No More Cams
Engines without cams have been on the horizon for
years. But now component supplier Valeo is suggesting that their system is
scheduled for mass production in 2009.
In a camless engine, each engine valve is operated
individually by an actuator that is placed on the upper surface of the cylinder
head, directly above the valve guides. Each actuator is linked to an
engine-mounted Valve Control Unit that ensures the optimal positioning of all
valves and performs the power drive function.
Two different systems are
currently being developed, each one including: the actuators, the Valve Control
Unit, the wiring rail and the Electronic Control Unit. The first one is called
"full camless" as it manages the valves on both the intake and exhaust side of
the engine. The second one is called "half camless" as it manages the inlet
valves only.
By controlling residual gases, minimizing pumping
losses and deactivating cylinders and valves, this technology reduces fuel
consumption and pollutant emissions by 20 per cent. Low-end torque is also said
to be improved by 20 per cent.
Night Vision
This night vision system from Bosch improves
driving safety at night, in poor weather conditions, and when dazzled by
oncoming traffic.
The system comprises two infrared headlights, a
video camera, and a display. The night-vision system makes obstacles, the road
ahead, and traffic situations clearly visible over a great distance. With a
range of more than 150 metres, the infrared light reaches four times as far as
traditional low-beam lights. As infrared light is invisible to the human eye, it
does not dazzle oncoming traffic.
A special camera mounted on the top edge of the
windshield films the section of the road ahead that is illuminated by the
infrared light. It "sees" what drivers miss with their bare eyes, transmitting
the traffic status in the form of a high-resolution black-and-white picture
shown on the display in the cockpit. This allows early recognition of dangerous
situations lurking in the darkness and gives drivers more time to react.
Magnetic Dampers Now a Reality
Audi is equipping its new TT with Delphi Corp’s
MagneRide semi-active suspension – an innovative technology that uses
magneto-rheological fluid to provide continuously variable real-time suspension
damping control. Named Audi Magnetic Ride on the TT, MagneRide responds in real
time to road and driving conditions based on input from sensors that monitor
vehicle body and wheel motion.
Audi Magnetic Ride is based on a
magneto-rheological principle. When in a magnetic field, small iron particles in
the suspension fluid align themselves in the direction of the magnetic flux. The
electromagnetic coil is integrated into the damper piston in such a way that
when it is energized, the magnetic flux runs exactly transversely to the
admission ports in the damper piston. If the piston moves, the aligned iron
particles create flow resistance in the flowing suspension fluid.
The greater the energy applied and the stronger
the magnetic field, the greater the resistance and damping power. The energy is
controlled in relation to driving dynamics and impulses from the road. The
damping force is dependent on the power applied to the magneto-rheological fluid
and can be adjusted up to 1,000 times a second.
Internal Coolant Director
The V6 engine used in the 2006 Toyota Crown and
Lexus GS-300 use a special water jacket spacer positioned in the block to
improve fuel efficiency.
The component - made of DuPont Zytel® HTN PPA -
directs long-life coolant flow to transfer heat and equalize cylinder wall
temperatures. According to Toyota, the net result is a 1 percent fuel
saving which means the component will pay for itself through fuel savings within
the first six months of vehicle ownership. Similar savings through traditional
weight-reduction-to-achieve-fuel-economy changes would require the vehicle to
weigh nearly 25kg less.
To achieve this breakthrough application of a
plastic that is exposed on both sides to hot coolant, DuPont engineers worked
closely with their counterparts at Toyota, moulder Uchiyama Manufacturing Corp.
of Okayama-City, Okayama (Japan) and Aisan Industry Co. Ltd. of Obu, Aichi
(Japan) from concept through commercialization.
Freely Programmable Buttons
Freely programmable buttons could reduce the
increasing complexity of controls. The concept, developed by Preh, facilitates
the multiple assignment of functions to an array of buttons.
Initially, the array of buttons is blank without
displaying any icons. By selecting a marked function button - seat adjustment,
for example - the other blank buttons will be activated and show the appropriate
icons. Now the buttons can be pressed as usual.
By selecting another function - air conditioning,
this time - the corresponding icons will be produced on the buttons’ surface.
Accordingly, it is possible to keep buttons, with their advantage of simple and
intuitive control characteristics, as primary control elements while their
number in the vehicle interior can be reduced to a minimum.
Preh’s technology is based on a special projection
technique using an LCD. Preh says it is the first supplier to have completed the
technology of freely programmable buttons for industrial production.
BMW Engine Tech
Bits
BMW’s latest in-line sixes feature more technology
than ever.
From the electric water pump...
.... to the incredible hydroformed hollow
camshafts...
...and variable output volume engine oil pump.
The engines use ultra high pressure direct
injection with piezo injectors...
...and in some cases twin simultaneous turbos.
The specifications of the three latest 3-litre
engines can be seen below:
Feature/entity |
Unit |
Normal-aspiration engine with VALVETRONIC |
Normal-aspiration engine with lean-burn second-generation direct gasoline
injection (High Precision Injection) |
Engine with twin turbocharging and second-generation direct gasoline
injection (High Precision Injection) |
Fuel |
|
Gasoline ( RON 91–100) |
Gasoline ( RON 91–100) |
Gasoline ( RON 95–100) |
Max output |
kW/hp |
195/265 |
200/272 |
225/306 |
at |
rpm |
6,600 |
6,750 |
5,800 |
Max torque |
Nm/lb-ft |
315/232 |
315/232 |
400/295 |
at |
rpm |
2,750 |
2,750 |
1,300–5,000 |
Max engine speed |
rpm |
7,000 |
7,000 |
7,000 |
Stroke |
mm/in |
88.0/3.46 |
88.0/3.46 |
89.6/3.53 |
Bore |
mm/in |
85.0/3.35 |
85.0/3.35 |
84.0/3.31 |
Displacement |
cc |
2,996 |
2,996 |
2,979 |
Distance between cyls |
mm/in |
91/3.58 |
91/3.58 |
91/3.58 |
Cylinder arrangement |
|
Six-cylinder inline |
Six-cylinder inline |
Six-cylinder inline |
Valve plate diameter, intake |
mm/in |
34.2/1.35 |
32.4/1.28 |
31.4/1.24 |
Valve plate diameter, outlet |
mm/in |
29.0/1.14 |
29.0/1.14 |
28.0/1.10 |
Compression ratio |
|
10.7 : 1 |
12.0 : 1 |
10.2 : 1 |
Fuel injection |
|
Manifold tube injection |
Second-generation direct injection (High Precision Injection);
piezo-injectors; >>1; up to 3 single injections per operating
cycle |
Second-generation direct injection (High Precision Injection);
piezo-injectors; = 1; up to 3 single injections per operating
cycle |
Fuel injection pressure |
bar |
5 |
200 |
200 |
Charge pressure, maximum, absolute |
bar |
No charger |
No charger |
1.6 |
Turbocharging principle |
|
No charger |
No charger |
2 MHI chargers, parallel (Twin-Turbo) |
Combustion chamber mean pressure |
bar |
13,22 |
13.43 |
16.9 |
Combustion chamber peak pressure |
bar |
77 |
80 |
130 |
Weight to BMW standard |
kg/lb |
161/355 |
168/370 |
187/412 |
Output per litre |
kW/hp |
65.1/88.5 |
66.8/90.8 |
75.5/102.7 |
Engine power-to-weight ratio |
kg/kW |
0.82 |
0,84 |
0.83 |
Crankcase material |
|
Composite magnesium/aluminium |
Composite magnesium/aluminium |
Aluminium |
Coolant pump |
|
Electrical |
Electrical |
Electrical |
Camshaft |
|
Composite, hydroforming |
Composite, hydroforming |
Composite, hydroforming |
Valve drive |
|
Mechanical, fully variable VALVETRONIC system with infinite camshaft
adjustment for intake and outlet (double-VANOS) |
Infinite camshaft adjustment for intake and outlet
(double-VANOS) |
Infinite camshaft adjustment for intake and outlet
(double-VANOS) |