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Technology Highl ights and R&D Act iv i t ies at FEV

Issue 42, September 2009

www.fev.com

As a result of the strong demand for engine and power-train development and testing, FEV has established a Technical Center in Pune, India. Pune is in western India and is considered a strategic location because existing Indian clients like TATA, Mahindra + Mahindra, BAJAJ,

Greaves, Kirloskar as well as multinational OEMs (e.g. GM, VW, JCB and MNEPL) have already established their headquarters there.

This Technical Center primarily provides the following key services:

■ Comprehensive endurance test programs■ Engine design and CAE solutions■ Sales and service for its customers■ Skilled manpower for FEV advanced test systems

commissioning and operation

The Technical Center covers an area of approximately 20,000 m2 and offers direct access to Pune City and the International airport in Mumbai.

The New FEV India Technical Center in Pune

SUMMARY

The New FEV India Technical Center in Pune 1

NVH Challenges for Two- and Three-cylinder Engines 4

Further Development of FEV’s Fully Variable VCR System 5

GT 2: Two-stage Charging as a Downsizing Concept for Large SI Engines 6

FEVALYS – New FEV Solution for Efficient Test Data Evaluation 7

Short News 8

2

FEV SPECTRUM

Phase I of the Technical Center’s construction has been built and will be expanded to match the future requirements of the Indian OEMs. From an economic standpoint, efficient process sequencing and high plant availability are key factors for success in the construction of such a test facility. The FEV India Technical Center is equipped with our advanced test-ing technology that will support the endurance and development testing requirements of future engine generations.

This center has attached special importance to ef-ficient work flow as well as to the definition and or-ganization of effective processes in the workshops and in test rig operations. All of the features of the building, the media supply services and the test rig technology were optimized for high test bench availability, including the necessary redundancies. Highly-standardized test rigs are featured that can be operated dynamically; however, the facility will also feature a design that is largely modular to accommo-date conditioning units. FEV’s usual high engine and powertrain testing standards will be maintained.

The test facility is configured into several interconnect-ed wings, with a usable floor space of approximately 9,000 m2. The structure is an excellent example of state of the art test facilities, which feature containerized test benches. The well organized structure and efficient planning will ensure continuous operation of the plant, 24 hours a day / 365 days a year, with clearly defined responsibilities and work processes.

Test operations started in July 2009, with two test benches. Additional test benches are currently un-dergoing the commissioning process and will soon be operational for clients. These test programs in the FEV India Technical Center are conducted on fully-automated test rigs, based on the latest state of the art technology.

Dear Spectrum Reader,

Preparing a vehicle to be launched in a foreign country can represent a major challenge, even when the production vehicle has been successfully launched in its home market. To ensure a successful launch, the final phase of the development process must be repeated. In addition, suppliers have to be selected, managed and qualified to consistently guarantee a high-level of quality. The influences of operating conditions and fuels have to be checked, which sometimes requires the design to be adapted as well.

Market-tailored derivates are gaining increasing importance. Based on previously validated platforms, the specific requirements of the target market – in most cases also the production location – must be taken into account to be successful. India and China are examples of markets which justify an approach that includes additional development effort.

FEV’s new technical center in India is ready to support you in meeting the local challenges of this emerging market. Pune is the central loca-tion for many Indian and international automotive manufacturers and is also the site of our technical center, with all the required design, calculation, testing and calibration resources at its disposal. Our local team of employees is equipped with detailed knowledge of the Indian suppliers, on-site conditions and combined with the experience of our employees in our headquarters in Aachen and the worldwide FEV technical centers. We would be glad to assist you in meeting these local challenges.

Yours faithfully,

Dr. Ernst Scheid, Executive Vice President

Preface

Fig. 1: Prof. Franz Pischinger, Prof. Stefan Pischinger and representatives of the Indian and European auto-motive industry after “Lighting Lamp”, an Indian ceremony marking the beginning of new projects

3

FEV SPECTRUM

The center was inaugurated by Prof. Dr. Franz Pischinger – Chairman FEV Group Worldwide and other top FEV officials on July 2nd.

The FEV India Technical Center provides tremendous support to automotive OEMs, fuel research labs, R&D centers and component suppliers in India. This was evident by their presence in large numbers during FEV India’s Technical Center Inauguration held on July 2nd and during the “1st FEV India Day of Powertrain” held on July 3, 2009.

The Phase I of FEV India Technical Center includes:

■ Three steady state engine test rigs are setup for perfor-mance Tests including emissions measurement for engines up to 400 kW

■ One transient dyno test rig for performance evaluation in-cluding emissions measurement for engines up to 250 kW

■ Two durability test rigs of up to 130 kW ■ Two Commissioning test rigs■ Assembly / workshop / operating shops, laboratories

and offices■ Design center■ Local construction of FEV Test Systems

■ Continuous operation 24 hours a day / 365 days a year

■ Automatic safety monitoring of defined shut-off limits■ Large number of measuring channels ■ Potential for data pick-up from the Engine Control Unit

(ECU) ■ Possibility for loading auxiliary units■ Possibility for analyzing the raw exhaust gas concentra-

tions during the test cycle■ Availability of independent cooling systems (hot/cold) for

fast thermal cycles■ Analysis of all operating liquids (< 24 hour response time)■ Use of conventional fuels or special fuels■ Extensive ratings for all tested engine parts, including

photographic documentation■ Comprehensive reporting on progress and failures,

if applicable

FACTS AND HIGHLIGHTS OF THE NEW TECHNICAL CENTER

Fig. 2: “Coconut Breaking”, a traditional Indian inauguration ceremony for good luck, celebrated by Prof. Stefan Pischinger and Sushil Berry (Managing Director FEV India)

Fig. 3: Phase I of the new facility buildings in Pune, India

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Trends of Newly Registered Vehicles in Europe

Remark: Vehicle weight data 2002/2003 influenced by wrong report from one EU member

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FEV SPECTRUM

NVH Challenges for Two- and Three-cylinder Engines

Engine designs from the 1990s strived to achieve im-proved performance and reduced cost, while adher-ing to emissions regulations. Recently, the focus has shifted towards extremely fuel efficient, yet afford-able engines. This development is the result of rising consumer demands for smaller, low-fuel consump-tion and low-cost vehicles and by the legislation of increasingly stringent fuel consumption standards around the globe.

Figure 4 depicts these developments in consumer behavior and illustrates this trend. The drastic turn-around in 2008 was provoked by the German govern-ment’s scrapping bonus program and overstates the general trend. The trend towards powertrain downsiz-ing will lead to considerable market share gains for three-cylinder engines in the smaller vehicle segment up to medium-sized cars. Two-cylinder engines, on the other hand, will only be used as basic powertrains in the very smallest class of vehicles. However, these two-cylinder engines will be more attractive in the even more cost-conscious emerging markets.

Since the use of two- and three-cylinder engines will increase in the future, the special NVH challenges that arise from this trend should be examined more close-ly. Based on the knowledge gained in many projects that have been conducted in this field, three-cylinder engines do not generally lead to an increase in the ve-hicle’s interior noise level. In fact, from mid-rpm levels and up, the dB(A) level is lower than with comparable four-cylinder engines [Fig. 5]. The sound character is, however, often perceived as rough. This is due to a different ratio of the gas and mass forces in the cranktrain drive, as well as high structure-borne noise induction via the engine mounts. To be effective, coun-teractive measures must address these issues. Three-cylinder engines with carefully designed NVH vehicle integration will receive high customer acceptance.

The fundamental question that arises with three-cylinder engines is whether a balance shaft is nec-essary. FEV investigations on three-cylinder engines have shown that the impact of a balance shaft on in-terior noise is only marginal. Only at very high speeds (> 5,000 rpm) is there an audible difference in the inte-rior noise with and without the shaft. Thus, eliminating the balancing shaft for engines with a displacement of less than 1.3 L seems quite feasible and can lead to further weight, cost and fuel economy advantages. The decision on whether or not to use a balance shaft should be evaluated by experts for each individual case during the concept phase. Reliable predictions during early stages of the development cycle have been facilitated through the use of extensive data-bases, combined with fast NVH tools that have been tried and tested.

In the case of two-cylinder Engines, the design of the basic engine concept is much less restricted. Design concepts, such as flat engines, in-line and v-engines are already being used in regular production motor-cycles.

Similar to the manner in which these different concepts impact packaging and cost, they also considerably influence NVH behavior. Sound char-acteristics can be produced that resemble a motor-cycle engine used in a BMW (flat engine), Ducati or a Harley Davidson. All of the evaluation criteria must also be considered in order to arrive at a de-cision that is suitable for the particular application. At FEV, a decision matrix is created through the use of extensive databases, as well as tried and tested cal-culation tools, which yield reliable evaluations within a few weeks. wolff@fev.com

Fig. 4: European Passenger

Car Trends Regarding Performance, Weight

and Displacement

Fig. 5: Interior Noise Levels of a Vehicle with three- or four-cylinder Gasoline Engines

5

FEV SPECTRUM

Further Development of FEV’s Fully Variable VCR System

The realization of variable compression ratio (VCR) in combustion engines, using an eccentrically-sup-ported crankshaft, has been the basis of VCR tech-nology development at FEV for the past 10 years. This VCR principle has been applied to various en-gine architectures and has been successfully tested on the test bench as well as in vehicles within several of our development projects.

A special challenge with this VCR system is to bridge the offset between the eccentrically positioned crankshaft and the stationary transmission input shaft. In general, different solutions are available for this purpose. FEV has developed the “Parallel-kurbelgetriebe” (parallel crank transmission or PKG), which incorporates a Schmidt coupling that allows shaft misalignment while offering undisturbed power transmission at constant angular velocity. This rep-resents an especially favorable solution with regard to robustness and packaging.

The main focus in the continuing development of the PKG is the reduction of friction losses, long-term durability, and producibility.

During systematic friction optimization, a high preci-sion test rig with a high resolution torque measur-ing shaft was developed [Fig. 6]. Motored tests have shown that the primary contribution to reducing fric-tion is the result of an “open” PKG design. The use of roller bearings instead of plain bearings offers an-other benefit by providing a relatively small friction advantage. FEV was able to reduce friction losses by more than 50 % compared to previous “closed” design stages with roller bearings, as a result of these changes.

The PKG is exposed to high torque fluctuations during engine operation, as the result of being the connecting element between the crankshaft and fly-wheel. Through extensive CAE support, specifically multi-body simulations and finite element analyses, the PKG has been strengthened for these applica-tions. The durability of the PKG concept has been proved by a number of fired endurance tests based on earlier design stages. Within these tests, the full engine speed range has been run-through quasi-steady-state, thereby covering all critical operating conditions. No noticeable signs of wear or failure were observed while the tests were being conducted or after completion.

In addition to these functional improvements, the PKG design has also been optimized for manufac-turing, with the potential for implementation as a complete preassembly.

The results of this optimization program represent another important milestone towards the produc-tionization of this VCR system.

wittek@fev.de

Fig. 6: Precision friction test rig for PKG optimization

-17%

CO2-NEDC 0-100 km/h 80-120 km/h 6th gear

base 3.5l-V6-NA, VVT FEV GT2

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FEV SPECTRUM

Fig. 8: Comparison of CO2-emissions and performance of the GT2-concept

Fig. 7: Full load engine torque curves

GT²: Two-stage Charging as a Downsizing Concept for Large SI Engines

Downsizing in combination with turbocharging has been established by most of the vehicle manufactur-ers as a cost effective measure for obtaining further CO2 emission reductions. A partial combination of mechanical boosting and turbocharging has been introduced into the market as well. Taking into ac-count the limits of modern turbocharger maps and the response time at low engine speeds, the specific power is limited to approximately 90 kW/l with both concepts. This is equivalent to a downsizing level of about 40 % compared to a vehicle equipped with a larger, naturally aspirated engine that has similar driving performance. This limit can be expanded through the introduction of two-stage turbocharging for further CO2 reduction.

The “SGT” (Spray Guided Turbo) vehicle develop-ment platform was created by FEV for developing future powertrain technologies. The SGT is equipped with a direct-injection, turbocharged 1.8 L-SI engine with a central injector position and ε = 1-operation. The production two-stage turbocharger system was integrated into the vehicle in cooperation with Borg-Warner. In addition to reducing the compression ratio to ε = 8.5, the charge motion level in the com-bustion chamber was adjusted in order to achieve a faster conversion of energy. The required control functionalities for the turbocharger system were in-tegrated and applied, based on a rapid Pro d-Space system, in the same manner that already conducted on the complete engine control software.

The GT2-vehicle (Gasoline-2-stage Turbo) delivers a reduction in CO2-emission of 17 % in the European driving cycle, compared to a 3.5 L-6-cylinder natu-rally aspirated engine [Fig. 8]. Variable compression ratio can further improve this potential to approxi-mately 23 %. The GT2-vehicle offers enhanced per-formance compared to a naturally aspirated engine that is approximately twice as large and the results can be seen in its high specific power of 120 kW/l and maximum torque of 370 Nm @ 1500 rpm (BMEP = 26 bar) [Fig. 7 and Fig. 8]. The fuel consumption will be reduced under real driving conditions, due to the high torque reserves at low engine speeds, enabling the intuitive selection of higher gears by the driver. The steady-state torque above 1150 rpm of the GT2-vehicle is superior compared to the refer-ence naturally aspirated engine

The GT2-concept demonstrates enhanced driving performance, enabling further CO2 reduction in both driving cycles and under real customer operating conditions.

weinowski@fev.de

7

FEV SPECTRUM

FEVALYS – New FEV Solution for Efficient Test Data Evaluation

FEV has combined its own extensive experience in test data evaluation with the features of National Instruments’ market leading DIAdem software to create an all new product called FEVALYS.

FEVALYS extends the FEV product portfolio by pro-viding an efficient evaluation solution, which is op-timally customized to the desired measurement and test tasks by adding functions to DIAdem such as analysis templates, graphical data inspection and project management. This tool provides meaningful results and closes the very common gap between the test data acquisition and the need to interpret the data.

The Windows-based software supports the analy-sis of different data formats for test cells that run stationary and transient test cycles, data from com-bustion analysis or application systems, as well as from calculated results.

Customer-specific import filters load data describ-ing the test units, test cells as well as the test data itself. The data may come from files or from data-bases. Analysis can be performed during a running test (“online mode”) or based on data which has been saved in the past (“offline mode”). It can be done manually, automated or in a batch process-ing mode. salmen@fev.de

FEVALYS AT A GLANCE

■ File-based data structure: Import measured and descriptive meta data via a user-specific plugin

■ ASAM-ODS database: Simple customization of user-specific data model

■ User definable channel names for measured data and calculated results

■ Predefined FEV-formula catalogs for analysis of calculated results

■ Calculation templates for fast selection of task-related calculations

■ DIAdem analysis functions (2D and 3D, statistics, filtering)

■ Individual graphic layouts; predefined FEV-catalog■ Graphic data inspection to drill down from test se-

ries data to raw data■ Project navigator for fast access to previously con-

ducted evaluations■ Numerous standardized formats available, potential

for additional customer-specific formats■ Pack and Go: Evaluations easily exchanged with

other FEVALYS users

Fig. 9: Screenshots of the new FEVALYS-Software

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FEV SPECTRUM

Has your address changed? Do you know a colleague who would also like to receive future issues of the SPECTRUM? Send the name of your company, person’s name, and complete mailing address – via E-Mail to: spectrum@fev.com

READER SERVICENEW

FEV, Inc.4554 Glenmeade Lane Auburn Hills, MI 48326-1766 ∙ USATelephone +1 248 373-6000Fax +1 248 373-8084 E-Mail marketing@fev-et.com

FEV Motorentechnik GmbHNeuenhofstraße 181 52078 Aachen ∙ GermanyTelephone +49 241 5689-0Fax +49 241 5689-119 E-Mail marketing@fev.com

FEV China Co., Ltd.No. 35 Xinda Street QixianlingHigh Tech Zone ∙ 116023 Dalian ∙ ChinaTelephone +86 411 8482-1688Fax +86 411 8482-1600E-Mail fev-china@fev.com

FEV India Pvt, Ldt.Technical Center IndiaA-21, Talegaon MIDCTal Maval District ∙ Pune-410 507 ∙ IndiaTelephone +91 2114 666 - 000E-Mail fev-india@fev.com

CONTACTS

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SHORT NEWS

The vehicle center in Shanghai has been in operation for more than one year. So far, its primary focus has been in the support of production issues in the field, specific development for vehicle chassis used in the Chinese market as well as on-site support of large development projects. In preparation for fu-ture demand for this resource, the vehicle center moved into a new facility on August 1, 2009 that also includes a vehicle workshop. The center is now located near EDAG’s facility in Shanghai. This allows infrastructure sharing when executing common en-gineering projects. A large closed fence conceals the view, protecting the confidentiality of any prototype vehicles in the shared engineering area. Emission chassis dynamometers and a fully-equipped test track are available within the vicinity. The facility also offers access to a modern NVH chassis dynamom-eter and cold vehicle chambers. All of FEV’s usual vehicle development activities are now offered in the new location for the FEV Shanghai vehicle center.

New Address:

FEV China Co., Ltd. Shanghai Vehicle CenterYuan Da Road 388Shanghai 201805PR China

FEV is currently developing a new 7-speed hybrid transmission (7H-AMT) for transverse applications within the “Europa-Hybrid”-project that is sponsored by the German Federal Ministry of Economics and Technology. The transmission is being designed for a torque of 320 Nm. The transmission is based on conventional AMT technology and uses an additional single electric motor. The innovative gearset layout combines the advantages of modern AMTs, such as superior efficiency, low cost and minimal compo-nents, with full hybrid capabilities and electric torque support during all CE shifts. Furthermore, the gear-set layout allows for very short shift times, due to the favorable distribution of inertias. Other features include an A/C compressor driven electrically by the electric motor of the transmission during start / stop phases.

By simply replacing the electric motor with a smaller 12 V or 42 V motor, the 7H-AMT can be converted into one of the most advanced AMTs for transverse installation including additional micro- or mild hybrid functionality (e.g. start / stop and intelligent battery charging strategies).

The installation length of the 7H-AMT prototype is only 356 mm, which is already comparable to that of state of the art 6-speed manual transmissions within the same torque range.

FEV Shanghai’s New Location New 7-speed H-AMT

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