The New BMW 2.0-l Four-cylinder Gasoline Engine with Turbocharger

Steinparzer, Fritz; Klauer, Norbert; Kannenberg, Dirk; Unger, Harald

doi:10.1365/s35595-011-0081-9

Cited by 6 publications

(6 citation statements)

References 2 publications

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“…Future iterations of such engines would still be expected to benefit from continuously-variable valve lift, provided the impact on in-cylinder air motion and any friction demerit can be offset by pumping loss reduction. Such technology interactions have been shown to work on production engines, albeit with a much lower downsizing factor of about 33% (e.g., a 3.0 litre NA engine being replaced with a 2.0 litre turbocharged one) [4]. Finally, it is interesting to note that in the case of automatic transmission utilization, because of the downspeeding these make possible in normal operation, on a vehicle system level some of the throttling loss reduction may not be realized; such are the trade-offs in powertrain system selection.…”

Section: Ub200 Part-load Fuel Economy Resultsmentioning

confidence: 99%

“…Various supporting technologies have been developed and productionized such as the adoption of pulse-divided exhaust manifolds in 4-and even 8-cylinder engines [4,5], the use of integrated exhaust manifolds [6], combinations of the two [7], or adoption of 3-cylinder groups with or without some of the other features [8,9]. Furthermore, combined super-and turbocharging systems have also been in production for some time, allowing positive pressure to be applied to the intake all the time and desensitizing the engine to the pulse overlap effects (particularly an issue in four or more cylinder groups) [10].…”

Section: Commercial Viewmentioning

confidence: 99%

“…These results were compared to data from the BMW N20 2.0 litre I4 engine which had also been measured on the same flow rig. Although the N20 engine is rated at a BMEP level significantly below that which Ultraboost was targeting, it was still considered to be the state-of-the-art in terms of specific power and BMEP at that time, coupled with the fact that it had a central DI combustion system employing a multi-hole solenoid injector [4]. The results of this flow bench testing are shown in Figures 9, 10, 11 and are discussed below.…”

Section: Intake Port Design and Performancementioning

confidence: 99%

“…The N20 offers significantly higher tumble at low lift, but it must be borne in mind that it employs valve shrouding in order to increase tumble in this area of the curve, a specific requirement because of its use of Valvetronic mechanicallyvariable valve train [4]. The adoption of this form of valve train makes it especially important to generate sufficient tumble at low valve lifts, since valve lift and duration are the primary means of controlling load while minimizing throttling loss.…”

Section: Turner Et Al / Sae Int J Engines / Volume 7 Issue 1 (May mentioning

confidence: 99%

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Ultra Boost for Economy: Extending the Limits of Extreme Engine Downsizing

Turner

Popplewell

Patel

et al. 2014

SAE Int. J. Engines

145

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The paper discusses the concept, design and final results from the 'Ultra Boost for Economy' collaborative project, which was part-funded by the Technology Strategy Board, the UK's innovation agency. The project comprised industry-and academiawide expertise to demonstrate that it is possible to reduce engine capacity by 60% and still achieve the torque curve of a modern, large-capacity naturally-aspirated engine, while encompassing the attributes necessary to employ such a concept in premium vehicles.In addition to achieving the torque curve of the Jaguar Land Rover naturally-aspirated 5.0 litre V8 engine (which included generating 25 bar BMEP at 1000 rpm), the main project target was to show that such a downsized engine could, in itself, provide a major proportion of a route towards a 35% reduction in vehicle tailpipe CO 2 on the New European Drive Cycle, together with some vehicle-based modifications and the assumption of stop-start technology being used instead of hybridization. In order to do this vehicle modelling was employed to set part-load operating points representative of a target vehicle and to provide weighting factors for those points. The engine was sized by using the fuel consumption improvement targets and a series of specification steps designed to ensure that the required full-load performance and driveability could be achieved.The engine was designed in parallel with 1-D modelling which helped to combine the various technology packages of the project, including the specification of an advanced charging system and the provision of the necessary variability in the valvetrain system. An advanced intake port was designed in order to ensure the necessary flow rate and the charge motion to provide fuel mixing and help suppress knock, and was subjected to a full transient CFD analysis. A new engine management system was provided which necessarily had to be capable of controlling many functions, including a supercharger engagement clutch and full bypass system, direct injection system, port-fuel injection system, separately-switchable cam profiles for the intake and exhaust valves and wide-range fast-acting camshaft phasing devices.

show abstract

Section: Ub200 Part-load Fuel Economy Resultsmentioning

confidence: 99%

Section: Commercial Viewmentioning

confidence: 99%

Section: Intake Port Design and Performancementioning

confidence: 99%

Section: Turner Et Al / Sae Int J Engines / Volume 7 Issue 1 (May mentioning

confidence: 99%

See 2 more Smart Citations

Ultra Boost for Economy: Extending the Limits of Extreme Engine Downsizing

Turner

Popplewell

Patel

et al. 2014

SAE Int. J. Engines

145

View full text Add to dashboard Cite

show abstract

“…These results were compared to data from the BMW N20 2.0 litre I4 engine which had also been measured on the same rig. Although the N20 engine is rated at a BMEP level significantly below that which Ultraboost was targeting, it was still considered to be the current state of the art in terms of specific power, BMEP and the fact that it had a central DI combustion system employing a multi-hole solenoid injector [9]. The results of this flow rig testing are shown in Figures 3 to 5 and are discussed below.…”

Section: 2mentioning

confidence: 99%