Engine EXPO 2012 Novi, Michigan
 

Open Technology Forum

Situated right in the heart of Engine Expo North America, the Open Technology Forum is FREE to attend and features the latest technologies, concepts, and business-related presentations from many of the world’s leading experts in powertrain design, development, manufacture, logistics, and marketing.

Topics will include: • Emissions reduction • Downsizing • Hybrid powertrains • Alternative fuels • Engine testing • Component materials and surface treatment • Super/turbocharging • Transmissions


Day 1

Tuesday 25th October
Powertrain - future engine and transmission developments
Moderator - Phillip Gott, director Auto Consulting, IHS Global Insight, USA

11:00 - Developments in SI engines for light-duty vehicles including hybrid powertrains
Jefferey Naber, director Advanced Power Systems Research Center, University of Wisconsin-Madison, USA
Spark-ignition engines are by far the dominant powertrain choice for light-duty vehicles in the US. Requirements and regulations in the US for emissions and fuel consumption will be examined in context of technology cost and return on investment. Advanced SI engine technologies including direct injection, air-charge, boosting, advanced combustion, and controls will also be discussed.
11:25 - Impact of advanced powertrain technologies: should the auto industry carry the whole burden?
Phillip Gott, director Auto Consulting, IHS Global Insight, USA
This review will discuss scenario-based forecasts of advanced powertrain technologies and market volumes. In-use fleet analysis will show the impact of these technologies on total energy demand, energy mix and CO2 emissions. The inertia of the in-use fleet in meeting future expectations is shown to dramatically attenuate the impact of new technologies on achieving national objectives.
11:50 - Simulation and testing of engine ECUs for various engine configurations
Jace Allen, lead technical specialist - Simulation and Test Systems, dSPACE Inc, USA
The presentation will discuss challenges and solutions for testing embedded software (ECU) for various configurations of engines. The validation and verification of embedded software includes testing for performance under normal and abnormal operating conditions, electrical wiring faults, failures, etc. Hardware-in-the-loop (HIL) test systems, now a proven and standard methodology to verify the increasingly complex control technology, will be discussed, as will simulation technology challenges in model development, parameterization, and management.
12:15 - Scotch Yoke X-Engines for practical applications
Matthew B. Diggs, Engineering Consultant, , USA
This presentation will discuss the double-acting Scotch Yoke X-Engine (“DASY X-Engine”). A set of new technologies enable this engine configuration to be applied to practical applications including stationary power, marine, heavy equipment and automotive. In many cases, the DASY X-Engine is superior to the V-engine and in-line engine configurations for fuel economy, performance, NVH, package size, weight, durability and cost.
12:40 - The resurgence of Punch Powertrain’s CVT
Gert-Jan Vogelaar, project manager, Powertrain Development, Punch Powertrain , Belgium
The success of Punch Powertrain’s VT2 CVT since its market introduction in 2006 is the cornerstone of the ambition to become the leading independent provider of innovative clean powertrain technologies. Continuous improvements result in excellent drive ability combined with improved fuel consumption. This culminates in a growing customer base and unprecedented sales volumes. The VT2 is also the basis for different powertrain products. The VT2 was adapted for a hybrid electric powertrain CVTs by integrating an electric motor in POST-configuration. Similarly, a flywheel hybrid solution is elaborated as a low cost alternative.
Engine manufacturing - downsizing and optimization
Moderator - Phillip Gott, director Auto Consulting, IHS Global Insight, USA

14:00 - Chrysler brings Multiair to North America
David Schmidt, chief engineer, Chrysler, USA
Chrysler and Fiat have developed a technology strategy to meet future US fuel economy and emissions regulations. Along with downsizing and turbocharging, one key enabler is Multiair (electro-hydraulic valve actuation), which has been optimized for unique North American conditions (OBD, fuels/oils, climate).
14:25 - Variable capacity engine (VCE)
Enoch Abraham, powertrain development engineer, Proton Holdings Berhad, Malaysia
The fundamental operating principle of the variable capacity engine (VCE) is varying the boost pressure on the intake air supply to the engine by using both an electric supercharger and mechanical turbocharger so that the driver literally has the chance of choosing different power outputs, akin to driving engines with various capacities but this time around with boost pressure being the variable instead of displacement volume.
14:50 - Challenges of electronic control for low cylinder-count small engines
Nirav Acharya, Systems Engineer, Pi Shurlok LLC, USA
Tightening emissions standards have made sophisticated electronic controls increasingly necessary for small and low cylinder-count engines. There is increasing demand for highly cost-effective electronic solutions for small engines, for applications varying from motorcycles to garden equipment to unmanned aircraft. This presentation, based on experiences at Pi Shurlok and across the industry, looks at some of the challenges in developing low cylinder-count ECUs. It covers a range of areas including cost and size reduction, sensor and actuator elimination, and software ‘downsizing’.
15:15 - Metal injection molding: Catamold® A proven technology for complex steel automotive Components
William Thorne, Market Development Specialist, BASF, USA
Catamold® is the leading ready-to-mold, high quality feedstock for Metal Injection Molding (MIM). MIM enables the economic production of complex, net-shape steel components in high volumes allowing engineers to think outside the box and imagine new innovative designs for automotive components. Available in a wide range of alloys, MIM’s high final density and homogeneous microstructure yields mechanical properties exceeding investment casting. The design freedom and cost effectiveness coupled with current engine down sizing and boosting trends are expanding applications for MIM. Embraced by automotive designers in Europe, Catamold® is a proven technology which is gaining wider acceptance in North America.

*This program may be subject to change

Day 2

Wednesday 26th October
Advancing hybrid and Electric Vehicle technology
Moderator - Sheryar Durrani, Chief Engineer, Design Engineering Services, Inc., USA

11:00 - Lotus Engineering’s 414E Hybrid vehicle
Andy Balding, director, Efficient Performance, Lotus Engineering Inc, USA
Lotus Engineering’s 414E Hybrid vehicle is an elegant combination of electrified propulsion coupled to a uniquely designed Range Extender engine in a high-performance package. Bridging the gap from pure mechanical to electric propulsion, features include gear shift synthesis that provides conventional gear shifts as well as interior and exterior noise synthesis via Lotus’s patented HALOsonic system.
11:25 - HEVs aligned for a future global sustainable electro-mobility existence
Eduardo Velasco, PWT Development Engineer & Research Engineer, General Motors & UAEM, Mexico
This presentation will discuss a simulation study dedicated to define future plans for the next decade for a global sustainable electro-mobility environment. Energy and fuels are diversifying and the role of HEVs on the roads around the globe is growing; they are capable of meeting CO2 and FE regulations and they are considered the bridge for electro-mobility, the next generation of drives and a potential main contributor to accelerating the introduction of REs. The review will provide results of the most innovative sustainable drive technologies to have been developed for decades, based on the optimization of the vehicle cost, WTW analysis and CO2 emissions.
11:50 - Axial flux motors: the solution from the past
Dr Michael Lamperth, CTO, EVO Electric, UK
Axial flux motors are not new – in fact they are as old as electric machines themselves. With advances in material and manufacturing techniques the potential of the technology can now be harnessed. The presentation looks at the latest advances in axial flux permanent magnet machines, with an overview of applications and results of vehicle testing. Following this, an insight into the next generation of axial machines will be presented.
12:15 - Advances in electric motor technology for HEV/EV applications
Dr Andrew Worley, global director of product engineering, Remy Electric Motors, USA
Remy Electric Motors has developed and is commercializing a range of standard electric motors for use in hybrid and electric vehicles. By focusing on a standard range of motors, Remy is enabling vehicle OEMs and system integrators to get to market sooner than would be the case if they had to develop and qualify a custom motor design. Remy’s standard range of motors is now being enhanced by the addition of a range of high performance induction motors that continue to offer the advantages of high performance density out of a standard design whilst also eliminating vulnerability to rare earth magnet availability and pricing.
12:40 - Addressing a complete hybrid configuration range with a single concept
Patrick Debal, Project Leader Hybrid Powertrain Development, Punch Powertrain, Belgium
Punch Powertrain’s parallel hybrid concept was initially developed for charge sustaining operation. Further research revealed that the hybrid powertrain operates equally well as a plug-in hybrid as well as a range extender EV powertrain. The powertrain is developed to combine high fuel efficiency with good driveability. Fairly straightforward vehicle integration and relative low cost also increase the attractiveness of the powertrain. The range extender version also offers power boosting while operating more efficiently than most other configurations.
Weight reduction, casting, coating enhancements and leading EGR technology
Moderator - Sheryar Durrani, Chief Engineer, Design Engineering Services, Inc., USA

14:00 - Weight-reduction opportunities in automotive materials
Dr James Boileau, technical expert, Ford Motor Company, USA
The past four decades have seen dramatic changes in the use of materials in the automotive industry. During this time, multiple requirements to improve fuel economy, reduce emissions, increase safety, improve passenger comfort, and increase durability have driven the implementation of new materials in the typical passenger vehicle. This presentation will examine the topic of lightweight materials usage in the automotive vehicle industry. The key drivers that have led to material changes will be discussed. Next, the approach for implementing lightweight materials will be presented. Finally, a review of newer developments in materials such as steels, aluminum, magnesium, and polymer composites will be presented.
14:25 - Advantages of pouring compacted graphite iron using the lost foam casting process, for engine producers
Alan Druschitz, SAE fellow, Virginia Tech University, USA
Case study of production of compacted graphite iron cylinder blocks using the lost foam casting process in a production foundry using the commercially accepted SinterCast technology. Current automotive compacted graphite iron production is approximately 950,000 engine equivalents per year and is used for more than 19 diesel engine blocks in vehicles produced by over 11 car manufacturers. It is also the material of choice for NASCAR and Pro Truck race engines due to higher strength, higher stiffness and reduced cylinder bore distortion compared with both gray cast iron and aluminum. However, none of these production cylinder blocks is produced using the lost foam casting process. Producing compacted graphite castings is difficult when produced in green sand molds, having a tendency to produce a gray iron skin, which significantly reduces strength and ductility. The lost foam process is a proven method for producing near net shape parts with complexity that cannot be duplicated by any other manufacturing method. Further, the lost foam casting process uses a thin refractory coating that prevents the molten metal from contacting the supporting molding media, typically sand or synthetic mullite. Since the metal does not contact the molding media, the detrimental "skin" is minimized.
14:50 - Advanced coating technologies for high engine efficiency and weight reduction
Guenter Franz Eitzinger, R&D manager, Miba High Tech Coatings GmbH, Austria
Technical innovations in combustion engines are often driven by newly developed coatings. These coatings enable new solutions such as higher ignition pressure, lower friction or more lightweight parts. New generations of engines can be built by application of the newest coating technologies, more economically and with lower fuel consumption. Cylinder, piston pins, conrods, bearings of gearwheels, camshafts and balancer shafts can be coated directly. Frictional reductions from up to 10% especially in start-stop applications are possible. The presentation will give examples of the possibilities of the direct coating, and discuss the potential for weight reduction and friction minimisation.
15:15 - Integrated EGR systems: how to optimize EGR components in regard to performance and packaging requirements
Ole Hammer, director R&D Fluid Products, Cooper Standard, Germany
New global emission legislation requires high-performance EGR systems with lowest possible packaging conditions. Therefore Cooper Standard has driven technology for integrated EGR systems that have been designed and optimized as an overall system. The tools and approach will be explained.
15:40 - DV8 ~ A Monobloc magnesium V8 engine with fewer parts than an I-4
Sheryar Durrani, Chief Engineer, Design Engineering Services, Inc., USA
The DESI Automotive DV8 addresses limitations of magnesium engines head-on with an integral cylinder head and main bearing caps, eliminating head and bottom-end bolts with in-unit cylinder liner/valve seats for improved stiffness, cooling and dramatically less cost with vast part count reduction.

*This program may be subject to change

Day 3

Thursday 27th October
ICEs versus EVs - what is the immediate future?
Moderator - Edward VanDyne, founder & CEO, VanDyne SuperTurbo, USA

11:00 - Integration of variable hybridization into existing vehicle architecture
Scott Wilder, Chief Engineer, Energy Storage, Ricardo, UK
A balanced approach to new energy vehicle integration – a look back 10 years and a look forward 10 years – from the perspective of Ricardo’s APU and electric vehicle projects, research commissions and grant funded programs. A critical review of the organic growth of electric vehicle technologies, issues, trends and the contrasting engineering and electrical challenges to overcome before 2021. The successes of the early adopters now driving electric vehicles, and their purchase issues; and what the next 10 years may have in store for us from an engineering, infrastructure and consumer’s perspective.
11:25 - EVs and elephants: sometimes nothing else will do
Julian Styles, president, Technology Growth Associates, LLC., USA
Electric vehicles are often seen as a compromise – less performance in exchange for reduced emissions. But for an increasing number of niche applications, an EV is clearly the best choice. This presentation provides a discussion of developing EVs for some of these applications, focusing on one specific case study – taking EVs on safari in southern Africa.
Supercharger, turbocharger, and injection technology
Moderator - Edward VanDyne, founder & CEO, VanDyne SuperTurbo, USA

11:50 - The SuperTurbo difference: Formula 1 engine modeling of a SuperTurbocharged engine – two configurations vs. base turbocharged F1 engine
Edward VanDyne, founder & CEO, VanDyne SuperTurbo, USA
As the financial and political pressure builds on the world’s car manufacturers for increased fuel economy and reduced CO2 emissions, there is a constant search for the most cost-effective solutions. Unfortunately, while a downsized and turbocharged engine tends to be more efficient at light loads, the necessity of fuel enrichment at high loads to cool the turbocharger turbine negates most of its fuel-efficiency advantage. Another problem with turbocharged engines is that they have poor transient response relative to larger naturally aspirated engines. The typical solution is to operate the engine at relatively higher engine speeds where the response is better; however running at higher speeds negates some of the fuel consumption benefit. One possible solution is a transmission-driven turbocharger, called a SuperTurbocharger. This one device takes the place of three devices: a turbocharger, a supercharger and a turbocompounder. All three functions can be achieved in a very efficient manner because the turbine is either doing most of the work or extra work. When the turbine power exceeds the required compressor power, turbocompounding is performed.
12:15 - Electric turbo compounding comes of age
Jonathon McGuire, technical director, Bowman Power Group Ltd, UK
The presentation will cover recent experiences in the significant fuel consumption improvements achieved using electric turbocompounding on various engines, both in current production and those being developed for future emissions legislation.
12:40 - Greenest, meanest and leanest: how Ricardo helped McLaren design and develop the world’s greenest supercar engine
Roderick Beazley, project director, Ricardo Inc, USA
This paper will describe the work carried out by Ricardo and McLaren to create the world’s most efficient supercar engine: the 600 horsepower M838T 90 degree, V8 twin-turbo that powers the new McLaren MP4-12C high-performance sportscar. The design and development processes used to create this highly optimised engine to deliver the performance, NVH characteristics, compact package size and lightweight targets required for its very demanding vehicle application will be described.
13:05 - Brushless actuators: how to best serve engine control needs?
Dr Marc-Olivier André, business unit manager, Sonceboz Automotive SA, Switzerland
Increasingly over the last three decades, combustion process control has shifted from the purely mechanical to the electrical. Electronic monitoring of sensors and control of actuators gives faster, more precise, more consistent control of engine operation parameters. Many positioning functions are fulfilled by means of electric actuators with built-in sensing of the position of the valve. The share of brushless or electronically commutated actuators is increasing due to their intrinsic compactness and reliability. This presentation describes single, two- and three-phase brushless motor technologies, their operating principle and main figures of merit, and the engine control applications they currently serve.

*This program may be subject to change

 
 
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