fuel energy used. I.e. detailed opti- at different times, the in-cylinder flow can also be
Figure 2 shows a loss mization with an improvement of 10 % to 20 % strongly influenced. In conjunction with the posi-
Emissions distribution analysis re- with regard to mechanical losses generates a to- tion of the spark plug and the general layout of the
(HC, NOx, parculates) lating to the NEDC us- tal contribution of around 1 % to 2 % in the driv- combustion chamber, this opens up opportunities
Figure 1 Fuel consumption/emissions ing a gasoline engine as ing cycle. for a wide range of optimization measures.

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14 Combustion engine Combustion engine 14

The percentage of residual exhaust gases which re-
main in the cylinder can be directly influenced by
the design of the valve overlap or the phasing of
the valve opening. The temperature of the charge
mass at the start of the compression stroke can be
influenced by adding hot residual exhaust gas di-
rectly to the fresh mixture. This also enables the
temperature at the end of the compression stroke
to be influenced indirectly. This variability opens
up a new alternative method of carrying out opti-
mization for modern autoignition combustion sys-
tems.
The possibilities for influencing the thermodynam-
ic process can be described as follows:
 Low-throttle operation under part load (charge
cycle)
 Control of trapped fresh air (load control)
 Incylinder charge motion
 Percentage of residual exhaust gases in the
combustion chamber
 Temperature at the start of the compression stroke
There are different requirements for optimizing en-
gine characteristics (Figure 3) depending on the
load and speed:
A Longer intake and exhaust valve lift events with
Phasing Duraon of valve event Li
greater valve overlap are desirable in the full
load range at nominal speed, in order to en-
sure that the engine can “breath freely” (later
closure of the intake valve).
B The intake and exhaust valve opening times
should be shortened to optimize the volumet-
ric efficiency in the low-speed and high-load
range. The valve overlap must also be reduced
compared to the overlap at the nominal speed.
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
of the intake valve.
D Exerting an additional influence on the in-cylin-
Division of variability in the of dethrottling on the engine operating behavior. It
can be seen that the influence of dethrottling by
valve train
der flow and maintaining the temperature of means of different measures
the charge composition are required in the
The following are used to characterize variability in  Intake phase adjustment only
low-load range in order to positively affect the
the valve train (Figure 4):
combustion process. Cylinder deactivation can  Intake and exhaust phase adjustment
unlock further potential.  Phasing of the valve event
 Double phase adjustment & variable valve lift
E For starting the engine, separate measures for  Duration of the valve event
is particularly pronounced in the lower area of the
ensuring the highest and most effective com-
 Maximum lift of the valve event data map and can amount to a fuel consumption
pression ratio are also required for improved
starting behavior. A limited charge throughput In Figure 5, variability is divided with regard to
saving of up to 12 % at a stationary operating point. 14
by means of reduced valve lift or closed valves phase and valve lift and according to the character- The potential for improving fuel consumption in
has proved reliable for enabling easier restart- istics of discrete or continuous adjustment. The the driving cycle is between 4 % and 6 % compared
ing with stop-start functionalities. 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 stationary data map with four op- The control concept and the dynamic response
erating points as an example to show the influence 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
(long valve event)
• Early closure (short valve event) C • Greater overlap Connuous Discrete Connuous of particular impor-
Torque

• Hydraulic tance for controlling

• Two-step
• Electromechanical • Switchable tappet • Electric the air, fuel and igni-
• Pivot element • Mechanical tion paths. Therefore,
• Finger follower “dynamic” valve train
• Valvetronic
Opmizaon of pumping • Shiing cam lobe
losses • Roller tappet • Electrohydraulic systems also unlock
• UniAir greater potential for
D • Three-step
• Finger follower fuel consumption sav-
E Opmizaon of pumping Combuson opmizaon • Shiing cam lobe ings in the driving cy-
losses (Charge moon) cle.
Combuson opmizaon

Engine speed
Figure 3 Diagram showing requirements for engine characteristics Figure 5 Level of variability in the valve train

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14 Combustion engine Combustion engine 14

 Stop-start functionalities change the load profile

6
Engine map Design examples and for timing drives.
105
100
the influence of variable  Fast and cycle by cycle variabilities make use of
valve trains on the engine

BSFC in %
95
5 the full potential in the transient operating
105 90
100 85 operating behavior mode, increase the comfort of stop-start
functionalities and improve the starting points

BSFC in %
95
Mean pressure in bar

4
90 105 Figure 7 shows an overview of current, variable for hybridization.
85 100 valve train systems and their market launches.
 A good timing drive is more than the sum of

BSFC in %
95
3
105
105 90 The following are used to evaluate the different good individual components, but a comprehensive
100
100 85 systems: overall design.
BSFC in %

95

BSFC in %
2 95
90
90  Fuel consumption in
85
85 the driving cycle Camsha phasing Camsha phasing Camsha phasing Camsha phasing Electrohydraulic
1 unit unit + electro- unit + shiing cam unit + electro- system
 Control concept hydraulic tappet lobe + electronic mechanical sha (intake only)
 Dynamic response actuator
0
0 1000 2000 3000 4000 behavior
Engine speed in 1/min
 Timing characteristic
Throled, no valve train variability
Variable intake cam ming An evaluation of the in-
Variable intake and exhaust cam ming fluence of valve train
Throleless, combined camsha ming and variable valve train variability on the com-
bustion process is con-
Figure 6 Improvement in fuel consumption by means of dethrottling
ducted on the basis of
the following five criteria:
Pumping losses
14
Camsha Camsha phasing Camsha phasing Camsha phasing Electrohydraulic  Pumping losses
phasing unit unit + electro- unit + shiing cam unit + electro- system Trapped fresh air Percentage of residual
hydraulic tappet lobe + electronic mechanical sha (intake only)  Percentage of residual exhaust gases
actuator exhaust gases
 Temperature at the
start of the compress-
ion stroke
Temperature at the start of the
Charge moon
 Charge motion compression stroke
Figure 8 Evaluation of different variable valve train systems
 Trapped fresh air
Fuel savings*: approx. 4 % approx. 7 % approx. 8 % approx. 8 % approx. 8 % - 15 %
Figure 8 shows evaluated design examples using a
Control: per cylinder bank per cylinder bank per cylinder per cylinder bank valve by valve
cylinder by cylinder spider diagram. The “filling capacity” of the spider
diagram also increases with an increasing level of
Mechanical
Dynamic
response:
slow slow medium slow fast variability. improvements
Characterisc: connuous two-step two-step connuous connuous In summary, the following can be noted in view of
(poss. three-step) the thermodynamic improvements: As already noted in Figure 2, the mechanical
improvements refer to the friction and parasitic
In volume 1997 1989, 1999, ... 2006 2001 2009  Variability in the valve train is not only relevant
producon (Ford, BMW, (Porsche, Honda, (Audi, …) (BMW, PSA) (FIAT) losses of the accessories. Overall, the following
for reducing pumping losses, but also assures
since: VW, Audi, GM, …) optimization criteria must be taken into ac-
potential for reducing fuel consumption and
Fiat, Opel, count:
Porsche, Ferrari,
emissions during combustion (especially with
direct-injection gasoline and diesel engines).
SAIC, Chrysler,  Friction
Volvo, …)
 Downsizing and downspeeding increase the
* NEDC related, relave to standard valve train  Damping
requirements for the basic layout of the drive
Figure 7 Comparison of different, variable valve train systems train.  NVH behavior

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14 Combustion engine Combustion engine 14

Along with the chal- and, therefore, represents a complete system

Timing drive Drive / power transfer Bank model complete with chain:
lenge of transmitting simulation. The challenge to come up with an
• Camsha • Accessories (FEAD) EVT comparison (5000 1/min)
the drive power, there • Balancer sha optimized system solution is to find the right
are further require- • Injecon pumps trade-off between reduced friction and ensure
ments for the basic de- the necessary level of damping. This requires the
sign of the components Valve development of calibrated and validated simula-
in the timing and ac- acceleraon tion models which model the overall relation-
cessory drive: Valve ship.
acceleraon
 Preloads should be
kept as low as
possible (low bearing
Camsha
ming angle
Summary
loads, low friction) Camsha
ming angle Figure 12 shows an overview of the potential for
 Noise generation in making individual improvements to current inter-
the timing drive nal combustion engines. It can be seen that in the
should be minimized case of diesel engines there is only minimal poten-
Figure 9 Accessory and timing drives of internal combustion engines tial for improvement by means of thermodynamic
 Dynamic peak loads
measures. Improvements of 10 % to 12 % can still
should be avoided
Figure 10 shows the components which the Schaef- be achieved for gasoline engines.
Figure 9 shows design examples. fler Group supplies as typical engine components
In addition, an overall potential of 3 % to 5 % can
and modules. It can be seen that most parts are
The potential improvement can be derived from be unlocked by initiating mechanical measures
components which are subjected to a sliding or ro-
Figure 2. The percentage losses due to mechanical in the engine. The potential due to stop-start
tary motion.
friction in the engine and the drive power for ac- Figure 11 Complete system simulation functionalities, downsizing and thermo man-
cessories in the NEDC are approximately 12 % to
13 % of the primary energy.
The minimization of losses is particularly impor-
tant. In addition, these components are elements of vibratory systems, which can only be optimized
agement round out the overall potential for im-
provement.
14
to a limited extent as individual components and
With the modular range of components and engi-
must, therefore, be optimized in a total system ap-
neering services on offer, Schaeffler Engine Sys-
proach.
tems is well equipped to make a contribution to-
Figure 11 shows this relationship using the exam- wards unlocking potential for improving fuel
ple of a chain-driven camshaft of a four-cylinder consumption.
Finger follower engine. It is assumed in the complete dynamics
+ pivot element simulation that excitation is initiated in the crank- Diesel < 3 % Gasoline < 7 % 1–2%
shaft plane, and consideration is given both to the Combuson system Demand-controlled
behavior of the opmizaon accessories
Tappet
UniAir
Variable camsha phasing system  chain 4–6% 2–3%
Throling losses Fricon reducon
 chain blades Gasoline
 hydraulic tensioner
3–5% 1–2%
and also the valve actuation components on the Stop-start Funcon Thermal management
camshaft side
Thermodynamic
 finger follower improvement
5–8%
Mechanical improvement Downsizing
Accessory drive
 valve spring Further improvements
 valve Figure 12 Overview of the potential for improvements

Balancer sha module Timing drive

Figure 10 Typical components for engine applications

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