GALMUS 2016 Conference Presenter Dr. Wolfram Buschhaus, Technical Leader and Manager Base Engine Design Ford P/T R&A Ford Team Kevin Byrd, Neal Corey, Mark Madin, Cliff Maki Development of Light Weight Engine Components for 1.0L I3 EcoBoost Engine
GALMUS 2016 Conference
Presenter
Dr. Wolfram Buschhaus, Technical Leader and Manager Base Engine Design Ford P/T R&A
Ford Team
Kevin Byrd, Neal Corey, Mark Madin, Cliff Maki
Development of Light Weight Engine
Components for 1.0L I3 EcoBoost Engine
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Acknowledgement
The authors thank our colleagues in Ford, BASF Corporation,
Monoplast GmbH, Hexion Inc. and all our suppliers who have
assisted with the design, build and testing of the MMLV engine.
This material is based upon work supported by the Department of
Energy National Energy Technology Laboratory under Award
Number No. DE-EE0005574.
This report was prepared as an account of work sponsored by an
agency of the United States Government. Neither the United
States Government nor any agency thereof, nor any of their
employees, makes any warranty, express or implied, or assumes
any legal liability or responsibility for the accuracy, completeness,
or usefulness of any information, apparatus, product, or process
disclosed, or represents that its use would not infringe privately
owned rights. Reference herein to any specific commercial
product, process, or service by trade name, trademark,
manufacturer, or otherwise does not necessarily constitute or
imply its endorsement, recommendation, or favoring by the United
States Government or any agency thereof. The views and
opinions of authors expressed herein do not necessarily state or
reflect those of the United States Government or any agency
thereof. Such support does not constitute an endorsement by the
Department of Energy of the work or the views expressed herein.
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Project Overview
As part of the DOE sponsored Multi Material Lightweight Vehicle (MMLV) project, Ford:
• Developed and integrated new processes and materials into new powertrain designs
• Significantly reduced component masses
• Enabling continued FE improvements while enhancing vehicle performance
• 15.5% engine mass reduction to support a total of 23.3% mass reduction for the vehicle (est. 14-16% FE)
PM Insert Alum Block
Carbon Fiber Cam Carrier
Forged Aluminum Connecting Rod
Carbon Fiber Front Cover andOil Pan (Structural)
1.0L I3 EcoBoost
Weight Savings %
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Carbon Fiber Cam Carrier
Objectives: Develop a reduced mass cylinder head assembly that can
accommodate the high peak cylinder pressures and temperatures of a boosted gasoline engine. • Maintain hydrodynamic oil film for dynamic valve train components• Maintain valve train diametrical and positional tolerance requirements
MMLV Cylinder head assembly
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Design
Cylinder head assemblyInnovative two-piece design
• Required careful design attention on locating a feasible “split-plane”
Carbon fiber cam carrier
• 1.2 kg mass reduction from baseline (15%)
Alum production one-piece Carbon fiber cam carrier• Head Assembly = 6.5kg (Currently 7.7kg)• Injection molded with inserts for camshaft bearings and
tappet bores
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CAE
Complex mold filling simulationOptimize injection molding of the cam carrier:
• Pressure distribution• Restrictions• Air entrapment• Gate location • Venting• Fill time• (Heating Simulation)• (Fiber alignment)
Results• Molding of part feasible
Solidification Analysis (Hexion/ISK GmbH)• Initial results determined the injection molding
of a “net shape” part to be feasible
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Manufacturing
Al cam
bores
CF structure
Bronze tappet
bores
Mixed material design: CF + Al + bronze
Mixed material designTight package constraints (c/o production), functional requirements
(valvetrain) and min. weight target demanded a mixed material
design: CF + Al + bronze
• Development of insert bonding for
valvetrain hydrodynamic film and
wear surfaces
• Demanding tolerances (diametrical,
positional, lash)
• Accounting for thermal expansion
rates of the three different interfacing
materials
• Parent CF material fastener threads
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Bench Testing
Valve train Test Rig
Motoring production short block
• Low speed wear test
• High speed test
• Fastener torque retention
Results
• Successful post-test inspection
Motoring Test Rig
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CF Front Cover and Oil Pan
Objective: Produce production ready, reduced mass Front Cover
and Oil Pan.
Particular emphasis was placed on the retention of several key features that were in
the original models:
• Integrated engine mount
• Variable Valve Control (VCT) unit mount bosses
• Water pump mounting bosses and water pump passage
• Crank seal housing
• Transmission case interface mount
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Design
Carbon Fiber Oil Pan• Mass reduction of 33% (2.97 kg vs. 1.95 kg)
Carbon Fiber Cover• Mass reduction of 24% (3.78 kg vs. 2.78 kg)
Key Features:
• Carbon Fiber material (Long Carbon Fiber material
(PA66-CF50-01 - 50% wt. carbon fiber reinforced nylon 66)
• Load Limiters at all through bolt interfaces
• Knurled Threaded Inserts at all attachment interfaces
• RTV Seal
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CAE
Displacement Contours
1st Mode within 1% of target
for Vertical Engine Mount
Mode
Powertrain Bending Analysis
• CAE/CAD tools were used to successfully
predict the powertrain bending stress
targets for the oil pan that are seen in the
current engine for global vertical, lateral and
torsional bending modes.
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Manufacturing
Injection Molding Low Shear Screw Design
• Developed for minimum fiber breakage
Injection Molding Machine
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Bench Testing
Low Cycle Fatigue Test Thermal ShockTest
Insert Pullout/Push-out Test
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PM Insert Aluminum Cylinder Block
Objective: Develop a reduced mass cylinder block assembly with balanced
structural requirements
EcoBoost engine technology –
Create an Aluminum cylinder block with similar attributes as cast iron
Maintain / improve performance
Utilizes Carry Over dimensions to current production block
Bore Bore Spacing Bore Bridge
71.9 mm 78.0 mm 6.1 mm
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Design
Bulkhead Insert design parameters
Developed to manage GTDI combustion
loads
Note the combustion load path
Aluminum structure maintains positioning of
bulkhead inserts
Main journals have improved stability
Improves crank bore pitch location
Single material around crank bore
Fracture split cap enables good cap alignment
during assembly
Additional technologies studied
Cross drilled bore bridges
Thermal Spray Coated cylinder bore walls
Combustion
Load path
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CAE
Bulkhead insert material: GJV-450 (CGI)
Bulkhead insert material: WSS-M10A69-C1 (sinter forged)
CAE Analysis improved design
Optimize leg cross-section
using I-beam configuration
Chose most suitable alloy
Examined effects of bonding
between Al block and PM
insert
Re-design of insert surface
features for improved bond
stability in casting
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Manufacturing
Manufacturing Engineering learned how to locate and align the bulkhead insert to
guarantee proper dimensional control
All new casting strategies driven by CAE solidification modeling
Fracture Split MBC Developed the
Manufacturing Process
Bulkhead with Fracture Split Cap Processing Development
• Alloy optimized to be fracture-split at room temperature
• Fracture-Split Operation
Laser etch to scribe crank bore surface
Requires a mandrel to force failure along scribed line
Eliminates block face milling of main bearing saddle
mounting surface
Eliminates machining of main bearing caps to press fit
into block saddles
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Bench Testing
Four phases of bench testing conducted on
bulkhead insert technology
NVH testing: validate good bonding was
achieved in casting
NVH testing: potential manufacturing born
failures on insert stability
MTS Fatigue testing: validate structural
integrity and CAE prediction
CAE Prediction of
fracture site
Fracture site is
as predicted
Block modes vs Cap modes ~ FRF values
determined bond integrity showing unidirectional
sensor placement
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Forged Aluminum Connecting Rod
Objectives: Develop a durable, lightweight, high volume, aluminum
connecting rod using Hot Thermal Mechanical Processing (HTMP) to reduce engine mass, inertia, engine imbalance, and improve performance. Target initial applications with potential for balance shaft system delete to offset costs.
Finished Connecting RodForging
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Design
Forged 2618 Aluminum Connecting Rod
• Aluminum rod = 270g (Currently 421g)
• 41% weight savings over steel rod + bearing
• Lower rod mass yields additional crankshaft
mass and inertia reduction
• Lower engine balance forces and couples
• Reduced bearing loads
• Higher RPM capability
Deletion of bearing
and bushing
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CAE
Detailed design for high volume manufacturing
Bore Distortion
Joint Separation
Contact Pressures
Fatigue
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Manufacturing Development
Fatigue Strength at 10^7 Cycles
Mat’l Data
• Forging trials. Process Development. Material Testing
• Leveraging an all new thermo-mechanical process for producing fine grain alloys
• Re-integration of the forging and heat treat process for dynamic recrystallization
HTMP ProcessUp to 25% increase in fatigue strength
~30-40% increase in ductilityYieldsFine grain
microstructure
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Testing
Bench Testing• MTS – fatigue rig
• Testing at room and operating temperatures
• Prove out for design and manufacturing
process
• Compare to specimen fatigue and correlate
CAE models
Bench Fatigue Rig
Dyno NVH
NVH Testing• Full firing engine
• Measure radiated noise and
engine balance
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Durability Testing
Complete firing engine• Carbon Fiber Cam Carrier
• Carbon Fiber Front Cover & Oil Pan
• PM Insert Aluminum Cylinder Block
• Forged Aluminum Connecting Rod
Dynamometer TestingRoad Load Cycle Durability
• Results - Successful !!
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Q&A
Weight Savings %
1.0L I3 EcoBoost