Professional Documents
Culture Documents
2)
Over the last few years, engine development has succeeded in reducing friction by up to 30 %. This corresponds to a
reduction of fuel consumption in urban traffic of around 10 %, thus, making friction reduction - aside from the introduction
of Otto DI engine and the transition from IDI to DI Diesel engines - an effective measure to reduce fuel consumption.
Investigations of engines and engine components show that even todays Best in Class engines still harbor a reduction
potential of least 20 %. Possible ways to realize this potential lie in:
Adapted dimensioning of the friction relevant engine parameters
Lightweight design of dynamic components
Optimized layout of the timing drive (especially in valve train designs with roller followers and chain drives)
Optimization of the piston group (up to 50 % of the parasitic losses can occur here)
The investigations are based on detailed friction measurements of over 100 sample engines and their components. The
analysis of the measured data, together with more in-depth measurements using special measurement techniques give
insight into current trends and directions for new designs. With the help of benchmarking and simulation programs, the
influence of individual design parameters on the friction behavior and variants can be found.
This paper is meant to highlight the often hidden role of engine mechanics in the development of fuel consumption
favorable engines and compare it to the development steps of SI and Diesel engine procedures.
INTRODUCTION
All Vehicles
SI Engines
Population
10
250
:
150
New Vehicles
EU Demand
120 g CO2 / km
2
0
1980
1990
Year
2000
100
50
0
2010
SI Engines
ID I D iesel E ngines
D I D iesel E ngines
SI-Engines
Diplacement: 1.6 - 2.2l
1,0
12
0,2
14
1,2
FMEP [bar]
0,8
10
8
0,6
6
4
2 Sm
a rt
0,4
1992
1994
1996
1998
2000
Year
750
1000
1250
1500
1750
V e h ic le C u rb W eig h t [k g ]
2000
1,2
0,2
FMEP [bar]
1,0
Figure 2: Fuel Consumption of vehicles registered in
Germany
0,8
0,6
0,4
1992
Diesel-Engines
Displacement: 1.8 - 2.9l
1994
1996
1998
2000
Year
0,8
Specific piston mass [kg/l]
20%
10%
0%
0%
20%
40%
60%
80%
0,7
SI-Engines
Piston Displacement: 0.4 - 0.6l
0,6
0,5
0,4
0,3
1992
1994
100%
1996
1998
2000
Year
Friction reduction
7,0
Diesel-Engines
6,0
5,0
4,0
3,0
2,0
1,0
0,0
1992
SI-Engines
Piston Displacement: 0.4 - 0.6l
1994
1996
1998
2000
Year
Figure 6: Development of the specific con rod mass
Crank Train
Independent of the material layout of the cylinder block
(gray cast iron or aluminum) the moving mass share of an
engine is about 25 %, the oscillating mass share about 5 %
of the complete engine /3/. The development of the
specific piston and connecting rod mass over the last few
years demonstrates the potential for mass reduction in the
future if the curve can be extrapolated.
Valve Train
Valve length
[mm]
Valve diameter
[mm]
Valve stem
diameter [mm]
sheet metal
ceramic
reduced
stem
diameter
Standard
101
30
6
Reduction of
valve mass [%]
Reduction of
maximum valve
spring force [%]
Reduction of
valve train
friction [%]
5.5
15
40
50
2.5
18
23
11
13
FMEP [bar]
100
80
Mass [g]
(1)
60
(2)
40
(3)
20
0
20
25
30
35
Diameter [mm]
40
45
FRICTION
The theoretical case of the mass less engine show that
more than 79 % for SI and 73 % for Diesel engines of the
complete engine friction is remaining.
SI
Diesel
17 %
23 %
43 %
9%
20 %
4%
31 %
25 %
28 %
Piston group:
piston rings, sliding surface, gas forces
Crank train:
plain bearings, sealing rings
Valve train:
cam shaft, chain drive
4
5
Accessories:
oil-, waterpumpe, generator
Injection pump: part load
2
Figure 10: Distribution of friction for the mass less engine
(engine speed 2000 rpm)
1: Cooling Jacket
2: Cylinder Liner
3: Cylinder Seal
4: Momentary Friction
5: Force Sensor
Piston Group
Because of the biggest share of the remaining friction,
FEV conducts a lot of investigations concerning the
tribological system piston / piston rings / cylinder liner.
Special measuring tools like PIFFO (Piston Friction Force
measurement system) and LINDA (Liner Deformation
Analysis) were developed to optimize this tribological
system and therefore the friction behavior.
Sensor
30 40
1
2
3
50 55 60
65
- 20 %
- 40 %
Version B
-200
0
0.25
Version C
-100
regression line
SI production engines
Engine speed 2000 rpm
180
360
540
720
crankshaft angle [ deg. ]
Boundary conditions:
SI engine, fired, full load
Engine speed: 2000 rpm
Oil-/Coolingtemperature: 90 C
Oil Pump
The accessory oil pump has also main importance for the
friction of an engine. The layout of this component and the
adaptation to the requirements of the engine require the
use of further CAE tools. For the design, analysis and
20
friction reduction
red. osc. mass
16
12
8
4
0
conservative
optimistic
SI
conservative
optimistic
Diesel
REFERENCES
CONCLUSIONS
The mechanical engine development concerning weight
reduction and friction achieved a distinctive fuel
consumption reduction in the last decade. The systematic
view of the potentials shows that in the next 10 years an
additional fuel consumption reduction of approximately 10
to 15 % could be achieved. The biggest potential is given
due to friction reduction. To this a lot of development is
8