September 2015
optimum atomisation and low wall wetting for improved CO2 emissions;
each bank has its own high pressure fuel pump. Further weight has been
s
aved by using a composite oil pan, 2kgs lighter than the previous
generation engine.
The flat-six engine, with its low-mounted turbos on each side,
presented Krickelberg’s team with some significant lubrication
challenges. As a result, the oil pump uses three soak pumps, one each
for the cylinder heads and a third for both turbochargers, each of which
has its own oil canister that needs evacuating, recirculating the lubricant
back into the system.
Additionally, there are two pressure pumps: one steady state that
provides the main oil pressure of 2-3 bars and a fully variable pump that
reacts in accordance to engine speed, loads and acceleration. “It’s not a
unique solution, but we don’t have gravity on our side with a flat-six
engine unlike an in-line or Vee,” said Krickelberg.
Both the air-conditioning and water pumps can be deactivated via
clutches, so neither draws on any engine power. This allows the engine
to reach 90°C operating temperature more rapidly before settling back to
85°C under normal running when the coolant circulates more slowly.
Intelligent overrun cut-off
Intelligent overrun cut-off occurs when the driver lifts off the accelerator
– for instance, on a motorway descent. First, the drive control system
switches to a coasting mode with open clutches, with the engine idling.
If the car's speed increases, intelligent overrun cut-off is activated to
engage the clutch and shut off the engine. The automatic stop-start
system has also learned to interrupt the flow of fuel early when rolling
to a stop. This combination automatically improves fuel economy,
without the driver noticing changes in the car's handling.
The virtual intermediate gears have the same fuel-saving effect,
reducing revs during quieter driving. If shifting to the next higher gear
would drop revs below the engine’s lower rev limit, the transmission
controller engages adjacent gears, controlling both clutches for defined
slip to transmit the power, so that, when the driver accelerates, the dual
clutch gearbox rapidly downshifts to the optimum gear.
engine; the other could be downsized, which isn’t in principle capable
of supplying sufficient low end torque,” Pierburg advised.
The first-tier supplier also predicts that diesel engines will be a
key application to combine both a sporty response and emission
control, because two-stage boosting systems have a heat mass, so the
after-treatment system isn’t brought up to temperature quickly
enough. Having an e-booster to address the main engine power allows
the OEM to play with selective catalyst reduction (SCR) to bring it up to
operating temperature.
Simulations suggest that eAC could save between 3-5% in fuel
economy in the NEDC cycle.
Although the system will likely prove less costly than in-series
turbocharging systems, Pierburg warned that a secondary 48v system,
including batteries and a DC-DC convertor, would push costs up;
whilst; with a 12v version; there’s a need to compensate for a higher
current consumption using a buffer battery.
Pierburg claims its big breakthrough was configuring a sealing
system to protect the roller bearings and the sealing of the motor and
electronics to prevent the ingress of humidity, oil and soot.
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