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AWD grabs more traction

In North America, according to a J.D. erate AWD functionality, more FWD-
Power-LMC Forecasting Service all- based vehicles will offer AWD,” said Joe
wheel-drive (AWD) report, more front- Palazzolo, Manager of Propulsion Systems
wheel-drive (FWD) vehicles will be fitted at Wavecrest’s Vehicle Systems Group
with four-wheel-drive technology by and the Chairperson of the SAE (Society
2008. In Europe, the forecast is the re- of Automotive Engineers) All-Wheel-Drive
verse, as rear-wheel-drive (RWD) vehicles Standards Committee. “In Europe, for
will grab a greater share of four-wheel- fuel economy reasons, two-wheel-drive
drive technology by 2008. In Japan and vehicles that are RWD-based are very
South Korea—the dominant Asian mar- common. As European markets move
kets for AWD technology—the penetra- toward adopting AWD, the trend seems
tion of four-wheel drive is expected to to suggest greater growth in RWD-based
decline by 2008. vehicles.”
“In North America, AWD is a technol- The popularity of AWD vehicles is
ogy that could eventually become a stan- abundantly evident in pickup trucks,
dard feature as drivers are expecting en- SUVs, and crossover vehicles in North
hanced vehicle performance. So to prolif- America. But other vehicle categories
could be a viable source for AWD func-
tionality. To prove that point, engineers at
Getrag Driveline Systems tagged a FWD
sub-compact car for an AWD vehicle
makeover. “We wanted a hard vehicle to
convert because we wanted to demon-
strate what we can do,” said Michael
Auweiler, Manager of Systems
Engineering, during the September SAE
International AWD Systems, Security, and
Driver Interaction Symposium at the
Dana Technical Resource Park in Ottawa
Lake, MI.
Getrag engineers recently fitted three
identical sub-compact cars with the sup-
plier’s Twinster, patent-pending AWD
The aluminum lid of a Haldex coupling shows the
location of the check valve and relief valve that have technology that uses a modular power-
been added to the Generation II system to create a takeoff unit (PTU). “The overall system is
pre-charge function. unique in the sense that it has the elec-
tronically controlled couplings in the
front, whereas a classic AWD has one
coupling in the rear. One feature of the
PTU is that it can provide active yaw con-
trol at very competitive pricing,” said
Werner Hoffmann, Managing Director at
Getrag Driveline Systems, adding, “And
with very little hardware change, we can
achieve a completely different driveline
layout—or different torque flow in the
driveline—which is important for vehicle
branding.” Getrag’s Twinster system
could see production application in the
2008 model year.
The Volvo XC90 was the first vehicle
The Getrag Twinster patent-pending AWD technology to feature Haldex Traction’s limited-slip
uses a modular power-takeoff unit. coupling Generation II product. The next

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wheels as a result.” of torque is transferred prior to wheel

Generation II with pre-charge means rotation through the use of electronic
the addition of a check valve, relief valve, sensors and microcomputer controls de-
and a new piston-type pump. “The soft- veloped by BorgWarner.
ware is changed to control the pump de- “PTM is a new coupling technology
pending on the difference in actual pres- that can be applied to north-south and
sure in the coupling and required pres- east-west powertrains for AWD,” said
sure,” said Davidsson. Bruder, adding, “The PTM coupling can
Another difference between be activated without any movement from
Generation II and Generation II with pre- the driveline.” The system can be mount-
charge is that Generation II “requires ed anywhere between the transmission
about 45° of differential rotation of the output and the secondary axle input. In
in- and outgoing shaft to create enough addition, PTM can limit torque transfer to
pressure to transfer 2000 N·m. With pre- the PTU and secondary axle. “PTM can be
The pre-emptive torque management device
from BorgWarner can be set to electronically charge, 800 N·m can be transferred with- set to electronically limit torque in the
limit torque in the driveline to enable use of out any differential rotation at all, [and] driveline to enable use of lighter weight
lighter weight driveline components. 2000 N·m requires 15° rotation.” driveline components,” said Bruder.
Davidsson declined to name the vehicle AWD technology is continually evolv-
evolution of the torque control device is manufacturer that will debut Generation ing. “The goal of next-generation AWD
known as Generation II with pre-charge II with pre-charge. systems is really two-fold,” said Andy
function. BorgWarner engineers recently un- Perakes, Four-Wheel-Drive/Driveline
“In the Generation II with pre-charge, veiled two new production-ready tech- Technical Specialist for Ford’s Powertrain
the hydraulic system can be pre-charged nologies for torque management: interac- Research and Advanced Engineering. He
using the small electric feeder pump. tive differential control (IDC) and pre- points out that certain systems “will focus
The pump is also part of the standard emptive torque management (PTM). on improving cost, quality, and fuel ef-
Generation I system, but in that case it is IDC uses BorgWarner-developed elec- ficiency to offer broader appeal on high-
only used to create a base pressure that tronic controls to deliver optimal biasing er-volume SUVs, minivans, cars, and
makes the whole system work,” said torque across the center differential auto- crossover vehicles, [while] advanced AWD
Per-Olof Davidsson, Application Manager matically. “IDC combines the constant systems—those that provide significant
for Haldex Traction Systems. “In a ve- power delivery of a center differential enhancements to handling and stability
hicle with Generation II with pre-charge, with the active front-to-rear torque bias- via torque vectoring—will focus on prov-
the system pressure can be built up inde- ing of an on-demand system for superior ing their worth and testing their market
pendently of the differential speed be- traction and handling,” said Dave Bruder, acceptance on premium-level SUVs and
tween the axles. The advantage is that Chief Engineer at BorgWarner high-performance cars.”
the coupling can be locked before take- TorqTransfer Systems. PTM delivers torque Kami Buchholz
off with no initial wheel slip of the front before a wheel slips as a precise amount

Valeo stops and starts

Hyundai announced at the Paris Auto the system does not operate during park-
Show that it had installed Valeo’s belt- ing maneuvers.
driven Start-Stop system on its ECO Getz The system combines the functions of
1.1 CRDi concept, described as a “super- a starter and an alternator into a single
low emission” vehicle. It is the first appli- unit, operating at 14-V. The electronics
cation of Valeo’s technology on a diesel and software specifically developed to
engine. Hyundai calls it ISG (Idle Stop & combine the functions have also delivered
Go). It was adapted specifically by Valeo better performance than the individual
and Hyundai for the new-generation die- components. In starter mode, the belt
sel engine to reduce noise and air pollu- drive and low inertia produce starting
tion. times quicker than a traditional starter. In
After a halt in traffic or at a stop light, alternator mode, the machine outputs
the engine is restarted automatically over 15% more than a conventional al-
when the driver engages a gear or (with ternator of similar size.
an automatic gearbox) releases the brake Valeo’s Start-Stop technology will be
pedal. Fuel consumption in built-up areas, featured as an option on the production
where traffic routinely stops and starts, is 2005 Citroën C3, and on a research proj-
claimed to be reduced by up to 10%. The Valeo’s belt-driven Start-Stop system has been ect micro-hybrid Ford Fiesta.
fitted to Hyundai’s ECO Getz diesel-engined
intelligent control strategy ensures that concept.
Stuart Birch

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More power for Toyota’s I4 truck engine

Toyota’s new truck four-cylinder engine
made its North American debut in the
company’s Tacoma compact pickup. The
2.7-L 2TR-FE I4 engine is similar to the
company’s 2.4-L 1TR-FE engine that ar-
rived previously in the Hi Lux truck sold
everywhere else in the world. Thinner valve stems, hollow
camshafts, softer valve
In the U.S. market, the 2.7-L 2TR-FE springs, and low-friction roller
replaces two four-cylinder engines previ- cam followers reduce strain
ously employed in the Tacoma, a 2.4-L in the valvetrain, permitting
a lightweight cam chain that
and a 2.7-L I4. One obvious change to
produces less noise.
the new engine is the front cover, which
now incorporates direct mounting lugs
for the alternator, power steering pump,
oil pump, water pump, and thermostat.
Direct mounting reduces assembly com-
plexity and eliminates mounting brackets
as a source of NVH. Paul Williamsen, Product Education
The new engine is significantly more Manager for the University of Toyota.
powerful than the old engines, while Output is 164 hp (122 kW) and 183 lb·ft
burning less fuel and creating less harm- (248 N·m).
ful exhaust emissions. The improved per- A new 32-bit engine management
formance is thanks to a raft of new tech- computer processes data faster than the
nologies such as variable-valve timing previous engine’s 16-bit computer, han-
that substantially modernize Toyota’s dling input from switches and sensors
truck powerplant. sooner and providing quicker operation
“With things like a plastic intake man- of outputs such as ignition, fuel injection,
ifold and direct ignition system, you get throttle angle, and transmission shifting.
a whole range of improvements,” said “Putting in a dramatically more powerful
computer gives you more control,” Dual counter-rotating balance shafts reside
in the 2TR-FE’s iron block with a new quieter
Williamsen observed. drive system.
The 2TR-FE’s valvetrain is probably its
biggest advance. The variable-valve tim-
ing system contributes to the engine’s Similar refinements to the drive system
LEV-II emissions rating along with im- for the counter-rotating balance shafts
proved driveability. “The torque curve is a also reduce the noise from that source.
lot nicer because this engine has variable The purpose of the balance shafts is to
valve timing, which the old one did not,” cancel second-order vibration inherent in
said Williamsen. large-displacement inline four-cylinder
While variable-valve timing attracts engines, but the drive system can produce
attention, the real advances are in the as much noise as the shafts eliminate,
details of this valvetrain, which was de- according to Williamsen.
signed for minimal reciprocating mass. Air injection passages cast directly into
Thinner valve stems reduce mass, while the engine’s head contribute to its low
roller cam followers cut friction. The re- emissions without the complexity or po-
duced mass permits softer valve springs, tential failure of add-on air injection tubes
which in turn allow lighter, hollow cam- to the exhaust manifold. All of the ad-
shafts. As a result, the cam chain is lighter vances contribute to EPA fuel economy
and smaller, so it produces less noise and ratings of 22 mpg city and 28 mpg high-
occupies less space under hood. Use of way.
The Toyota 2TR-FE engine’s front cover high-strength steel permits a surprisingly Dan Carney
casting incorporates mounts for the compact cam-chain system, according to
alternator, power steering pump, oil pump,
water pump, and thermostat for simplified Williamsen. “The chain is 30% smaller
assembly and reduced noise. than the chain on your bicycle,” he said.

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Chrysler’s next four-cylinder engine family

Electronically controlled intake flow-con- three parties, but Hyundai had the lead
trol valves and dual variable-valve timing design role of the base engine,” said
(VVT) are key engineering contributions Bruce Coventry, President of the GEMA
from the Chrysler Group to a four-cylin- joint venture. Because of economies of
der base world engine co-developed by scale and bundled parts purchasing, the
Hyundai, Mitsubishi, and combined development approach will
DaimlerChrysler. Approximately two save DaimlerChrysler an estimated $100
million engines will be produced annu- million per year.
ally via the automakers’ Global Engine Chrysler Group’s key contributions to
Manufacturing Alliance (GEMA) initia- the base engine included the design of
tive. Flow control valves, located on the intake the dual VVT and of an intake manifold
The three automakers will employ a manifold in front of the intake ports, affect with four flow-control valves. “The flow-
the charge-motion of air as it flows through
new engine variant in several vehicles. the intake port and enters the combustion control valves block off part of the air-
“We worked together on the program,” chamber. flow, and in doing so increase charge-air
said Eric Ridenour, Executive Vice motion. In the past, we’ve accomplished
President of Product Development for the this by the port design. But with flow-
Chrysler Group, adding, “But once we control valves, it’s not such a compromise
get to market, we’re competitors.” The between low- and high-speed perfor-
mance,” said Gary Rogers, I4 Base Engine
Manager for the Chrysler Group.
Actuation of the flow-control valves is via
an electric motor.
In addition to the intake charge-air
motion-control valves, the new engines
A variety of select-fit components help to will give Chrysler its first four-cylinder en-
minimize NVH on the new DaimlerChrysler gine with a die-cast aluminum block fea-
I4 engine.
turing dual VVT. The original base world
engine had intake VVT only, but the
new inline four-cylinder for Chrysler will Chrysler Group added exhaust VVT to
be produced in displacements of 1.8, 2.0, create dual VVT. “We’ve designed into
and 2.4 L at GEMA’s Dundee, MI, plants. the engine a dual variable-valvetrain sys-
For Chrysler, the new aluminum block tem, and that involved packaging it in the
engines—slated to replace the automak- engine and adapting the timing drive
er’s existing inline four-cylinder cast iron mechanism as well as the calibration of
block engines—will improve engine fuel the final product,” said Rogers.
economy by 5%. In addition, the engines CAE tools, including Pro/Mechanica
will meet the ultra-clean ULEV II emissions from PTC, Excite from AVL, MSC.Nastran
The new aluminum-block 2.4-L engine will standards. from MSC.Software, ABAQUS from
account for approximately two-thirds of
the inline four-cylinder production for the “The base engine design did have a Abaqus, Valdyn from Ricardo, MATLAB/
Chrysler Group. tremendous amount of input from all Simulink from The MathWorks,
Flowmaster from Flowmaster, and
FEMFAT from Magna Steyr, as well as
Preliminary DaimlerChrysler GEMA Engine Specifications proprietary in-house tools, enabled
Displacement 2.4 L 2.0 L 1.8 L Chrysler Group engineers to finesse the
Estimated power 170 hp (127 kW) 150 hp (112 kW) 140 hp (104 kW) NVH characteristics. For instance, the en-
Estimated torque 165 lb·ft (224 N·m) 140 lb·ft (190 N·m) 125 lb·ft (169 N·m) gines will use select-fit pistons, bearings,
Bore x stroke 88 x 97 mm (3.5 x 3.8 in) 86 x 86 mm (3.4 x 3.4 in) 86 x 77.4 mm (3.4 x 3.0 in) and tappets, as well as a damped oilpan
Valve system Dual overhead camshaft, dual variable-valve timing, direct-acting shimless
made of metal/composite/metal, and an
mechanical bucket tappet
isolated valve cover that is separated from
Fuel injection Sequential, multi-port, electronic, returnless
the cylinder head via an elastomeric seal
Type Inline four-cylinder aluminum block
and isolated fastener grommets. “That’s
Construction High-pressure, die-cast aluminum block with cast-in-place iron liners, cast aluminum
ladder frame, aluminum cylinder heads another one of the things that we devel-
Compression ratio 10.5:1 oped on our side of the equation,” said
Maximum engine speed 6750 rpm Ridenour.
Fuel requirement Unleaded, regular, 87 octane (R+M)/2 recommended The world engine’s use of select-fit
Oil capacity 4.5 qt (4.3 L) components also includes mechanical
bucket tappets in the valvetrain. Current

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DOHC four-cylinder Chrysler Group en- ers. “For an all-new engine, that’s the Dundee, MI. Each of the two 450,000 ft2
gines use a roller finger follower valve- most we’ve ever done—usually it’s about (41,800 m2) Michigan plants will have
train with hydraulic lash elements, while one-third of that,” said Don Goodwin, capacity of 420,000 units a year. The first
SOHC engines use a roller rocker arm Vice President of Scientific Laboratories Dundee plant launches full production in
with hydraulic lash elements. and Proving Grounds for the Chrysler September 2005 with the second plant
More than 15 million customer-equiv- Group. launching full production in September
alent miles were accomplished during Engines will be produced in Asan and 2006.
durability testing by the three automak- Hwasung, South Korea; Shiga, Japan; and Kami Buchholz

Nothing sad about ISAD

Hybrid versions of the 2005 Chevrolet voltage directly from the battery. storage, and subsequent conversion into
Silverado and GMC Sierra full-size pickup ”Through a CAN interface, the control propulsive power would therefore be less
trucks feature Continental’s integrated electronics continually exchange informa- than 20%. In contrast, the 42-V ISAD
starter-alternator damper (ISAD) as a way tion about the current vehicle condition system combined with the ultracapacitor
to improve the vehicle’s fuel economy by with the other control devices of the ve- storage unit can reach a total efficiency
up to 13%. The ISAD system replaces the hicle. [The ISAD] can therefore adjust to as high as 80%, making energy recovery
conventional starter, alternator, and fly- the most favorable operating point of the a viable proposition.”
wheel with an electronically controlled starter-generator system at any time,” After more than six years of research
unit that uses thin, flat copper sheets to said Tom Herrington, ISAD’s Key Account and development time, the ISAD technol-
fill the slots unlike a conventional winding Manager at Continental Automotive ogy’s primary challenge was the task of
motor. High-power control electronics Systems. making it part of an existing vehicle. “As
generate the ISAD system’s operating One advantage associated with the this system had to be background-com-
ISAD’s control electronics relates to the patible with the existing drivetrain—
packaging needs. “Because of the sophis- meaning a bolt-on system—the biggest
ticated cooling system, the electronic challenges for ISAD were working around
components can be arranged three-di- the current inputs and outputs, and inte-
mensionally, thus making best use of grating them into the ISAD technology to
available space,” said Herrington, adding satisfy the vehicle and customer-specific
that the electronics can be built to mount expectations,” said Herrington.
directly on the electric motor without a The final design consists of a 42-V
connector cable. “Since no connectors island configuration that is compatible
are necessary between the electronic sys- with today’s 12-V onboard networks. As
tem and the motor, there is a significant an option, ISAD can generate power for
reduction in cost, weight, and power 110- or 220-V ac equipment, such as
losses,” said Herrington. power tools commonly used at a con-
The ISAD technology is associated struction site. “The 120-V ac power out-
with regenerative braking. “Energy recov- let testing was the most unique test done
ery is uneconomical with conventional during the development. We tested nu-
systems since efficiencies today are only a merous 120-V ac appliances, tools, etc. to
maximum 50% for belt-driven 12-V alter- ensure the correct functionality and safe-
nators and motors, and 70% for lead- ty,” said Herrington.
Continental’s ISAD is the primary technology acid batteries,” Herrington said. “The Kami Buchholz
that transforms select 2005 full-size pickup
trucks from Chevrolet and GMC into mild- overall efficiency of the process of con-
hybrid vehicles. version from kinetic to electric energy,

Lotus takes the direct route to counting the cost

Gasoline direct-injection (GDI) technology tleless for fuel efficiency with reduced London. Their joint aim is to achieve bet-
offers many benefits for car makers, but emissions), which is investigating the fea- ter performance, lower emissions, and
there are several potential areas for im- sibility of what it terms “an innovative improved fuel efficiency.
provement that are receiving particular approach” to managing a gasoline direct- Operating in homogeneous mode to
attention from specialist companies, par- injection engine. In effect it is a cost/ben- provide high performance, and stratified
ticularly emissions performance and as- efit ratio study. Other members of the mode at part load for greater economy,
sociated costs. Lotus Engineering is consortium are Siemens VDO GDI has many pluses. However, lean-burn
leading a collaborative research program Automotive, Loughborough stratified mode precludes the use of a
called HOTFIRE (homogeneous and throt- University, and University College conventional three-way catalyst only; it is

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Spark
plug
Injector
SINGLE AXIS
SERVO CONTROLLER
Inlet Exhaust

Fuel spray

Piston

Lotus is focusing on homogeneous charge direct injection technology

for the HOTFIRE program.

necessary to use a de-NOx catalyst and possibly also a particulate

trap, which adds complexity and, more significantly, cost. “Such
additional costs have, in part, been responsible for the slow
growth of sales of gasoline direct-injection powered vehicles,
because the first generation of stratified charge engines did not
achieve the fuel savings needed to justify the add-on cost,” said
Ian Watson, Lotus Engineering’s Chief Powertrain Engineer.
Because of this, the HOTFIRE consortium believes that two
options are emerging: a second-generation stratified (spray-
guided) system delivering greater fuel savings that justifies the
add-on cost of a de-NOx system; and an homogeneous-charge
direct-injection strategy offering reduced fuel saving potential
but a lower system cost. It is the latter that the HOTFIRE pro-
gram is exploring.
“The HOTFIRE consortium will investigate a new concept for
managing the combustion in the chamber,” said Watson. “The
research program will examine engines running permanently in
homogeneous mode while also eliminating throttling losses by
using Lotus’s Active Valve Train (AVT). This is a fully variable val-
vetrain to control the intake of air with minimal throttling losses.
With greater control of engine variables afforded by AVT, there is
Aerotech’s SoloistTM single-axis digital servo controller
potential for remarkable strides to be made in maximizing the combines advanced software architecture (.NET or
full capability of the internal combustion engine.” Windows®) with a power supply, an amplifier, and a
Hardware for the program is being supplied by Lotus in the position controller in a single package. The flexibility
form of two single-cylinder research engines, one with AVT and and scalability of the SoloistTM make it the ideal
optical access, both fitted with a Siemens VDO direct-injection controller for both small and large applications on the
system. The optical research engine will be run at Loughborough production floor and in laboratory applications.
University, which has a laser diagnostics facility to better under- Contact an Aerotech Application Engineer to learn
stand in-cylinder phenomena. The second engine, at University more about the SoloistTM and Aerotech’s other motion
College London, will be used for measuring thermodynamic control and positioning solutions.
properties in relation to power and emissions. The HOTFIRE proj-
ect is slated for completion in September 2007. It is being part-
funded by the UK Engineering and Physical Sciences Research Dedicated to the Science of Motion
Council (EPSRC).
Stuart Birch
www.aerotech.com
Aerotech, Inc. Ph: +1-412-963-7470
101 Zeta Drive Fax: +1-412-963-7459
Pittsburgh, PA 15238 Email: sales@aerotech.com
AHV1104A USA

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