Breakthrough Technologies

No More Cams

Engines without cams have been on the horizon for years. But now component supplier Valeo is suggesting that their system is scheduled for mass production in 2009.

In a camless engine, each engine valve is operated individually by an actuator that is placed on the upper surface of the cylinder head, directly above the valve guides. Each actuator is linked to an engine-mounted Valve Control Unit that ensures the optimal positioning of all valves and performs the power drive function.

Two different systems are currently being developed, each one including: the actuators, the Valve Control Unit, the wiring rail and the Electronic Control Unit. The first one is called "full camless" as it manages the valves on both the intake and exhaust side of the engine. The second one is called "half camless" as it manages the inlet valves only.

By controlling residual gases, minimizing pumping losses and deactivating cylinders and valves, this technology reduces fuel consumption and pollutant emissions by 20 per cent. Low-end torque is also said to be improved by 20 per cent.

Night Vision

This night vision system from Bosch improves driving safety at night, in poor weather conditions, and when dazzled by oncoming traffic.

The system comprises two infrared headlights, a video camera, and a display. The night-vision system makes obstacles, the road ahead, and traffic situations clearly visible over a great distance. With a range of more than 150 metres, the infrared light reaches four times as far as traditional low-beam lights. As infrared light is invisible to the human eye, it does not dazzle oncoming traffic.

A special camera mounted on the top edge of the windshield films the section of the road ahead that is illuminated by the infrared light. It "sees" what drivers miss with their bare eyes, transmitting the traffic status in the form of a high-resolution black-and-white picture shown on the display in the cockpit. This allows early recognition of dangerous situations lurking in the darkness and gives drivers more time to react.

Magnetic Dampers Now a Reality

Audi is equipping its new TT with Delphi Corp’s MagneRide semi-active suspension – an innovative technology that uses magneto-rheological fluid to provide continuously variable real-time suspension damping control. Named Audi Magnetic Ride on the TT, MagneRide responds in real time to road and driving conditions based on input from sensors that monitor vehicle body and wheel motion.

Audi Magnetic Ride is based on a magneto-rheological principle. When in a magnetic field, small iron particles in the suspension fluid align themselves in the direction of the magnetic flux. The electromagnetic coil is integrated into the damper piston in such a way that when it is energized, the magnetic flux runs exactly transversely to the admission ports in the damper piston. If the piston moves, the aligned iron particles create flow resistance in the flowing suspension fluid.

The greater the energy applied and the stronger the magnetic field, the greater the resistance and damping power. The energy is controlled in relation to driving dynamics and impulses from the road. The damping force is dependent on the power applied to the magneto-rheological fluid and can be adjusted up to 1,000 times a second.

Internal Coolant Director

The V6 engine used in the 2006 Toyota Crown and Lexus GS-300 use a special water jacket spacer positioned in the block to improve fuel efficiency.

The component - made of DuPont Zytel® HTN PPA - directs long-life coolant flow to transfer heat and equalize cylinder wall temperatures.  According to Toyota, the net result is a 1 percent fuel saving which means the component will pay for itself through fuel savings within the first six months of vehicle ownership. Similar savings through traditional weight-reduction-to-achieve-fuel-economy changes would require the vehicle to weigh nearly 25kg less.

To achieve this breakthrough application of a plastic that is exposed on both sides to hot coolant, DuPont engineers worked closely with their counterparts at Toyota, moulder Uchiyama Manufacturing Corp. of Okayama-City, Okayama (Japan) and Aisan Industry Co. Ltd. of Obu, Aichi (Japan) from concept through commercialization.

Freely Programmable Buttons

Freely programmable buttons could reduce the increasing complexity of controls. The concept, developed by Preh, facilitates the multiple assignment of functions to an array of buttons.

Initially, the array of buttons is blank without displaying any icons. By selecting a marked function button - seat adjustment, for example - the other blank buttons will be activated and show the appropriate icons. Now the buttons can be pressed as usual.

By selecting another function - air conditioning, this time - the corresponding icons will be produced on the buttons’ surface. Accordingly, it is possible to keep buttons, with their advantage of simple and intuitive control characteristics, as primary control elements while their number in the vehicle interior can be reduced to a minimum.

Preh’s technology is based on a special projection technique using an LCD. Preh says it is the first supplier to have completed the technology of freely programmable buttons for industrial production.

BMW Engine Tech Bits

BMW’s latest in-line sixes feature more technology than ever.

From the electric water pump...

.... to the incredible hydroformed hollow camshafts...

...and variable output volume engine oil pump.

The engines use ultra high pressure direct injection with piezo injectors...

...and in some cases twin simultaneous turbos.

The specifications of the three latest 3-litre engines can be seen below:

Feature/entity	Unit	Normal-aspiration engine with VALVETRONIC	Normal-aspiration engine with lean-burn second-generation direct gasoline injection (High Precision Injection)	Engine with twin turbocharging and second-generation direct gasoline injection (High Precision Injection)
Fuel		Gasoline ( RON 91–100)	Gasoline ( RON 91–100)	Gasoline ( RON 95–100)
Max output	kW/hp	195/265	200/272	225/306
at	rpm	6,600	6,750	5,800
Max torque	Nm/lb-ft	315/232	315/232	400/295
at	rpm	2,750	2,750	1,300–5,000
Max engine speed	rpm	7,000	7,000	7,000
Stroke	mm/in	88.0/3.46	88.0/3.46	89.6/3.53
Bore	mm/in	85.0/3.35	85.0/3.35	84.0/3.31
Displacement	cc	2,996	2,996	2,979
Distance between cyls	mm/in	91/3.58	91/3.58	91/3.58
Cylinder arrangement		Six-cylinder inline	Six-cylinder inline	Six-cylinder inline
Valve plate diameter, intake	mm/in	34.2/1.35	32.4/1.28	31.4/1.24
Valve plate diameter, outlet	mm/in	29.0/1.14	29.0/1.14	28.0/1.10
Compression ratio		10.7 : 1	12.0 : 1	10.2 : 1
Fuel injection		Manifold tube injection	Second-generation direct injection (High Precision Injection); piezo-injectors; >>1; up to 3 single injections per operating cycle	Second-generation direct injection (High Precision Injection); piezo-injectors; = 1; up to 3 single injections per operating cycle
Fuel injection pressure	bar	5	200	200
Charge pressure, maximum, absolute	bar	No charger	No charger	1.6
Turbocharging principle		No charger	No charger	2 MHI chargers, parallel (Twin-Turbo)
Combustion chamber mean pressure	bar	13,22	13.43	16.9
Combustion chamber peak pressure	bar	77	80	130
Weight to BMW standard	kg/lb	161/355	168/370	187/412
Output per litre	kW/hp	65.1/88.5	66.8/90.8	75.5/102.7
Engine power-to-weight ratio	kg/kW	0.82	0,84	0.83
Crankcase material		Composite magnesium/aluminium	Composite magnesium/aluminium	Aluminium
Coolant pump		Electrical	Electrical	Electrical
Camshaft		Composite, hydroforming	Composite, hydroforming	Composite, hydroforming
Valve drive		Mechanical, fully variable VALVETRONIC system with infinite camshaft adjustment for intake and outlet (double-VANOS)	Infinite camshaft adjustment for intake and outlet (double-VANOS)	Infinite camshaft adjustment for intake and outlet (double-VANOS)

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