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

2

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

13 13

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