Scribd
Upload
349 views1,072 pages

Modern Engine Technology

Internal combustion engine

Uploaded by

younes ebrahimnejad
Copyright
© All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
349 views1,072 pages

Modern Engine Technology

Internal combustion engine

Uploaded by

younes ebrahimnejad
Copyright
© All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
What we do today, determines how the world will look tomorrow. Lower emissions, low fuel consumption, high driving comfort all require creativity. This is nothing special for us as suppliers to the automotive industry. We develop bearings and precision components for engines, chassis and transmissions in close collaboration with manufacturers. From classic idler pulley units and strut bearing units to complete internal gearshift systems. For us, being creative today means infinitely variable camshaft phasing units that have a positive influence on power, fuel consumption and emissions. Or switching valve lash adjustment elements — from variable valve strokes to cylinder deactivation. For tomorrow's environmentally-friendly vehicle. Schaeffler KG » 91072 Herzogenaurach (Germany) - [Link] SCHAEFFLER GROUP Let’s boost the performance of you engine components Dylyn® Plus diamond-like coatings Rea Mt Ree i uence ame ue eae Re eae) DLE ma kee eR teen WR Cu RR Cu eRe Le Cae ET Creer SUN mSSY Cy ies ‘Tomorrow's challenges require complex, resource intensive ET Reena ceR On a achievements into world class products and processes. CO em CCM U il pes ue cies * In-house research of future powertrain technologies and alternative drivetrains * Development from concept to production including esac ey ORT ance aes OPES s maine bed systems for engines, drivetrains and vehicles * Advanced tools for an integrated development process Stee eater eee Une ecu Erie ny ED a aC ee ecm ert yes Thielert developed the world’s first serial production diesel piston aircraft engine for general aviation and defence aircraft. Special feature of ‘our CENTURION engines is the high pressure pump for the common rail injection which operates. with diesel as well as kerosene in any mixture ratio. The engines also come with turbo charger adaptions for high altitude missions. Further we have developed a fully redundant electronical Learn more: ‘[Link] | info@[Link] | +49 (37204) 6960 management for the engine and the propeller. All engines are equipped with a reduction gearbox that integrates a torsional damper and a torque limiting clutch. The CENTURION engines and their installations in general aviation aircraft are certified according to aviation requirements and can be easily adapted to special missions like marine and non-aircraft applications. We offer diesel piston engines from 99 KW to 257 kW. THIELERT Richard van Basshuysen Fred Schiifer Modern Engine Technology from A to Z Other SAE titles of interest: Internal Combustion Engine Handbook — Basics, Components, Systems, and Perspectives By Richard van Basshuysen and Fred Schiifer (Order No. R-345) Valvetrains By Yushu Wang (Order No. R-339) Vehicular Engine Design By Kevin L. Hoag (Order No. R-369) For more information or to order a book, contact SAE at 400 Commonwealth Drive, Warrendale, PA 15096-0001; phone (724) 776-4970; fax (724) 776-0790; e-mail CustomerService @[Link]; Web site [Link] [Link] Richard van Basshuysen/Fred Schifer Modern Engine Technology from A to Z SAE International’ Warrendale, Pennsylvania, USA All rights reserved. No part of this publication may be reproduced, stored in a retrieval in any form or by any means, electronic, mechanical, photocopying, recording, or otherwis written permission of SAE. For permission and licensing requests contact: SAE Permissions 400 Commonwealth Drive Warrendale, PA 15096-0001-USA Email: permissions@[Link] Tel: 724-772-4028 Fax: 724-772-4891 tem, or transmitted, e, without the prior Library of Congress Cataloging-in-Publication Data Lexikon Motorentechnik English. Modern engine technology : from A to Z./ Richard van Basshuysen and Fred Schiifer, editors. p-cm. Includes bibliographical references. ISBN 978-0-7680-1705-2 1. Internal combustion engines—Dictionaries. 2. Internal combustion Fred, 1948- . III. Title ‘TJ785.L4913 2007 629. engines—Encyclopedias. I. Van Basshuysen,Richard, 1932~ . II. Schifer, de22 2006100615 SAE 400 Commonwealth Drive Warrendale, PA 15096-0001 USA Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-1615 Email: CustomerService@[Link] Copyright © 2007 SAE International ISBN 978-0-7680-1705-2 SAE Order No. R-373 Printed in China Translated from the German language edition: Lexicon Motorentechnik: Der Verbrennungsmotor von A-Z by Richard van Basshuysen and Fred Schiifer Copyright © Friedr. Vieweg & Sohn Verlag/GWV Fachverlage GmbH, Wiesbaden, Germany, 2004 Foreword Modern Engine Technology from A to Zs a reference work with about 4500 keywords covering all aspects of the combustion engine. It is derived from “Shell-Lexikon Verbrennungsmotor” (Shell Lexicon of the Combustion Engine), which appeared in the form of 90 supplements to issues of ATZ (Automobiltechnische Zeitschrift; Journal of Automotive Engineering) and MTZ (Motortech- nische Zeitschrift; Journal of Engine Engineering) over a period of eight years, with the generous support of Deutsche Shell AG. The lexicon was thoroughly revised, updated, and expanded to reach its present form. The entire lexicon project was made possible by technical and material assistance provided by Siemens VDO Automotive AG. No one author could possibly provide an in-depth view of so many special areas—nearly one hundred authors contributed to the exhaustive presentation of the subject matter. We would like to extend our thanks to everyone involved. The text for keywords that do not appear in the List of Subjects and Authors was written by the publishers. The explosion of engineering insights and detailed knowledge engendered by more than one hundred years of development of the combustion engine reflects the wide variety of engineering demands met, the many structural components involved, and the intricacies of their interactions. The technological essentials of the combustion engine and its peripheral modules are covered in the approximately 1100 pages and 1700 illustrations of this volume. Using a detailed system of cross-references, readers are directed to the keyword entries of subentries by arrows (for exam- ple: Piston dimensions Piston ~Dimensions). This positions each keyword within its relevant context, reflecting the reality that the keywords are by no means isolated terms, but rather derive much of their significance from their relevance within the whole picture. In addition to accepting the challenge of presenting the current state of the art of engine devel- ‘opment, the publishers took particular pains to present theory and practice in a balanced ratio. This was made possible mainly by contributions from so many top-grade experts from industry and science. With their help, a reference work has been created that we hope will be as useful in the contexts of theory and research as in everyday practice. This book is intended, above all, for specialists in the automotive, engine, petroleum, and sup- porting industries, be they scientists or practitioners, and to serve as a study guide and reference for students. It also can provide useful advice and information to patent lawyers, automotive salespeople, official bodies, journalists, and interested laypersons. Despite the efforts of everyone involved, it is unavoidable in a volume of this scope that key- words may have been left out entirely or may have been given insufficient coverage. We are there- fore well aware that the book could be improved and would appreciate any ideas and information that serve this purpose. Richard van Basshuysen Fred Schafer Bad Wimpfen/Hamm, April 2006 About the Editors Dr.-Ing. E.h. Richard van Basshuysen, VDI, was born in Bingen/Rhein, Germany, in 1932. Fol- lowing an apprenticeship and then qualification as an automobile mechanic, he studied at the Technical University of Braunschweig/Wolfenbiittel from 1953 to 1955, graduating as a mechan- ical engineer. in 1982, he earned his university degree of engineering. From 1955 to 1965, he held @ position in engineering sciences with Mineraldlgesellschaft Aral AG/BP in Germany. In 1965, van Basshuysen joined NSU AG, where he directed the experimental unit working on engine and transmission development, including development of the Wankel engine, and rose to the position of vice director of experimental automotive engineering. In this position, he contrib- uted to the development of a number of vehicles, including the Prinz 4, NSU 1000 and 1200, RO 80 and K 70. In 1969, NSU was taken over by what is now Audi AG, at which he assumed the post of director of development for luxury vehicles and director of engine and transmission develop- ment; he also was elected by the managerial employees to a seat on the supervisory board of Audi AG. His most significant development was the first passenger-car diesel engine with detox- ified emissions, direct injection, and turbocharging, which van Basshuysen established in the face of considerable opposition in his own company within the VW Group. This engine featured 4 20% reduction in fuel consumption, compared with its prechamber engine predecessor, cou- led with high power output and torque levels, which established its preeminence worldwide. In Europe, the market share for this type of engine has grown from about 12% in 1989 to more than 50% in 2007. Subsequent to his corporate career, van Basshuysen founded an engineering office in 1992, which he still manages. His efforts now are dedicated to publishing the internationally recognized scientific and engineering journals ATZ (Automobiltechnische Zeitschrift; Journal of Automotive Engineering), and MTZ (Motortechnische Zeitschrift; Journal of Engine Engineering), Performing consulting work for international automakers, providing engineering services, and writing and publishing scientific and engineering books, most of which have been translated into English. All told, he is the author or contributing author of more than 50 publications. His editorials have appeared regularly in ATZ and MTZ for more than 15 years. Prof. Dr.-Ing. Fred Schéfer was born in 1948 in Neuwied am Rhein, Germany. Following an ap- prenticeship in mechanical engineering, he continued studying in that field at the State School of Engineering at Koblenz. He went on to complete studies at the University of Kaiserslautern, Insti- tute for Engines and Machines, earning the degree of Dipl.-Ing. His doctoral thesis was “Studies Of the Reaction Kinetics of Hydrogen/Methanol Combustion in the Otto Engine.” Schéfer's career then took him to Audi AG in Neckarsulm, Germany, to fill the position of assis- tant head of development. During his ten years with the company, other positions held included manager of the experimental engine group, followed by his tenure as director of the engine design department. In 1990, Schafer was appointed professor for engines and machines at what was then the Tech- nical University of Iserlohn, now part of the Technical University of Southern Westfalia in Iseriohn, where he directed the laboratory for combustion engines and flow machines. He is an active member of many university bodies, including the University Senate. In his current position as vice dean of the- ory and research, he is a member of the steering committee for the mechanical engineering faculty. Schafer is also active in the field of research and development of engine technology, both in a self-employed capacity and in cooperation with the company mpa-engineering. With Richard van Basshuysen, he published the journal supplement “Shell-Lexikon Verbren- Aungsmotor” (Shell Lexicon of the Combustion Engine) from 1996 to 2003, which appeared in book form in 2004 under the title Lexikon Motorentechnik (Lexicon of Engine Technology) Schafer has been a member of the VDI (Association of German Engineers) and of the Society of Automotive Engineers for many years. vi List of Subjects and Authors Actuators Air cycling valve Air intake system Balancing of masses Bearings Calculations Camshaft Carburetor Catalytic converter Chain drive Charge movement Combustion process, diesel/gasoline engine Commercial vehicle crankcase Commercial vehicle cylinders/liners Commercial vehicle cylinder head Connecting rod Coolant Coolant pump Cooling circuit Controi/gas transfer viii Dipl.-Ing. Schahier El-Garrahi Dipl.-Ing. Stefan Kléckner Dipl.-Ing. Jérg Ohlenburger Dipl.-Ing. Axel Tuschik Dipl.-Ing. Kay Brodesser Dr.-Ing. Alfred ElsaBer Matthias Alex Dr.-Ing. Olaf Weber Dipl.-Ing. Klaus Hirschfelder Dipl.-Ing. Helmut Schénfeld Dr.-Ing. Eckhart Schopf Dr. Peter Nefischer Dipl.-Ing. Norbert Gatzka Dr, Dietrich GroBmann Dipl.-Ing. Michael Jager Dr. Peter Bauer Dipl.-Ing. Gétz Tippelmann Prof. Dr.-Ing. habil. Ginter P. Merker Prof. Dr.-Ing. Stefan Zima Prof. Dr.-Ing. Stefan Zima Prof. Dr.-Ing. Stefan Zima Dipl.-Ing. Achim Voges Dipl.-Ing. Ladislaus Meszaros Peter Amm Franz Pawellek Dipl.-Ing. Klaus Danie! Prof. Dr.-Ing. Stefan Zima Information for Users This lexicon contains keywords followed, where relevant, by subentries extending to as many as four sublevels, each sublevel indicated by a tilde (-). The keywords are in blue, semi-bold letters in a larger font size to make them easier to find. The first sublevel headings are also in blue, but in the text size. Terms are arranged using the word-by-word system, where alphabetizing continues up to the end of the first word (hyphenated compounds count as one word). When the first word is the same as another entry, the second word is considered, and so on. Composite terms (e.g., “Variable valve control") are listed according to the alphabetic position of the adjective (first word). In some cases, a clarifying term follows the keyword, separated from it by a comma (e.g., “Cylinder charge, volumetric efficiency.” vil Crankcase Crankcase ventilation systems Crankshaft Cylinder head Engine-Historic engines Engine~Racing engines Engine acoustics Engine bolts Engine concepts Engine damage Electronic/mechanical engine and transmission control Exhaust gas analysis equipment Filter Fuel consumption Fuel, diesel engine Fuel, gasoline engine Heat accumulator List of Subjects and Authors Ing. Gunter Helsper Ing. Karl B. Langlois Dr.-Ing. Stephan Wild Dipl.-Ing. Hans-Jirgen Narcis Dipl.-Ing. Jochen Schmidt Dr. Ralf Marquard Prof. Dr.-Ing. Fred Schafer Prof. Dr.-Ing. Stefan Zima Dipl.-Kaufm. Roland Schedel Prof. Dr. Hartmut Bathelt Dr.-Ing. Hans-Walter Wodtke Dipl.-Ing. Siegfried Jende Dipl.-Ing. Hermann Kéhler Prof. Dr.-Ing. Stefan Zima Prof. Dr-Ing. Stefan Zima -Ing. Gerwin Héreth Ing, Rainer Riecke Dipl.-Ing. Karl Smirra Dipl.-Ing. Christian Weinzier! Dipl.-Ing. Mathias Goldhahn Prof. Dr.-Ing. Fred Schafer Dipl.-Ing. Markus Kolozyk Dipl.-Ing. Jochen Reyinger Dr.-Ing. Pius Trautmann Dr.-Ing. Olaf Weber Prof. Dr.-Ing. Rudolf Flier! Dr. Herbert Krumm, Wolfgang Lange Klaus Reders Dr. Andrea Schittze Dr. Herbert Krumm Wolfgang Lange Klaus Reders Dr. Andrea Schiitze Dr. Olaf Schatz ix List of Subjects and Authors Heat exchanger Ignition system, diesel/gasoline engine Injection functions Injection functions~Diesel engine Injection functions~Gasoline engine Injection system~Diesel engine Injection system~Gasoline engine Injection systems~Diesel engine Injection systems~Gasoline engine Injection valves~Diese! engine Injection valves~Gasoline engine Intake system Lubrication Mixture formation Oil Oil circulation Particles (Particulates) x Dr. Dragi Antonijevic Dr. Peter Diehl Dr. Thomas Heinze Dipl.-Ing. Achim Koch Dipl.-Ing. Frank Lohrenz Dr. Wolfgang Oestreicher Dr. Erwin Achleitner Dipl.-Ing. Jorg Neugartner Dipl.-Ing. Wolfgang Bloching Dipl.-Ing. Thomas Grossner Dipl.-Ing. Steffen Jung Prof. Dr.-Ing. Helmut Tschdke Dr. Erwin Achleitner Dipl.-Ing. Johannes Deichmann Dr. Franz Finzenhagen Dipl.-Ing. Bernhard Schmitt Dipl.-Ing. Ralph Schréder Dipl.-Ing. Wolfgang Bloching Dr. Erwin Achleitner Dipl.-Ing. Bernhard Schmitt Dr. Erwin Achleitner Dipl.-Ing. Wolfgang Bloching Prot. Dr.-Ing. Helmut Tschéke Dr. Erwin Achleitner Dipl.-Ing. Bernhard Schmitt Dr.-Ing. Alfred ElsaBer Dr. Josef Affenzeller Univ.-Prof. Dr. techn. Dipl.-Ing. Hans Peter Lenz Peter Busse Eric Frobése Dr. Helmut Leonhardt Jan Miller Hans Dieter Miller Volker Null Dipl.-Ing. Klaus Daniel Dipl.-Ing. Andreas C. R. Mayer List of Subjects and Authors Performance characteristic maps Piston Piston ring Pollutant after-treatment Radiator Sealing systems Sensors Software Spark plug Starter Torsional vibrations Two-stroke engine Variable valve control Dipl.-Ing. Bernd Haake Dr. Peter Wolters Dr. Manfred Réhrle Dipl.-Ing. Frank Miinchow Dr. Jochem Neuhduser Dipl.-Ing. Frank Terres Dipl.-Ing. Jirgen Eitel Dr. Wolfgang Kramer Dipl.-Ing. (FH) Klaus Bend! Dipl.-Ing. (FH) Armin Diez Dipl.-Ing. (FH) Eberhard Griesinger Dipl.-Ing. (FH) Uwe Georg Klump Dipl.-Ing. (TU) Wilhelm Kullen Dr. Anton Grabmaier Dipl.-Ing. Manfred Glehr Dipl.-Ing. Stefan Weber Dr. Thomas Heinze Carsten Bohnenkamp Dirk Schulte Dipl.-Ing. Peter Skotzek Dipl.-Ing. Bernd Jérg Dr-Ing. Uwe Meinig Dr. Peter Heuser xi List of Authors Achleitner, Erwin, Dr. Affenzeller, Josef, Dr. Alex, Matthias Amm, Peter Antonijevic, Dragi, Dr. Bathelt, Hartmut, Prof. Dr. Bauer, Peter, Dr. Bendl, Klaus, Dipl.-Ing. (FH) Bloching, Wolfgang, Dipl.-Ing. Bohnenkamp, Carsten Brodesser, Kay, Dipl.-Ing. Busse, Peter Daniel, Klaus, Dipl.-Ing. Deichmann, Johannes, Dipl.-Ing Dieh|, Peter, Dr. Diez, Armin, Dipl.-Ing. (FH) Siemens VDO Automotive, Regensburg [Link] AVL List GmbH, A-Graz [Link] Mann + Hummel GmbH, Ludwigsburg [Link] Gerate- und Pumpenbau GmbH, Dr. Eugen Schmidt, Merbelsrod [Link] Visteon Technologie Zentrum, Kerpen [Link] Akustikzentrum GmbH, Lenting [Link] IWIS ketten, Joh. Winkelhofer & Séhne GmbH & Co KG, Miinchen [Link] Elring Klinger AG, Dettingen/Erms. [Link] Siemens VDO Automotive, Regensburg [Link] Siemens VDO Automotive, Regensburg [Link] MAHLE Filtersysteme GmbH, Stuttgart [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] APL Automobil-Prifftechnik Landau GmbH, Landau [Link] Siemens VDO Automotive, Regensburg [Link] Visteon Technologie Zentrum, Kerpen [Link] Elring Klinger AG, Dettingen/Erms [Link] Eitel, Jargen, Dipl.-Ing. El-Garrahi, Schahier, Dipl.-Ing. ElsaBer, Alfred, Dr.-Ing. Finzenhagen, Franz, Dr. Flierl, Rudolf, Prof. Dr.-Ing. Frobése, Eric Gatzka, Norbert, Dipl.-Ing. Glehr, Manfred, Dipl.-Ing. Goldhahn, Mathias, Dipl.-Ing. Grabmaier, Anton, Dr. Griesinger, Eberhard, Dipl.-Ing. (FH) GroBmann, Dietrich, Dr. Grossner, Thomas, Dipl.-Ing. Haake, Bernd, Dipl.-Ing. Heinze, Thomas, Dr. Helsper, Ginter, Dipl.-Ing. Heuser, Peter, Dr. Hirschfelder, Klaus, Dipl.-Ing. List of Authors Behr GmbH & Co. KG, Stuttgart [Link] Siemens VDO Automotive, Regensburg [Link] MAHLE Filtersysteme GmbH, Stuttgart [Link] Siemens VDO Automotive, Regensburg [Link] Universitat Kaiserslautern, Lehrstuhl \Verbrennungskraftmaschinen, Kaiserslautern [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] retired from Dr. Schrick GmbH, Remscheid [Link] Siemens VDO Automotive, Regensburg [Link] Vaihingen-Enz Siemens VDO Automotive, Regensburg [Link] Elring Klinger AG, Dettingen/Erms [Link] retired from Pierburg GmbH, Neuss [Link] Siemens VDO Automotive, Regensburg [Link] FEV Motorentechnik GmbH, Aachen [Link] AES Automotive Engineering Services, Finnentrop F Porsche AG, Weissach [Link] Meta Motoren- und Energie-Technik GmbH, Herzogenrath [Link] BMW AG, Miinchen [Link] List of Authors Héreth, Gerwin, Dipl.-Ing. Jager, Michael, Dipl.-Ing. Jende, Siegfried, Dipl.-Ing. Jorg, Bernd, Dipl.-Ing. Jung, Steffen, Dipl.-Ing. Klockner, Stefan, Dipl.-Ing. Klump, Uwe Georg, Dipl.-Ing. (FH) Koch, Achim, Dipl.-Ing. Kohler, Hermann, Dipl.-Ing Kolozyk, Markus, Dipl.-Ing. Kramer, Wolfgang, Dr. Krumm, Herbert, Dr. Kullen, Withelm, Dipl.-Ing. (TU) Lange, Wolfgang Langlois, Karl B., Dipl.-Ing. Lenz, Hans Peter, Univ.- Prof. Dr. techn. Dipl.-Ing. Leonhardt, Helmut, Dr. Siemens VDO Automotive, Regensburg [Link] Emitec GmbH, Lohmar [Link] TEXTRON Peiner Umformtechnik GmbH, Peine [Link] Vibracoustic GmbH & Co. KG., Neuenburg [Link] Siemens VDO Automotive, Regensburg [Link] ‘Siemens VDO Automotive, Regensburg [Link] Elring Klinger AG, Dettingen/Erms [Link] Siemens VDO Automotive, Regensburg [Link] KAMAX-Werke Rudolf Kellermann GmbH & Co KG, Homberg/Ohm [Link] Mann + Hummel GmbH, Ludwigsburg [Link] Behr GmbH & Co. KG, Stuttgart [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] Elring Klinger AG, Dettingen/Erms [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] F Porsche AG, Weissach [Link] Institut fir Verbrennungskrattmaschinen und Krafttahrzeugbau der TU Wien, A-Wien [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] List of Authors Lohrenz, Frank, Dipl.-Ing. Marquard, Ralf, Dr. Mayer, Andreas C. R., Dipl.-Ing. Meinig, Uwe, Dr.-Ing. Merker, Giinter, P., Prof. Dr.-Ing. habil. Meszaros, Ladislaus, Dipl.-Ing. Miller, Jan Miller, Hans Dieter Minchow, Frank, Dipl.-Ing. Narcis, Hans-Jiirgen, Dipl.-Ing. Nefischer, Peter, Dr. Neugartner, Jérg, Dipl.-Ing Neuhauser, Jochem, Dr. Null, Volker Cestreicher, Wolfgang, Dr. Ohlenburger, Jérg, Dipl.-Ing. Siemens VDO Automotive, Regensburg [Link] MAN B&W Diesel AG, Augsburg [Link] TM Technik Thermische Maschinen, CH-Niederrohrdort Hengst GmbH & [Link], Minster [Link] Institut fur Technische Verbrennung, Universitat Hannover, Hannover [Link] BASF Aktiengesellschaft, Ludwigshafen [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] Federal Mogul Burscheid GmbH (formerly Goetze AG), Burscheid [Link] Maschinenfabrik Alfing Kessler GmbH, Aalen [Link] BMW Motoren GmbH, A-Steyr [Link]-werk-steyrat Siemens VDO Automotive, Regensburg [Link] Federal Mogul Burscheid GmbH (formerly Goetze AG), Burscheid [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] Siemens VDO Automotive, Regensburg [Link] Siemens VDO Automotive, Regensburg [Link] List of Authors Pawellek, Franz Reders, Klaus Reyinger, Jochen, Dipl.-Ing. Riecke, Rainer, Dipl.-Ing. Rohrle, Manfred, Dr. Schafer, Fred, Prof. Dr.-Ing. Schatz, Olaf, Dr. Schedel, Roland, Dipl.-Kaufm. Schmidt, Jochen, Dipl.-Ing. Schmitt, Bernhard, Dipl.-Ing. Schénfeld, Helmut, Dipl.-Ing. Schopf, Eckhart, Dr.-Ing. Schréder, Ralph, Dipl.-Ing. Schulte, Dirk Schiltze, Andrea, Dr. Skotzek, Peter, Dipl.-Ing. ‘Smirra, Karl, Dipl.-Ing. Gerate- und Pumpenbau GmbH, Dr. Eugen Schmidt, Merbelsrod [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] Mann + Hummel GmbH, Ludwigsburg ‘[Link] Siemens VDO Automotive, Regensburg [Link] RO-CONSULT, Ostfildern FH Siidwestfalen, Iserlohn [Link] Schatz Thermo Engineering, Kréppen-Pirmasens TEXT-COM, Taunusstein [Link] Maschinenfabrik Alfing KesslerGmbH, Aalen [Link] Siemens VDO Automotive, Regensburg [Link] retired from Schenck RoTec GmbH, Darmstadt Federal-Mogul Wiesbaden GmbH & Co. KG, Wiesbaden [Link] Siemens VDO Automotive, Regensburg [Link] Siemens VDO Automotive, Regensburg [Link] Deutsche Shell GmbH, Shell Global Solutions (Deutschland), PAE-Labor, Hamburg [Link] Siemens VDO Automotive, Regensburg [Link] Siemens VDO Automotive, Regensburg [Link] List of Authors Terres, Frank, Dipl.-Ing. Tippelmann, Gétz, Dipl.-Ing. ‘Trautmann, Pius, Dr.-ing. Tschdke, Helmut, Prof. Dr.-Ing. Tuschik, Axel, Dipl.-Ing. van Basshuysen, Richard, Dr.-Ing. E.h. Voges, Achim, Dipl.-Ing. Weber, Olaf, Dr-ing. Weber, Stefan, Dipl.-Ing. Weinzierl, Christian, Dipl.-Ing. Wild, Stephan, Dr.-Ing, Wodtke, Hans-Walter, Dr.-Ing. Wolters, Peter, Dr. Zima, Stefan, Prof. Dr.-Ing. Tenneco Automotive Heinrich Gillet GmbH & Co KG, Edenkoben [Link] Drallmesstechnik GmbH, Neuenstadt Mann + Hummel GmbH, Ludwigsburg [Link] Otto-von-Guericke-Universitat Magdeburg, Magdeburg [Link]/imko Siemens VDO Automotive, Regensburg [Link] Publisher, Automobiltechnische Zeitschrift and Motortechnische Zeitschrift, Bad Wimpfen Mahle GmbH, Stuttgart [Link] Mann + Hummel GmbH, Ludwigsburg ‘[Link] Siemens VDO Automotive, Regensburg [Link] Siemens VDO Automotive, Regensburg [Link] Mann + Hummel GmbH, Ludwigsburg [Link] AFT Atlas Fahrzeugtechnik GmbH, Werdohl [Link] FEV Motorentechnik GmbH, Aachen [Link] FH GieBen-Friedberg, FB Maschinenbau, Friedberg [Link] yvil List of Abbreviations ACEA API ATIEL AVL ATZ BDC bhp BUWAL °CA CARB col CEC CFD CCMC. Dl DIN DEF ECE EEA EEC Association des Constructeurs Européens d’Automobiles; Association of European Automobile Manufacturers. American Petroleum Institute Association Technique de I’Industrie Européenne des Lubrifiants; Association of the European Lubricant Industry private company that develops powertrain systems for internal combustion engines, as well as instrumentation and test systems Automobiltechnische Fachzeitschrift; Journal of Automotive Engineering bottom dead center (of piston travel) measurement of engine power: BHP = torque (ft/Ibs) x rpm/5252 Bundesamt fiir Umwelt, Wald und Landschatt; Swiss Agency for the Environment, Forests and Landscape degrees crank angle California Air Resources Board capacitor discharge ignition, a high-voltage capacitor ignition system. Coordinating European Council for the development of performance tests for lubricants and engine fuels Computational flow dynamics Comité des Constructeurs d’Automobiles du Marché Commun (predecessor of ACEA) direct injection Deutsches Institut fur Normung; German Institute for Standardization UK military specifications (Ministry of Defense) Economic Commission for Europe European Environment Agency European Economic Community EGR EU4, EUS FID FW IDI IEC ILSAC Iso JASO. Lev Lev2 MIL MIZ OBD OSEK SAE TDC TOV ULEV vbI ZEV zvol List of Abbreviations exhaust gas recirculation European Union standards 4 and 5 flame ionization detector Forschungsvereinigung Verbrennungskraftmaschinen; Research Association for Combustion Engines indirect injection International Electrotechnical Commission International Lubricant Standardization and Approval Committee a network of the national standards institutes of 157 countries, and the world’s largest developer of standards Japan Automobile Standards Organization low-emissions vehicle CARB low-emissions vehicle standards US military specification Motortechnische Zeitschrift; Journal of Engine Engineering on-board diagnostics Offene Systeme und deren Schnittstellen fir die Elektronik im Kraftfahrzeug [open systems and the correponding interfaces for automotive electronics]; German standards committee Society of Automotive Engineers (US) top dead center (of piston travel) Technischer Uberwachungsverein; Technical Inspection Association (Germany), an independent product testing and standards organization ultra-low-emissions vehicle Verein Deutscher ingenieure; Association of German Engineers zero-emissions vehicle Zentralverband Deutscher Ingenieure; Association of German Engineers \ classilication Engine acoustics ~Assessment curves Abnormal combustion pr Knocking 45 9Glow ignition; \byasive cay Piston ring ~Wear Absolute fuel consumption Buel consumption Absolute nuifiicr Engine acousties so p10 Engine acoustics ~Noise absorption \bsorp con cos Supercharging ~Engine air mass flow curve sorption ype mulilo: Engine acoustics; Exhaust system ~Mufiler \ccclcr sion (also, Crankshaft drive). A rapid load change of the engine (such as an increase from part load in the direction of full load) or an engine speed change, is called acceleration. The inertias of the ‘masses in the engine that need to be accelerated work produce a resistance against the acceleration. ‘The acceleration of the engine depends very much on the mass to be accelerated. It comprises reciprocat- ing and rotating masses. Low masses to be accelerated (eg., in the flywheel, vibration dampers, crankshaft) result in shorter acceleration times, because the accel eration period declines in proportion to the mass (mo- ments of inertia) to be accelerated, assuming that the same force (torque) is applied. Sports engines are nor- ‘mally designed in such a Way that a small moment of i ertia allows a fast acceleration of the engine, which means, that a fast load and engine speed change is achieved. Delayed acceleration is seen in engines with ex- haust gas turbocharging, especially at lower engine speeds, because the turbocharger needs a certain time to make the appropriate boost pressure available (re- ferred to as “turbocharger lag”). There is, therefore, al- ways a difference between steady state status and the instantaneous nonsteady status. ‘The flywheel mass is an important parameter with respect to the “rotational engine ability” in the con- structional design of an engine. A compromise is al- ways required between a small rotational mass and, therefore, rotational engine ability and the degree of nonuniformity. \oceleration dos leo (also,-*Acceleration enti ‘ment; Carburetor). The acceleration device is a sys- tem used to supply the engine with an additional volume of fuel during acceleration. This can be implemented, for example, with additional injection impulses (injec- tion system) or with an accelerator pump (carburetor system). Acceleration devices are required in particu- lar for engines with external mixture formation and also in gasoline engines. Acceleration enrichment (also, -Carburetor). In gasoline engines, a proportion of the fuel attaches itself to the relatively cold intake manifold walls in the form of a film. This was especially true in carbureted en- gines or engines with central fuel injection. Addition- ally, when the throttle is opened rapidly, the relatively heavy fuel, in contrast to the air, arrives later in the ‘combustion chamber, resulting in a leaning of the mix- ture. This may cause misfires or reductions in engine torque. Acceleration enrichment is used to deliver an additional fuel supply into the intake manifold to com- pensate for the above effect. However, this normally results in an undesired increase in hydrocarbons and carbon monoxide. In single-point fuel injection sys- tems, the mixture is normally tuned in such a way that the additional volume injected is calculated to be just sufficient to enable the acceleration to be achieved without delay or torque reduction. This has advantages with respect to fuel consumption and emissions, in par- ticular for carbon monoxide and hydrocarbon emi: sions. Excessive mixture enrichment, as was used in older carburetor gasoline engines through an accelera- tor pump, is not required for injections directly up- stream of the intake valve. ‘Modern injection systems activate the acceleration enrichment function if the increase in air volume flow, or the engine load, exceeds a certain threshold be- tween power cycles. The amount of mixture enrich- ment is dependent on load, engine speed, engine tem- perature, and the speed of the load change. Additionally, fan increase in the volume of fuel supplied can be achieved by prolongation of the normal injection im- pulse or through an intermediate injection. At the same time, the ignition angle can be reduced dynamically to prevent knocking under acceleration. An additional in- crease of the injected fuel volume for acceleration is, generally not required for diesel engines. The addition, of a starter volume with the help of injection adapta- tion to compensate for condensation and leakage losses and to increase the engine torque during the start-up phase only makes sense after the start A load pressure-dependent on the injection volume is required after the diesel engine is loaded to mini- mize the black smoke. 4 orator pol (also, Actuator ~E-gas), The accelerator pedal is used to control the load on an en- gine. The position of the throttle valve actuator in a gasoline engine is changed by the accelerator pedal, 1 Accelerator pedal, electronic whereas in a diesel engine the control rod of the injec- tion pump is moved—or on common rail systems the injection valve is changed —via a signal, and this de- termines the mass of the diesel fuel to be injected. The connection of the accelerator pedal to the engine was. ‘mechanical in the past (control cable or linkage). How- ever, electronic accelerator pedals are used increas- ingly in modern automobiles. Accelerator pedal, electronic +Electronic open- and closed-loop control Accelerator pedal module Actuators ~E-gas \coclerator pump —*Acceleration enrichment; *Carburetor ~Constant pressure carburetor, ~Dashpot pump Acessories Engine accessories Accessory noises +Engine acoustics jon des Constructeurs Européens d’ Automobiles) +0il ~Classification, specifications, and quality requirements \cotone +Fuel, gasoline engine ~ Alternative fuels Acoustics Air intake system ~Acousties; -*Engine acoustics: \ctivated carbon container +Activated carbon filter Activated carbon filter (ACF). The volatile hy drocarbons evaporate in the tank of a vehicle with a gasoline engine depending on the pressure, tempera: ture, composition, and vapor pressure of the fuel. They must be fed to the engine for combustion to prevent them from getting into the atmosphere. This is cither done directly through a bypass pipe or after interim storage in an activated carbon container, where the hydrocarbons are absorbed. ‘The activated carbon filter is regenerated using the vacuum in the intake manifold to suck the hydrocarbons from the activated carbon container. To achieve this, part of the combustion air is sucked through the act vated carbon filter. Precontrol is performed using an ACF pulse valve. The feedback volume is approxi- mately 2% amount. The charge status % of the air intak of the air with hydrocarbons from the ACF system is not known, but microcontrol through the lambda probe signal is performed to avoid over-enrichment. The feed- back can be performed for naturally aspirated engines, over the total load range from idle to full load. Normal activated carbon container sizes range from 0.5 to 3 liters, depending on the size of the gasoline tank. The carbon filling in the activated carbon con- tainer is slightly preloaded by a spring load to mini mize abrasion due to shock. The container material sheet steel or plastic. The air is guided through a fleece 2 or the equivalent to prevent fouling of the carbon fill- ing. Also, the activated carbon must be protected from, water, because this reduces the active surface that is, used for the attachment of hydrocarbons. ‘As a result, a larger activated carbon filter would be required to bind the volatile hydrocarbons during fill- ing of the vehicle. These are fed back to the engine dur- ing its operation. This achieves a higher level of effi ciency than the oscillation method (extraction of the volatile hydrocarbons during fuelling and recircula- tion into the tank system) used today. Disadvanta- geous is the larger volume (approximately 10 liters) of the container and the additional cost. Activation energy >Chemical reaction Active bearing assembly +Engine acoustics ~Engine/uecessory mount Active engine bearing Engine acousties ~Engine/ accessory mount Active engine speed sensor -*Sensors ~Speed sensors Active noise comtrol +Air intake system ~Acoustics Future systems Active sensor >Sensors ~Speed sensors Activity +Catalytic converter Actuators (also, +Electronic open- and closed- loop control ~ gasoline engine), Actuators are actua- tion devices, which are usually activated pneumati cally or electrically. ~Actuators for exhaust gas recirculation (EGR), Actuators supply exhaust gas to the intake mixture. The combustion speed is lowered by the addition of exhaust gas and this reduces the peak combustion tem- perature, which in turn reduces the nitrogen oxide (NOx) emissions. The recirculation of the burned ex- haust gas also reduces the oxygen mass in the combus- tion chamber, which results in a decrease in fuel con: sumption, Exhaust gas recirculation is divided into external and internal exhaust gas recirculation. '~~EGR bypass valve. Depending on the engine op- crating point, the recirculated exhaust gas will either be fed to the EGR radiator or around it. This bypass fune- tion is implemented by integrating an EGR bypass valve. The valve consists of a pneumatic and electric actuator and a valve seat. Butterfly valves are widely used. ~~EGR valve. The EGR valve controls the amount of exhaust gas that gets recirculated into the intake man- ifold during external exhaust gas recirculation. The control is based on engine speed and load. Exhaust gas recirculation valves are divided into pneumatic, elec~ tropneumatic, and electrical systems, ~~~Electric EGR valves. These systems permit the utilization of exhaust gas recirculation at higher oper- ating points, depending on the intake vacuum. Electric EGR valves (Figs. Al and A2) consist of an. electrical actuator (DC motor, solenoid coil, or stepper motor) and valve seat (disk valve, needle valve, butter- fly valve, or rotary valve). Electric EGR valves have imtegrated sensors, which make monitoring of the valve position possible to satisfy present accuracy re- quirements. Very accurate control of the quantity of ex- haust gas recirculated and reduced setting times is, possible in comparison to pneumatic and electro- pneumatic valves. The requirement for highly accurate electrical EGR valves is justified by continuously low- ered emission limits. ~~~Electronic-pneumatic EGR valves. The el tronic-pneumatic valves are integrated into the tem as pressure controllers or are mounted in front of the vacuum cell to control the quantity of exhaust gas recirculated independent of the engine operating point. The control of the quantity of exhaust gas re~ circulated is limited to the range determined by the bo ears Actuators 7 CMA Fig. Al Electric EGR valve force of the intake vacuum, which opens the valve against the retractor spring force and the applied pressures. ~~~Pneumatic EGR valves. This system consists of, disk valves with pneumatic actuation by a vacuum cell. They are subjected to the intake manifold vac- uum, which permits adjustment of the EGR valve in- dependent of the engine operating point, The range of pneumatic EGR valves is limited by pneumatic delay valves or pressure limiting valves to avoid negative influences from unacceptable exhaust gas recircula- tion amounts. For the same reason, the exhaust gas recirculation is switched off in some systems for cer- tain operating points by using electrical switchover valves. ~~External exhaust gas recirculation. A portion of the combusted exhaust gas is recirculated from the ex- haust manifold through a pipe to the intake tract (Fig. ‘A3). The amount of the exhaust gas recirculation is controlled depending on engine speed and load by an EGR valve: Fig. A2 Butterfly valve with electric motor Actuators EEGR Intake Manifold § = i Exhaust Maiois 2 Senser Engine Parameter Fig. A3 Schematic diagram of exhaust gas recirculation ~~Internal exhaust gas recirculation. The propor- tion of exhaust residuals in the combustion chamber will be influenced by the overlap of intake and exhaust valves, Based on the particular design, only small quan- titative control ofthe exhaust gas is possible. More effec- tive exhaust gas recirculation can only be achieved by ‘means of variable valve drives. A further reduction of the ‘nitrogen oxide (NOx) emissions can be achieved by EGR cooling. Depending on the operating condition, the exhaust gas is recirculated through the exhaust gus cooler ‘or around the exhaust gas cooler to the intake manifold. An EGR bypass valve performs the control function, oo 40. This component was de- veloped to be used in systems for diesel engines. The Purpose of the actuator is to produce a defined vacuum in the intake manifold. It gets expanded to a complete EGR system for diesel engines by adding an exhaust gas recirculation valve. The concept permits adaptation of the actuator for customization, This makes it possible to adapt the ac- tuator to the existing installation space, the connection geometry, and the air duct diameter, ‘The emissions from combustion engines must be re- duced over the next few years due to legal regulations. Exhaust gas recirculation is gaining importance, be- cause it offers the possibility of bringing the emission of pollutants in line with the environmental obliga- tions. It will be necessary to control the EGR rate for all operational conditions to meet the requirements of the EU4 pollution standard. ‘The ACV (Fig. A4) generates a defined vacuum in take air tract to promote exhaust gas recircula- tion. It controls the throttle in the air duct and provides defined pressure conditions in the intake manifold, which in tum permits a controlled EGR supply. ‘The ACV has a contactless sensor, which provides a feedback signal of the nozzle position to the ECU (engine control unit). The built-in DC motor actuates the nozzle via a two-stage transmission. The nozzle is opened fully by a retractor spring if no electrical power is applied. ~E-gas (electric motor-driven throttle valve actuator For E-gas, no mechanical connection exists between ‘gas pedals and actuators for engine load and engine speed changes. 4 Fig. A4 Air control valve ~~Cruise control. This is a control system for the ve- hicle speed based on a speed signal through a separate cruise control actuator or the electrical throttle actua- tor. The control algorithm for the load control of the engine is integrated in the actuator through separate electronics or in the engine electronics. ~~~Cruise control actuator. The cruise control actu- ator moves the load actuation parts of the combustion engine independent of the gas pedal position during the speed-controlled operation. This is implemented by direct connection of the throttle actuator or by Bowden cables or linkages. Separate cruise control ac- tuators are now often replaced by electrical throttle actuators. ~~Dashpot function. See below, ~~Load-reversal damping ‘~~Drive-by-wire. This is the mechanically decoupled actuation of the load control mechanisms of a gasoline engine by electrically powered actuators. It permits load control independent of the gas pedal position of the combustion engine for the implementation of addi- tional functions such as speed control, load-reversal damping, idle control, antislip control, and support of gear changes for automatic and semi-automatic transmissions. ~~E-gas actuator. The E-gas operates as a load actu- ator for the gasoline engine. The throttle controls the air volume supplied to the engine. The throttle actua- tion is performed by a mechanical connection to the gas pedal or by electric actuators such as a throttle ac- tuator. The throttle actuator controls the air volume supplied to the engine and, therefore, operates as the primary load actuator. Throttle actuators can be di- vided into mechanical and electrical actuators. Me- chanical throttle actuators are connected directly to the gas pedal by Bowden cables or linkages. Nonlinear transformations against the gas pedal motion are im- plemented in part by the mechanical connection or in the air duct of the throttle. Integrated idle actuators Actuators 1 Air duct f 2DC motor a4 32 3 Twosstage transmission 4 Position sensor (potentiometer) ll 5 Retura spring Fig. AS Drive-by-wire throttle actuator with DC motor Air dct, 2 Thats valve 3 Rotum spring 4 Stator '5 Rotor (polar) 6 Cal ‘@ 4 Fig. A6 Drive-by-wire throttle actuator with torque motor make additional functions possible. Electrical throttle actuators operate without mechanical connection to the gas pedal and are actuated by different types of electrical actuators. DC motor actuators are used in most cases (Figs. AS and A6). ~~Electronic gas pedal. See above, ~~Drive-by-wire ~~Electronie stability control. This is control of the vehicle stability around the vertical axis by sensing the yaw angle and then by electronic intervention on, brakes and throttle actuator. ~-FMVSSI24. This is the safety standard (US) for the retraction of a throttle actuator into a safe position in case of a failure. Two independent energy sources are required for the retraction and the retraction times for different temperatures, which must not be over- ridden by the total gas pedal/control/throttle actuator system if one of the two energy sources fails. ~~Gas pedal module. This is a gas pedal with an inte- grated position sensor for the incorporation of the com- bustion engine load status determined by the driver. The, position sensors are potentiometers or contactless sensors, suich as Hall effect and inductive sensors (drive-by-wire). ~~Idle control (gasoline engine). Gasoline engine idle control is performed by controlled opening of a bypass valve to the idle actuator of the main air duct or by position control of the throttle for the electrical throttle actuator (Fig. A7) ~~~Idle actuator (gasoline engine). This is control equipment (valve) for the air volume during idle oper- ations of the engine. Control of the air volume is achieved by opening and closing the bypass valve to the main air duct or by direct actuation of the throttle. Stepper motors (Fig. A8), or solenoid actuators, are primarily used as actuators. ~~~ldle valve. See above, engine) Idle actuator (gasoline die spe0d contro! ‘through bypass. valve when thro valve is closed tale spaces control hreugh tote valve ‘action L Fig. A7 Comparison of idle control principles Actuators Fig. A8 Bypass idle actuator with stepper motor ~~Limp-home air mass. See below, ~~Progression (throttle) ~~Limp-home feature. Continued operation of the gasoline engine is possible in limited mode if the elec- trical actuator of the throttle actuator fails. This is ‘made possible by positioning the throttle into the limp- home position. The throttle will not be closed com- pletely when the electrical power fails if a throttle ac- tuator is used, The remaining limp-home air mass will be adjusted in such a way that a slow continua- tion of the drive is possible. ‘At the same time, the limp-home air mass will be adjusted in such a way that the vacuum that develops, in the intake manifold in this position is large enough to supply the brake booster. ~~Limp-home position. See below, ~~Progression (throttle) ~~Load-reversal damping (dashpot function). This refers to the delayed closing of the throttle actua- tor or the idle actuator and, therefore, to damped re- duction of the air volume supplied to the combustion engine after a sudden load reduction by gas pedal re- traction. The braking effect of the engine is delayed but fully active. ~~Position control of throttle. The position control of the throttle is executed in a closed loop by analyzing the position sensor in the actuator and by controlled actuation of the throttle actuator. The required algo- rithms are integrated into the engine controller. Poten- tiometers or contactless sensor systems, such as Hall effect sensors, magnetic-inductive sensors, or magneto- resistive sensors are used as position sensors, ‘~~Progression (throttle), This term refers to acceler ated or decelerated (negative progression) opening of the throttle against the gas pedal motion. Fig. A9 shows, the air mass flow characteristics. & ‘Typical air mass charactoristics depending of pedal positon and air duct geometry Airmass 1 Oylinrical air duct 2 Gytindrcal ir duct with progressive C-cable disk 3 Gyiindnical ar duct with digrossive C-cablo disk 4 Areduet with spherical calote ide ‘postion Fuitioad ‘Typical iferental pressure characteristics at constant pump power and cylincrcal at duct geometry Diferentia pressure cise Throttle valve angie “pen Fig. A9 Air mass and differential pressure character- istics of throttle actuators ~~Spherical cap (throttle) Actuators ~E-gas ~~Pro- gression (throttle) ~General purpose actuats: The products of the GPA family (Fig. A10) are powered by the vehicle battery. This is in contrast to the pneumatic actuators, which need a vacuum system. GPAs are used to move or position an external system (e.g.,a lever, linkage, or rod) within a predefined range, Application areas may include: * Intake manifold length and/or volume adjustments, ‘Turbocharger with variable turbine geometry Wobble and swirl throttle systems ‘Waste-gate valves Starter-generator Exhaust gas throttles Exhaust gas cooler Transmission ‘The following components are available for the sys- tem design. Actuators a a ee a Gn Cle Oar uN ew (eet) Bul de 7 = Se oe Cows]! /\\ [fo] || eee det postion \ i. “ oor rim] | \ | wes. | a int \ von 2a | | AIO Torquer_ Overview of possible ——————— GPA components ~~Blectric motors. The electric motors used are DC motors. ~~~DC motor. This is a classic parallel flow motor, which is normally used in conjunction with a transmis- sion system. Actuators with worm-gear drive (self- Jocking) or with spur gear (not self-locking) can be de- signed depending on the transmission type. Fast actuation speeds and high surplus torques can be achieved by using transmissions, ~~~Torque motor. The torque motor is a DC motor. Its coil is wound onto the stator and the magnets are at- tached to the rotor. This motor preferably is used for applications that require fast reaction times and small strokes. The torque motor features contactless function and, therefore, provides resistance to wear (no carbon brushes). ~~Integrated electronic control unit. Depending on the application, it may be necessary to equip the GPA with its own electrical circuit. This can be achieved by, for example, installing an H-bridge on the carrier sub- strate in the rotational direction of the electric motor and the microcontroller, which is responsible for the bearing control. Different carrier substrates can be used depending on environmental conditions and system design. The electrical circuit is implemented on a thick- film hybrid due to the temperature requirements, caused by close proximity to the combustion engine. Printed wiring boards are also used in some applications. ~~~GPA subgroups. Some product examples of pos- sible subgroups are shown in Fig. All. ‘The subgroups are divided as follows: + Basic GPA. This is a GPA that travels only between two predefined end positions and can only be stopped to @ es fs 29) Fig. ALL ‘Smart-GPA/ GPA-S ([[Smar-GPa/CMev Examples of general Seer Gemtarieen| | purpose actuators Actuators at these end positions. The control and cutoff of the GPA are handled completely by the external system * GPA with position sensor (GPA-S). This GPA has a position sensor, which means that the actual posi- tion can be detected and then fed back to the exter- nal system through corresponding pins and plugs. ‘The external system can now position the movable system accurately into any position between the de- fined end positions. + Smart GPA. This intelligent GPA offers the maxi- mum flexibility and independence for the engine management system during development, because it possesses integrated electronics. ‘These electronics are responsible for the following functions * Position feedback (integrated position sensor) *+ Bearing control by controlling the rotational direc- tion of the DC motor (integrated H bridge and inte- grated microcontroller) *+ Diagnostics and communication (integrated logic) ‘+ Temperature monitoring ~~Plug connector. The electrical plug connector is the interface between the GPA and the external sys- tem. Customized pins are normally used in the plug con- nector for the supply of power for the vehicle electrical system and for communication with external systems. Communication with external systems can be realized by means of pulse width modulation (PWM), con- tuoller area network (CAN), of local interconnect net- work (LIN) bus. ‘~~Position sensors. The following sensors are, for example, used for accurate position acquisition: * Potentiometer + Hall effect element with magnet pole wheel + Magneto-resistive sensor (MR sensor) In contrast to the potentiometer, the Hall effect ele~ ment with magnet pole wheel and the MR sensor are contactless. The primary advantages of the contactless sensors include a reduction of the probability of failure and an increase in total system reliability. The MR sen- sor is an absolute value sensor whose signal is only Throttle valve | coniroteg by Aicfter dependent on the magnet field direction, assuming the magnet circuit is designed accordingly. ~~Retractor spring. The GPA may possess a retrac- tor spring, depending on the system design. It provides the external system with a so-called limp-home posi- tion in case the supply of electrical power is suddenly Injec- tion system, fuel ~Diesel engine). Adaptation devices are, for example, systems for the control of inline in- jection pumps or distributor pumps for diesel engines ‘The primary adaptation devices are: + Control lever and control rod stops. The control lever stop is used for limiting the idle and full-load fuel delivery or the overspeed delivery; i is also used for limiting the full-load and start fuel delivery. + Supercharging pressure dependent full-load stop (LDA). The engine can burn a higher fuel mass when the supercharging pressure increases. The control rod will be influenced in such a way that the injection fuel quantity increases while the super- charging pressure increases. + Full-load stop dependent on atmospheric pressur ‘The control rod will be moved to smaller fuel quan- tities by using a baromettic cell to compensate for the lower air density at higher altitudes. + Surge damper. It is used for the suppression of the. jerking oscillation of the vehicle during acceler tion or deceleration. The torsional vibrations atthe fly- wheel are a measure of the jerking behavior. The in- jection fuel quantity is adjusted based on this value. + Start-of injection sensor. The statt of injection has a major influence on the operating characteristics of the diesel engine. The combustion process and the te- sulting parameters such as emissions, noise behav- ior, and fuel consumption are especially influenced by the start of injection. This requires an accurate relationship between the start of injection and the position of the crankshaft. Other adaptation devices are pneumatic idle-speed increase and shut-off device, electronic idle-speed control, control rod travel sensor, and temperature- dependent starting stop. Literature: Krafifahrtechnisches Taschenbuch, VDI Publishers, 1984. — Bosch technical training: Diesel-Kinspritctechnik, Bosch, VDI Publishers, 1993. 9 Adaptive knock control system Adaptive knoek control system Knock con trol; Knocking Added aecessories +Blectronic/mechanical engine and transmission control ~Requirements for mechani cal and housing concepts Additives, fuel Fuel, diesel engine; Fuel, gas- oline engine Additives, oil +011 ~Body ~~ Additives Add-on modular assembly Injection system, fuel ~Diesel engine Adhesive abrasion Piston ring ~ Wear Adiabatic combustion chamber. Attempts were made in the 1970s and 1980s to design and build so- called adiabatic combustion chambers for decreasing the heat losses through the walls, thus enhancing the ycle efficiency of the engine. One disadvantage of this approach was that a major part of the thermal en- ergy additionally available for effective work ended up in the exhaust gas as an increase in enthalpy Adiabatic combustion chamber (heat insu- lated). Adiabatic combustion chambers have been analyzed in terms of reduction of heat losses and ther- mal efficiency increases. An improvement of the effi- ciency and, as a result, a reduction of fuel consumption were expected, However, the results actually revealed a large increase in the cylinder surface temperatures and the heat transfer coefficient between the gas and wall. An explanation for the resulting increase of the heat flow density is the increased temperature gradient near the walls. Its triggered by the flame burning near the wall and this results in higher turbulence near the wall Significant fuel consumption increases were seen with increasing engine loads. Improvements were only achieved in the lower part-load range and these were. however, clearly overwhelmed by the increases at higher loads. The knocking tendency also increases in, gasoline engines Literature: G. Woschni, K. Kolesa, F. Bergbauer, K. Huber Einfluss von Brennraumisolierungen auf den Krafistofiver brauch und die Warmestrome bei Dieselmotoren, MTZ 49 (1988) 718. \diabatie expansion + Expansion ~ Adiabatic \fterburning (also, -Exhaust gas treatment sys- tem), Afterburning or subsequent reactions in the ex: haust system decompose primarily unburned hydro- carbons; small quantities of carbon monoxide are also eliminated. The oxygen required for the reaction comes either from air fed in with the aid of a secondary air valve or from “residual oxygen” still present after the combustion process is completed 40 Aftertreatment concepts using three-way cataly le converters Pollutant aftertreatment Aging (eo! Emission measurements ~Test type V Air —tIntake air Air condition. The air condition is characterized by the properties of pressure and temperature, and, thus at given volumes density and water content (or hu- midity).ll ofthese properties affect the actual mass of air or oxygen in the cylinder, and consequently the perfor- mance of the engine. especially the power output. High, pressure, low temperature, and low humidity (air-water content) mean high air or oxygen density and, therefore, greater power from the engine Air conditioning compressor noises Engine acousties Air cooling +Cooling, engine Aly correction Carburetor ~ Air correction Air eyeling valve. The aireycling valve represents an innovative concept in optimizing the charge trans- fer processes in reciprocating piston engines. With an additional valve in the manifold directly before the cylinder head, which closes and reopens the intake cross section extremely quickly on every intake stroke (Fig. A15), considerable increases in torque can, be achieved through pulse supercharging across the entire engine speed range, but especially at low engine speeds, Pressure waves are generated in the intake duct, through the selected control of flow and oscillation processes using this air cycling valve, and these are used to obtain pulse turbocharging and numerous other additional effects. The benefit of this system is primarily that the air cycling valve can be installed in an additional interim flange so that the cylinder head and the intake and exhaust valve timing can remain, unchanged. ~ Air eyeling valve fumetions. The air cycling valve makes possible a series of functions that can affect the operating characteristics of the engine ~Cylinder shut-off. One process option is the alter- nating shut-off of the intakes of individual cylinders in, part-load operation, which is realized simply through a closed air cycling valve during the intake process. This, process can also be used in conjunction with a conven- tional mechanical valve drive. The displacement of the working cylinder is used here at a higher load. In con- {rast to electromagnetic valve control with the complete closure of all valves, additional displacement work has, to be generated by the engine as the exhaust valve re- mains open ~~Exhaust gas recirculation. Analogous to recharg- ing in turbocharged engines, exhaust gas recirculation,

You might also like