24th Vienna International Motor Symposium May 15 and 16, 2003 |
| Organizer: Prof. Hans Peter Lenz |
| Preface |
Once again, the 24th Vienna International Motor Symposium was an outstanding event at which leading automotive engineers from all parts of the world presented the latest results and future trends in engine development. As in previous years, the Vienna International Motor Symposium began and ended with joint plenary meetings at which well-known experts discussed topics of general interest. After the opening session, two parallel sessions were held, in which technical papers were presented under the chairmanship of Prof. Dr. Hans Peter Lenz of Vienna University of Technology, and Prof. Dr. Rudolf Pischinger, Prof. Dr. Helmut Eichlseder and Prof. Dr. Günter Jürgens, all of Graz University of Technology. All lectures and discussions were interpreted simultaneously into the conference languages German and English. |
1 Introduction
In his welcoming address, Prof. Lenz emphasized the tremendous achievements of the automotive engineering industry and engine manufacturers over the past few years. This industry, he stressed,
It was very gratifying, the speaker went on, to see such a large number of professors from universities of technology and technical colleges. Thus, Prof. Lenz concluded, it can be safely assumed that state-of-the-art expert knowledge will be disseminated in university lecture rooms. |
After the joint opening plenary, two parallel sessions were held, photograph no. 1 and photograph no. 2, in which technical papers were presented under the chairmanship of Prof. Lenz, photograph no. 3, Prof. Dr. R. Pischinger, photograph no. 4, Prof. Eichlseder, photograph no. 5 and Prof. Jürgens, photograph no. 6. |
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| An extensive exhibition of new engines, components and vehicles was an additional attraction above and beyond the lectures, photographs no. 7, photographs no.8 and photographs no. 9. | ||||||||||
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| Upon invitation of the Mayor of Vienna, the conference participants spent a pleasant evening at a "Heuriger", a typical Viennese wine tavern. | ||||||||||
2 Opening Plenary - Future Powertrains
 Photo 10: |
The
first plenary lecture was given by Dr.Gerhard Schmidt,
photograph no.10, the Vice-President of Ford
Motor Company, Dearborn, on the topic of "Future
Powertrains - Ford's Global Opportunities and Challenges". |
| The
title of the second report in the plenary was "New
Gearboxes for Powertrain Improvement". It was
presented by Dr.-Ing. E.h. Siegfried Goll, photograph
no. 11, Chairman of the Board of ZF, Friedrichshafen AG,
Friedrichshafen, (co-author Dr.-Ing. M. Ebenhoch): The lecturer explained that the success of engine developments in the course of the past few years had clearly demonstrated that the reciprocating engine was by no means an outdated concept, and that significant reductions in fuel consumption and emission levels could still be attained. However, when looking closely at customer operation, it was obvious that drivers had not yet fully utilised existing potentials, the speaker pointed out. Therefore, it would be even more important in the future to harmonise drive-lines with overall systems. The lecturer stressed that transmission systems of different designs made an essential contribution to optimising drive lines. Thanks to their wider stepping and automatic shifting processes, new transmission systems resulted in better fuel economy with improved vehicle performance and heightened convenience. The afore-described features of the currently available systems had to be further improved and optimised in line with general engine developments, so that ambitious goals, especially in the area of fuel economy, could be attained with cost-efficient solutions while maintaining the high level of efficiency of all vehicle functions, the speaker concluded. |
 Photo 11: |
 Photo 12: |
The
third lecture in the plenary was entitled "GM's
Global Perspectives on the Future of Internal Combustion Engines"
and was presented by Thomas G. Stephens,
Group Vice President - General Motors Corp., photograph
no. 12.
In order to be able to satisfy the demands of its highly diversified customer base around the world, General Motors had set up a global powertrain organisation, the speaker explained. This network of world-wide partner alliances offered automakers the option of choosing from a wide variety of different powertrain technologies. In addition to these alliances, GM was also developing a number of core technologies which could be applied globally across the entire range of its powertrain products in order to meet a wide variety of automotive customer needs. In its engine development efforts, the speaker stressed, GM pursued three strategic goals: to produce high value engines for its average customers, high-feature engines for customers with a particular interest in technology and so-called image engines for customers with less interest in technological features. The successful application of GM Powertrain's technology and its product strategies should ensure the future of internal combustion engines for many years to come, the lecturer explained. |
3 Session: New Engines
| Dr.
Uwe D. Grebe (lecturer), Dr. Peter Gebhard, Torsten Löhnert,
Ivo Opacak, Harald G. Theis; Opel Powertrain GmbH, Russelsheim:
"The New Generation of Fiat-GM Powertrain's
Four-Cylinder Spark-Ignition Engines": The lecturer underlined that FIAT-GM Powertrain's medium-sized spark ignition engines, internally designated as "family one", had been redesigned with a view to reducing fuel consumption and emissions, improving quality, lessening the need for maintenance and lowering production costs. Besides optimisation, redesign efforts focused on the introduction of a modular component system. The 1.6 litre engine thus created accounted for the largest share of the Company's production and represented the first version of the redesigned third generation of this engine family. The engine features a tappet-valve drive with mechanical lash adjustment and a thermo-management system. In addition to reaching a power output of 76 kW and a maximum torque of 147 Nm, the engine development focused on the integration of a combustion system with port deactivation resulting in significantly lower fuel consumption, and on attaining a high exhaust gas recovery rate. The new engine will be used for the first time in the Opel Astra. With the launching of this vehicle in the market, fuel consumption in the European MVEG test cycle will be reduced by 7%, from 7 litres per 100 km to 6.5 litres per 100 km, which will position this car in the top segment of this category. This segment, the speaker stressed, was normally occupied by direct-injection engines using much more complex systems for fuel economy, such as stratified charge gasoline direct injection. This cost-efficient solution combined optimum customer benefit due to high fuel economy and excellent driving performance with optimised manufacturing cost and outstanding long-term reliability. The concept, which is based on modular components, the speaker went on, constituted the platform for this redesigned engine generation and was to be applied in different component combinations to all future versions of the medium four-cylinder gasoline engine series. |
| Dipl.-Ing.
Erhard Voss, Dipl.-Ing. Walter Schnittger, Dipl.-Ing. Achim K”nigstein
(lecturer), Dipl.-Ing. Ingo Scholten, Dipl.-Ing. Manfred P”pperl,
Dipl.-Ing. Stefan Pritze, Dipl.-Ing. Peter Rothenberger, Dr.-Ing.
Matthias Samstag Opel Powertrain GmbH, Russelsheim: "
The 2.2 litre ECOTEC DIRECT - The New All-Aluminium Engine with Gasoline
Direct Injection for the Opel Signum" After the successful introduction of the 2.2l ECOTEC engine with port injection in 1999, a new version of this engine family will soon be launched in the market. The new 2.2l ECOTEC DIRECT all-aluminium engine represents OPEL'S first gasoline direct-injection engine developed by FIAT-GM Powertrain. The threefold development goal for this engine was to attain supreme driving pleasure, an optimum price/performance ratio and maximum cost-efficiency with regard to maintenance, the lecturer explained. As a result of detailed analyses of different gasoline direct-injection concepts, a gasoline direct-injection engine with a variable inlet geometry was designed which operates on the basis of a stochiometric air-fuel mixture. Thanks to its high compression ratio and the high dilution tolerance achieved through the variable inlet geometry, the fuel economy of this engine was significantly improved, not only under steady-state conditions. The advantages of gasoline direct injection, which can be ascribed to the specific technology used, have resulted in a further reduction of fuel consumption in transient operation. In the new European driving cycle, MVEG-B, this engine showed a 6% improvement in fuel economy, the speaker pointed out. Under full load, rated power was increased by 6% to 155 HP, but far more significant was the engine's 6-8% higher torque over the entire speed range as compared to the base engine with MPFI, the lecturer stressed. |
| Prof.
Dr.-Ing. R. J. Menne, Dr.-Ing. S. Limbach (lecturer), Dr.-Ing. B.
Brinkmann, Dipl.-Ing. C. Hohage, Ford-Werke AG, Cologne; D. Skipp
(BEng), T. Sweet, Ford Motor Company GB, Dunton; "Tuning
and Integration of Gasoline Engines with Direct Injection" Dr.Ing. S. Limbach reported on the tuning and integration of direct-injection gasoline engines, using the 1.8 litre Duratec SCi engine as an example. In addition, the lecturer described the exhaust-gas after-treatment system and the transmission, the fuel consumption behaviour, and the emission data of this vehicle. Moreover, he discussed other customer-relevant characteristics, such as starting behaviour, response and noise characteristics and illustrated the technological solutions chosen in order to reach the individual technological goals. The 1.8 litre Mondeo SCi offers a very attractive overall package of features combining low fuel consumption as well as excellent driving dynamics and convenience. Owing to its supreme convenience features and noise/vibration harshness, the SCi concept distinguishes itself clearly from diesel CR engines, which will allow this vehicle to occupy a very specific market position. |
4 Session: Simulation and Electronics Development
| Ing.
P. Martinelli (lecturer), Ing. N. Cavey, Ing. M. Bollini; Ferrari
Gestione Sportiva, Maranello Dr. P. Schoeggl (lecturer), Dipl.-Ing.
F. Mundorff, Dipl.-Ing. M. Dank, AVL List GmbH, Graz: "Optimization
of Formula One Engine Torque Delivery with New Real-Time Simulation
Methods" Current formula one engine control systems comprise complex functions and engine maps for throttle control, injection and ignition, as well as variable inlet, traction and launch control mechanisms. Many of these functions not only have a direct influence on engine behaviour, but also an indirect one on car handling and the degree of tyre (auáer sie wollen unbedingt US-Englisch!) wear. Many of these functions had to be calibrated for the individual race tracks, as the mapping of all of these variables during the weekend of a race would result in an unacceptable delay, the lecturer pointed out. Ferrari used new simulation technologies on high-performance, highly dynamic test benches in order to be able to assist pre-optimization. The lecturer illustrated the new real-time simulation package VSM (Vehicle Simulation Model) used for the simulation of the dynamic behaviour of a formula one racing car on a highly dynamic test bench. The lecturer stressed that the main objective of VSM was to simulate the effects of dynamic vehicle load on the engine. The realistic simulation of the behaviour of the car in any section of the simulated racing track, including wheel slip and curb jumping,? permitted an optimum calibration of the engine both during simulation and on the highly dynamic engine test bench. |
| Dipl.
Ing. Mario Prandstätter, Dipl. Ing. Harald Riener (lecturer),
Dr. Michael Steinbatz, MAGNA Steyr, Engineering Center Steyr GmbH
& KO KG: "Simulation of an Engine Speed-Up Run
with due Regard for Oil Film Properties Integration of EHD, Multi-Body
Simulation and FEH-Service Life" The lecturer dealt with the numerical assessment of the operational reliability of crankshafts on the basis of an engine speed-up run simulation, integrating an elasto-hydrodynamic oil-film model (EHD). An accurate simulation of deformation or bending characteristics of a crankshaft at any point in time constitutes the prerequisite for performing a transient fatigue lifetime prediction for a crankshaft. Initial tests were carried out using a number of substitute models (Kelvin-Voigt elements, etc.). These past tests showed that an accurate description of the dynamic properties of the oil film in the lubrication gap of the main bearings of the crankshaft constitutes one of the prerequisites for devising an oil-film model that will yield highly reliable results. Based on a modal approach, a new integrated calculation and simulation method was devised, which combines multi-body simulation with the finite elements method (FEM) and simultaneously permits an accurate representation of elasto-hydro-dynamic processes. |
| Dipl.-Ing.
Wilfried Nietschke (lecturer), Dipl.-Ing. Winfried Schultalbers, IAV
GmbH, Gifhorn: "New Results of Electronics Development
for Realizing Future Engine Concepts" The lecturer stressed that one of the prerequisites for the realisation of future engine concepts was sufficient information on the cylinder charge and the combustion processes of and emissions from internal combustion engines. Possible approaches to obtaining more detailed information on these processes consisted in using the control algorithms in order to compensate for errors in the calculation of the exhaust gas recirculation rate, the calculation of engine torque from the crankshaft-speed signal and new methods for rapid temperature sensing both in the intake pipe and in the exhaust system. These data constituted the basis for control function improvement and better engine management, the speaker explained. To this end, the management of transient states and other dynamic processes was becoming ever more important and it was therefore necessary to adjust the control algorithm to its particular task. As a result of the more stringent demands made upon engine management and owing to the integration of additional functions into the increasingly complex vehicle system, the lecturer stressed that a growing number of algorithms would have to be applied and ever more calibration processes performed. As a consequence, greater attention should be given to the question of whether the newly conceived functions would be applied in practice on the one hand, and on the other hand tools such as Rapid Calibration(r) would be needed in order to be able to fully exhaust the available calibration potential. |
5 Session: New Engines 2
| Dipl.-Ing.R.Herzog
(lecturer), Dipl.-Ing.B.Heil, Dipl.-Ing.K.Kofahl, Dipl.-Ing. R.Steinbacher,
Dipl.-Ing.H.Brösecke, DaimlerChrysler AG, Stuttgart: "Enhancement
of the SUPREX Concept as an Engine for Sporty "smart" Cars - The New
0.7 Litre Three-Cylinder Turbocharged Gasoline Engine" Based on the 0.6 litre SUPREX spark-ignition engine with port injection, which was originally developed for the "smart" compact car brand, two improved new engine versions and one new version were presented. In order to achieve volumetric efficiency levels of 37. 45l and 60 kW total displacement was increased to 700 ccm by changing bore and stroke dimensions. The turbo-charging unit, including waste gate valve and intercooler, was adapted accordingly. The 60-kW variant deserved special attention; thanks to its outstanding 117.5 HP per litre displacement, it ranges in top category of small-displacement engines for large-series vehicles. This high volumetric efficiency could be attained thanks to the improved combustion chamber - now featuring a smooth piston head in the exhaust valve area and dual ignition - as well as the adapted oil supply with separate cooling. The exhaust manifold and the turbocharger represent a new integration concept in which the charger is now made of high-temperature-resistant cast steel. Modified aero-dynamic parameters and optimised gap dimensions of the Garrett charger ensure higher efficiency of the turbine and the compressor. In combination with a completely redesigned concept for the exhaust system with a bimetal-coated two-brick catalytic converter, emission values remain clearly below the EURO 4 limits, while at the same time favourable specific consumption characteristics could be attained. |
| Dipl.-Ing.
R. Dorenkamp (lecturer), Dipl.-Ing. H.J. Engler, Dr.-Ing. L. Lohre,
Dipl.-Ing. H. Stehr, Volkswagen AG, Wolfsburg: "The
New 2.0 litre TDI Engine with Four-Valve Technology" An entirely new 2.0 litre TDI engine with unit injectors was developed for the fifth generation of the Golf engine platform. The new engine is equipped with four valves per cylinder, an entirely new approach for Volkswagen. The 100 kW version (Touran) and the 103 kW version (Audi A3) meet the EU4 exhaust emission standards. The cross-flow aluminium cylinder head is characterized by a tangential inlet valve layout rotated by approximately 45 degrees and valves arranged in parallel to the cylinders. Tooth-belt driven twin camshafts and roller-finger followers drive the valves. Another new component is the Bosch "UI-P2" unit injector system, which boasts numerous functional improvements such as lower injection noise and higher pressure-injection. The larger displacement was achieved by increasing the bore from 79.5 mm to 81.0 mm. With its transition to four-valve technology and a number of design improvements, Volkswagen succeeded in producing a unit injector engine that features higher fuel economy, lower emissions, enhanced road performance and greater convenience. The 100 kW and 103 kW engines presented are the first versions of the new four- valve TDI engine generation, which, after making their debut in the Touran, the Audi A3 and the Golf V, will later be used in the Passat successor vehicle as well as in the Audi A4 and A6. Higher power engine versions will be developed in the future. |
| Dr.-Ing.
F.T. Metzner (lecturer), Dipl.-Ing. U.Kirsch, Dr.techn. W. Demmelbauer-Ebner,
Dipl.-Ing. W. Ebbinghaus , Dr.-Ing. B. Ebel, Volkswagen AG, Wolfsburg:
"Volkswagen's New 3.2 l - V6 - Engine - an Engine
for Most Diverse Applications" The 2.8 l - V6 - four cylinder engine which has been produced since 1999 was redesigned for a displacement of 3.2 l. The new engine attains a maximum torque of 320 Nm and a rated output of 184 kW, depending on the vehicle into which it is integrated. By optimising the intake and exhaust gas systems to 100 Nm/l it was possible to raise the maximum specific output and torque to 57.7 kW/l. This engine covers the entire range of applications, from the sporty compact Golf R32 hatchback to the base level engine for the Phaeton and the Touareg, an off-road sports utility vehicle. Other applications are currently being planned. This engine is suitable for both transversal and longitudinal installation. Another option is the conventional layout with longitudinal installation of the engine on the front axle. |
6 Session: Diesel Exhaust After-Treatment 1
| Dr.-Ing.
Michael Krüger (lecturer), Dr.-Ing. Andreas Wiartalla, Dipl.-Ing.
Thomas Lichtenberg, Dipl.-Ing. Thomas Körfer, FEV Motorentechnik,
Aachen: "Emission Concepts for Future Passenger
Car Diesel Engines" The lecturer analysed combustion processes and exhaust gas after-treatment systems with regard to efficiency and their impact on fuel consumption. From today's vantage point it seems difficult to meet the emission limits which are currently under discussion and have partly been defined in new legislation that will enter into force in 2005 merely by optimising the combustion process. In terms of fuel consumption in particular, a suitable combination of engine design and exhaust gas after-treatment measures appears more promising. The overall power consumption of the exhaust gas after-treatment system will be a determining factor for the success of such a concept. This approach will also have to consider the thermo-management of the engine and the exhaust gas system. Furthermore, factors that determine the regeneration capacity of the discontinuously operated particulate trap and the NOx absorption catalytic converter will have to be considered as well. Above all, the fuel additive and the sulphur content of the fuel as well as the sensitivity to sulphur of the NOx absorption catalytic converter play a significant role. |
| Dipl.-Ing.
Frida Diefke, Dipl.-Ing. Mats Lundgren, Dipl.-Ing. Per Nilsson, Volvo
Car Corporation; Dipl.-Ing. Rolf BrÜck (lecturer), Dipl.-Ing.
Carsten Kruse, Dipl.-Ing. Simone Schaper, Emitec GmbH: "New
Diesel Catalyst Systems for Compliance with the European Legislation
2003 - Tested on a Volvo S60 Passenger Car" In order to be able to comply with the limit values stipulated by the European legislation IV for diesel vehicles, improved catalyst efficiency will be required for all emission components. Alongside the optimisation of engines and engine management systems, oxidation catalysts required for HC and CO conversion must be adapted to the specific demands of the most recent direct-injection diesel engines. Because of the trade-off between NOx and particulate emissions, cars with higher masses will have to be equipped with devices capable of reducing particulate emissions. Tests were carried out using a Volvo S60 in order to investigate the potential of various new and old diesel catalyst systems, such as hybrid catalysts, PM catalysts and pre-turbo-charged catalysts. |
Dipl.-Ing.
Seiichi Hosogai, Eng., Honda R&D Co. Ltd., Dipl.-Ing. Kazunari Komatsu,
Eng., Dipl.-Ing. Yasuaki Unno (lecturer), Eng., Emitec Japan: "The
Hybrid Catalyst, a New Concept for Improving Diesel Catalyst Efficiency
by Thermal Management" An improvement in efficiency therefore requires better utilisation of the exhaust gas energy as well as location of the catalyst close to the engine by combining fast light-off with a heat storage function in one compact component. The hybrid catalyst assures optimum thermal management. |
7 Session: High Performance Engines
| Dipl.-Ing.
Wolfgang Kotauschek, Dipl.-Ing. Hartmut Diel, Dipl.-Ing. Ulrich Baretzky
(lecturer), Dr. Wolfgang Ullrich, Audi AG: "The
Audi V8 FSI® Bi-turbo Engine for the 24 Hour Race in Le Mans" For the successful 3.6 l V8 bi-turbo engine launched in 2000, the direct injection technology FSI(r) was developed and applied to the racing engine. The most important modifications were made to the cylinder head. In addition to a complex port design which had to assure the required charge motion, injectors with specific spray patterns were devised. With a view to determining the mixture formation parameters, comprehensive CFD simulations were carried out in parallel to the actual tests. All of these measures, combined with the increased compression ratio, resulted in an improvement of torque by up to 9%, with an 8 % to 10% reduction in fuel consumption. The driveability of this 600 HP engine was also improved significantly. Intensive transient-state optimisation efforts were made and endurance tests were carried out on a highly dynamic AVL engine test bench. With the 3.6 l V8 FSI(r) bi-turbo engine, Audi won a dual victory in 2001 and even an historic triple victory in 2002 in Le Mans. The engine proved its reliability and was equally victorious on many other ALMS race tracks. |
Dipl.-Ing.
(FH) S. Knirsch (lecturer), Dipl.-Ing. M. Kerkau, Dipl.-Ing. T.
Wasserbäch, Dr.-Ing. H.J. Neußer, Dr. Ing. h.c. F. Porsche
AG, Weissach: "The New Porsche Cayenne V8
Engines" In addition, these engines possess excellent off-road capabilities, allowing the vehicle to overcome uphill and downhill gradients as well as lateral inclines of up to 45°. |
| Dr.-Ing.
Karl-Heinz Neumann, Dipl.-Ing. Andreas Kurowski (lecturer), Bugatti
Engineering GmbH, Wolfsburg: "The High-Power
Engine of the Bugatti Veyron 16.4" With the Bugatti brand, a famous traditional name in the automotive industry is coming back to life. From a technological perspective, the highlight of the vehicle is its drive: modelled on the 16-cylinder concept which was first implemented more than 70 years ago, an 8.0 litre 16-cylinder mid-mounted engine with a power output of 736 kW/1001 PS is used as the efficient, innovative drive system. The lecturer described the engine concept, which was selected with a view to the general design requirements. Despite the limited packaging space of the vehicle, a supercharged unit with four exhaust gas turbochargers and efficient charge-air cooling was conceived, which, thanks to the W-shaped layout, is an extremely compact base design. Besides focusing on the short-block assembly and the complex crank mechanism, which is under high load, the lecturer illustrated the special characteristics of the oil circulation system with its innovative modular-shaft oil pump. In order to be able to attain the ambitious goal of instantaneous power delivery, special attention was given to the turbo-charging concept. The lecturer illustrated its specific layout and its thermo-dynamic characteristics in detail. |
8 Session: Diesel Exhaust After-Treatment 2
| Dr.-Ing.
Paul C. Spurk (lecturer), Dr. Marcus Pfeifer, Dr. Barry van Setten;
OMG AG & Co KG, Hanau; Prof. Dr.-Ing. Günther Hohenberg, Dipl.-Ing.
Christof Gietzelt; Darmstadt University of Technology: "Examination
of Engine Measures for the Regeneration of Catalytic Coated Particulate
Filters in Commercial Vehicles" As well as examining catalytic coated particulate traps, the lecturer also illustrated engine design methods to increase exhaust gas temperatures in order to initiate regeneration. The well-known temperature balance test was applied for evaluating the catalytic coated particulate trap and the soot burning rate in the trap was determined. Engine design measures destined to increase exhaust gas temperatures comprised the management of diesel engines for commercial vehicles and intake air throttling. With a view to examining the behaviour of the particulate trap under realistic conditions, a dynamic test cycle was devised which permitted an assessment of the efficiency of the engine design measures and the behaviour of the respective particulate trap. The findings demonstrated that the operating range of a filter system can be extended through optimised coating of catalysts in combination with engine design measures. This permits the regeneration of coated particulate traps, even at low operating temperatures. |
| Dipl.-Ing.
T. Colliou (lecturer), Dr. J. Lavy, Dr. B. Martin, Dr. J.B. Dementhon,
IFP, Lyon ; Dipl.-Ing. G. Pichon, Dipl.-Ing. K. Chandes, Dipl.-Ing.
L. Pierron, RENAULT TRUCKS., St Priest: "Combining
a NOx Absorption Catalyst with a Diesel Particulate Trap to Reduce
Emissions from a Heavy-Duty Six Cylinder Engine" The study centred on a 6-cylinder RENAULT TRUCKS engine. The initial investigations involved only one NOx absorption catalyst, in order to be able to assess adsorption and desorption rates and optimise both NOx conversion efficiency and fuel economy. The equivalence ratio level which determines the duration and efficiency of the regeneration phase, the fuel consumption penalty and the temperature of the NOx trap emerged as the key parameters. The test findings showed that regeneration at a high equivalence ratio yielded optimum results. The need to change over briefly to rich-mode operation led to increased particulate emissions, which in turn called for the use of a diesel particulate trap. In the second phase of the test, various possible arrangements of exhaust gas after-treatment systems (NOx storage catalyst and catalysted diesel particulate traps) were investigated and evaluated. The arrangement of the NOx trap upstream of the CDPT provides the best trade-off between NOx efficiency and the fuel consumption rate, as this configuration reduces the release of NOx from the storage catalyst (reaction with the slipped reductants inside the CDPT) and thus does not interfere with the enriched impulses. In order to reach NOx emissions levels below the EURO V limit, more frequent NOx storage catalyst regeneration phases are necessary; however, these simultaneously lessen the CRT effect. For this reason, special diesel particulate trap regeneration strategies are necessary for these applications. |
| A.
Shoji (lecturer), S. Kamoshita, T. Watanabe, T. Tanaka; TOYOTA MOTOR
CORPORATION, Sizuoka Japan M. Yabe; HINO MOTORS LTD, Tokyo, Japan:
"Development towards Serial Production of a
Direct-Injection Diesel Engine for Light-Duty Trucks with Simultaneous
Reduction System for NOx and PM" TOYOTA has developed the Simultaneous Reduction System of NOx and PM for installation in light-duty trucks. This system is based on a turbo-charged direct- injection diesel engine with intercooler. The system incorporates diesel particulate and NOx reduction (Diesel Particulate and NOx Reduction/DPNR) systems, a common rail injection system, an electronically controlled EGR system, a high-efficiency EGR cooler and an exhaust pipe injector supplying rich gas to the DPNR catalyst. The DPNR catalyst, which stores and reduces NOx, undergoes functional deterioration through mileage accumulation This is a critical issue in applying DPNR to light-duty trucks. In order to investigate this problem, an extended durability test was devised. The NOx reduction ratio of the DPNR was 85% at the beginning, but dropped to 50% in the course of the durability test. However, even this level of NOx reduction capability shows a sufficient potential for complying with future emission standards, such as Japan's new long-term regulations. |
9 Book Presentation
 |
After
the first day's lectures, Robert Bosch GmbH and the Vieweg publishing
house presented not only the second edition of "SI Engine
Management", but also the Automotive Engineering
Manual - Interactive, photograph no. 13.
This novelty is sure of attracting a great deal of attention? Photo 13: |
10 Session: Diesel Soot: Structure, Evaluation. Health Risk
| Dr.
Norbert Metz, BMW Group, München: "Diesel
Particulate Matter - Criteria for the Evaluation of Health Effects" The mechanisms triggered after exposure to diesel particles are still not fully understood today. On the basis of such parameters as mass, size distribution, number, ultra-fine particles, surface characteristics, chemical composition and morphology, an attempt was made to define the factors most likely to play a crucial role in presenting hazards to human health. Car and commercial vehicle emissions were studied in order to determine the respective described parameters and potential effects. In addition to discussing the quantity of such particles remaining within the lungs, the chemical composition of the organic substances deposited on the soot and their hydrophobic or hydrophilic character, the lecturer also commented on the influence of the surface of such particles. In view of the complex interaction of all of these parameters, the effect on human health cannot be ascribed to a single factor. It is therefore necessary to know all parameters in order to understand the mechanisms at work and initiate suitable measures for improvement. Once all parameters and all of their interdependencies are known, gravimetric mass analysis is the most efficient procedure. |
| Dr. E.
Jacob (lecturer), Dipl.-Chem. D. Rothe MAN Nutzfahrzeuge AG, GB Motoren,
Nürnberg; Prof. Dr. R. Schlögl, Dr. D. S. Su, Dipl.-Phys.
J.-O. Müller Fritz-Haber-Institut der Max-Planck-Gesellschaft,
AC, Berlin; Prof. Dr. R. Nießner, C. Adelhelm, Dipl.-Ing. A.
Messerer M.Sc., Dr. U. Pöschl IWC, Aerosol Research Group, Munich
University of Technology; Prof. Dr. K. Müllen, Dipl.-Chem. C.
Simpson, Dipl.-Chem. Z. Tomovic, Max-Planck-Institut for Polymer Research,
Mainz: "Diesel Soot: Microstructure and Oxidation
Kinetics" The reduction of mass-related soot emissions results from a lowering of the number of aggregate particles. In this process, the number of fine soot particles smaller than 50nm also declines markedly. With a view to understanding the processes that contribute to a further reduction of soot emissions by means of engine design modifications, the microstructures and bonding behaviour of soot particles emitted by state-of-the-art commercial vehicle engines were examined, using TEM, HRTEM and EELS methods. These investigations revealed the existence of primary particles which had hitherto been unknown and which exhibited a deformed fullerenoid structure (having a size of between 10 and 20nm). Besides these irregularly shaped, fullerenoid soot clusters, a small number of larger, roundish primary particles with core-shelled structures were also detected. The smaller, fullerenoid primary particles show a marked tendency to coagulate, and therefore always constitute components of larger soot particle aggregates. To a great extent, the surfaces of these graph-shelled particles, also in black soot, are bonded to oxygen-active groups and thus exhibit hydrophile properties. For simulating the behaviour of primary soot particles of the graph type, a model aerosol can be produced by evaporation. The particle size determined by means of SMPS measurements masks the range of primary particles. Components of primary particles in the size category of 2nm can be detected by means of mass spectrometry. The largest particle found to date is (C96H30)6, which has a mass of 7,098 µ. Kinetic measurements revealed a correlation between the microstructure of the soot particles and their chemical relativity to nitrogen dioxide, NO2. These findings constitute a valuable basis for minimizing diesel soot emissions from internal combustion engines even further and for improving the efficiency of exhaust gas after-treatment systems using filter-free PM-cats? and GD-CAT systems. The lecturer explained that the formation of fullerene-type soot as a result of transient high-pressure combustion in diesel engines had not been expected, as this type of soot had hitherto only been observed with premixed, steady-state flames under specific conditions. |
| Prof.
Dr. med. Joachim Bruch1,2 (lecturer); Dr. B. Rehn 2; Frank Seiler
2,3 Institut für Hygiene und Arbeitsmedizin 1, Universitätsklinikum
Essen, IBE 2 Marl i. W., Squarix 3 Marl i. W.: "Cancer
Risk due to Diesel Emissions - New Toxicological Approaches to Assessing
Health Hazards Caused by Diesel Particles" In the assessment of diesel particles from a hygiene perspective, different experiences have proved that diesel soot exposure involves a potential cancer risk as the content of PAH and other organic substances in diesel soot are cancerogenic. This is corroborated by toxicological studies and by exposure of individuals to diesel soot (coking plant workers). In rat experiments it was demonstrated that the character of the particulates was the prominent causative factor for cancer. Cohorts exposed to diesel soot have shown a higher incidence of cancer, which can be interpreted as an indication of, or evidence for, the cancerogenic effect of diesel soot particles. A risk assessment initiated by the Federal Environment Agency in Berlin which sought to analyse the incidence of cancers of the respiratory tract in the population was based on an extrapolation of the effect of soot particles on rats. In this study, a linear, stochastic risk model was used. The fineness of diesel particles (ultra-fine particles) emitted by modern engines, the lecturer explained, was considered as a crucial causative factor. From the toxicological perspective, a distinction must be made between singular ultra-fine particles and aggregated ones. A quantitative assessment of the risk for humans must take into account the low exposure rate of individuals in their normal environments and the specific effects typical of diesel soot. Toxicological studies should allow an identification of the mechanisms that give rise to the potential tumor risk for humans (disease pattern) and quantify the critical phases in the manifestation of a tumor. This session demonstrated the extreme complexity of this field. Although rash conclusions about the harmfulness or harmlessness of diesel soot in our everyday life should be avoided, it appears that developments in engine design are pointing in the right direction and that promising solutions can be expected for the future. |
11 Session: New Engines for Trucks/Injection
| Dr.-Ing.
Gian Maria Olivetti (lecturer), Dr.-Ing. Giovanni Bodritti, Dipl.-Ing.
Walter Knecht (lecturer), IVECO SpA: "A New
High-Speed IVECO Diesel Engine" Since 1984, IVECO has successfully produced compact, high-speed diesel engines with direct injection. In the course of redesigning IVECO diesel engines, a new high speed 2.3 l diesel engine was developed. This supercharged inter-cooled diesel engine features a common-rail injection system. The newly launched four-cylinder engine has been designed for 100 kW and is destined especially for applications in small commercial vehicles. This engine will be used in vehicles of less than 3,500 kg weight and in the weight category of over 3,500 kg. The lecturer illustrated the engine's performance characteristics and also dealt with potential technological solutions that will allow engine manufacturers to meet future emission limits. |
| Dipl.-Ing.
Hellmut Freudenberg; Dipl.-Ing. Wendelin Klügl, Dr.-Ing. Willibald
Schürz (lecturer); Dipl.-Ing. Johann Warga, Siemens VDO Automotive
AG "The Third Generation Siemens VDO Piezo Common
Rail System, the Innovative Evolution of the PCR2 System Produced
since 2000." The second generation Piezo Common Rail System (PCR2) has been successfully series-produced since September 2000. At present, > 2,000,000 piezo injectors are manufactured ever year, and it is expected that this figure will increase significantly in the future. Development efforts for the PCR3 system focus on increasing the injection pressure to 1,800 bar (with a potential of 2000 bar), reducing injector leakage and thus heightening efficiency, attaining steep injection rate curves in order to take full advantage of multiple injection, stable and small pilot injection rates, cylinder-selective adjustment of injection rates in order to be able to comply with emission limits over the entire service life, and optimized injector and pump design for minimum packaging space for the engine. The third generation Piezo Common Rail System (PCR3) offers a large potential for meeting future demands thanks to the large number of degrees of freedom and its wide range of development options. |
| E.Matsumura,
.Tomoda (lecturer), K.Takeda, S.Furuno, TOYOTA MOTOR CO., Japan; Prof.Dr.J.Senda,
Doshisha University, Japan: "Visualization of
Fuel Flow in Slit Nozzles of Direct Injection SI Gasoline Engines" In direct-injection gasoline engines with spark ignition, injection takes place in the form of a fan-shaped, finely distributed, deeply penetrating and widely dispersed jet spray generated by the slit nozzle. This results in a stratified mixture charge which does not require a strong induction air flow. With a view to lowering further fuel consumption in road operation, the stratified charge combustion phase must be enlarged over the entire torque/speed map by improving the spray jet characteristics. As the fuel flow within the injector has a major influence on the spray pattern, the fuel flow within the injector is illustrated by means of an optical analysis in which a tenfold enlargement of the acrylic glass injector is made. This analysis demonstrates that swirl frequently occurs in the bag-shaped chamber. The intensity of the swirl determines its influence on spray characteristics. The combustion of the stratified charge can be improved by reducing swirl and thus optimizing spray characteristics. |
12 Session: Ignition DI Gasoline Engines
| Dipl.-Ing.
Jürgen Gerhardt (lecturer), Dr.-Ing. Uwe Kassner, Dipl.-Ing.
Andr‚ C. Kulzer, Dr.-Ing. Udo Sieber, Robert Bosch GmbH, Stuttgart:
"The Gasoline Engine with Direct Injection and
Direct Start - Potential and Limitations" The lecturer described an unconventional approach to improving fuel economy in direct-injection engines, which consisted in starting the engine without the aid of external energy by merely using injection and ignition (DI direct start). He explained how a gasoline engine can be started irrespective of the combustion process chosen, without using the starter. Subsequently, he presented the results of a two-year study conducted by Bosch. In this study, the potential of this new method was explored with a view to further improving the fuel economy and reducing emissions of direct-injection gasoline engines. The lecturer also illustrated possible operating scenarios, such as start-stop operation, on the basis of the observed limitations of this method. |
| Dr. techn.
Walter F. Piock, Dipl.-Ing. Alois Fürhapter, Dr. techn. Eduard
Unger, Dr. techn. Günter K. Fraidl (lecturer); AVL List GmbH,
Graz: "The Practical Application of Auto-ignition
in Gasoline Engines" The Controlled Auto-ignition System AVL-CSI was devised with a view to minimum modifications to existing production engines, large-volume production feasibility and cost efficiency. This goal had been reached by adopting a design philosophy based on the principle that the additional components required for auto-ignition fuel economy should also be available for improving fuel economy with spark ignition. The high sensitivity to production and operation tolerances typical of auto-ignition was compensated by a selective cylinder and cycle control of the combustion process. While largely maintaining the fuel efficiency of an unthrottled lean-burn operation, the CSI system permits a sustainable reduction of NOx engine-out emissions thanks to a partially variable valve-train and a cylinder-pressure-controlled engine management system. Hence this engine will meet future emission limits even without DENOx catalytic converters. However, the potential for reducing fuel consumption alone would hardly justify the required extra cost and engineering efforts. Since the components of the CSI system will result in a significantly better fuel economy also in spark ignition engines, the CSI system represents an extremely attractive option, with auto-ignition being only one of its aspects. |
| Univ.-Prof.
Dr. B. Geringer (lecturer), Dipl.-Ing. J. Graf, Dr. D. Klawatsch,
Univ.-Prof. Dr. H.P. Lenz; Department for Internal Combustion Engines
and Motor Vehicle Engineering, Vienna University of Technology; Dr.
G. Liedl, Univ.-Prof. Dr. D. Schuöcker, Department for Non-Cutting
Manufacturing and High-Performance Laser Technology, Vienna University
of Technology; Dr. W.F. Piock, Dr. M. Jetzinger, Dr. P. Kapus, AVL
List GmbH, Graz: "Laser-Induced Ignition in
Gasoline Direct-Injection Engines" Owing to more favourable thermodynamic processes, second generation gasoline direct-injection combustion systems at present show the greatest potential for improving the fuel economy of gasoline engines. The trade-off of these combustion methods based on conventional spark ignition were restrictions with regard to the optimum site of ignition initialization and problems resulting from spark plug wear. By combining the technologies for a spray-guided combustion process and laser-induced ignition, the site of ignition may be freely chosen, direct ignition in the fuel spray is possible, and thus safe ignition initialization causing no wear on the spark plugs is assured. In his lecture, the speaker illustrated the fundamental principles of laser-induced ignition and its potential as compared to conventional ignition systems. Furthermore, he presented studies based on investigations of the minimum laser energy required, and on the contamination and wear characteristics of combustion chamber optics. |
13 Session: Variable Valve Control
Dipl.-Ing.K.Wunderlich,
Dipl.-Ing.Ch.Enderle (lecturer), Dr.-Ing.U.Keller, Dipl.-Ing.Th.Kaufmann,
DaimlerChrysler AG, Stuttgart: "Electronic
Valve Control (EVC) as a Future Fuel-Saving Technology: Trade-off
between Variability, Complexity and Cost" |
| Karsten
Mischker (lecturer), Robert Bosch GmbH, Stuttgart; Dirk Denger, AVL
List GmbH, Graz: "Requirements for a Fully Variable
Valve-Train and Realization with the Electro-Hydraulic Valve-train
System EHVS" The lecturer emphasized that for complete control of combustion, three essential prerequisites had to be met: gas exchange, mixture preparation and ignition had to be adjusted and controlled in a highly flexible manner for each cylinder and in each cycle. With the aid of electronic injection and ignition, two of theses prerequisites had been met for many years now, but gas exchange was still mechanically controlled by the crankshaft. The lecturer illustrated the concept development, the practical implementation and first measurements of a fully variable, electro-hydraulic system for the control of pumping work in gasoline engines. He pointed out that the goal was to devise a gas exchange control system that could be applied to all engine types (gasoline, diesel and heavy-duty diesel engines) and all engine configurations (including supercharged and direct-injection engines) and that would permit the use of alternative combustion concepts. The electro-hydraulic valve-train system (EHVS) consists of a hydraulic actuator for each engine valve, a hydraulic circuit with a high-pressure pump integrated into the engine oil circuit and a control unit. The speaker reported that first measurements had shownthat a four-cylinder engine featuring an EHVS and designed for EHVS capabilities offered a high potential for improving fuel efficiency, performance and emission behaviour, also in comparison to similar state-of-the-art engines. |
| Mike
Bassett, Richard Pearson (lecturer), Jamie Turner (lecturer), Lotus
Engineering, UK: "Variable Firing Order Enabled
by Fully Variable Valve-Trains" Electro-hydraulic and electro-mechanical valve-train technologies for four-stroke engines are emerging which allow much greater flexibility and control of the valve events than that which can be achieved using mechanically-based systems. In their presentation, the lecturers reported on a study carried out using an engine simulation programme to llook into some of the possible benefits to engine performance that may be facilitated by the flexibility of fully variable valve-train (FVVT) systems. The simulation study indicated that FVVT systems provide sufficient range in the valve event duration and timing to enable the engine to produce very high specific outputs whilst achieving a high level of torque in the low and mid-speed range. It has also shown that an FVVT system made it possible to modify the basic intake manifold tuning mechanism by modifying the engine firing order, without recourse to variable geometry manifold systems. |
14 Session: New and Future Engines:
| Dipl.
Ing. Klaus Borgmann (lecturer), Dipl. Ing. Johannes Liebl, Dipl. Ing.
Reinhard Hofmann, Dipl. Ing. Christoph Schausberger; BMW Group, Munich:
"The New BMW 12-Cylinder Engine" In the course of renewing its entire gasoline engine range, BMW designed an entirely new 12-cylinder engine for its model 760i car. Following on from the redesigned 4-cylinder and V8 engines, this new engine represents a new highlight in BMW's development work. The engine has a swept volume of 6 litres and is based on the classical, uncompromising design with a 60ø valve angle. It is the first and only gasoline engine worldwide that combines fully variable valve timing with direct injection. The VALVETRONIC system which is incorporated into BMW's 4 and 8- cylinder engines assures low throttle and has fuel-efficient control under part load. Gasoline direct injection for homogeneous operation markedly boosts engine performance thanks to the advantages of internal mixture formation; furthermore, it permits the worldwide use of direct injection irrespective of fuel grades and meets even the most stringent emission standards. The combination of these innovative technologies makes the new engine the most powerful and, at the same time, most fuel efficient V12 induction engine in the luxury-car category. |
| Dipl.-Ing.
K. Fröhlich (lecturer), Dipl.-Ing. K. Borgmann, Dipl.-Ing. J.
Liebl, BMW Group, Munich: "Potentials of Future
Consumption Technologies" The current state-of-the-art in engine technology, such as reduced friction due to roller-rocker arms, lower engine warm-up and catalyst heating or minimized pumping losses in BMW's engines thanks to the VALVETRONIC unit, takes full advantage of the potential to reduce the fuel consumption of gasoline engines designed for stochiometric mixtures. No significant further improvements in fuel economy have been achieved through the utilization of fuel parameter modifications in lean-burn stratified charge combustion using the wall-guided or air-guided direct-injection processes of production engines. The lecturer analyzed the limitations of these concepts and illustrated the solution found for BMW's newly developed spray-guided combustion process. He then elaborated on the fuel efficiency potential of this concept and the challenges associated with the implementation of this technology in real-world vehicles. With a potential performance of well over 60 kW/litre and improved fuel economy, at least 20% better than that of conventional gasoline engines, the speaker stated, this concept had proven its capacity for application in real-world vehicles. In view of the high system costs and the need for further technological development of the components, series production cannot be expected before 2006 at the earliest. This engine will primarily be used in the premium vehicle category. |
 Photo 14: |
Dr.B.Göschel,
photograph no. 14, Member
of the Board, BMW Group, Munich: "Hydrogen
in Internal Combustion Engines" On the basis of BMW's research findings, an ideal combination of gasoline and diesel engine combustion processes can be achieved by means of the H2 direct-injection method. |
15 Session: New Transmission Systems
| Dipl.-Ing.(FH)
Bernhard Rastinger (lecturer), Dipl.-Ing. Wolfgang Hall, Dipl.-Ing.
Gerhard Walter, Dipl.-Ing.(FH) Edmund Bauchrowitz, Dipl.-Ing.(FH)
Winfried Keller, Dipl.-Ing.(FH) Werner Kröger, BMW AG, Munich:
"The New BMW Six-Speed Manual Gearboxes" The manual gearboxes installed in BMW cars have always offered optimum functionality to exacting and sporty customers. These gearboxes, which were successfully introduced in 1990 and have been mainly applied in their five-speed versions, represent the benchmark in this car category in terms of service and control comfort. BMW decided to develop these new six-speed gearboxes especially in view of the drastic increase in torque and performance in gasoline and diesel engines which goes hand in hand with pioneering drive concepts. In implementing the clearly defined design goals, proven concepts and components were taken over and new challenges were met by implementing innovative technology details. |
| Dipl.-Ing.K.Heber,
Dr.-Ing.R.Eberspächer (lecturer), Dipl.-Ing.M.Kollender, DaimlerChrysler
AG, Stuttgart: "SEQUENTRONIC - Mercedes-Benz'
High-Performance Automated Transmission" Mercedes-Benz launched its automated transmission, designated "SEQUENTRONIC", on the market in 2000. The lecturer gave an overview of the further development of the "SEQUENTRONIC". The new feature in the new concept, which is based on six-speed transmission, is the "sports mode", with a sporty service control interface. In the sports mode, drifting times in particular are shortened without impairing the desired comfort features. The target group are drivers who attach great importance to driving dynamics and a sporty driving style, and who appreciate the direct coupling of the engine to the drive train via a dry clutch. The lecturer not only illustrated the system structure and the mode of operation of "SEQUENTRONIC", but also compared and discussed shifting processes to the sport mode and the comfort mode on the basis of the investigated driving situations. |
| Dr.W.Reik
(lecturer), Dr. Robert Fischer, Dr. Burkhard Pollak, Dipl.-Ing. Georg
Schneider, Dr. Reinhard Berger LuK GmbH & Co., Bühl: "PSG
- The Automatic Transmission of the Future Twin Clutch with Dry Clutches" The lecturer presented a family of automated transmission systems (XSG) on the basis of manual transmission systems. The focus was on the PSG power-shift gearboxes, which are twin-clutch transmission systems using dry clutches, actuators with motors and the "active interlock" unit which reduces actuation effort. This power-shift system results in excellent comfort and minimum fuel consumption. The fuel consumption data of a PSG were determined on the basis of theoretical assessments, measurements and simulations. As compared to conventional automatic transmission systems, the PSG allows a 15% reduction in fuel consumption. The lecturer demonstrated the advantages resulting from the use of dry clutches by comparing the sources of losses typical of different systems. The higher specific output values of the XSGs not only lead to improved fuel economy, but at the same time also result in better acceleration characteristics. At the end of his lecture, the speaker stressed that it was possible to extend a PSG by adding an electric unit thus creating a mild hybrid. Start-stop operation and recuperation offer a further potential for achieving better fuel economy. With the integration of an air-conditioning compressor, a simple air conditioning system working during immobilization periods was created. The PSG can also be integrated into all-wheel drive vehicles with no major alterations. |
16 Final Plenary Session: Future Perspectives
 Photo 15: |
T.Tomita,
photograph no. 15, Member of
the Board of Toyota Motor Corporation, Shizuoka: "Formula
One - Encouraging Creativity for Future Engine Technology" Toyota has been active in car racing since 1957, entering formula one races for the first time in 2002. The technological challenges presenting themselves in designing racing cars and in series production are similar. The formula one project, however, inspires engine developers to come up with solutions that will later be applied to series-produced cars. Even today, the internal combustion engine still has a large potential for further improvements. Competition and the quest for top performance in car racing will trigger the next revolution in engine technology. In the 21st century the most urgent and vital task facing the automotive industry will be to contribute to lowering CO2 emissions. In the meantime, with this goal in mind, significant improvements in the efficiency of internal combustion engines have been achieved. Significant technologies, such as down-sizing, supercharging and hybridization still hold out an important potential for improvement. Synergic effects can be expected from the combination of internal combustion engines with hybrid systems which will result in marked improvements in engine efficiency and vehicle performance. |
| R.Eckrodt,
President und CEO, K.U.Seidenfuss (lecturer), photograph
no. 16, Senior Executive Officer, Mitsubishi Motors Corporation,
Tokyo: "Opportunities and Challenges Resulting
from the Alliance of Mitsubishi Motors and DaimlerChrysler AG" Mitsubishi Motors Corporation - lately Japan's fourth-largest automaker - designs and produces small cars, full-size passenger cars, SUVs and vans. Its worldwide presence is manifested by the high number of production plants on all continents. The popularity and broad appeal of the "Mitsubishi Motors" brand can be exemplified by the U.S. market, where Mitsubishi Motors Corporation (MMC) actually has the youngest customer base of all imported brands. However, Mitsubishi Motors Corporation is still a traditional Japanese company. Founded in 1870 as a shipping company by Yataro Iwasaki, Mitsubishi produced Japan's first series-produced passenger car, the Model A, in the year 1917. In 1970, the automotive division of Mitsubishi Heavy Industries was spun off to form the Mitsubishi Motors Corporation. In the year 2000 DaimlerChrysler AG and Mitsubishi Motors Corporation announced the formation of an alliance that today encompasses several vehicle segments, consolidated by DaimlerChrysler AG's 37.1% holding in Mitsubishi Motors Corporation. |
 Photo 16: |
 Photo 17: |
Dr.M.Winterkorn,
photograph no. 17, Chairman
of the Board of AUDI AG, Ingolstadt: "Future
Perspectives of the Audi Brands Group" Audi is the leading brand within the sporty brands group of the Volkswagen Corporation. Sports, technology and design act as the cohesive force between the three Group members Audi, Seat and Lamborghini. Synergies were created, in particular, in the areas of technological development and design, but can be achieved in the production of new models. The aim of the Brands Group is to address itself to drivers in all categories, from compact cars to super sports cars. The Brand Group's internal mission is to heighten the quality, reliability, flexibility, profitability and customer orientation of its products. The challenges vary with each brand: Seat is to be positioned upmarket as compared to its competitors, with primary emphasis on factors such as quality awareness and the emotional appeal of this brand. With Lamborghini, the untamed, wild product image must be maintained, while reliability and superior performance are to be stressed even more strongly. Audi is to take over the role of technology leader and will be assigned a place in the even more sporty segment. Clearly sporty concept studies such as "Pikes Peak quattro" or "Nuvolari quattro", but also production versions such as the A8, A3, S4 or TT 3.2 quattro, play a major role in this repositioning exercise. As regards the drive train, innovative high-efficiency transmission systems such as the new DSG will establish themselves as important new technologies. With regard to engines, the turbo SFI concept is currently being given preference for gasoline high-performance engines with excellent emission behaviour. |
Conference ReportAll lectures are contained in the VDI research reports, series 12, no. 539, volumes I and II, and attachments and can be obtained from the ÖVK (Austrian Association of Automotive Engineering), Elisabethstraße 26, A-1010 ViennaE mail: info@oevk.at |
InvitationThe 25th VIENNA INTERNATIONAL MOTOR SYMPOSIUM will be held at the Imperial Palace in Vienna from April 29 to April 30, 2004.I should like to take this early opportunity to invite you to participate in this conference. In view of the large number of participants expected, we recommend that you apply at your earliest convenience once the programme has been announced on the internet in December 2003. Österreichischer Verein für Kraftfahrzeugtechnik (ÖVK), Elisabethstraße 26, A-1010 Wien Tel. +43/1/5852741-0 Fax + 43/1/5852741-99 Email: info@oevk.at Internet: www.oevk.at |
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