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Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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VARIABLE COMPRESSION RATIO: ONE OF THE LAST BIG STEPS TOWARDS HIGHER EFFICIENCYSCHAEFFLER’S VARIABLE COMPRESSION RATIO ACTUATOR SYSTEM
KEVIN POOLE
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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► Industry’s VCR Motivation
► VCR Concepts
► Closer Look: Multi‐link VCR
► Schaeffler’s Multi‐link VCR Actuation System
Variabilities of the ICE
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Variabilities of the ICE
Injection
Variabilities of the ICE
Ignition
Injection
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Variabilities of the ICE
Oil pump
Ignition
Injection
Variabilities of the ICE
Air path – turbo charger
Oil pump
Ignition
Injection
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Variabilities of the ICE
Air path – valve train
Air path – turbo charger
Oil pump
Ignition
Injection
Variabilities of the ICE
Geometric compression ratio
Air path – valve train
Air path – turbo charger
Oil pump
Ignition
Injection
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Thermal Efficiency vs. Compression Ratio
Thermal efficiency in
%
Compression ratio
Thermodynamic Cycle
TDC
BDC
Piston stroke
Cylinder pressure
Vs
CR: Compression ratio
Vs: Displacement volume/ cylinder
Vc: Minimum compression volume
CR =Vc + VsVc
Vc
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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VCR – Optimal Compression for Each Operating Point
Compression ratio range for optimal efficiency
ICE operation points
Engine speed
Engine torque
Overview of VCR Concepts
Multi‐link cranktrain
Gear‐basedmechanisms
Articulatedcylinder head
Eccentrics onbearings
Additional pistonin cylinder
Gear / eccentricson crankshaft
Hydraulic pistons /con‐rods
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Overview of VCR Concepts
Multi‐link cranktrain
Gear‐basedmechanisms
Articulatedcylinder head
Eccentrics onbearings
Additional pistonin cylinder
Gear / eccentricson crankshaft
Hydraulic pistons /con‐rods
© FEV 2012
© SAAB 2000
© AVL 2016
© MCE‐5 2009
Criteria for Concept Selection
Transientresponse
Torque
Applicationeffort
Synergy
Friction
System complexity
Efficiency
Variability
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
9
Overview of VCR Concepts
Multi‐link cranktrain
Gear‐basedmechanisms
Articulatedcylinder head
Eccentrics onbearings
Additional pistonin cylinder
Gear / eccentricson crankshaft
Hydraulic pistons /con‐rods
© FEV 2012
© SAAB 2000
© AVL 2016
© MCE‐5 2009
Overview of VCR Concepts
Multilink cranktrain
Gear‐basedmechanisms
Articulatedcylinder head
Eccentrics onbearings
Additional pistonin cylinder
Gear / eccentricson crank shaft
Hydraulic pistons /con‐rods
© FEV 2012
© SAAB 2000
© AVL 2016
© MCE‐5 2009
Multi‐link cranktrain
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Overview of VCR Concepts
Multi‐link Features
Continuous adjustment
Range of compression ratioe.g. 8–14
Direct CR feedback control
Reduced piston side forces
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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► Continuous adjustment
► Range of compression ratio e.g. 8–14
► Direct CR feedback control
► Reduced piston side forces
► Elimination of balance‐shaft‐system possible
Multi‐link Features
Mass Production Example
Combustion force
Thrustforce
No thrustforce
© Nissan, Aachen 2017
Piston side thrust friction in W
VC‐Turbo
Conv.
1500 rpm, Pl=3bar
Combustionstroke
Nissan Layout
Friction benefit
Low‐power consumption in end positions
Compact packaging
TDC BDC TDC BDC
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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The Idea
Features Camphaser VCR
Brushless DC E‐motor
Strainwave gearbox
Control unit Hardware, software and calibration data set
Specifications Camphaser VCR
Gearbox ratio 1:66 1:80‐1:300
Nom. max. torque 35 Nm > 300 Nm
The Idea
Features Camphaser VCR
Brushless DC E‐motor
Strainwave gearbox
Control unit Hardware, software and calibration data set
Specifications Camphaser VCR
Gearbox ratio 1:66 1:80‐1:300
Nom. max. torque 35 Nm > 300 Nm
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
13
The Idea
Features Camphaser VCR
Brushless DC E‐motor
Strainwave gearbox
Control unit Hardware, software and calibration data set
Specifications Camphaser VCR
Gearbox ratio 1:66 1:80‐1:300
Nom. max. torque 35 Nm > 300 Nm
The Idea
Features Camphaser VCR
Brushless DC E‐motor
Strainwave gearbox
Control unit Hardware, software and calibration data set
Specifications Camphaser VCR
Gearbox ratio 1:66 1:80‐1:300
Nom. max. torque 35 Nm > 300 Nm
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
14
The Idea
Features Camphaser VCR
Brushless DC E‐motor
Strainwave gearbox
Control unit Hardware, software and calibration data set
Specifications Camphaser VCR
Gearbox ratio 1:66 1:80‐1:300
Nom. max. torque 35 Nm > 300 Nm
The Idea
Features Camphaser VCR
Brushless DC E‐motor
Strainwave gearbox
Control unit Hardware, software and calibration data set
Specifications Camphaser VCR
Gearbox ratio 1:66 1:80‐1:300
Nom. max. torque 35 Nm > 300 Nm
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
15
Topology VCR
VCR Controller
Phasecurrent
Hall signals
GearboxE‐motor
Position sensor
Eccentric shaft
Crankshaft
CAN Bus
Battery / Ignition
Engine ECU
The Schaeffler Development Process
Simulation
Solution
Customer Need
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
16
The Schaeffler Development Process
Simulation
Multi‐Body System Model► Representation of complete engine
cranktrain
► Dynamic combustion loads
► Constant flywheel rotation
► Various engine operating conditions
Results► Full dynamic loads upon actuator
► Resonance phenomena
► Critical operating conditions
Multi‐Body Simulation
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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The Schaeffler Development Process
Simulation
Solution
Customer Need
Component Design
The Schaeffler Development Process
Component Design
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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Actuator System Simulation
Optimization strategies
Investigation of sensitivities
Adjustment of gearing ratio / dimensions
Definition of E‐motor characteristicsAxial vs. radial dimensions
Torque vs. speed capability
Customer requirements
High‐shifting speed
Minimal power consumption in shifting /holding operation
Torque capacity
Failsafe and diagnosis functions
The Schaeffler Development Process
Simulation
Solution
Customer Need
Component Validation
Component Design
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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The Schaeffler Development Process
Component Validation
Component Validation
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
20
The Schaeffler Development Process
Simulation
Solution
Customer Need
Component Validation
Production
Component Design
VCR Actuator System
Kevin Poole – Schaeffler’s Variable Compression Ratio Actuator System
2018 Schaeffler Symposium 9/6/2018
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VCR Actuator in Summary
Experience in ECPcontrol unit
Highly skilledsimulation team
Experience in Mechatronic Systems
Calculation /validation experience
Mass productionreadiness
Results of systemevolution
Benefit for ourcustomer