The New BMW Three- and Four-Cylinder Diesel Engines

Ardey, Nikolai; Stütz, Wolfgang; Hiemesch, Detlef; Kaufmann, Martin

doi:10.1007/s38313-014-0169-x

Cited by 2 publications

(1 citation statement)

References 2 publications

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“…New technologies are being investigated within the industry such as parallel-and series-sequential systems utilizing unusual engine-based solutions [33] or extensive use of cooled aluminium to reduce fuel enrichment [34], but none operates at the BMEP level over such a wide engine speed range as Ultraboost. It may be possible that recent advances in diesel charging systems might be transferable to the task [35], but such solutions might be expected to be expensive given the requirement for high-temperature steels forced by gasoline exhaust temperatures. Furthermore, with the charging system configuration tested here, there will be increased supercharger work at mid-loads due to the high bypass flow necessary; if this could be reduced with a more-advanced system then fuel economy at the relevant points could be expected to improve further.…”

Section: The Future Potential Of Downsizingmentioning

confidence: 99%

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.

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Section: The Future Potential Of Downsizingmentioning

confidence: 99%