Technology Highlights and R & D Activities at FEV

Issue 19, February 2002

100% = Intake- and Cylinder Mechanically Intake-EMVT Intake- and

4 Zyl. DOHC Exhaust Deactivation Variable Valve (incl. Cylinder Exhaust-EMVT
Gasoline Camshaft Train Deactivation) (incl. Cylinder
Engine Phasing (MVVT) Deactivation)
100 96
92 90
90 85
82
Fuel Consumption NEFZ [%]

80
70
60
50
40
30
20
10
0

Innovative Valve Train Systems

Over the past 10 years, gasoline and diesel engines Nevertheless, the gasoline engine still has a very
have undergone significantly development steps. The strong lobby that drives future development based on
diesel engine, in particular, has gone through a dra- the advantages that the gasoline engine presents with
matic evolution. respect to

th at
Diesel engine power output now production costs/profit
Exhibit ion Boo
V isit our
r l d - C ongress approaches the gasoline engine. emission behavior

SAE  Wo4. - 7. 2002 in Detroit

Yet, diesel engines remain clearly acoustics/comfort
in front with regard to torque. The
March Diesel engine's advantages in fuel con- This is being accomplished through the application of
sumption remain unchanged despite the develop- new technologies for the optimization of
ment steps that have been taken to increase its per-
formance. fuel consumption
torque at low rpm and
SUMMARY emissions

Page 1 Innovative Valve Along with direct injection and downsizing, the variab-
Train Systems le valve train offers the largest potential fuel consump-
Page 4 ­Turbocharged Gasoline Direct tion improvement to be gained via an individual
Injection Engines measure. Variable valve train technologies have a
comparative advantage over direct injection since

19
Page 5 Intelligent Powertrain conventional exhaust aftertreatment technologies can
be used. Moreover, they are less dependent on fuel
Page 7 Vehicle Physics/Acoustic quality and are, therefore, more applicable in a global
Page 8 NVH Troubleshooting sense.

http://www.fev.com
 Continued from Page 1

PREFACE Over the past few years, various new variable valve
train solutions have been established. Their inherent
degree of variability is the main criterion in characte-
rizing the different technologies. These solutions are
described below.

Dear Readers, The first step towards a variable valve train is the
application of a cam phaser for the intake and exhaust
This issue of Spectrum camshaft. The potential of this measure, in comparison
coincides with the 2002 to a base engine (2.0L, 4-Cyl., 4V DOHC valve), is an
Society of Automotive improvement of approximately 4% in fuel consump-
Engineers (SAE) Inter­ tion, reduced emissions as well as an increase in the
national Congress and mean effective pressure over the complete engine
Exposition, in Detroit, speed range. The anticipated system costs for a doub-
Michigan. This year, FEV le cam phasing system are approximately 100 EUR
continues to support the International Congress ($US 85) for the reference engine.
through published papers, technical presentations
and exhibits. Our Exhibition Booth will highlight a The next level of variability is a cylinder deactivation
range of cost effective technologies focusing on system. The primary focus of this measure is to
improved fuel economy meeting future exhaust re­duce fuel consumption. The nature of the system
emission standards. qualifies it for engines with larger number of cylin-
ders. FEV has developed a roller finger follower with
As 2002 unfolds, the international automotive a stationary hydraulic lash adjuster (HLA). The sys­
industry is faced with an economic slow-down, tem is suitable for nearly all roller follower valve
exhaust emission challenges and the never-ending trains. In realizing a system, the distances between
quest for cost reduction and quality improvement. valve axis and HLA can be as small as 35mm. A
Although FEV is perhaps best known for its deve- re­duction in fuel consumption of about 8% is realistic
lopment of advanced technologies, our business with this measure, compared to the base engine. The
also focuses on production design (including Six improvement is primarily a consequence of reduced
Sigma), vehicle integration and production cali- gas exchange work together with increasing the load
bration, including OBD. on the remaining cylinders. However, this sys­tem
does not have a positive influence on engine perfor-
Presently, cost reduction is critical importance in mance or torque. The system costs of the cylinder
two areas: reducing the cost of our services and de­activation system are approximately 125 EUR ($US
instrumentation products; and lowering the pro- 108).
duction costs of our customers, without sacrificing
quality or reliability. Through the application of our The fully variable valve train system represents a sub-
advanced analytical tools, experimental resources stantially larger innovation. Here, two principles can
and new technologies we accomplish both goals, be differentiated, both of which are currently being
simultaneously. Come by SAE Booth 1411 to see developed at FEV:
how we do it. Mechanically Variable Valve Train (MVVT)
Electromechanical Valve Train (EMVT)

Yours sincerely, The MVVT is currently the focal point of a very signi-
ficant development effort in the industry. The start of
production (SOP) of BMW's "Valvetronic" engines
characterizes and has accelerated the activities in this
field. FEV is currently developing a mechanically
Gary Rogers variable valve train system together with a large auto-
President and CEO, FEV Engine Technology, Inc. motive supplier that will fulfill the mass production
requirements for such a system. The system is being
developed on the basis of a roller follower arrange-
ment as well as for a tappet system. The valve lift is
continously variable in a range between 11mm lift
and zero lift. In parallel, the lift duration can be redu-
ced within the thermodynamically relevant region of
the engine map. FEV's unique thermodynamic know-
2
ledge in the EMVT area is directly applicable to its case of a full intake and exhaust EMVT. However,
work on the MVVT system. Compared with the base disadvantages exist, in this case, regarding raw emis-
engine, the fuel consumption potential of the MVVT sions. The incremental costs for the "half" EMVT are
engine is over 10%. In addition, a clear emissions anticipated to be approximately 300 EUR ($US
improvement as well as optimized torque characteri- 260).
stics at low rpm's is evident, as a result of better
cylinder charging. The incremental cost of the MVVT FEV conducts and accelerates the development of
are approximately 170 EUR ($US 145). these valve train systems with efficient application of
mo­dern simulation tools and statistical test procedu-
A full (applied on intake and exhaust side) electrome- res. Here both specialized FEV software as well as
chanical valve train system represents the maximum com­mercial software is used, so that the simulta-
potential functionality. This solution combines thrott- neous engineering program can be optimally conduc-
lefree load control with the option of cylinder deacti- ted to­gether with an OEM customer and the necessa-
vation (fixed or rotating) as well as single valve deac- ry know-how regarding the design, mechanical
tivation (2-/4-valve function). The inherent functiona- develop­ment, combustion development and eventual
lity of this system provides the greatest potential for application of the engine in a vehicle is efficiently
reducing fuel consumption, on the order of 18%. The completed.

20
Reduction of Fuel Consumption [%]

Intake and
Exhaust-EMVT
15 (incl. Cylinder
Intake-EMVT Deactivation)
(incl. Cylinder
Deactivation)

10

Cylinder Mechanically
Deactivation Variable
Valve Train
5 (MVVT)
Double
Camshaft
Phasing
0
50 100 150 200 250 300 350 400 450

Additional Manufacturing Costs [EUR]

incremental costs of a "full" EMVT are approximately Within the field of gasoline engines featuring variable
450 EUR ($US 400) for the reference engine consi- valve trains, various systems that possess different
dered here. This estimate includes a cost savings degrees of variability are being developed in parallel.
associated with the elimination of certain conventio- The selection of a particular technology depends on
nal components. the engine concept and market strategy as well as
further factors such as displacement, number of
The intake side only EMVT (or "half" EMVT) valve train cylinders and the production volume for the projec-
system in combination with a conventional exhaust ted engine. FEV currently has systems in develop-
camshaft represents a good compromise with re­spect ment for all of these valve train designs and levels of
to cost/use. With this constellation, full variability is variability. We would be honored to leverage our uni-
provided on the intake side and the exhaust valve que knowledge in this field to support you in the deve-
opening process, where high opening forces are lopment of your new engine concept.
required, is handled by the cam. If the intake EMVT is
combined with finger followers on the ex­haust side
that can be deactivated, nearly the same fuel econo- Dipl.-Ing. Markus Duesmann
my potential results (approximately 15%) as in the
3
 On the other hand, compared to naturally aspirated
Turbocharged Gasoline (NA) engines, turbocharged SI engines present fuel
economy disadvantages at full load, which are related
Direct Injection Engines to knocking tendencies. Therefore, turbocharging
normally requires a reduction of compression ratio
by 1 - 2 units. Unfortunately, this also influences fuel
Although turbocharging spark ignited (SI) engines economy at part load, so that the downsizing benefits
has traditionally only been applied to high-perfor- partially deteriorate. Moreover, it is necessary to limit
mance vehicle powertrains, recent focus has turned the exhaust gas temperature by air/fuel mixture
toward mainstream mass production cars. The rea- enrichment in order to avoid turbine overheating. For
son for this trend is related to downsizing, which is the sake of part load efficiency, the compression ratio
enabled by boosting. should be preset to relatively high levels, requiring
that knocking be avoided by retarded ignition timing,
This leads to the replacement of larger engines by again leading to increased exhaust gas temperatures
smaller, downsized engines, which provide the same and requiring even more full load enrichment.
power output and, thus, driving performance with
significantly improved fuel economy. Downsizing As a result, the fuel economy of turbocharged SI engi-
enables the engine to run at higher specific loads; nes very often turns out to be rather poor. Typically,
under normal driving conditions as well as during test this effect is even more pronounced under normal
cycle conditions, the engine is operated at higher driving conditions than it is for test cycle operation.
Fuel Economy BMEP levels with correspondingly lower BSFC. The combination of turbocharging and downsizing
Concepts with direct fuel injection can help to overcome most
of this problem.

Naturally aspirated Turbo charged Based on FEV's experience in this field, even the
DISI DISI application of homogeneous direct injection (during
(stratified) (stratified) the intake stroke) to stoichiometric operated tur-
Combustion Efficiency

bocharged engines leads to significant fuel economy

u el improvements. Compared to conventional PFI tur-

F y Turbo charged
bocharged engines, the compression ratio can be

om DISI increased by more than one unit. During NEDC (New

o n (homogeneous) European Driving Cycle) operation, this results in a

Ec fuel economy improvement of about 3 - 5%.

Naturally aspirated Turbo charged Another attractive aspect of this combination is

PFI PFI improved transient behavior of the turbocharged
engine. Moreover, the homogeneous λ=1 approach
does not re­quire additional efforts in the field of
exhaust gas aftertreatment, nor does it require an
Downsizing expensive NOx adsorber catalyst, which is one of the
most critical issues for stratified DISI applications.

Potential by The combination of turbocharging

Combination of and gasoline direct injection still
Direct Injection has additional potential. One such
and Turbo­ aspect is the possibility of calibra-
charging Full Load Benefits by ting idle operation and even the
reduced knocking
=> lower BSFC or
lower speed/load regime for lean
Engine Load

increased Boost/ mode operation. Within this area of

Instationary
Behavior Torque Level the engine map, the raw NOx emis-
sions are low, which might allow
Extension of stratified the omission of additional measu-
Operation Area
res for exhaust gas purification
be­yond the application of a three-
way catalyst (TWC).

Engine Speed
4
 This approach leads to an Stoichiometric NA
attractive stratified lean BSFC
Stratified NA
burn combustion configu-
ration. The initial investiga- Stratified TC
tions on FEV's test ben-
ches have indicated that
FC Reduction
the lean operational area in
TC vs. NA
the engine map can be
significantly ex­tended.
rel. AFR
Based on FEV test bench 6.0
re­sults as well as engine /
4.0
vehicle models, evaluati-
ons were conducted that 2.0
indicate a fuel economy 0.0
potential in the range of 10 Soot
to 15% compared to PFI 1.0
turbocharged engines.
FSN

0.5

0.0 Reduction of
Without doubt, today's Fuel Consumption
point of view is that this at Part Load
engine concept is very Engine Load
complex and requires sub-
stantial efforts for vehicle application. However,
recent R&D activities in the field of model based FEV anticipates that the combination of turbochar-
engine control algorithms indicate an evolutiona- ging and gasoline direct injection may ultimately esta-
ry process, which might end with feasible soluti- blish a new mainstream concept for SI engines, lea-
ons for managing this complexity. The prudent ding to a significantly emphasized role for turbochar-
approach, therefore, is to develop this new engine ging in passenger car SI engines.
concept step-by-step, beginning with the λ=1 con-
cept. Dr.-Ing. Peter Wolters

Intelligent Area of Best

Performance
Powertrain Area of Best
Engine Torque

Fuel
Con­sumption
It is no longer possible to meet growing demands on Area of Best
vehicle powertrains related to driving dynamics, com­ Emissions
fort, best possible fuel consumption and minimum
emissions under all foreseeable operating conditions, Ideal
without the use of complex electronic powertrain con­ Operational
Area
trol systems. Since the initial application of electronic
engine control systems in the 1970s, the complexity Engine Speed
of these systems has increased one-hundred fold.
The transition to an intelligent powertrain control introduced into the market. Current production auto- Optimal
system has become possible through the introduction matic transmissions are almost exclusively electroni- Operational Areas
of torque-based functions (control algorithms), as cally controlled. To achieve optimum driving dyna- for the Calibration
well as the implementation of electronic throttle sys­ mics together with the lowest possible fuel consump- of Powertrains
tems. Intelligent powertrain control systems include tion, a rapid data exchange characterizing the current
all systems that can influence the available torque at engine condition is necessary, as well as direct inter-
the vehicle's driven wheels. For conventional power- vention of the engine's torque behavior to adapt for
trains, traction control, drive stability and transmissi- deviations from the set point values. A very close
on control systems come to mind. In order to achieve cooperation between engine and gearbox calibration
additional increases in fuel economy, the first auto- is necessary to ensure a comfortable but also dyna-
mated manual transmissions have been success­fully mic tuning, especially during gear changes, to­gether
5
 with the exploitation of the potential for fuel economy supercharging or brake energy storage/regeneration.
improvements. FEV now offers calibration services The com­plex connection of these functions within a
for transmission controls, as a complement to the dense net­work for total vehicle management, inclu-
existing services we offer in the field of engine control ding power management (electric energy/battery) is
applications. En­­gine and
transmission cali­bration MT 5 Speed Manual
engineers work closely AT1) AT2) CVT Hybrid Transmission
together within each pro- AT1) 4 Speed Automatic
ject to achieve technical- 180% 200% 220% 300% Transmission
AT2) 5/6 Speed AT
ly optimized and highly
efficient solutions. The CVT Continuously Variable
170% TCT Transmission
two service offerings
AMT3) 1st Generation Automated MT
Comfort
MT 100%
also present benefits in
130% AMT1) AMT4) 1st Generation Automated MT
terms of synergy effects,
TCT Twin Clutch Automated MT
optimised data exchange
110% AMT3) Hybrid Torque-Split Transmission
and communications. in Hybrid Vehicle

Joint test trips under Fuel Consumption Size equals cost (MT = 100%)
ex­treme environmental
con­­ditions allow verifica- Assessment Matrix for Future Powertrains
tion of the influences of
changes in the calibration of one electronic control the future goal. This effort makes high demands on
and their influence on the other control system, ensu- the integra­tion of these technologies in the vehicle,
ring optimal functionality in all customer relevant on the functions development itself and on the cali-
operations. New vehicle concepts supply the stan- bration of the degrees of freedom for each function.
dard powertrain with additional torque sources. FEV partners with automotive OEM's and suppliers,
Examples for these additional sources are an inte- providing support and, as required, taking on full
grated starter generator unit or the electric motor in responsibility for all of the relevant tasks related to
hybrid applications. Such designs aim at the provisi- powertrain application and vehicle integration.
on of certain technical features, such as an increase
in torque for downsizing concepts with high pressure Dipl.-Ing. Rolf Weinowski; Dipl.-Ing. Hans Kemper

6 System I/0-Diagram of a parallel Hybrid Drivetrain

 This procedure is also used for optimization. FEV has
Vehicle developed a special computer based procedure for
the acoustic evaluation of combustion process that
Physics/Acoustics supports the thermodynamic development effort.
To­gether with the widely-used assessment of direct
The generic term "Vehicle Physics" comprises a num- com­bustion noise, this procedure also enables con-
ber of technical disciplines that FEV has mastered to clusions about indirect combustion noise shares and
improve an existing car model or to develop a new flow noise. Issues such as diesel cold start and knock
one. One primary task lies in the integration of the detection are also addressed. Vehicle emission cali-
powertrain into the vehicle while realizing challenging bration is supported by acoustic investigations at an
powertrain noise and vibration comfort targets. FEV early stage of development to prevent potential fuel
takes a holistic approach that concentrates on airbor- consumption and exhaust emission target conflicts
ne and structure-borne noise interfaces to the vehicle. and to ensure good vehicle acoustics.
This is accomplished early, during the de­sign phase FEV's Vehicle department specializes in experimental
of the engine and its auxiliaries. Throughout the enti- as well as analytical procedures. The integration of the
re development process, airborne noise radiation due powertrain into the vehicle creates the link between
to the powertrain and its vibration excitation at the en­gine and vehicle development. In essence, compo-
engine mounts are constantly evaluated with regard nents (engine mounts, drivetrain, intake and ex­haust
to vehicle aspects. Sound Cleaning, which refers to sys­tem) need to be designed and adapted for this
the elimination of acoustic peculiarities, is considered pur­pose. During this process, thermoacoustics and
an important precondition for successful Sound en­capsu­lation of the powertrain in the vehicle are
Design. dealt with.

At FEV, Vehicle Physics includes NVH optimization of One core element of experimental work is the evalua-
the engine, gear box and auxiliaries, reduction of tion of the vehicle in relation to the state-of-the-art.
acoustic excitation due to the engine combustion pro­ Various commercial CAE programs are available for the
cess, powertrain benchmarking as well as integration analytical optimization. The main focus is on acoustic
of the powertrain into the vehicle and the entire vehicle issues related to the full vehicle. Vibration optimiza-
development with regard to acoustics and comfort. tion of the drivetrain and chassis components is also
included. Moreover, comfort issues such as air con-
At present, FEV conducts full vehicle NVH projects ditioning, ventilation and fan noise are dealt with.
from prototype to SOP. In developing these capabili-
ties, one important strategic decision was to abandon FEV applies innovative methods to efficiently optimize
the separation between calculation (analysis) and the vehicle interior noise. Using Interior Noise Simu-
ex­periment to fulfill the requirements posed by short lation -­- a special tool developed by FEV -­- compon-
development cycles. ents with annoying noise can be attributed to their
associated noise sources and transmission paths.
FEV's Engine and Gear Box NVH Optimization depart­ Based on simultaneous measurements of airborne
ment offers its customers fast and economical solu- and structure-borne noise excitation of the power-
tions to noise and vibration problems. When a new train, Interior Noise Simulation facilitates the calcula-
engine is developed, acoustic calculations are already tion of individual vehicle interior noise components.
being conducted early in the concept phase. The Potential modifications can be predicted with regard
re­sults of these calculations are then considered in to their influence on interior noise.
the following development phase. Special finite ele-
ment models facilitate acoustic optimization in step Finite Element Analysis (FEA), Multi-Body Analysis
with engine design. If noise or vibration problems still (MBA) and Computational Fluid Dynamics (CFD) are
occur, they are solved using CAE and CAD tools. FEV used for the optimization of vibration comfort as well
has assembled teams of specialists in a manner that as interior and exterior noise. Typical applications deal
allows experimental and computational procedures with intake and exhaust side orifice noise, noise
to be simultaneously implemented (also combined) radiation by the exhaust system surfaces as well as
to effect solutions. Our customers achieve effective their global vibrations. Engine mounting and drive-
solutions as they work together with FEV's designers train problems are solved with up-to-date CAE sup-
and in close collaboration with suppliers. port.

The NVH Process Evaluation and Powertrain Bench- By combining these diverse activities, all customer
marking department recently introduced an acoustic de­mands can be met beginning with the optimization
component-FMEA evaluation service. An expert sys­ of single components up to engine application in a
tem was created to identify acoustic weak points on new vehicle. NVH troubleshooting plays a vital role in
the basis of powertrain benchmarking results. this process.
7
Dr.-Ing. Norbert Alt
 NVH Troubleshooting
Increasing complexity combined with shorter deve-
lopment cycles incurs the risk of noise and/or vibra-
Troubleshooting tion complaints toward the end of the development
Oil Pump Noise process of a new vehicle.

n[rpm] Baseline In these situations, NVH troubleshooting is highly Within the subsequent root cause analysis, experi-
5000 effective in finding remedial measures. Powertrain mental and analytical sensitivity analyses as well as
noise and vibrations and their excitations are identi- parameter variations are performed to identify the
4000
fied by specially developed analysis and calculation excitation mechanism. Optimization alternatives
3000 methods. derived from this are built as prototype specimens
and verified in engine and vehicle experiments. The
NVH troubleshooting projects that are performed by development of powertrain optimization measures
n[rpm] Optimization
FEV stand out due to the application of a successful can be supported by analyses with respect to vehic-
5000 optimization strategy that has been tested and veri- le interior noise (FEV's Interior Noise Simulation) to
fied in the solution of many problems. By means of support efficient product optimization.
4000 an NVH checklist, causes are investigated systema-
3000
tically. Efficient optimization measures are subse-
quently derived and realized. The NVH checklist
contains all potential noise excitation mechanisms
1000 2000 3000 4000
as well as the corresponding noise patterns, analysis
Frequency (Hz)
methods and efficient remedial measures. Special
FEV measurement procedures include the use of a
Dynamic Pressure
Discharge Side zero-clearance piston, the recording of the crankshaft
displacement or the tumbling movement of the fly-
Base
wheel, and the analysis of the valve train dynamics,
Pressure [bar]

among others.
Modification
Ultimately, this optimization process is only success­
[°CA] ful if not only acoustic but also all of the other deve-
lopment targets (such as cost, packaging, output
and emission targets) are considered. FEV ensures
this through interdisciplinary project teams and
close collaboration with the OEM and/or suppliers.

At the beginning of every NVH troubleshooting pro-

ject, identification of the disturbing noise through
objective measures is undertaken at the operating
conditions that are critical through analysis of the FEV offers all of the expertise and experience neces-
frequency and time domain signatures. In the next sary for time and cost efficient NVH troubleshooting.
step, an evaluation criterion for quantifying the noise The palette of services ranges from motor dynamics
problem is developed. This is helpful in defining the to powertrain components and gear to drivetrain and
optimization target (Target Setting) as well as for an vehicle.
objective evaluation of improvement measures. The
quantification of noise quality problems frequently Dipl.-Ing. Jakob Nehl
calls for specific individual evaluation parameters.

CONTACTS
FEV Motorentechnik GmbH FEV Engine Technology, Inc.
Neuenhofstraße 181 4554 Glenmeade Lane
52078 Aachen Germany Auburn Hills, MI 48326-1766, USA Editor
Phone (+49) (0) 241/ 56 89 - 0 Phone (+1) (0) 248 / 373- 60 00 A. Wittstamm
Fax (+49) (0) 241/ 56 89 -119 Fax (+1) (0) 248 / 373- 80 84
E-Mail [email protected] E-Mail [email protected] Layout
8 Internet http://www.fev.com Internet http://www.fev-et.com G. Perseke