the 26 th international vienna motor symposium - conference report

17MTZ 09/2005 Jahrgang 66

26th International Vienna Motor Symposium28 – 29 April 2005

As in every preceding year the 26th International Vienna Motor Symposium wasan outstanding event for leading engineers from all over the world. They pre-sented their most recent development results and gave an outlook on futuretrends. This article presents the lectures of each session and gives an overviewabout their contents. Every lecture and discussion was simultaneously translat-ed to German or English respectively during the event.

SERVICE Report on Conferences

AuthorHans Peter Lenz, President of the Austrian Society of Automotive Engineers (ÖVK)


18 MTZ 09/2005 Jahrgang 66

Figure 1: Welcome Fanfare

Author

Hans Peter Lenz, President of the Austrian Society of Automotive Engineers(ÖVK)

1 Introduction

After a welcome fanfare, Figure 1, which wasperformed by the members of the orchestraof the Technical University of Vienna, andcomposed by the conductor, Professor Lenzwelcomed the participants to the 26th Inter-national Vienna Motor Symposium.

As in previous years, Prof. Lenz pointedout that a large number of applications forparticipation had had to be turned down asthe capacity of the venue is restricted to1,000 participants. Nevertheless, the quotasof companies were met and assured compre-hensive attendance at the Symposium by allimportant representatives of the world ofautomotive engineering.

The termination of Fiat-GM Powertrain,Prof. Lenz emphasized, had necessitatedmodifications to the programme, whichhad originally included two interesting lec-tures by representatives of Fiat-GM. This or-ganisation had operated for five years withgreat commitment and experienced a suc-cessful development but was terminated inFebruary 2005.

Shortly before the start of the Sympo-sium, Fiat’s new Board had prohibited thepublication of these lectures after Dr.Demel, Fiat’s head of passenger car opera-tions, had left the company. Prof. Lenz stat-ed that he considered this an utterly regret-

table move. The problem was, of course, re-solved, and instead of Fiat’s papers, two ex-cellent lectures were presented by Meta andAVL.

After the opening plenary session the au-dience split up into two parallel sessions atwhich technical presentations were made.The sessions were headed by professors H.Eichlseder, B. Geringer, G. Jürgens, and R.Pischinger, Figure 2 and Figure 3.

An impressive and very comprehensiveexhibition of new engines, components andvehicles provided an excellent complementto the lectures, Figure 4, Figure 5 and Figure 6.

Accompanying persons were offered aculturally sophisticated social programmewhich included an excursion taking partici-pants along the “Traces of Romanesque,Gothic and Baroque in the Foothills of theAlps”, as well guided tours of the ViennaHofburg (Imperial Castle) and a number ofpalaces in its vicinity, a walk through the“Scots” quarter, one of the treasures of Vien-na, and a guided tour of the historic andmodern concert halls of the world famous“Musikverein” building.

Upon the invitation of the Mayor of Vienna, the conference participants and ac-companying persons spent the evening in apleasant atmosphere in the splendid roomsof the Vienna City Hall, where the original“Hoch- und Deutschmeister” band played.

2 Plenary Opening Session

In this session, two heated issues were debat-ed.

The hybrid drive system which had latelybeen discussed widely in the media, and thereliability of electronic components.

Japanese vehicle manufacturers, in par-ticular Toyota, have succeeded in convincingthe world public of the advantages of theirhybrid vehicles which undoubtedly featuretop-quality technology solutions. Europeancar makers have been attacked by the mediafor having been caught napping by this tech-nology. This is, however, not correct, if youthink of the hybrid vehicles developed byVW, or the three hybrid generations pro-duced by Audi which even included a diesel-engine powered hybrid vehicle.


The two lectures dealing with these is-sues were characterised by their high factu-al accuracy.

The first lecture was presented by a neu-tral party, i.e. major supplier to the automo-tive industry, the Chairman of the Board ofZF Friedrichshafen, Dr.-Ing. E.h. S. Goll (lec-turer), Figure 7, and Dr.-Ing. H.-J. Domian:“From the Standard Driveline to the HybridDrive? The Supplier’s Point of View“:

ZF Friedrichshafen offers a wide range ofelectrical drives and is capable of delivering

highly integrated hybrid systems, includingnetworked component control and relevantoperating strategies. Reliable forecasts onthe future perspectives of hybrid drive tech-nology cannot yet be made. Hybrid drive of-fers advantages in terms of fuel economy,emission levels and driving dynamics, butinvolves higher costs and increased com-plexity as compared to conventional drives.The well-known demands made upon con-ventional drives also apply to hybrid drives.The cost-benefit ratio must therefore take in-

to account the specific needs of markets,and applications for further improvementresulting from an optimisation of conven-tional drives must not be overlooked in thiscontext.

Thanks to the new co-operation betweenDaimlerChrysler and GM in the area of hy-brid drives, participants were informed ofthe perspectives of both companies. D.M.Hancock, Vice President, General MotorsPowertrain, Pontiac, and Dr.-Ing. L. Mikulic,Vice President – Powertrain Development,

Figure 2: Plenary session in the Festsaal

Figure 3: Session in the Zeremoniensaal



Mercedes Car Group-DaimlerChrysler AG,Stuttgart, presented their views. Figure 8shows the two lecturers.

DaimlerChrysler and General Motorstook the decision to develop jointly a “two-mode full hybrid system“. The experience ofboth companies has shown that consider-able cost savings can be expected from thesesynergies.

General Motors have been producing thefirst “two-mode full hybrid system” for tran-

sit buses since 2003. These buses have oper-ated successfully in 18 cities worldwide. In2004, General Motors started the produc-tion of the first hybrid pickup-trucks. Daim-lerChrysler has been developing alternativepowertrains for passenger cars since 1982.Last year it presented a combination of a184 kW-V8-diesel engine and a 50 kW elec-tric motor.

It should be kept in mind that the cus-tomer ultimately determines the success of

a new technology, reduced fuel consump-tion is particularly important in terms of ac-tual operations and not only in certificationcycles.

The forecast is clear:– There is no single solution: hybrid, gaso-

line and diesel powertrains will co-existin the future, each used in applicationswhere they create the greatest value.

– Hybrids offer unique opportunity to off-set vehicle sale losses not accessible withconventional powertrains.

– GM and DC are co-developing hybrid so-lutions and are open to collaboratingwith other OEMs.The second topic addressed by the plena-

ry was the reliability of electronic systemsfrom the perspective of the Siemens compa-ny. In this area, too, the media have exertedconsiderable pressure on the automotiveengineering industry.

Dr.-Ing. K. Egger, Member of the Board,Siemens VDO Automotive AG, Regensburg,Figure 9, presented his lecture entitled: “Electronics as a Reliable Key Technology forFuture Powertrain Concepts”:

The fact is frequently ignored that 50 %of all breakdowns of electronic systems aredue to defects of batteries and cables.Furthermore, the risk of breakdowns of rel-atively new vehicles has been drastically de-clining for many years.

Today electronics contribute to a high de-gree to improving the safety of cars and toreducing fuel consumption and emissions.Future innovations to powertrains – from

Figure 4: Exhibition Audi

Figure 5: Exhibition BMW


new combustion processes to exhaust gas af-ter treatment and hybrid drives – will relyon even more electronic components. Todayelectronic systems already show a high de-gree of reliability. As ever more functions areperformed by electronic systems, new chal-lenges have to be addressed: the complexityof these systems should be minimised bymeans of software platforms and modularhardware, and the remaining complexityshould be managed by pre-defined processesin such a way as to eliminate errors. In theseefforts, the entire life cycle of a vehicle, andnot only its series production, must be con-sidered.

3 Has Emission Reduction Reached its Limits?

This section addressed the question as towhether emission limits for passenger carsand utility vehicles are already so stringentthat, from the perspective of medicine andair quality, it may be argued that enoughhas been achieved.

Dr. N. Metz (lecturer), Dr. rer. nat. J. Theis,BMW Group, Munich: “Passenger Car Emis-sions: A Problem Solved?”:

The lectures described the progressachieved in reducing CO2, HC, NOX and par-ticulate emissions from gasoline and dieselengine powered passenger cars since 1970.

The lecturer quantified emissions from allsources and indicated the share of emissionsfrom passenger cars in total emissions inGermany, broken down by the individualemission components for the year 2000. Us-ing a forecast model, emissions from passen-ger cars in Germany were forecast until theyear 2030. On the basis of the expected de-velopment of emissions from all sources, acomparison between the trend of emissionsfrom passenger car traffic and their effecton air quality measured at kerbside and ur-ban background stations was made. Theforecast of the air quality trend until theyear 2030 was made on the basis of the ex-pected development of emission levels. Airquality data demonstrate that already nowCO and HC emissions are significantly be-low future limit values. Under adverse mete-orological conditions, NO2 and PM10 emis-sions may, however, exceed the maximumpermissible levels defined by the EU for airquality. Whereas for gasoline engine power-ed vehicles the future limit values can easilybe met, and the particulate emission prob-lem of diesel-engine powered vehicles can besolved by means of particulate traps, N02

emissions remain an area of concern.Dr. rer. nat. E. Jacob, MAN Nutzfahrzeuge

Gruppe, Nuremberg: “Emission Limits forFuture Commercial Vehicle Engines: A Bal-ancing Act between Potential and Benefits”:

The introduction of the Euro 4 technolo-gy in commercial vehicles in 2005 will resultin a lowering of PM emission limits to 2.7 %of the maximum permissible values of 1988.Thus it can be forecast that by 2020 particu-late emissions from commercial vehicles inGermany will be brought down to one quar-ter of particulate emissions recorded in2000, despite ever increasing mileages. Ascommercial vehicles account for a mere 7 to10 % share of anthropogenic particulateemissions in Europe, the lowering of Euro4/5 PM limits for commercial vehicles by 33% to 20 mg/kWh (ETC) will be sufficient inthe future and will constitute the final limitfor particulate emissions. This is scientifical-ly proven by the threshold value for the sec-ondary genotoxic effect of diesel particu-lates which was repeatedly demonstrated inmedical tests. A reduction below 20 mgPM/kWh would result in a disproportionate-ly high increase in fuel consumption andthe need for excessive maintenance.

With regard to the future NOX emissionlimits, the lecturer advocated the loweringof the Euro 5 limit by 50 % to 1 g NOX/kWhby 2012/13. Accordingly, NOX emissions fromheavy-duty commercial vehicles could be re-duced to less than one quarter of the levelsrecorded in Germany in 2000. Lowering NOX

emission limits for commercial vehicles toless than 1 g/kWh from 2012/3 onwards will

Figure 6: Exhibition AVL. f.r.t.l.: Prof. Dr. Helmut List, AVL Graz; Gianpietro Brustolin, AVL Borgaro; Eng. Paolo Martinelli, Ferrari Sportiva; Dr. Peter Schöggl, AVL Graz; Dr. Heinz Fachbach, AVL Graz

Figure 7: Dr.-Ing. E.h. Siegfried Goll, ZF Friedrichshafen AG



have no significant effect on NOX emissionsfrom mobile sources by 2020, as airline traf-fic and durable off-road engines are respon-sible for a large share of NOX emissions.

Nevertheless, the question ariseswhether it will be possible to meet the NOX

emission limit of 0,3 g/kWh in the USA,whereas in Europe the limit is 1,0 g/kWh. Af-ter all, this represents a 50 % difference inemissions from commercial vehicles in Ger-many. This situation needs clarification.

The future legislation in connection withEuro 6 should aim at a global harmonisa-tion of test cycles (WHDC) and standards forbetter quality and cleaner fuels. Clean fuelsand low-ash lubricants guarantee the long-term stability of engines producing mini-mum emissions,

Univ.-Prof. Dr. med. J. Bruch, Universitäts-klinikum Essen and IBE GmbH, Marl: “TheToxic Potential of Diesel Particulate Emis-sions and the Significance of Threshold Val-ues for Risk Assessment”:

Long-term exposure to ambient particu-late matter, including diesel emission parti-cles is associated with higher risks of cardio-vascular diseases and lung cancer. Epidemi-ological studies have demonstrated that athreshold value cannot be determined. Toxi-cological data show a mutagenic potentialof the organic extracts from diesel soot.Long-term high-dosage inhalation tests in

rats have demonstrated dosage-related can-cerogenic effects. Dosiometric calculationshave revealed the enormous significance ofparticulate matter for the development oftumours. Mechanistic studies have con-firmed the pronounced effect of inflamma-tory processes on the formation of tumoursdue to exposure to particulates, includingoxidative DNA adducts and mutagenicity.Secondary genotoxic effects are assumed toact as an underlying mechanism. Effectivedefence mechanisms were identified whichdetermine thresholds in the critical inter-mediate steps in the tumour path. Experi-mental studies of different designs usingvarying dosages confirmed thresholds forinflammation, genotoxicity and mutagenic-ity. By using multi-dose doubling step (DDS)a reference to a standard dust of low toxicity,such as corundum, was established. Thethreshold dose for critical effects caused bya test sample can be assigned to the applica-ble DDS, harmfulness (nocivity) is expressedas a toxicity dose doubling step category(TDDS). The real world of dust-related geno-toxicities encompasses TDDS 0 (zero) forcorundum and TDDS 4 (four) for crystallinesilicia DQ 12. For a diesel soot sample lowtoxicity of TDDS 1 was established.

It can be assumed that ambient particlesexhibit a very broad range of intrinsic toxic-ities. This heterogeneous pattern of toxici-

ties which also applies to diesel particles,combined with the threshold character ofparticle toxicity, triggers calls for further de-velopments in exhaust gas technology andrequires a risk assessment that takes into ac-count all of these factors. In conclusion, itcan be summarized that:– There is no threshold value for particu-

late concentrations in the ambient air be-low which harmful effects on humanhealth could be ruled out. The assump-tion that even minimum amounts of par-ticulate matter in the air could causehealth problems is not justified.

– Much rather, the goal must be to min-imise toxic emission sources instead ofreducing all particulate emissions world-wide.

– Diesel soot compared to other dusts, e.g.quartz, is relatively less harmful.

4 Diesel Injection

Dr.-Ing. S. Kampmann (lecturer), Dr.-Ing. U.Dohle, Dr.-Ing. J. Hammer, Dipl.-Ing. F. Boeck-ing, Robert Bosch GmbH, Stuttgart: “Com-mon Rail Systems for Meeting Future EUEmission Standards“:

The requirements for future diesel appli-cations are manifold: lower raw emissionlevels combined with maximum engine per-formance, noise emission characteristics

Figure 8: Daniel M. Hancock, GM Powertrain (right); Dr.-Ing. Leopold Mikulic, Daimler Chrysler AG (left)

Figure 9: Dr. Klaus Egger, Siemens VDOAutomotive AG


comparable to those of gasoline engines,and record fuel economy.

In order to meet all of these require-ments it is necessary to assure the highestaccuracy in metering fuel injection quanti-ties into the combustion chamber. In thisprocess, state-of-the-art common rail injec-tion systems will play a key role in futurediesel technology.

The functional range of Bosch commonrail systems of the second to the fourth gen-erations offers vehicle manufacturers a wideselection of injection technology optionswhich will enable them to meet the afore-mentioned demands in combination withengine design and exhaust gas aftertreat-ment measures.

With a view to minimising raw emissionsover the entire service life of vehicles a fur-ther improvement of the robustness of com-mon rail systems will be required. A holisticapproach was presented and the core fea-tures of components, processes and systemswere described in detail using the Bosch –CRS3 as an example.

BEng. H. Tokuda (lecturer), Dr. S. Itoh, BEng.M. Kinugawa, Denso Corporation, Aichi-ken,Japan; MEng. N. Shirabe, Nippon Soken, Inc.,Aichi-ken, Japan: “Denso Common Rail Tech-nology to Successfully Meet Future EmissionRegulations”:

The Common Rail System (CRS) is a newtechnology for fuel injection systems thathas revolutionized diesel engines for trucksand passenger cars. Denso has continued towork on CRS technologies since it producedthe world’s first such system for trucks in1995.

These pioneering efforts bore furtherfruit in 2002, when Denso created a com-mon rail system featuring an amazing injec-tion pressure of 180 MPa. A two-litre, four-cylinder engine-powered passenger car em-ploying this system delivered a specific pow-er of 50 kilowatts per litre, with the poten-tial to clear Euro 4 emissions regulationswithout the use of a diesel particulate trap.This report described how Denso drew on itstechnology to improve engine output byraising the injection pressure to 200 MPaand met stricter emissions regulationsthrough a simple and innovative GroupHoles Nozzle concept (GHN). Tests demon-strated that it is possible to increase specificpower from 50 kilowatts per litre to morethan 70 with 200 MPa injection pressure. Amore homogeneous lean air-fuel mixturecan be obtained with the aid of the GroupHoles Nozzles, and by the addition of acooled EGR, pre-mixed combustion or quasi-premixed combustion can be achieved. Thishas underscored the potential of Denso’s

CRS technology in clearing future emissionsstandards.

Dipl.-Ing. D. Jovovic, Dr. M. Kronberger (lec-turer), Dipl.-Ing. R. Pirkl, Dr.-Ing. P. Voigt,Siemens VDO Automotive AG, Regensburg:“The Piezo Unit Injector System for Volkswa-gen Diesel Engines“:

With ever more stringent emissions stan-dards applying to diesel engines for passen-ger cars, the danger is growing that in-creased design efforts in the development ofdiesel engines as compared to gasoline en-gines will not be offset by heightened cus-tomer benefits. The diesel injection systemcontinues to be the key factor determiningprogress and constitutes an essential cost el-ement. With the newly designed Piezo-actu-ated Unit Injection, Siemens VDO and Volk-swagen have made a vital contribution tothe competition among different injectionconcepts. The lecture described the stages inthe evolution of systems, from the initialconcept to the final version which met allspecifications and cost targets.

The objective was for the entire Passat carclass to comply with the Euro 4 emissionlimits without having to use a particulatetrap. The factors that determined the suc-cess of this approach were a careful analysisand design of engines for optimum pres-sure, metering accuracy and injectioncurves over the entire engine map. Piezo ele-ments are used as actuators and sensors forseveral closed loop control circuits with theaid of which use was made of all advantagesof Piezo technology, such as engine noisecontrol, assuring the required metering pre-cision under all operating conditions overthe entire service life of the engine.

The Piezo Unit Injector has been pro-duced in a factory in Germany which wasbuilt jointly by VW and Siemens VDO andopened in 2004. The electronic control unitwas developed by Siemens VDO.

In the course of the development workon injection hydraulics and Piezo technolo-gy a new potential for improvements mani-fested itself. This includes higher efficiencyand peak pressure levels as well as an im-proved part lift ability of the Piezo injector.The two companies intend to draw on thispotential in the future. Homogeneous dieselcombustion will act as a driving force be-hind future improvements, especially inPiezo technology.

5 New Gasoline Engines 1

Dipl.-Ing. S. Knirsch (lecturer), Dipl.-Ing. M.Kerkau, Dr.-Ing. H. J. Neußer, Dr. Ing. h. c. F.Porsche AG, Weissach: “The New Flat-Six Engines for the Porsche 911 Carrera”:

After 28 years, Porsche now offers againtwo different power variants of its flat-six en-gine, both of which are destined for thePorsche 911 Carrera. The output data of theservice-proven 3.6 litre unit have been specif-ically optimized and the resulting 239 kWnominal power and 370 Nm maximum en-gine torque will satisfy even most ambitiouscustomer expectations. The new 3.8 litrevariant with its 261 kW power output and400 Nm maximum torque lends the 911 Car-rera S superior driving performance in thesports-car segment and, at the same time,closes the gap in the range of Porsche’s topproducts - the 911 GT3 and 911 Turbo. Theseexcellent results have been achieved by in-creasing the engine displacement from3.596 cm3 to 3.824 cm3, by precisely optimiz-ing the gas-exchange system on the intakeand exhaust side and by further improvingthe cylinder head cooling concept which al-lowed the compression ratio to be raised to e= 11.8.

The specific power output of 68.3 kW/land specific torque of 104.6 Nm/l are top-class values in the naturally aspirated high-performance engine category.

The two new engines remain clearly un-der all the currently applicable emission lev-els worldwide, such as Euro 4 and LEV for ex-ample. At the same time, the NEDC fuel con-sumption of the 3.6l variant was reduced by1 % to 11.0 l/100 km, while the 3.8l Carrera Sfeatures a NEDC fuel economy of 11.5 l/100km which makes it stand out among itscompetitors in the top-class segment.

Dr.-Ing. R. Szengel (lecturer), Dipl.-Ing. U.Kirsch, Dr.-Ing. B. Ebel, Dipl.-Ing. S. Lieske,Dipl.-Ing. F. Reschke, Volkwagen AG, Wolfs-burg: “Volkswagen’s New V6 Engine Genera-tion with Direct Fuel Injection“:

The Volkswagen V-engine series wasthoroughly revised with a view to meet-ing ever more exacting demands. The de-velopment focused mainly on introduc-ing direct fuel injection for gasoline en-gines and increasing the displacement to3.6 dm3 especially for the US market,without making changes to the vehiclepackage. The direct fuel injection technol-ogy offers new opportunities for comply-ing with future emission limits and re-ducing fuel consumption. Exhaust gasemission limits in accordance with EU4and LEV2 can be met without requiringsecondary air injection into the exhaustsystem. The new engine has a maximumtorque of 360 Nm and a rated output of206 kW at 6200 rpm. For the Europeanmarket, a 3.2 dm3 version with a maxi-mum torque of 330 Nm and a rated out-put of 184 kW is offered.



A. Falkowski, M. McElwee (lecturer),DaimlerChrysler Corp., Auburn Hills, USA;Dr.-Ing. U. Geiger, INA-Schaeffler KG, Herzo-genaurach: “Features and Development ofthe DaimlerChrysler 5.7l HEMI Engine Mul-ti-Displacement System”:

A cylinder cut-off system was devised inthe course of the development of the Daim-lerChrysler 5.7l engine. This highly complexsystem shows how many influencing param-eters have to be taken into account if satis-factory running behaviour is to be achieved.The lecture described engine and compo-nent design in detail. It also illustrated thefunctions of the system and the effect ofcylinder cut-off on vehicle integration andfuel consumption.

6 Exhaust Gas Aftertreatment

Dipl.-Ing. C. Enderle (lecturer), Dr.-Ing. H. Breit-bach, Dipl.-Ing. M. Paule, Dr.-Ing. B. Keppeler,DaimlerChrysler AG, Stuttgart: “SelectiveCatalytic Reduction with Urea – The Most Ef-fective Nitrous Oxide Aftertreatment forLight-Duty Diesel Engines”:

The classical trade-off between particu-late and nitrous oxide emissions has becomemuch less important through the wide-spread use of particulate traps. Due to morestringent future nitrous oxide legislationtwo new trade-offs become more important:the hydrocarbon vs. NOX trade-off and thefuel consumption vs. NOX trade-off. Both ex-cellent driveability and low fuel consump-tion have been key for the market success ofthe diesel engine. Thus, the impact of the af-tertreatment system on fuel consumption isextremely important for Mercedes-Benz. Ad-ditionally, the efficiency of aftertreatment isanother key factor so that engine relatedNOX reduction can be limited to a great ex-tent to measures that do not result in fueleconomy disadvantages. The system thatbest meets these requirements is the SCRUrea Aftertreatment. It is based on the selec-tive catalytic reduction of nitrous oxideswith ammonia, which is generated by ther-mal decomposition of urea sprayed into thehot exhaust gases. The system has an excel-lent efficiency over a wide temperaturerange, shows good lifetime stability, and ad-ditionally permits good packaging, Com-pared to other systems, it does not have anegative impact on hydrocarbon emissions.Due to its high efficiency, engine-out ni-trous oxide emissions can remain relativelyhigh, which limits the impact on engine fu-el efficiency. Through careful optimisation,it was possible to lower urea consumption tosuch an extent that sufficient urea is avail-able for operation during service intervals.

Thus the system is not visible to customersand requires no extra effort, such as the fill-ing or refilling of urea.

Dipl.-Ing. W. Maus (lecturer), Dipl.-Ing. R.Brück, Emitec Gesellschaft für Emission-stechnologie mbH, Lohmar: “The Future ofHeterogeneous Catalyst Technology for Pas-senger Cars “Turbulent” Catalysts for Gaso-line and Diesel Engines”:

The development of catalyst technologyfor automotive engineering applicationsstarted in the 60s with the adoption ofhighly efficient pellet catalysts used in thechemical industry. These catalysts showedvery high mass transfer rates comparableto those under turbulent flow conditions.Mechanical vibrations and gas pulsationscaused abrasion. This is why this type ofcatalyst was not further developed, andmethods were sought to heighten durabili-ty. First, metallic honeycomb structureslike those employed in refinery processeswere used. However, these foil-type sub-strates did not prove durable either as foiljoint technologies for creating monolithicstructures were not yet available at thattime. Monolithic ceramic honeycombstructures came later. Their straight chan-nels were coated with catalytic materials.Monolithic honeycomb structures have aspecific disadvantage: laminar channelflow restricts mass transfer and thus im-pairs volume-specific catalyst efficiency. Re-cent developments in catalyst technologyfor gasoline and diesel engines take full ad-vantage of turbulence effects. The conver-sion of limited exhaust gas components isbased on the mechanism of turbulent masstransfer. The lecture described the underly-ing laws applied to the use of catalysts inautomotive engineering and presented therelevant test results.

Dr. M. Ivanisin (lecturer), Magna SteyrFahrzeugtechnik AG & Co KG, Graz; a.o.Univ.-Prof. Dr. S. Hausberger, Technial Univer-sity Graz: “Particle Number Emissions – Mea-surement and Global Simulation”:

The lecturer demonstrated a method us-ing simple interactions for designing a mod-el for the calculation of particle numberemissions. Based on measurements per-formed on different engines, the lecturer ex-plained, total particle number emissionsmust be understood as a function of fuelconsumption and engine speed.

Thanks to suitable standardisation ofmeasured particle number emissions, thismodel showed a relatively uniform particlenumber emission behaviour (number of par-ticles per hour) of all tested engines and inall load points. The calculated results ob-tained with this model are verified through

measurements of particle number emis-sions of passenger cars and commercial ve-hicles in actual operation. This methodcould be applied to environmental emis-sions modelling and diesel particulate trapapplications.

7 New Diesel Engines 1

Dipl.-Ing. R. Bauder (lecturer), Dipl.-Ing. A.Fröhlich, Dr. M. Gruber, Dr. H. Hoffmann, Dr. W.Wimmer, Audi AG, Neckarsulm; Dipl.-Ing. W.Hatz, Audi AG, Ingolstadt: “Audi’s New 4.2 lV8-TDI”:

Audi’s new 4.2l V8 TDI engine is a consis-tent further development of the 4.0l TDI en-gine with which the Audi A8 was equippedto date. In the 4.2l engine, the cylinder spar-ing was increased from 88 to 90 mm and theinjection system was changed over the piezotechnology. The exhaust-gas recovery sys-tem, the combustion chamber and the tur-bocharger were further optimised. For thefirst time, a double-flow particulate trapwas integrated. In addition, the weight ofthe new engine was reduced by 15 kg ascompared to the 4.0l TDI.

The new V8-TDI has a maximum poweroutput of 220 kW and a torque of 650 Nm.Thanks to the combination of diesel particu-late traps, the engine meets the Euro 4 ex-haust emission limits.

The engine is a member of the new Audi-V-engine family which is characterised byshort and compact design and boasts nu-merous synergies resulting from the combi-nation of features of gasoline and diesel en-gines.

Dipl.-Ing. W. Mattes, Dr.-Ing. P. Nefischer,Ing. F. Steinparzer (lecturer), BMW MotorenGmbH, Steyr: ”Redesigned Diesel Engines forthe BMW 7 Series“:

In Europe, the trend towards engineswith high performance and low fuel con-sumption has persisted in the upper rangesegment of passenger cars. In response tothis trend and in an effort to offer its cus-tomers state-of-the-art technology, especiallyin this class of cars, BMW fundamentally re-vised both diesel engines of the 7 series inthe course of its ongoing model updatingprogramme.

In addition to improving engine perform-ance and lowering fuel consumption, BMWfocused, in particular, on modifications tomeet Euro 4 emission limits as well as on asignificant reduction of the weight of bothengines.

Whereas in the six-cylinder engine, thedimensions remained essentially un-changed, the displacement of the eight-cylinder engine was significantly increased.


Alongside a large number of optimisa-tions of details for weight reduction, the re-design concentrated mainly on the change-over to an aluminium crankcase, the intro-duction of the third generation commonrail injection with piezo technology and theuse of catalytically coated particulate traps.

Thanks to the thorough redesign of theseengines, BMW diesel engines of the 7 seriescontinue to occupy a leading positionamongst competitors.

Dipl.-Ing. G. Doll (lecturer), Dr.-Ing. J.Schommers, Dr.-Ing. A. Lingens, Dipl.-Ing. M.Düsmann, Dipl.-Ing. H. Fausten, Dipl.-Ing. R.Noell, Dipl.-Ing. C. Spengel, Dipl.-Ing. H.Finkbeiner, DaimlerChrysler AG, Stuttgart:“The OM 642 Engine – A Compact, Light-Weight, Universal High-Performance Enginefrom Mercedes-Benz”:

With the OM 642 engine Mercedes-Benzengineers have developed a high-quality andvery compact V6-LDV-diesel assembly which,due to its concept and design, can replacethe previous 5- and 6-cylinder in-line en-gines in all vehicle model series.

The basic objectives were:– a specific output of 55 kW / litre displace-

ment– a specific torque of 170 Nm / litre dis-

placement– an installation weight similar to the in-

line 5-cylinder engine to be replaced– packaging space in accordance with the

in-line 5-cylinder engine to be replaced– compliance with Euro 4 emission legisla-

tion even without a particulate trap– use of a third-generation injection system

with piezo-injectors and high injectionvariability for optimized combustionmanagement in terms of emissions andnoise.The lecture illustrated the concept and

technological features of the new engineand presented a comparison of engine data,driving performance and fuel consumptionrates of the new engine and its predecessorversions used in the C-class.

In addition to engine characteristics,stringent Euro 4 emission limits applying to-day must be met, Hence the exhaust gas sys-tem plays an important role in engine de-sign. Although the current Euro 4 emissionlimit can be met without particulate traps,in many parts of Europe production vehicleswill be fitted with particulate traps.

The lecturer also described the particu-late traps developed by DaimlerChrysler andexplained the company’s regeneration con-cepts which require no additives.

The high investments made in a Daimler-Chrysler plant in Berlin, where the new en-gine is produced, underline the company’s

clear commitment to Germany as the loca-tion for manufacturing its products.

8 Simulation / Combustion Phenomena

Ing. P. Martinelli (lecturer), Ing. N. Cavey, Ing.L. Fraboni, Ing. M. Bollini, Ferrari GestioneSportiva, Maranello; Dr. P. Schöggl (lecturer),Dipl.-Ing. F. Mundorff, Dipl.-Ing. M. Dank, AVLList GmbH, Graz: “Formula One Engine De-velopment with New Simulating and Test-ing Methods“:

The presentation illustrated the uniformuse of a real-time simulation model in thedevelopment areas office, test bench andrace track. Real-time capability, which con-stitutes a prerequisite for test bench work,also offers advantages for office and racetrack studies due to higher efficiency as sev-eral simulations can be carried out in a timeunit. The greatest benefit of this model re-sults from the high speed, at which modelparameters can be transferred and from im-proved communication amongst the devel-opment teams.

The paper described the combination ofreal-time simulation and automated calcula-tion for hundreds of engine and vehicle rele-vant performance parameters (metrics), aswell as a powerful optimising route as theclosed loop approach. The automated pa-rameter calculation speeds up the dataanalysis process by a factor of 5000. Accord-ingly, a significantly higher efficiency isachieved in the developing process. Still, theobjective parameters constitute only the ba-sis for an automated, computer supportedoptimisation process.

The application of these methods in theFerrari Formula One Engine Developmentwas illustrated on the basis of recent exam-ples.

Dipl.-Ing. W. Nietschke (lecturer), Dipl.-Ing.M. Schultalbers, Dr.-Ing. O. Magnor, IAVGmbH, Gifhorn: “The Growing Influence ofSimulation in the Design of Engine ControlSystems”:

The use of new technologies in the de-sign of engines is driven by a number of re-quirements, such as the need for the reduc-tion of fuel consumption, emission levelsand production costs.

In order to be able to take full advantageof these concepts in series production, effi-cient engine management appears indispen-sable. The time spans allotted to the develop-ment of functions and applications are be-coming ever shorter and the complexity ofprocesses is rising enormously.

Thus in all development phases of enginemanagement new challenges present them-selves which can only be met by adopting

modern simulation-based approaches andapplying state-of-the-art control engineeringmethods. Through the consistent use of sim-ulation throughout all process steps, fromsystem and function development to appli-cation, efficiency can be raised markedlyand the overall development process acceler-ated considerably.

The tool-based configuration of the sen-sor-actuator-concept results in optimizedsystem solutions. The know-how of modelstructures gained through offline simula-tions can be incorporated into ECU func-tions through model reduction techniques.The structural equivalence of the simula-tion platform and the ECU platform ensuresthe development of efficient applicationtools and methods. This can start at earlystages of the development process. Automat-ed application processes resolve the trade-off between cost and quality.

Dipl.-Ing. G. Prochazka (lecturer), Dr. P. Hof-mann, Univ.-Prof. Dr. B. Geringer, TechnicalUniversity of Vienna; Dipl.-Ing. J. Willand, Dr.C. Jelitto, Dipl.-Ing. O. Schäfer, VolkswagenAG, Wolfsburg: “Autoignition in a Highly Su-percharged Engine and Preventive Mea-sures“:

For a successful implementation of adownsizing-concept for a SI engine it is es-sential that high supercharging pressuresand high torques are available already atlow engine speeds. During investigations ofa supercharged 4-cylinder-gasoline engineauto ignition occurred which preventedhigh boost rates at low engine speeds. Bymeans of optical measurement and observa-tion techniques it was possible to identifythe cause of auto ignition. Bad mixture for-mation, which caused the formation of a fu-el wall film in the combustion chamber,triggered auto ignition.

The most effective measure to prevent au-to ignition consists in avoiding the forma-tion of a fuel wall film in the combustionchamber. To this end, mixture preparationand charge motion must be optimised insuch a way as to minimise or eliminate thewetting of the wall with fuel.

9 New Gasoline Engines 2

Dr.-Ing. P. Kreuter (lecturer), Dr. B. Gand, Dipl.-Ing. S. Wegner, Dipl.-Ing. U. Schaffrath, Dr.-Ing.M. Wensing, Meta Motoren- und Energie-Technik GmbH, Herzogenrath: “The Turbo-Charged SI Engine with Variable Compres-sion Ratios: Effects and Potentials”:

In this presentation, the potential of aSI engine concept based on a combinationof variable compression and superchargingwas described. Two variable compression



systems – one continuously variable and theother being a two-step system -- were present-ed. With both systems the compression ratiocan be adjusted to thermodynamic enginerequirements over the entire operatingrange. The lecture treated, in detail, variablecompression in SI engines, and especially incombination with high supercharging rates.Test bench results were analysed and com-pared with measurements obtained fromextensive investigations of vehicles in practi-cal operation.

The afore-mentioned systems permit avariation of compression ratios under partload which has a positive impact on engineefficiency, emissions and smoothness. Re-duced ignition delay and higher combus-tion speed result in increased exhaust gas re-covery rates and thus in lowering NOX emis-sion levels despite higher compression. A re-duction of compression under full loadcounteracts knocking. During cold starting,variable compression combined with late ig-nition generates higher exhaust gas temper-atures thus shortening the time required forwarming-up the catalyst.

The combination of variable compres-sion and supercharging assures high speci-fic mean pressure rates with high perform-ance, while thermal and mechanical loadlimits are not exceeded. Therefore, these sys-tems can be used selectively and efficientlyfor downsizing.

T. Hirai (lecturer), C. Keisuke, Nissan Mo-tor Co., Ltd., Kanagawa, Japan: “Nissan’sNew Generation of Small and Medium Four-Cylinder Gasoline Engines”:

Two brand-new small to medium rangesof 4 cylinder gasoline engines have been de-veloped jointly by Nissan and Renault. Thesetwo segments cover a 1.5 – 1.6 litre version(=HR engine) and a 1.8 – 2.0 litre version(=MR engine). The HR engine and the MR en-gine share a host of new technologies andare designed to provide excellent fuel econo-my combined with improved accelerationperformance under the conditions mostcommonly encountered in everyday driving.Specifically, the adoption of the followingnew technologies has substantially im-proved fuel economy and middle- to low-endtorque under ordinary driving conditions:– significant reduction in mechanical fric-

tions thanks to an innovative machiningmethod for the cylinder bores and fur-ther improvement of a mirror-like finishto the crankshaft and cam bearing sur-faces

– thermal efficiency improvement bystrengthening the gas flow and coolingefficiency in and around the combustionchamber.

Improvements of some technologies ledto best-in-class weights and compactness ofthe new engines.

In designing these two engines, specialattention was given to improving the basicpotential performance characteristics suchas thermal efficiency and friction.

As a result, these two brand-new engineswill constitute the basis for further innova-tions in direct injection and turbochargingtechnologies etc.

T. Nara (lecturer), T. Kusunoki, N. Sugita,Toyota Motor Corporation, Aichi-ken, Japan;E. Mishima, Daihatsu Motor Company LTD.,Osaka, Japan: “A New 3-Cylinder 1.0 l EngineDevelopment for Light Weight and Good Fu-el Economy”:

In order to meet the requirements forCO2 emission reduction, Toyota and Daihat-su have jointly developed the 1KR-FE new 3-cylinder 1.0 l gasoline engine. Beside excel-lent fuel economy, the development targetsfor this new engine were: top class perform-ance, light weight and compactness. In addi-tion to friction reduction obtained by usingonly three cylinders instead of four, benefitswere gained by using thin piston rings withlow tension. A new type of resin coat on thepiston skirt also contributes to lower fric-tion. As a result of these four improvements,the new Toyota Aygo emits merely 109 g/kmCO2.

Thanks to the optimisation of the com-bustion chamber design and the intro-duction of variable valve timing VVT-i amaximum power output of 50 kW and amaximum torque of 93 Nm wereachieved. Also a low-speed torque of 85Nm is already available at 2000 rpm. Allintake air system components are madeof plastic in order to reduce engineweight and to permit highly integratedpackaging. A newly developed cast ironliner with small wall thickness resultedin only 7 mm spacing between cylinderbores which also contributed to the com-pactness of the engine. In an effort to re-duce the vibration level the weight ofmoving parts was reduced, the rigidity ofthe cylinder block was increased and acrankshaft with 3 counter weights wasdeveloped. Improved engine mountingscombined with a torque rod system min-imise idle speed vibration.

10 Combustion

Dipl.-Ing. O. Lang (lecturer), Dr.-Ing. K. Haber-mann, FEV Motorentechnik GmbH, Aachen;Prof. Dr.-Ing. S. Pischinger, Dipl.-Ing. F. Fricke,RWTH Aachen: “Gasoline Combustion withFuture Fuels”:

This paper described the demands andpotentials of current and future gasolinecombustion systems with regard to the fuelsgasoline, natural gas and hydrogen. First, fu-el specifications that are crucial for thespark ignition process were compared.These are reflected by the parameters deter-mined by the combustion process. Poten-tials for the compensation of power loss, ef-ficiency improvement and emission reduc-tion using alternative fuels were discussed,taking into account fuel-specific properties.

Whereas with natural gas full load draw-backs can be reduced to less than 5 % ascompared to gasoline by combustion systemtuning, hydrogen operation with port injec-tion leads to reductions of about 25–30 %.These drawbacks can be compensatedthrough boosting, where both methane andhydrogen are suitable because of their burn-ing characteristics.

Compared to λ=1 operation, hydrogen of-fers efficiency benefits of up to 30 % over awide range of the engine map due to qualitycontrol. In hydrogen operation, combustionat air-fuel ratios of 2 to 2.5 is nearly NOX-free.Thanks to the combination of lean combus-tion and boosting, an indicated mean effec-tive pressure of about 15 bar (peak pressurelimited) with indicated specific consump-tion of close to 200 g/kWh and indicated spe-cific NOX emissions of less than 0.5 g/kWhwere achieved. Direct injection will lead tofurther improvements of mean effectivepressure levels.

The results obtained in engine tests haveshown that combustion systems can be de-vised which, with no or only minor modifi-cations, can operate with different fuels. Anoptimum “flexfuel” concept can be devel-oped with variable compression ratios (VCR).

Dr. P. Bartsch (lecturer), Dipl.-Ing. P. Gut-mann, Dipl.-Ing. T. Kammerdiener, Dipl.-Ing. M.Weißbäck, AVL List GmbH, Graz: “The FuturePassenger Car Diesel Engine Emission Re-duction Combined with Excellent DrivingCharacteristics”:

Diesel engines for passenger cars are fac-ing a triple challenge: they must complywith most stringent emission standards, becost-effective in operation and show an ex-cellent driving performance. Without a fur-ther reduction of raw emissions, the applica-tion of a four-way catalyst (for CO, HC, partic-ulate and NOX emissions) will be indispensa-ble in order to be able to comply with futureemission limits. When raw emissions can besignificantly lowered i.e. by means of alter-native combustion processes with cylinder-pressure guided combustion control and/orthe application of optimised superchargingsystems, an exhaust gas aftertreatment con-


cept consisting of an oxidation catalyst anda particulate trap will be sufficient for cer-tain vehicle and engine combinations.Charge conditioning and mixture ho-mogenisation required for emission controlare achieved by means of the geometricalcompression ratio, the boosting and EGRsystems and fuel injection management.The engine control input should be extend-ed by at least one combustion signal.

Dr.-Ing. L. Ruhkamp (lecturer), Dr.-Ing. M.Krüger, FEV Motorentechnik GmbH, Aachen;Dipl.-Ing. S. Schönfeld, RWTH Aachen: “Mea-sures for Lowering Raw Emissions of Com-mercial Vehicle Diesel Engines”:

The audience was informed that the re-duction of oxygen concentration in the in-take air through exhaust gas recirculationplays a dominant role in lowering NOX emis-sions. Especially with very low nitrogen rawemissions, additional measures aimed at re-ducing NOX emissions can be neglected.However, some positive factors can be identi-fied for the reduction of all other emissionsand for better fuel economy. On the air side,gas density in the combustion chamber is aparticularly crucial parameter, regardless ofwhether gas density is increased by tempera-ture control or by means of pressurechanges. With both methods, particulateemissions and fuel consumption can be in-fluenced in a very positive way. If boost pres-sure is raised it is extremely important to as-sure very careful tuning of the combustionprocess and the air management system ofthe engine. This principle also applies to an-other air parameter, swirl, which, if proper-ly tuned to the combustion process, also hasa positive effect on fuel consumption andparticulate emissions. Another approach toefficient emission control at very low oxy-gen concentrations in the intake air are thehydraulics and the injection system. Particu-larly favourable results can be obtainedwhen injection timing is advanced and theinjection pressure raised. Injection curves al-so play a significant role in fuel consump-tion and particulate emissions. Ramp-typeinjection curves indicate both favourableemission behaviour and high fuel economy.In addition, it was shown that split injectionduring the main injection phase has an ex-tremely positive effect on particulate emis-sions also when NOX emissions rise furtherin the presence of extremely low oxygenconcentrations of the intake air. Togetherwith excellent fuel economy, this approachoffers a very promising option for the reduc-tion of emissions. The main problem, how-ever, consists in the homogenisation of thefuel-air ratio over the widest possible rangeof the engine map

11 New Diesel Engines 2

Dr. H. Sorger (lecturer), Dr. W. Schöffmann,Dipl.-Ing. F. Zieher, Dipl.-Ing. U. Sauerwein,Dipl.-Ing. F. Schweinzer, Dr. P. Herzog, AVL ListGmbH, Graz: “AVL Genios LE – A 3-CylinderLightweight Magnesium Diesel Engine asPart of an Engine Family for Hybrid andHigh Performance Powertrain Systems”:

The ever higher power density of enginesacts as a significant driver for innovations;however, stringent exhaust gas legislationimposes strict limits on current develop-ments. Weight reduction is a central goal asit contributes significantly to the reductionof fuel consumption of passenger cars.

The lecture showed the design principlesapplying to the modular systems used inlight-weight composite material conceptscan be employed as high-performance en-gines, in-line or V-type diesel engines, withextremely high power densities as well as hy-brid applications with different numbers ofcylinders and varying displacements.

A supercharged three-cylinder diesel en-gine was presented as an example for thistype of technology and its design conceptwas explained. One engine which consists ofaluminium composite material is designedfor a maximum ignition pressure of 180 bar,and the other engine, which consists ofmagnesium composite material, is designedfor a maximum ignition pressure of 150 bar.

The details and system optimisation ofthe crankcase of the AVL Genios LE, athree-cylinder lightweight magnesiumdiesel engine, which belongs to this en-gine family and was designed for maxi-mum fuel economy, were illustrated. Incombination with a mild hybrid versionthis engine serves as drive for AVL’s vehi-cle ECO-Target.

M. Suzuki (lecturer), N. Tsuzuki, Y. Tera-machi, Toyota Motor Corporation, Aichi-ken,Japan: “The New Toyota 4-Cylinder Direct In-jection Diesel Engine – Toyota’s D-4D CleanPower Concept”:

Environmental protection calls for aglobal approach; in automotive engineer-ing, the focus is on low exhaust gas and CO2

emissions. At the same time it is expectedthat a high-performance engine should of-fer driving pleasure. Against this back-ground, Toyota has developed two versionsof a new 2.2 litre common rail diesel engine:the 2AD-FTV and the 2AD-FHV.

The 2AD-FTV is fitted with an aluminiumcylinder block, a balancing shaft, a roller-rocker valve train, and solenoid injectors. Ascompared to the predecessor engine, this en-gine has higher maximum power and lowerweight.

The 2AD-FHV boasts additional advancedtechnologies, such as a lower compressionratio, a piezo injector common rail systemoperating at high injection pressure(180 MPa), DPNR-technology, a switchableEGR cooling system, etc.

With the aid of these technologies, nitro-gen oxide emissions were drastically re-duced far below the limit value stipulated inthe Euro 4 Directive, while at the same timethis engine, due to its maximum power andtorque, occupies a leading position in the1.9 to 2.2 litre displacement category. Pro-duction and marketing of this engine willstart in 2005.

Dr.-Ing. H. Endres, Dr.-Ing. J. Hadler (lectur-er), Dipl.-Ing. H.-J. Engler, Dipl.-Ing. R.Dorenkamp, Dipl.-Ing. H. Jelden, Dipl.-Ing. H.Stehr, Volkswagen AG, Wolfsburg: “Volkswa-gen’s New 125 kW-4-Cylinder Diesel Enginewith Piezo Unit Injector”:

Two and a half years after the release ofthe first four valve TDI engine with unitinjectors and a power output of 103 kW, anew, more powerful engine version with125 kW is available. The new four-cylinderengine, which has a displacement of 2.0litres, boasts a number of outstanding fea-tures such as its new piezo-unit-injectorhigh pressure injection system, a balanc-ing shaft, and a service-free diesel particu-late trap arranged closely to the engine.The new piezo-unit injector permitting in-jection pressure rates of up to 2.200 bar,contributes to significantly increasedpower output and, at the same time, tomarkedly lower pollutant emissions. Inaddition, specific fuel consumption wasfurther reduced due to the improved effi-ciency of the injection system. Thanks tothe piezo technology a noticeable reduc-tion of injection noise, and thus also of ex-ternal noise during idling, was achieved.Numerous other innovations, includingan advanced camshaft drive, new ceramicheater plugs and an improved oil separa-tion method, have added to customer ben-efit and better exhaust gas quality. Thefirst cars to be equipped with this engine,which will be installed laterally, will bethe Passat and subsequently the Golf plat-form. Audi models of the B class will lateralso be fitted with this engine in a longi-tudinal installation. At a specific poweroutput of 63,5 kW/l, the new TDI is best-in-class in the four-cylinder engine category.In addition to excellent driving perform-ance, customers will benefit from ex-tremely low fuel consumption, maximumenvironmental friendliness as well as con-siderably improved noise behaviour andvibration characteristics.



12 Transmissions / Acoustics

Dipl.-Ing. K.-H. Bauer (lecturer), Dr.-Ing. J.Heinrich, Dr.-Ing. F. Günter, BorgWarner Drive-train Engineering GmbH, Ketsch: “PotentialFuel Efficiency Improvements due to DualClutch Transmission”:

The market penetration of automatictransmissions in passenger cars is far deeperin the US and Japan than in Europe. Along-side higher purchasing prices, the main rea-son for the lower popularity of automatictransmissions in Europe has been cus-tomers’ demand for better fuel economy.

With the series production of dual clutchtransmissions it has been possible for thefirst time to offer an automatic transmissionwhich consumes less fuel in actual drivingthan manual transmission systems. As com-pared to other transmission concepts, para-sitic losses in the clutch system are signifi-cantly lower.

The lecture compared system-immanentpower losses of different transmission con-cepts and analysed their effects on fuel con-sumption.

On the basis of vehicle and test bench re-sults as well as system simulations usingcomprehensive test data, the advantages ofdual clutch transmissions were described.

The potential for further heightening theefficiency of dual clutch transmissions wasanalysed on the basis of system develop-ment results and concepts devised by Borg-Warner research and development.

When the engine and transmission areinvestigated as a unit, i.e. the vehicle power-train, customer-relevant findings will per-mit a further improvement of fuel economy.

Dipl.-Ing. J. Kiesel (lecturer), Dr.-Ing. J.Greiner, Dr.-Ing. A. Veil, Dipl.-Ing. J. Strenkert,DaimlerChrysler AG, Stuttgart: “MercedesBenz’ New Front Wheel Drive CVT Autotron-ic”:

The new CVT Autotronic transmissionwas specially developed for the powertrainof the A class successor model. Thus Mer-cedes Benz has set new standards in terms ofconvenience and fuel consumption in thecompact car category. Additional develop-ment efforts focused on higher output,higher torque, greater driving pleasure andvery compact dimensions. As compared tothe predecessor model the output of gaso-line and diesel engines was raised by up to38 per cent, and maximum torque wasraised by up to 46 per cent.

The new innovative Autotronic is a belt-driven CVT (continuously variable transmis-sion) which permits variable ratio selectionby means of a pully variator and steel thrustbelt.

The outstanding ratio spread, the en-hanced overall efficiency of the engine-transmission unit and the new driving strat-egy devised have generated marked improve-ments with respect to driving comfort, noisebehaviour, responsiveness and accelerationas well as fuel consumption and exhaust gasemissions.

Dr. G. Heinz (lecturer), Dipl.-Ing. G. Heil-mann GFal e.V.Berlin (Society of the Promo-tion of Applied Informatics); Dr. H. Schulze,Dipl.-Ing. S. Brusius, Dipl.-Ing. W. Krechberger,Dipl.-Ing. G. Schumann, DaimlerChrysler AG,Stuttgart: “Application of an Acoustic Cam-era for the NVH Optimisation of Engine andPowertrain”:

The acoustic optimisation of engines andpowertrains requires much time, experi-ence and craftsmanship on the part ofacoustic engineers. The passing on of infor-mation to staff in other departments suchas design and testing, as well as to decision-makers and suppliers, is a major challenge.In this process, tools for analysis and visualrepresentation of acoustic phenomena areneeded. Since 2003 DaimlerChrysler hasbeen using acoustic camera equipment inits NVH department for engine and power-train studies. The lecture presented the prosand cons of this new technique as well as itspotential and limits. By way of introduction,the lecturer gave a brief outline of the histo-ry of acoustic imaging in Daimler and GFal.

13 Supercharging of Gasoline DI Engines

Dr.-Ing. M. Klüting, Dipl.-Ing. S. Missy, Dr.-Ing.C. Schwarz (lecturer), BMW Group, Munich:“The Potential of Spray-Guided Petrol DirectInjection in Combination with Turbocharg-ing”:

The spray-guided DI combustion processdeveloped by BMW allows tapping the po-tential of new material parameters andmodified process control in lean stratifiedcombustion. With a performance potentialclearly exceeding 60 kW/dm3 and fuel con-sumption that is 20 % lower than that ofconventional gasoline engines, this engineoffers considerable benefits to customers.

The DI combustion system constitutes anew basic technology for gasoline engineswhich will take advantage of many new op-tions in the design of gasoline engines. Incombination with an innovative tur-bocharging technology and double VANOS,this DI process redefines the power outputand fuel consumption levels of gasoline en-gines while preserving the specific virtues ofgasoline engines, such as a wide rpm rangeand high responsiveness.

The lecturer illustrated concept analysesof the combination of this combustionprocess with innovative supercharging pro-cedures.

Dipl.-Ing. P. Lückert (lecturer), Dipl.-Ing. J.Frey, Dipl.-Ing. R. Kemmler, Dipl.-Ing. U.Schaupp, Dipl.-Ing. G. Vent, Dipl.-Ing. A. Walt-ner, DaimlerChrysler AG, Stuttgart: “Cus-tomer and Future-Oriented Gasoline EngineTechnologies – Today and Tomorrow”:

Efforts in the development of gasolineengines with their excellent comfort andemission characteristics, high output andlow cost operation will concentrate onbringing down fuel consumption further.

High-performance direct injection sys-tems combined with turbocharging will sus-tainably heighten the attractiveness of gaso-line engines, owing to fuel efficiency, higheroutput and increased torque.

In addition to further development ofthe four-cylinder downsizing concept basedon supercharging and first generation di-rect injection, which has been successfullymarketed by Mercedes Benz since 2002, thesecond generation spray-guided injection --thanks to the use of high-performance injec-tion components -- has permitted a decisiveimprovement of the combustion processand a significantly higher, directly perceiv-able fuel economy which is derived from im-proved stratified combustion.

This new direct injection system can beregarded as a stand-alone technology. Thedevelopment of a highly efficient exhaustgas aftertreatment system for lean-burn op-eration presents major challenges.

Together with turbocharging, these inno-vations will take advantage of further op-tions to reduce fuel consumption while in-creasing driving performance markedly.

Alongside engine design activities, thelecture also briefly addressed the potentialoffered by alternative fuels.

Dr. G.K. Fraidl (lecturer), Dr. P. Kapus, Dr. W.Piock, AVL List GmbH, Graz: “The Turbo-charged GDI – A Competitor of Diesel En-gines?”:

The combination of direct injection andturbocharging not only constitutes the basisfor the success of diesel engines but also per-mits the application of efficient consump-tion concepts offering high customer bene-fits. Even with proven technologies such ashomogeneous direct injection, double con-tinuously variable cam phaser and single-scroll turbocharger with fixed geometry, acost efficient consumption concept hasbeen devised that has resulted in CO2 emis-sions similar to those of diesel engines butbetter performance and markedly lower pro-duction costs.


Alongside the improved efficiencythanks to a double cam phaser, high chargemotion and direct injection, a shift to high-er loads has permitted a reduction of fuelconsumption not only in NEDC tests but al-so in customer operation. The best trade-offbetween fuel economy and vehicle dynam-ics especially during starting is achievedthrough the combination of a significantlylonger drive ratio and only moderate down-sizing. In an effort to assure the acceptanceof a longer drive ratio by customers, not on-ly steady state and transient torque behav-iour had to be improved considerably in thelow speed range, but also the performancecharacteristics had to be adjusted to a lowernominal speed (4300 rev/min) and constantpower over a wide speed range.

By shifting engine operation towardshigher loads, efficiency in the higher loadrange had to be improved. Whereas most fu-el economy technologies for gasoline en-gines offer hardly any benefits in the highload range, fuel economy can be improvedby up to 4 % thanks to a combination of thebasic configuration with a relatively simpleexternally cooled EGR.

The fuel economy concept chosen doesnot offer the option that is associated withmaximum technology input and high costs,but focuses on a most cost efficient volumeengine which represents a genuine alterna-tive to diesel engines in terms of CO2 emis-sions, driving performance and cost efficien-cy.

14 Acoustics

Dipl.-Ing. A. Enderich (lecturer), Dipl.-Ing. K.Brodesser, Dipl.-Ing. L. Fröhlich, Dipl.-Ing.S. Bender, Mahle Filtersysteme GmbH,Stuttgart: “Sound-Engineering of Super-charged Engines”:

Owing to their design concept, super-charged engines are characterised by higherdamping of the intake noise than naturallyaspirated engines. A charge-air cooler, acompressor and a long intake duct producea considerable reduction of sound emis-sions. As a result of the additional dampingof these components, the characteristic en-gine orders are much less pronounced thanin naturally aspirated engines. Further-more, due to the damping of these compo-nents in the intake air duct, orifice noise ishardly influenced by load and engine speed.The performance of these engines cannot bemeasured on the basis of an acoustic feed-back. A downsizing of the damping elementair filter does not suffice in order to improveengine sound.

Therefore, Mahle developed an engine

sound system which can also be used for su-percharged engines. This system consists ofa side branch arranged between the intakemanifold and the charge-air cooler. The sidebranch leads to a resonance volume with anelastic membrane which was specifically de-signed for excessive positive pressure. Byvarying duct length and diameter, reso-nance volume and membrane properties,the sound in the car interior can be modi-fied and any desirable sound characteristicscan be created. It is very impressive to seehow the emotional appeal of a vehicle canbe heightened by means of such an enginesound system and how driving fun can beheightened thanks to sound.

Dr.-Ing. W. Wenzel (lecturer), Dipl.-Ing. M.Alex, Mann+Hummel GmbH, Ludwigsburg:“Symposer – Sound Design for Vehicles withSupercharged Engines”:

Whereas in the past attention was pri-marily focused on noise reduction, todayvehicle acoustics serve as a perceivable dis-tinction mark between different vehicleswhich are relatively similar with regard totheir technological features. In the sounddesign for the vehicle interior, the air in-take system offers many options for influ-encing the acoustics inside a car. In tur-bocharged engines, the characteristic noisegenerated by pulsations in the intake man-ifold are lost because of the damping effectof the intercoolers and compressors in theloss pressure range and in the orifice. Spe-cial acoustic systems have been devised totransfer specific sounds generated by theintake pulsations in the high pressurerange into the vehicle interior. The sympos-er which acts as an acoustic transmissiondevice was developed in co-operation withDaimlerChrysler in order to perform thisfunction.

Prof. Dr. U. Bernhard (lecturer), Adam OpelAG, Rüsselsheim; Dr. N. Alt, FEV Mo-torentechnik GmbH, Aachen: “Objectivity ofSubjective Acoustic Phenomena”:

Engines and auxiliary units frequentlygenerate unpleasant, disturbing noise com-ponents, which can destroy positive impres-sions of customers get such as “a low, pleas-ant, harmonious sound”.

The first important step towards avoidingsuch disturbing sound phenomena is a com-mon, defined and standardised languageand a catalogue of these phenomenagrouped together by sound categories orsound families which combine subjectivecriteria and objective findings from analy-ses. A good sound basis was created by theFCC project „Evaluating and CataloguingDisturbing Sounds of Internal CombustionEngines”.

Figure 10: Dr. Thomas Weber, DaimlerChrysler AG

Figure 12: Prof. Dr. Martin Winterkorn, Audi AG

Figure 11: Masatami Takimoto, Toyota Motor Corporation



The next step consists of assessing subjec-tively perceived noise annoyance on the ba-sis of measured or calculated time series ofacoustic signals. Once this has been done,disturbing noise can be identified, correctedand avoided already at the design phase ofthe engine.

In a joint project of Adam Opel AG andFEV Motorentechnik a characteristic soundof modern internal combustion engines was

Figure 13: Contended faces at the end of the Symposium

Conference DocumentationThe in-extenso lectures presented at the 26th International Vienna Motor Symposiumare contained in the VDI Research Reports, series 12, no. 595, volumes one and two(including CD) and supplements. This documentation can be obtained from the AustrianSociety of Automotic Engineers (ÖVK).

InvitationYou are cordially invited to participate in the 27th International Vienna Motor Sympo-sium on April 27 and 28, 2006 at the congress centre of the Vienna Hofburg. We urgent-ly recommend you to apply at the earliest possible time, immediately after the publica-tion of the programme on the Internet at the end of December 2005.

ContactÖsterreichischer Verein für Kraftfahrzeugtechnik (ÖVK)Elisabethstraße 26A-1010 Vienna

Tel. +43/1/585 27 41-0Fax. +43/1/585 27 41-99E-Mail. [email protected]: www.oevk.at

assessed both subjectively by an expert teamand by means of mathematical studies,which reflected the subjective perceptions.The results were validated by means of an-other type of sound from the same soundfamily.

Thus it has been possible to prove that itis basically feasible to objectify subjectiveacoustic phenomena on the basis of time se-ries.

15 Plenary Closing Session: The Future of Mobility

Dr.-Ing. T. Weber, Member of the Board, Mer-cedes Car Group, DaimlerChrysler AG,Stuttgart, Figure 10, “DaimlerChrysler AG:With Customer-Oriented Innovations on theRoad to Sustainable Mobility”:

DaimlerChrysler with its global opera-tions acts as the driving force behind pros-perity in many regions of the world. Withthe development, production and market-ing of cars, DaimlerChrysler contributes toassuring the mobility of individuals in thelong run. It is DaimlerChrysler’s declaredobjective to reconcile the interests of society.

The first step down the road to sustain-able mobility is the continuous optimisa-tion of conventional gasoline and diesel en-gines, the potential for which has by nomeans been exhausted. Technologically so-phisticated engines call for high-quality fu-els. Improved and new synthetic fuels consti-tute important elements of this strategy.And, finally, DaimlerChrysler is continuingits intensive work on alternative power-trains. Hybrid technology is seen as an im-portant interim step on the road to fuel celldrives, the technology of the future.

DaimlerChrysler pursues a long-termstrategy in order to attain the goal of sus-tainable mobility.

M. Takimoto, Senior Managing Director,Toyota Motor Corporation, Aichi-Pref.,Japan, Figure 11, “Toyota’s Challenge for Sustainable Mobility”:

Toyota’s vision for realising sustainablemobility can be summed up in two words“zeronise and maximise”. Zeronise meansaiming at reducing to zero the harmful ef-fects of vehicles on the environment, trafficaccidents and congested traffic, while max-imise stands for heightening the emotionalappeal of driving, comfort and driving pleas-ure. Toyota’s developments in vehicle tech-nology seek to reconcile these two goals. Thedevelopment of technology for gasoline anddiesel-powered vehicles which will continueto be the main drive units in the foreseeablefuture has concentrated on increasing en-gine performance, lowering emissions, re-ducing fuel consumption and bringingdown CO2 emissions in particular. Varioustechnologies, such as variable valve timing(VVT-i), direct injection in gasoline engines(D-4), advanced clean diesel systems (ToyotaD-Cat) etc., have been introduced in seriesproduction. Hybrid technology has emergedas a key technology for achieving high fueleconomy and thus lowering CO2 emissionand minimising pollutant emissions in gen-eral. Combining superior driving pleasure


and maximum environmental friendliness,the second generation Toyota Hybrid Sys-tem-II (THS-II) used in the Toyota Prius can beseen as the practical implementation of the“zeronise & maximise concept”. Frequentlythe fuel-cell hybrid vehicle is considered asthe ultimate eco-vehicle, but many prob-lems will have to be solved before its series-production. These include the global pro-duction and availability of hydrogen. With aview to attaining sustainable mobility vehi-cle manufacturers must adopt a proactiveapproach instead of merely responding tochanging requirements as they did in thepast. A proactive attitude is the principalprerequisite for Toyota’s motto “Today forTomorrow”.

Prof. Dr. M. Winterkorn, Chairman of theBoard, Audi AG, Ingolstadt, Figure 12, “Indi-vidual Customers’ Requirements in the

Global Market – Opportunities and Chal-lenges“:

Audi responds to global requirements byadopting a selective derivatives policy. Thusindividual customer’s demands which varyto a great extent in the three key markets,the US, Europe, and Asia, can be satisfied inthe best possible way.

In international competition amongstthe major vehicle manufacturing groups,design plays a significant role. In the past,Audi placed great emphasis on design andwill continue to do so in the future. The de-cision to buy a car because it is attractive ismostly taken within a second. This is a vitalcompetitive advantage.

As the reduction of emissions and fuelconsumption is gaining importance world-wide, Audi is pursuing three strategies inparallel: firstly, Audi will continue to make

progress with the development of alterna-tive drive concepts; secondly, it will furtherimprove its successful TDI technology and,thirdly, it will establish an innovative combi-nation of direct injection and turbocharg-ing as the core technology of the future forgasoline engines. This TFSI concept is capa-ble of satisfying both a wide range of cus-tomer requirements and the stricter legalstipulations.

With its TFSI technology, Audi is takingthe logical step towards a generation ofhigh-performance and consumption-opti-mised engines, and safeguarding the long-term future of “Vorsprung durch Technik”.

Prof. Lenz, Figure 13, closed the sympo-sium by extending an invitation to the 27th

International Vienna Motor Symposiumwhich will take place on April 27 and 28,2006.

the 26 th international vienna motor symposium - conference report

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