Transcript

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 1

Prof. Dr.-Ing. Wilhelm Hannibal,

Fachhochschule Südwestfalen,

University of Applied Science,

Iserlohn, Germany

[email protected]

Friction in Internal Combustion Engines

Lecture at the

Budapest University

of Technology and EconomicsNovember 18, 2010

Mean effective pressure pme [bar]

Mean f

riction p

ressure

pm

r[b

ar]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 2

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

• Optimization of the burning process

„Better Efficiency“

1 Introduction

Measures to Reduce Fuel Consumption on Combustion Engines

• Reduction of the engine´s friction

• Reduction of pumping losses

Source: BMW

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 4

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 5Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

The useful power at the output shaft of internal combustion

engines (effective power Pe) is lower than the internal power

at the pistons (indicated power Pi).

The difference is referred to as the friction loss Pr.

Pr = Pi - Pe

2 Basic Theoretical Views of Friction and Lubrication

Definition of Friction

Fig. 6Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

The friction power is the sum of the friction of all engine

components like piston friction, valve train friction, pump friction

etc..

To compare different engines in their efficiency the friction is

summarized in the mean friction pressure pmr.

2 Basic Theoretical Views of Friction and Lubrication

Definition of Friction

Fig. 7Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Components that Cause Friction

The friction of a complete engine includes the friction losses or drive powers of the

individual engine´s components:

An engine consisting of:

• Crankshaft main bearing with radial shaft sealing rings

• Connection rod bearings and piston group (pistons, piston rings and piston pins)

• Any mass balancing systems

Valve train and timing gear

Auxiliaries, such as:

• Oil pump, possibly with oil pump drive

• Coolant pump

• Alternator

• Fuel injection pump

• Radiator fan

• Vacuum pump

• Air conditioning Compressor

• Power steering pump

• Air CompressorSource: Basshuysen, [2]

Fig. 8Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Friction States

Depending on lubrication prevailing at the various friction points in the

engine, different friction states occur. The most important are:

• Solid friction (Coulomb‘s friction)Friction between solids without fluid intermediate layer.

• Boundary frictionFriction between solids with an applied solid lubricant layer without a fluid

intermediate layer

• Mixed frictionFluid friction and solid friction or boundary friction occur simultaneously; the

lubricant layer does not completely separate the two friction layers from one

another, and a certain contact occurs.

• Fluid friction (hydrodynamic friction)A liquid (or gaseous) substance between the two friction layers completely

separates' the two from one another. In the internal combustion engine, the

movement of the friction surfaces against one another creates the

hydrodynamic supporting effect of the intermediate substance.

Source: Basshuysen, [2]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 9

2 Basic Theoretical Views of Friction and Lubrication

Stribeck Curve

Co

effic

ien

t of

fric

tion

μ

Starting friction

ν = const.

Boundary friciton

Mixed frictionLiquid friction

Breakaway point

Lower

operating limit

Upper

operating limit

Sliding speed v

- - - - - - - Liquid friction

- - - - - Solid friction

Source: Affenzeller, [3]

Fig. 10Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

The Level of Temperatures at Combustion Engines

component s temperature is one of the most friction influencing parameters

180 to 300 C

to

to

to

180 to 300 C

115 to 185 C

80 to 150 CSource: Grebe, [4]

Fig. 11Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

“Ubbelohe Diagram”

Temperature [ C]

Kin

em

atic v

iscosity in

[m

m2

/ s]

Engine oil

Fig. 12Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Temperature Scope of Engine´s Oil Quality

Temperature

in C Source: Grebe, [4]

Fig. 13Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

The Engine´s Oil Circuit

Temperature-

sensor

Lubrication

(camshaft)oil pressure sensor

Oil pump

Oil cooler

With cooling

Without cooling

Pressure relief valve

(opens at 5.4 bar) Pressure relief valve

(opens at 8 bar)

Oil pressure and

oil temperature

gauge

Ventilation

from engine to

fuel tank

Ventilation to air filter

Storing

tank

Full flow filter

Drills

Oil strainer

Plain

oil pan

Oil pump for the recirculation

Source: Grebe, [4]

Fig. 14Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Pressure Oil Circuit and Oil Back Flow to the Oil Sump

Balance shaft

Oil pump

gear

Duocentric

oil pump

Plate

oil cooler

Oil return line

Oil filter

Pressure oil

course

Low pressure oil

course Source: Grebe, [4]

Fig. 15Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Hydro Dynamical Lubrication

Tightened

gap

Fig. 16Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Shaft Position over Shaft Speed

speed = 0 low speed high speed speed = ∞

Fig. 17Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

a) Dry friction a) Mixed friction c) Liquid friction

Liquid

pressure

Liquid

friction

Dry

friction

Lubrica-

tion oil

bearing

forceBearing

force

Lubrica-

tion oil

Standstill Low peripheral speed High peripheral speedBearing

Bearing

journal

2 Basic Theoretical Views of Friction and Lubrication

Shaft Position Depending on Friction Status

Fig. 18Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Influence of the Shaft Bending on the Bearing Pressure

Fig. 19Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

2 Basic Theoretical Views of Friction and Lubrication

Influence of the Bending Geometry on the Bearing Pressure

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 20

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 21

- The run down method

- The shutoff method

- The motoring method

- The Willians lines

- The strip method

- Special measuring method

- The indication method

3 Methods of Measuring Friction at Internal Combustion Engines

Overview of Methods

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 22

3 Methods of Measuring Friction at Internal Combustion Engines

The Run Down Method

Here the engine is switched off after stabilization at an operating

point, and the change in speed is measured as a function of

time. The friction moment or mean friction pressure is then

calculated using the moments of inertia of the moving masses.

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 23

3 Methods of Measuring Friction at Internal Combustion Engines

The Shutoff Method

On multiple-cylinder engines, the fuel supply to one of the cylinder

is shut off, and this cylinder is then dragged along by the other

working cylinders.

The friction loss can be determined from the change in effective

engine power before and after the fuel shutoff.

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 24

3 Methods of Measuring Friction at Internal Combustion Engines

The Willians Lines

The fuel consumption of an engine is plotted on the Y-axis against

the mean effective pressure pme for various engine speeds.

The intersections with the negative pme axis are then determined

by linear extrapolation of the values down to fuel consumption

zero; these can be roughly regarded as the mean friction pressure

at the respective engine speeds.

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 25

3 Methods of Measuring Friction at Internal Combustion Engines

The Motoring Method

The engine is motored on a

test rig by an external motor.

The motoring power

required to drive the engine

is regarded as the friction

loss. With this method either

the engine can be motored

at operating temperature

and measured immediately

after shutting of the fuel

supply or it can be

conditioned via external

thermostat installations.

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 26

3 Methods of Measuring Friction at Internal Combustion Engines

The Strip Method

Strip measurement is a special form of motoring that is used to

measure the friction losses of the various engine components, such

as, the friction of the engine, the valve train, and the auxiliary drives.

The designation derives from the method where the engine is

dismantled (stripped) step by step on a motoring test rig.

The friction losses of the individual components are determined from

the difference between the measured values with and without these

components. The total friction of the engine is obtained by addition of

the values for the individual components.

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 27

3 Methods of Measuring Friction at Internal Combustion Engines

The Indication Method

This method can be used to

determine the friction of an

engine in motoring mode.

Integration of the measured

cylinder pressure over a

working cycle gives the

indicated work Wi which

referred to the swept volume,

gives the indicated mean

pressure pmi. If the mean

effective pressure pme

calculated from the torque

measured at the drive shaft is

subtracted from this, we

obtain the mean friction

pressure pmr.

Fig. 28Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

The Cylinder Pressure Transducer

Source: Kistler

Fig. 29Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

The Cylinder Pressure Indication; Charge Amplifier

Source: Kistler

Fig. 30Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

The Cylinder Pressure Indication; Data Post Processing

Source: Kistler

Fig. 31Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

Example of Cylinder Pressure Measurement Equipment

Gas meter

Oscillo

-scope

Air

Exhaust

silencer

Oil coolerExternal

oil pump

Light barrier

Voltmeter

Engine

speed

measuring

Consumption measuring

Heater

Radiator Oil filterControl pressure Generator Torque measuring

P1- meter

Heater Oil pressureMetering point

Return flow

cooling

Filter

TankElectric fuel pump

Flow divider

Precleaner Air

meter

U- bend mano-

meter

Fuel injectors

Thermocouple

Pressure sensor

Crank-

shaft

mark

Calming tank

Source: Hannibal, [1]

Air filter and flow sensor

plate

Fig. 32Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

pmi Defect Because of an Incorrect TDC Trigger Signal

After TDC Before TDCTrigger pulse

Source: Hannibal, [1]

Fig. 33Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

The Cylinder Pressure Indication; Piston Position Adjustment

Digital VoltmeterBulb PI Meter

Oscilloscope

Engine block

Piston Stroke Measurement

Crank shaft mark

Groove disk

Phototransistor

b. TDC TDC a.TDC

Source: Hannibal, [1]

Fig. 34Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

Example for Oil Temperature Conditioning

2 Compensation

reservoir

1 Engine

3 Oil pump

4 Valve

5 Valve

7 Coolant reservoir

8 Feed valve

9 Discharge valve

10 Over fall

11 Oil heating

12 Manometer

13 Oil filter

Source: Hannibal, [1]

Fig. 35Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

3 Methods of Measuring Friction at Internal Combustion Engines

Example for Water Temperature Conditioning

1 Engine

2 Coolant reservoir

3 Feed valve

4 Discharge valve

5 Over fall

6 Coolant heating

7 Water pump

Source: Hannibal, [1]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 36

3 Methods of Measuring Friction at Internal Combustion Engines

Special Measuring Method

Apart from the friction measuring methods described above,

there are a large number of other methods for determining,

for example, the friction of individual components during

operation. Torque measuring flanges can be used to carry

out measurements on components driven by shafts. For the

piston group there are various facilities for measuring the

piston frictional force.

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 37

3 Methods of Measuring Friction at Internal Combustion Engines

Comparison of the Individual Friction Measurement Methods

Source: Basshuysen, [2]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 38

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 39Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

The mechanical efficiency ηm of an internal combustion engine

is defined as the ratio of mean effective pressure pme to mean

indicated pressure pmi.

To compare different engines in their efficiency the friction is

summarized in the mean effective friction pressure pmr.

At an engine speed of 2000 rpm pmr has values between 0.5

and 1.4 bar including injection pump and all engine components.

4 Influence of Friction on the Fuel Consumption

Comparison between Diesel and Spark Ignition Engines

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 40

4 Influence of Friction on the Fuel Consumption

Comparison between Diesel and Spark Ignition Engines

Complete engine

Motor, valve train

loaded oil pump,

Loaded water pump

Unloaded alternator

Motored, full load

Oil: 15W40

Oil/Coolant temperature: 90 C

Spark ignition engine

Diesel engine (direct injection)

Mean f

riction p

ressure

pm

r[b

ar]

Engine speed [1/min] Source: Koch, [5]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 41

4 Influence of Friction on the Fuel Consumption

Development of the Friction in Four Cylinder SI-Engines

Mean f

riction p

ressure

pm

r[b

ar]

Model year

4-cylinder SI engines

(1.6 to 2.2 liter piston displacement)

Source: Schwaderlapp, [6]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 42

4 Influence of Friction on the Fuel Consumption

Comparison between Diesel and Spark Ignition Engines

Diesel engine

Spark

ignition

engine

Re

du

ctio

n o

f fu

el co

nsu

mp

tio

n

Reduction of friction

Source: Koch, [7]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 43

4 Influence of Friction on the Fuel Consumption

Percentages of Friction losses in the Engine Characteristic Map

Engine speed [1/min]

Po

we

r [%

]

Source: FEV

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 44

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 45

5 Friction Behaviour of Combustion Engines Already Built

Friction Breakdown of a Modern Car SI Engine

Source: Koch, [7]

Mean f

riciton

pre

ssure

pm

r[b

ar]

Mean f

riction p

ressure

pm

r[b

ar]

Engine speed [1/min]

Water pump

and alternator

Oil pump

Valve train

Pistons and piston rods

Crankshaft

Oil: SAE 15W40

Oil/coolant

temperature: 90 C

Fig. 46Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

auxiliaries

valve train

piston group

crank shaft

Perc

en

tag

e

[%

]

Engine speed [rpm]

5 Friction Behaviour of Combustion Engines Already Built

Percentage Breakdown of Friction in a Modern Car SI Engine

Source: Grebe, [4]

Fig. 47Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

5 Friction Behaviour of Combustion Engines Already Built

Percentage Breakdown of Friction in a Modern Car SI Engine

Oil: SAE 15W50

Oil/Coolant

Temperature: 90 C

Power steering pump

A/C compressor

Fuel Pump

Water pump and alternator

Oil Pump

Valve Train

Pistons and piston rods

unloaded

Crankshaft

Engine speed [1/min]

Mean f

riciton p

ressure

pm

r[b

ar]

Source: Koch, [7]

Fig. 48Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

5 Friction Behaviour of Combustion Engines Already Built

Friction in Car Engines as a function of Swept VolumeM

ea

n fri

citon

pre

ssure

pm

r[b

ar]

einfügen

Mean f

riction p

ressure

pm

r[b

ar]

Complete engine

(stripped)

motor, valve train

loaded oil pump,

loaded water pump

unloaded alternator

Oil: SAE 15W50

Oil/Coolant temperature:

90 C

Piston displacment [cm³]

Source: Basshuysen, [2]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 49

Mean

fri

cit

on

pre

ssu

re

@ 2

000 r

pm

[b

ar]

FEV Benchmark 2009

Model year

5 Friction Behaviour of Combustion Engines Already Built

pmr Benchmark from Model Year 1998 - 2008

Source: FEV

Fig. 50Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

Mean effective pressure pme [bar]

Mean f

riction p

ressure

pm

r[b

ar]

Fig. 51Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

pm

r[b

ar]

Te

mp

era

ture

T [

C]

Mean effective pressure pme [bar]

Fig. 52Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

pm

r[b

ar]

Mean effective pressure pme [bar]

Te

mp

era

ture

T [

C]

Fig. 53Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

Te

mp

era

ture

T [

C]

pm

r[b

ar]

Mean effective pressure pme [bar]

Fig. 54Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

Mean effective pressure pme [bar]

Blo

wb

yQ

B[m

n³/

h]

Blo

wb

yra

te Q

BR

[x100 in %

]

Fig. 55Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

Engine speed [1/min]

TOil=90 C TWE=80 C

pm

r[b

ar]

Te

mp

era

ture

T [

C]

Fig. 56Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

Mean effective pressure pme [bar]

pm

r[b

ar]

Fig. 57Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

pm

r[b

ar]

Tem

pe

ratu

re T

[C

]

Coolant Temp. TWE [ C]

Toil=90 C

Fig. 58Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Source: Hannibal, [1]

5 Friction Behaviour of Combustion Engines Already Built

Friction Measurement Results from a 1.8l SI Four Cylinder Engine

Coolant Temp. TWE [ C]

Toil=90 C

pm

r[b

ar]

Tem

pe

ratu

re T

[C

]

Fig. 59Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

5 Friction Behaviour of Combustion Engines Already Built

Comparison of Measured Mean Friction Pressures

Source: Basshuysen, [2]

Mean f

riction p

ressure

pm

r[b

ar]

Mean effective pressure pme [bar]

Oil/Coolant temperature = 90 C

Fired engine, variation of load

Fired engine, zero load

Motoring mode

Fig. 60Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

5 Friction Behaviour of Combustion Engines Already Built

Influence of the Oil Viscosity on Friction

Source: Basshuysen, [2]

Fig. 61Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

5 Friction Behaviour of Combustion Engines Already Built

Oil Pressure and Oil Volumetric Flow in the Lubrication Circuit

Source: Basshuysen, [2]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 62

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 63Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

6 Friction of the Valve Train Components

Friction for Several Valve Train Concepts

Mechanical lash adjustment in Comparison

to roller rocker finger

Bucket with hydraulically lash adjustment 1.6 l – 4V (Gen. 2)

Friction range hydraulic buckets

Example for a

bucket with

mechanical lash

adjustmentFriction range roller rocker finger

Engine speed [1/min]

Mean

fri

cti

on

pre

ssu

re

[

bar]

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 64

6 Friction of the Valve Train Components

Bucket Valve Train

Hollow

camshaft

Bucket with

mechanical lash

adjustment

Conical

valve spring

Example: GM Powertrain 1,6l – 4V Twinport Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 65

6 Friction of the Valve Train Components

Torque at the Camshaft

Total camshaft torque

Frictional torque

Torque

Camshaft angle [ CA]

To

rqu

e

[N

m]

0 CA

Torque drives cam

Source: Grebe, [4]

Fig. 66Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

6 Friction of the Valve Train Components

Comparison of Various Valve Train Concepts

Source: Koch, [5]

Fig. 67Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Camshaft bearings

Valve guide

Bucket guide

EHD contact

Bucket

Leightweight

construction

Roller bearings

Engine speed [1/min]

Me

an fri

ctio

n p

ressu

re

[ba

r]

6 Friction of the Valve Train Components

Breakdown of Friction in the Valve Train

Source: Speckens, [8]

Fig. 68Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

6 Friction of the Valve Train Components

Influence of Coatings

Dri

vin

g t

orq

ue o

f th

e c

yli

nd

er

head

[

Nm

]

Engine speed [1/min]

4Cyl.-4Valve (94) (Bucket)

Optimised (97) (roll)

Ion- emplanted (98) (roll)

Source: Goedeckmeyer, [8]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 69

6 Friction of the Valve Train Components

Roller Contact To The Cam at the Levers

Roller

rocker

finger

Roller

rocker

arm

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 70

6 Friction of the Valve Train Components

DLC-Diamant Coating

Hard, diamond like

surface coating,

mostly applied in PVD

(physical vapor deposition).

Direct influence on the

friction surface.

DLC coat- thickness 5 μm.

Approximately 5 %

reduction of friction

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 71

6 Friction of the Valve Train Components

Built camshaft with

needle bearings.

Needles run directly on

the hardened camshaft.

Valves and valve springs

unaltered for the measuringSource: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 72

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 73Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Friction per Crankshaft Main Bearing Over Main Bearing Diameter

einfügen

Main bearing diameter [mm]

2000 rpm

Oil: SAE 15W50

Oil/Coolant

temperature: 90 C

Regression curve

for SI engines

Regression curve

for diesel engines

Regression curve

for SI R engines

Main bearing diameter³ [cm³]

Main

bearing f

riction m

om

ent [N

m]

Source: Pischinger, [9];

Koch, [5]

Fig. 74Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Friction …

0 180 360 540 720

-100

-200

0

100

Dyn

am

ic f

riction f

orc

e [

N]

Piston ring Package:

Version B: Basic Version

Version C: Optimized pretension

and ring height

Version C

Motored, full load

2000 rpm

Oil/coolant

temperature: 90 C

Dynamic friction force measuring system - PIFFO

Piston friction force

Crankshaft angle [degree]

Version B

Source: Koch, [7]

Fig. 75Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Friction …

Sum of piston ring surfaces pressure

Mean friction p

ressure

[bar]

Piston rings variants: 1, 2, 3, 4

Boundary conditions: Trailed, full load

Temperature 90 C

Source: Koch, [5]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 76

7 Friction of the Engine Block and its Components

Main Influence Parameter of the Crankshaft Component Friction

Number of rings

and tangential

tension

Gliding surface

at the side

Mass of piston

and piston rod

Bearing diameter Source: Grebe, [4]

Fig. 77Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Locations of Friction at the Piston Group

Piston rings

Piston rod

bearing cap

Piston

Piston

pin clip

Large piston

rod eye

Piston rod

bearing

Piston rod

Small piston

rod eye

Piston rod bearing

Piston pin

Piston rod

screw

Source: Grebe, [4]

Fig. 78Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Friction …

Fly Wheel

Crank Shaft

Crank Shaft

Bearing Shells

Starter Gear Ring

Shaft Extension

(Mean Bearing)

Crank Arm

Crank bow

Crank Shaft

Journal

Axial bearing disc

Source: Grebe, [4]

Fig. 79Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Kinematic Situation at the Piston Group

Piston Lateral

Force FN

Combustion

Pressure p

Piston Force FK

Radial Force FR

r: Crank Radius

M: Engine Torque

Connection Rod

Force FP

Tangential Force

FT

Connection Rod

Force FP

Source: Grebe, [4]

Fig. 80Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Friction …

Compression Pressure Combustion Pressure

DS: Pressure

SiteGDS: Backpressure Site Axis set off

TDC

CA

CA

CA

Source: Grebe, [4]

Fig. 81Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Cylinder Bore Wear; Normal Wear Left, Ahead Time Wear Right

TDC

Reversal point

Region of

high piston

velocity

Source: Grebe, [4]

Fig. 82Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Cylinder Wall

Lubrication Gap

Piston

Hydro dynamical

Pressure

Piston

Lateral

Force

Source: Grebe, [4]

Fig. 83Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

7 Friction of the Engine Block and its Components

Influence of Roller Bearing of the Crankshaft

2000 rpm

Main bearing diameter [mm]

Plan bearing

Roller bearing

Radial shaft sealRoller bearing

2000 rpm, 90 C

Friction T

orq

ue

0.2

5 N

m

pm

e

0.1

bar

Oil Temperature [ C]

-72 % -55%-41%

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 84

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 85Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

8 Friction of the Auxiliaries

Friction of the Auxiliaries Necessary for the Engine Operation

Scatter Range

Engine speed [min-1]

Me

an

frictio

n p

ressu

re p

mr[b

ar]

Serial gasoline

engine

Date: 1/2003-1/2009

Number of Engines: 53

Oil: 0W30 – 15W40

Temperature: 90 C

Auxiliaries:

loaded oil pump

loaded water pump

unloaded alternator

(each incl. drive)

Source: FEV

Fig. 86Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

8 Friction of the Auxiliaries

Friction of Various Oil Pumps

Oil: 15W40

Oil/Coolant

temperature:

90 C

Oil pump

loaded oil pump,

control valve

(active),

pump drive

Engine speed [min -1]

Mean f

riciton

pre

ssure

pm

r[b

ar]

Source: Basshuysen, [2]

Fig. 87Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

8 Friction of the Auxiliaries

Oil Pressure and Oil Volumetric Flow in the Lubrication Circuit

Source: Basshuysen, [2]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 88

Water pump

Valve train

Piston group

Engine speed [1/min]Engine speed [1/min]

Me

an

frictio

n p

ressu

re p

me

[ba

r]

Oil pump

8 Friction of the Auxiliaries

Level of Several Engine Components

Crank

shaft

Camshaft drive

Engine 1

Conditioning circumstances

Lubricant-/Coolant temp. 90 C

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 89

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 90Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

1 Engine block

2 Cylinder head

3 Mechanical main

cooling pump

4 Cooling control

valve

5 Cooler

6 Engine cooling

van with jalousie

7 Heating

recuperator

8 Additional water

pump

9 Check valve

10 Engine

electronically

control unit (ECU)

9 Thermo Management

Components of the Control Circuit

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 91

9 Thermo Management

Example of a Control Circuit

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 92

9 Thermo Management

Water Flow

Water jacket in

the cylinder headThermostat

electrically

heated

Water manifoldWater jacket in

the cylinder block

Water

pump

Transfers in the

head gasket

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 93

9 Thermo Management

Influence on Fuel Consumption in the Test Cycles

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 94

9 Thermo Management

Working Principle

Electrically heated thermostat allows engine characteristics

controlled opening of the thermostat

Working Principle

Part load

• High temperature of the cooling fluid (ca. 105-110 C)

• High oil temperature, as the heat transfer is reduced by the

cooling water

• viscosity of the oil decreases → reduced friction

Full load

• maximal cooling for the frigid cylinder head

→ optimized boundary conditions for the engine knocking

→ maximized cylinder charging

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 95

9 Thermo Management

Range of 70 % Mechanical Effiency

4 Stroke SI Engine

Average mechanical

efficiency: 70%Source:

MVEG- Test Circle Relevant Range

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 96

9 Thermo Management

Empirical Formula

effective work on the clutch

indicated work on the piston

Empirical Formula (Goetz AG)

specific fuel consumption [g/kWh]

lowering specific fuel consumption [g/kWh]

mechanical efficiency [-]

mean friction pressure [bar]

lowering mean friction pressure [bar]

With an average mechanical efficiency of 0.7

→ 0.05 bar changing in mean friction pressure (at pmr = 1.5 bar)

→ causes 1 % in the efficiency / fuel consumption

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 97

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 98

10 Reduction of Idle Speed

Fuel Consumption Potential

Reducing the idling speed decreases fuel consumption

Rule of thumb:

Reduction of 100 1/min results:

SI engine

0.04 l/h per 1000 cm³ cubic capacityDiesel engine

0.022 l/h per 1000 cm³ cubic capacity

Source: Grebe, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 99

10 Reduction of Idle Speed

Idle Speed Influence

Source: Grebe, [4]

Otto engines

Diesel engines

Idle speed [1/min]

Idle

fuel consum

ption

[l /

h / 1

000 c

m³]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 100

10 Reduction of Idle Speed

Limits

• Combustion System

- Otto engine with exterior fuel- mixture generation allows ca. 500 – 600 1/min

- fuel direct injection allows lower idling speeds due to more stable mixture

generation and more accurate admeasurement

• Oil Pump Dimensioning

- Oil pressure has to be assured ( eventually larger oil pump with higher input

power)

• Vehicle- Auxiliaries Drive System

- alternator limits the idling speed reduction

(further improvements through lower mass inertia, decoupling elements, …)

- control assembly – dynamic

• Driveaway of the Vehicle

- engine speed is necessary for the clutch- in process (clutch modulation)

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 101

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 102

11 Reduction of Friction Through Variable Valve Train

Fully Variable Valve Train UniValve of Kolbenschmidt Pierburg AG

guide

forked lever

cam

roller rocker finger

HLAintake valve

spring

'

working curve

eccentric shaft

Source: Hannibal, [10]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 103

11 Reduction of Friction Through Variable Valve Train

Friction of the Variable Valve Train UniValve at Low Speeds

Source: Hannibal, [10]

Fig. 104Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

11 Reduction of Friction Through Variable Valve Train

Friction of the Variable Valve Train UniValve at Low Speeds

Source: Hannibal, [4]

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 105

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 106

- Better analysis methods, usage of data basis

- Reduction of contact surfaces

- Usage of roller contacts

- Downsizing

- Optimisation of the lubrication system

- Innovative optimized components like chain tensioners etc.

- Optimisation of the oil quality

- …

12 Trends in the Engine Development to Reduce Friction

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Fig. 107

1 Introduction

2 Basic Theoretical Views of Friction and Lubrication

4 Influence of Friction on the Fuel Consumption

3 Methods for Measuring of Friction at Internal Combustion Engines

5 Friction Behaviour of Combustion Engines Already Built

7 Friction of the Engine Block Components

6 Friction of the Valve Train Components

9 Thermo Management

11 Reduction of Friction Through Variable Valve Train

Presentation Outline

10 Reduction of Idle Speed

12 Trends In The Engine Development to Reduce Friction

8 Friction of the Auxiliaries

13 Summary / Outlook

Fig. 108Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

- The reduction of friction is a main development task for achieving a better

fuel consumption

- all engine's components have to be optimized

- The standard valve train will have roller rocker fingers

- The best variable valve train system will also be based on a roller rocker

finger design

- The downsizing concepts will reduce friction thought a consequent light

weight design

- The potential of friction reduction of the engine block components has to be

a main topic in the engine development

- The friction reduction of the auxiliaries like optimised oil pumps is also

significant

- A high political pressure on the CO2 potential reduction will speed up the

engine´s development

13 Summary / Outlook

References in Addition to the Sources in the Slides

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 109

13 Summary / Outlook

References in Addition to the Sources in the Slides

[1] Hannibal, W.: Reibungsmessungen an einem schnelllaufenden 4-Takt-Ottomotor. Diplomarbeit, Universität Hannover, 1986

[2] Basshuysen, R.; Schäfer, F.: Internal Combustion. Handbook, SAE InternationalWarrendale, Pa., 2004

[3] Affenzeller, J.; Gläser, H.: Lagerung und Schmierung von Verbrennungsmotoren: Die Verbrennungskraftmaschine.

Band 8, Springer- Verlag, 1996

[4] Grebe, P.: Weiterentwicklung des Ottomotors. Vorlesung an der TU Wien, 2010

[5] Koch, F.; Hermsen, F.; Marckwardt, H.; Haubner, F.: Friction Losses of Combustion Engines – Measurements,

Analysis and Optimization Internal Combustion Engines Experiments and Modeling. Capri, Italy, 15. - 18. 09.1999

[6] Schwaderlapp, M.; Koch, F.; Bollig, C.; Hermsen, F.; Arndt, M: Leichtbau und Reibungsreduzierung – Konstruktive

Potenziale zur Erfüllung von Verbrauchzielen. 21. Internationales Wiener Motorensymposium, Vienna, 04. – 05.05.2000

[7] Koch, F.; Geiger, U.; Hermsen, F.: PIFFO – Piston Friction Force Measurement During Engine Operation. SAE

Paper 960306, 1996

[8] Speckens, F.; Hermsen, F.; Buck, J.: Konstruktive Wege zum reibungsarmen Ventiltrieb. MTZ 59, 1998

[9] Pischinger, R.; Kraßnig, G.; Taucar, G.; Sams, T.: Thermodynamik der Verbrennungskraftmaschine: Die

Verbrennungskraftmaschine. Band 5, Springer- Verlag, 1989

[10] Hannibal, W,; Flierl, F.; Schmitt, S.; Lauer, F.: Schopp, G.; Kleinert, G.: Einsatz teilvariabler und vollvariabler

Ventilsteuerungen für unterschiedliche Ottomotorenkonzepte. Vortrag auf der 3. ATZ-MTZ Tagung , Ladungswechsel im

Verbrennungsmotor, 19. Oktober 2010, Stuttgart

[11] Goedeckmeyer, S.; Windisch, H.: Reibleistungsmessungen an Zylinderköpfen mittels Drehmomentenmessung mit dem

Drehmoment-Meßflansch; Firma HBM, MSR 06/1998

Additional References:

[12] Albers, A.: Konstruktionselemente des Maschinenbaus 2. Vorlesungsskript Universität Karlsruhe, 2008

[13] Bartz, W.: Grundlagen der Tribologie. Esslingen, 2002

[14] Kochanovsky, H.: Der Totpunktfehler bei der Bestimmung des indizierten Mitteldruckes von Verbrennungskraftmotoren.

MTZ 37 (1976) 1/2

[15] Ullrich, W.: Einfluss des Totpunktfehlers auf die Bestimmung des indizierten Mitteldrucks. Ingolstadt, 1983

[16] Szengel, R.: Einfluss konstruktiver Parameter auf die Reibungsverluste der Kolbengruppe eines Hubkolbentriebwerkes.

Dissertation, Universität Hannover, 1985

[17] Paland, E.: Hydrodynamische Gleitlager. Vorlesungsskript Universität Hannover, 1984

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]. 110

13 Summary / Outlook

General References in Addition to the Sources in the Slides

[18] Huber, K.: Reibungsarmer Verbrennungsmotor. Vortrag KKK, 1996

[19] Affenzeller, J. : Lagerung und Schmierung von Verbrennungsmotoren - Die Verbrennungskraftmaschine. Springer, 1996

[20] Koch, F.; Haubner, F.; Schwaderlapp, M.: Thermomanagement beim DI Ottomotor – Wege zur Verkürzung des

Warmlaufs. 22. Internationales Wiener Motorensymposium, Vienna, 26.04 - 27.04.2000

[21] Koch, F.; Geiger U.: Reibungsanalyse der Kolbengruppe im gefeuerten Motorbetrieb. GfT Tribologie- Fachtagung,

Göttingen, 5/6 November 1996

[22] Haas, A.: Aufteilung der Triebwerksverluste am schnellaufenden Verbrennungsmotor mittels eines neuen

Messverfahrens. RWTH Aachen, Dissertation, 1987

[23] Koch, F.; Fahl, E.; Haas, A.: A New Technique for Measuring the Bore Distortion During Engine Operation. 21st

International CIMAC Congress, Interlaken, 1995

[24] Haas, A.; Esch, T.; Fahl, E.;Kreuter P.; Pischinger, F.: Optimized Design of the Lubrication System of Modern

Combustion Engines. SAE Paper 912407, 1991

[25] Haas, A.; Fahl, E.; Esch, T.: Ölpumpen für eine Verlustarme Motorschmierung. Tagung ‘‘Nebenaggregate im

Fahrzeug‘‘, Essen, 1992

[26] Haas, A.; Kreuter, P.; Maassen, F.: Measurement and Analysis of the Requirement of the Dynamical Bearings in High

Speed Engines. SIA Nr. 91191, Strasbourg, 1991

[27] Esch, T.: Luft im Schmieröl – Auswirkungen auf die Schmierstoffeigenschaften und das Betriebsverhalten von

Verbrennungsmotoren. Lehrstuhl für Angewandte Thermodynamik, RWTH Aachen, 1992

[28] Haas, A.; Stecklina, R.; Fahl, E.: Fuel Economy Improvement by Low Friction Engine Design. Second International

Seminar ‘‘Worldwide Engine Emission Standards and How to Meet Them‘‘, London, 1993

[29] Haubner, F.; Klopstein, S.; Koch, F.: Cabin Heating – A Challenge for the TDI Cooling System. SIA Congress, Lyon,

10.- 11.05.2000

[30] Bolenz, K.: Entwicklung und Beeinflussung des Energieverbrauchs von Nebenaggregaten. 3. Aachener Kolloqium

Fahrzeug- und Motorentechnik, 1991

[31] Gorille, I.: Leistungsbedarf und Antrieb von Nebenaggregaten. 2. Aachener Kolloqium Fahrzeug- und Motorentechnik,

1991

[32] Henneberger, G.: Elektrische Motorausrüstung. Vieweg Verlag, Wiesbaden, 1990

[33] Fahl, E.; Haas, A.; Esch, T.: Dynamisch belastete Gleitlager im Verbrennungsmotor . Tagung, Technische Akademie

Esslingen, 1990

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: [email protected]

Thank you very

much for your

attention

Fig. 111

Friction in Internal Combustion Engines

Mean effective pressure pme [bar]

Mean f

riction p

ressure

pm

r[b

ar]


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