Moderator - Leonid Moroz, president and CEO, SoftInWay Inc, USA
ESS Radial Lip Seal Technology Answers CO2 and Friction Reduction Challange
Dr Alexander Berdichevsky,Director R&D,Freudenberg NOK Sealig Technologies, USA
The requirement to reduce CO2 emission and improve vehicle fuel economy forces engineers to look at every source of parasitic frictional losses. Currently used sealing technologies while providing with a satisfactory function, introduce an unwanted effect – frictional losses, which sometimes could be quite significant. There is only so much room for the torque minimization of existing designs without degrading the sealing performance.
ESS seals do not employ springs thus reducing radial load and therefore friction. However this leads to multiple challenges related to performance and durability. All these challenges were successfully met with ESS sealing technology.
Low-friction, wear-resistant coatings for diesel and gasoline engines
Marc van der Sommen,sales director Automotive,Ionbond, Netherlands
Due to the ever-stricter CO2 emissions standards by the European Commission, car manufacturers are looking for every possibility to reduce friction in order to stay below the allowed emission rate. Ionbond's DLC coatings are one of the obvious solutions.
A downsized and sequentially boosted engine concept for fuel economy
Stephen Bowyer,manager, Light-Duty Engine Design & Thermodynamics,FEV Inc, USA
FEV continually develops advanced powertrains in order to push future technologies on the basis of lower fuel consumption and improved emissions without sacrificing vehicle performance. The company has recently developed a sequential turbocharged, small-displacement, direct-injected gasoline engine to meet these goals using its state-of-the-art development tools and processes. This presentation reviews the features and performance results of the engine and identifies its role in meeting future CAFE standards.
North America transmission market outlook
David Petrovski,principal analyst,IHS Automotive, USA
In this presentation a North America-focused transmission market outlook will be presented. A review of technology adoption drivers will set the stage for where key transmission technologies such as CVTs, DCTs, and higher-ratio automatics are going through 2020. Then we will step into key OEMs to analyze the types of transmissions they will deploy by vehicle segment.
Dearman Engine: ultra-high yield thermal energy recovery system
Jeremy North,CFO,Dearman Engine Company Ltd, UK
About two-thirds of the fuel energy input to an internal combustion engine is converted into heat energy. This energy is currently rejected to the environment. The Dearman Engine offers the opportunity to convert wasted engine heat (including even the easily accessible low-grade heat from the radiator) into additional shaft power. It has the potential to do this at very high efficiency because the cycle starting temperature is very low (-196°C). Practical conversion efficiencies of radiator coolant waste heat to shaft power as high as 50% could be achievable. The presentation will cover technology background, development, and applications.
Development of the compact high-efficiency rotary diesel combustion engine
Dr Alexander Shkolnik,president & CEO,LiquidPiston, USA
LiquidPiston developed the High Efficiency Hybrid Cycle, which has ideal thermodynamic efficiency of 75% at moderate compression ratios (18:1). To embody this cycle, the company has been working on new engine architectures, with a focus on rotary engines. After several years of research and development, and consideration of dozens of different rotary engine architectures, the company has converged on the X engine, which will be described in detail in this talk. Aside from executing the HEHC cycle, the engine is selected for its simplicity and, most importantly, sealability. The engine has the potential to achieve 2 HP/Lb and >50% efficiency.
Advancements of ANSYS IC engine software and GDI engine verification
Dr Saeed Jahangirian,technical engineer,ANSYS, Inc., USA
The new IC engine tool provides fast pre-processing of various engine geometries and a state-of-the-art workflow to obtain cold flow solutions with capabilities to include spray and reactions. This presentation will reveal the latest advances and developments in ANSYS IC engine technology. Brief details on the new technology will be discussed, and areas from which the engine community can significantly benefit, such as in performing high-performance computations, will be highlighted. Computational results will be compared with detailed experiments on a GDI SI engine with a compression ratio of 12 at 1000rpm and 2000rpm. The results will provide best practices on achieving high-fidelity, robust IC engine solutions.
Development of the 2.0-liter Boxer engine for Subaru BRZ
Nobuo Kyotoku,manager, Engine Design Department, Subaru Engineering Division,Fuji Heavy Industries Ltd, Japan
A brand-new FA20 engine was developed exclusively to be fitted in the Subaru BRZ. The basic construction comes from FB20, a former unit developed as the Subaru’s third-generation four-cylinder naturally aspirated Boxer engine. To achieve both high horsepower and environmental friendliness, which is highly demanded for the new-generation sports car, the engine adopted technical changes such as Toyota’s D-4S system and main components changes for high engine revolution speed to produce higher output. Also the height of the intake and exhaust parts was restrained to meet the BRZ packaging.
Development of integrated turbocharger and engine matching software
Leonid Moroz,president and CEO,SoftInWay Inc, USA
The engine is a positive displacement device whereas the turbocharger is aerodynamic turbomachinery. These two machines have distinctly different flow characteristics, and properly sizing a turbocharger for an engine is a rather complicated process. In general, the process of matching an engine and the turbocharger is accomplished based on prior experience instead of using a reliable and robust calculation methodology, which is tedious and time-inefficient. This costly process is certainly reducible if both the engine and turbocharger could be modeled as an engineering system. Here, a tool intended to improve turbocharger engine matching processes is presented.
Chain cam drive efficiency optimization and comparison to belt drives
Fenton O'Shea,senior engineer,BorgWarner Morse TEC Ithaca , USA
James Sisson,senior engineer,BorgWarner Morse TEC Ithaca , USA
In response to customer push for overall engine efficiency, improvements to timing drive system efficiency have been identified and qualified. Layout geometry, system tuning, and material investigations have been included in this effort. Through the use of chain drive dynamic simulation and motored engine testing, clear evidence of the success of these design optimization strategies is shown.
Perfection of engine block honing on agile/flexible CNC machining centers
David Chobany,vice president,Bates Technologies LLC, USA
The presentation will inform process engineers of the latest technological advancements in honing engine block cylinder bores and powertrain components. It will highlight the precisely engineered tooling and gauging system designed to produce bores with the tightest bore size and shape tolerances, and demanding surface finish and bearing surface call-outs. It will also discuss the minimization of capital expenditures and floor-space requirements by the utilization of this advanced honing technology on agile and flexible machining platforms including horizontal and vertical machining centers. This breakthrough will also allow for the use of common control logic and spare parts as well as internal control of operation and maintenance costs.
The Miller and Scuderi Split-Cycle: the perfect match
Stephen Scuderi,vice president and patent attorney,Scuderi Group, USA
This presentation will explain how incorporating what is known as the Miller Cycle into the Scuderi Split-Cycle engine configuration can make it possible to achieve considerable gains in both fuel efficiency and power output.
OSVP: open-source vehicle project
John Burton Rogers Jr.,CEO/president,Local Motors, USA
Local Motors has pioneered a new way to integrate a wide variety of engine technologies rapidly into multiple chassis configurations. Through the use of an online open design platform local motors has significantly reduced the time and cost of design and development for a new vehicle system at low-volume (<5000 units annually).
ESS radial lip seal technology answers CO2 and friction reduction challenge
Dr Alexander Berdichevsky,director R&D,Freudenberg NOK Sealing Technologies, USA
The requirement to reduce CO2 emissions and improve vehicle fuel economy forces engineers to look at every source of parasitic frictional losses. Currently used sealing technologies provide a satisfactory function but introduce an unwanted effect – frictional losses, which sometimes could be quite significant. There is only so much room for the torque minimization of existing designs without degrading the sealing performance. ESS seals do not employ springs, thus reducing radial load and therefore friction. However, this leads to multiple challenges related to performance and durability. All these challenges have been successfully met with ESS sealing technology.
Gamma Ti alloys for turbine wheel performance optimization
Cameron May,director,GfE Materials Technology Inc, USA
Gamma titanium aluminide alloys are available commercial solutions for commercial turbocharger turbine wheel application. Pilot volumes of gamma Ti wheels are being produced and tested. Such wheels are half the weight of present nickel-based components. Weight reduction in this key propulsion subsystem provides carbon footprint reduction to the vehicle. Static vehicle weight reduction is minimal but cascading benefits of this material provide significant virtual weight reduction. A vehicle equipped with this material provides a reduced carbon footprint equal to a vehicle which must be lower in weight without Gamma Ti alloys to achieve the same footprint.
Synergy of main technologies supporting downsized engine
Dr Sroka Zbigniew,academic staff,Wroclaw University of Technology, Poland
The presentation will show individual and mixed relationships between engine technologies supporting the combustion processes for downsized engine. This includes charging, variable valve timing and variable compression ratio. Some parameters and factors of operating cycles will also be plotted versus downsizing index.