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AUTHORS
06I2014
Volume 75
15
THREE-CYLINDER
KEY SPECIFICATION
FOUR-CYLINDER
UNIT
MIN
kW at rpm
100 at 4500
170 at 5800
141 at 4700
220 at 1250
320 at 3500
280 at 1250
MAX
rpm
6500
6500
6500
Specific power
kW/I
66.7
113.3
70.5
Specific torque
Nm/I
146.6
213.3
140
kJ/I
1.82
2.35
1.7
KEY SPECIFICATION
UNIT
THREE-CYLINDER FOUR-CYLINDER
BASIC MEASUREMENTS
Piston displacement
cm 3
1498.8
Bore
mm
82
82
Stroke
mm
94.6
94.6
Stroke-bore-ratio
1998.3
1.15
1.15
cm 3
499.6
499.6
mm
148.2
148.2
0.319
0.319
mm
91
91
Compression height
mm
33.2
33.2
mm
Diameter
mm
22
22
Length
mm
55
55
Diameter, inlet/exhaust
mm
30/28.5
30/28.5
mm
9.9/9.7
9.9/9.7
mm
5.0/5.0
5.0/5.0
11.0
11.0
PISTON PIN
VALVE
Compression ratio
16
Technical
data and
main dimensions of the
three- and
four-cylinder
engines
main bearings are an aluminium composite design using two materials. The
big-end bearings are triple-material composites with a polymer coating. The conrods are of forged construction and a
graduated design. The conrod small end
has an inserted solid bronze rolled bush.
To balance the engines first-order
inertial forces, a forged counterbalance
shaft mounted in the crankcase with two
diametrically opposite counterbalance
weights is used on all three-cylinder
engines. One of these counterbalance
weights is forged onto the shaft. The
counterbalance shaft is driven by a gear
integrated on the crankshaft to directly
drive the gear arranged on the front face
of the counterbalance shaft. The second
counterbalance weight, made using sintering technology and decoupled with an
elastomeric groove, is integrated in this
drive gear. To reduce the drive power,
the counterbalance shaft is mounted on
anti-friction bearings.
This arrangement, which is identical
on all gasoline/diesel three-cylinder
engines, enables a low-vibration crankshaft drive. The different combustion
processes and moving gasoline/diesel
drive unit masses are taken into account
by means of the specific adaptation of
the imbalances and of the drive.
On the four-cylinder engine, two forged
balancing shafts mounted on bearings in
the crankcase, which run in opposite directions at double crankshaft speed, are
used to eliminate the engines oscillating
inertial forces of the second order. To
reduce drive power, all counterbalance
shafts on four-cylinder engines are mounted on anti-friction bearings in the same
way as on the three-cylinder engines.
The height offset of the two identically
designed counterbalance shafts additionally balances out the moments of inertia
of the second order. The slightly smaller
height offset compared to the previous
four-cylinder engine shifts the generated
alternating torque towards low speed,
which particularly benefits comfort in
the range close to low-end torque.
The oil is supplied by means of a mapregulated pendulum-slider pump with
variable volumetric flow that is identical
for the three- and four-cylinder engines.
The oil pump is integrated in the same
housing of the vacuum pump, creating a
chain drive tandem pump which is positioned in the oil pan sump. The map
controlled continuously variable engine
Crankcase
06I2014
Volume 75
17
18
A further development of the new modular-design gasoline engines is the TwinPower Turbo combustion process, familiar from the predecessor models, with
the objective to comply with additional
emission standards while simultaneously
achieving greater efficiency. In comparison to the previous gasoline engines, the
cylinder bore has been reduced by 2 to
82mm. The result is a considerably larger
stroke to bore ratio of 1.15 : 1, representing
an optimum in terms of thermodynamics
and friction.
shows a vertical cross-section through
the combustion chamber illustrating
increased piston-crown recess despite
Air/fuel ratio
distribution at ignition
timing
16
14
12
Frequency [%]
10
8
6
4
2
0
0.6
0.7
0.8
0.9
1.1
1.2
1.3
1.4
central element of the new heat management concept is a water cooled hot end
with not only a cooled manifoldbut also
a cooled turbine. In combination with an
appropriately dimensioned oil/water heat
exchanger, the extra heat recovered is
used to heat the oil more quickly during
the warm-up phase. The resulting temperature increase amounts up to 19C in
NEFZ. The units cooling system is integrated inthe overall coolant circulation
system and receives its supply of coolant
from the cylinder head.
The coolant flows via a flange mounted
pump on the crankcase into the engines
coolant jacket. For reasons of commonality with the diesel engines and in order
to efficiently utilise the advantages of the
cooled hot end, the coolant pump is a
belt driven, mechanical, constant-delivery type. Inside the same housing there
is also an electrically heated map-controlled thermostat which regulates the
engine inlet temperature. The coolant
first flows lengthways through the
exhaust side of the crankcase and then
enters the cylinder head where it is selectively distributed to parts of the cylinder
head subject to high thermal stresses
and to the cooled hot end. Some of the
coolant entering the cylinder head is
diverted directly for cooling the exhaust
zone and the exhaust port bridge. The
main coolant stream passes via the cylinder head into the hot end where it
cools the manifold and the turbocharger
turbine before being fed back into the
cylinder head. The coolant passes through
Specific fuel
consumption at 2000 rpm
Prev. engine
New engine
n = 2000 rpm
rp
ISFC [g/kWh]
Volume 75
= 20 g/kWh
0.0
0.4
0.8
1.2
1.6
2.0
2.4
2.8
IMEP [kJ/dm]
19
much as 28 % with an automatic transmission. At the same time, the top speed
has been increased by 7 and 13km/h,
respectively. The new three-cylinder
engine also shows significant improvements for the customer fuel consumption since it can be operated with a stoichiometric air to fuel ratio right across
the engine data map because of its water
cooled turbocharger. The CO2 emissions
of the new four-cylinder engine with a
manual gearbox have been maintained
at the same level as the previous model
while the engine response characteristics are substantially improved due to
the new engines greater induction
torque. With the new automatic transmission family the CO2 levels are as
much as 18 % lower.
Coolant flow in three-cylinder engine with water-cooled hot end
VEHICLE INTEGRATION
FUEL CONSUMPTION
20
300
Torque [Nm]
180
Torque
150
er
w
Po
240
120
Torque
90
180
60
120
Power
60
0
Three-cyl. 170 kW
Three-cyl. 100 kW
Power [kW]
360
30
0
1000 2000 3000 4000 5000 6000 7000
Engine speed [rpm]
420
210
360
180
150
300
Torque
240
120
90
180
120
60
0
60
Power
Four-cyl. 141 kW
30
0
1000 2000 3000 4000 5000 6000 7000
Engine speed [rpm]
Power [kW]
Torque [Nm]
06I2014Volume 75
EMISSIONS
21