Ferrarese A.,MAHLE Metal Leve SA |
De Carvalho M.M.,University of Sao Paulo
Journal of Manufacturing Technology Management | Year: 2013
Purpose - The purpose of this paper is to provide a management tool to maximise the effective time-to-market of a portfolio given the competitive monitoring activities. Design/methodology/approach - From the constant monitoring of competition and market needs, it is proposed to define a time-to-need, time when the market may consume the product under development and competitor will not provide a solution before. This time-to-need is proposed to be defined by an expert committee in a periodical meeting of the portfolio. Once it is identified the time-to-need and the time-to-market (project management), it is possible to manage resources in order to maximise the portfolio outputs. Findings - The application of the mentioned approach in an automotive industry showed improvements on number of launched new products per year (double) and on number of patented product launched (four times more). Research limitations/implications - This approach applies on projects of medium to long term (more than two years) because the resource management can consume set up time. The presented results in this work were based in a single case, which can limit the expected results of the application of this methodology. Practical implications - This approach enables a constant alignment among experts and a better deployment of resources. Originality/value - This work provides a practical tool to promote better resource allocation in a portfolio. It can also be an enabler of innovation projects once it finds resources potential to fund the more front end work. © Emerald Group Publishing Limited.
Da Silva Trindade W.R.,Mahle Metal Leve S.A.
SAE Technical Papers | Year: 2010
During the development of a air intake manifold simulation is necessary to verify the component characteristics in terms of flow considering runner in-balance as focus. Results can also present exhaust gases recirculation (EGR) distribution affecting each of the different runners in order to verify if those recirculated exhaust gases were been equally distributed among all the runner outlets or, at least, presenting a percentual difference of EGR concentration in each runner inside a defined tolerance range. Aiming these results some calculation techniques were used as follow: 1D modeling as well as 3D modeling was used1D model was built using GT-Power and 3D modeling was done using computational fluid dynamics based on ANSYS FLUENT. First results were obtained from 1D model and 3D model running apart. 1D modeling was focused in performance issues (torque and power); 3D modeling was a steady state, multiphase calculation, looking for qualitative results like density and mixing of gases, to verify the flow distribution inside the intake manifold. Pressure loss results were verified but not as main result of this work. A baseline EGR mixer was also tested looking for its efficiency and a new EGR mixer design proposal could took place at this moment, if it was necessary. The distribution of EGR for the runners was obtained from a 1D-3D coupling, it means: 1D model and 3D model were run simultaneously,1D flow results at manifold inlet and EGR valve outlet were passed to CFD model and used as boundary conditions and3D flow results at runners were so passed to 1D model and used as boundary conditions to continue the flow calculation. That sequence was run until convergence were obtained considering at least 10 coupled cycles. Copyright © 2010 SAE International.
Fernandez M.,MAHLE Metal Leve S.A. |
Tomanik E.,MAHLE Metal Leve S.A. |
Carlini R.,MAHLE Metal Leve S.A.
SAE Technical Papers | Year: 2013
Motivated by the demand for the reduction of fuel consumption, in particular to meet the engine energy efficiency goals of the Brazilian incentives legislation (INOVAR AUTO), this paper proposes a method to identify potential for energy efficiency and exemplifies it through three engines of the Brazilian market. The proposed method consists in identify the engine losses in different operating points (speed x load) through combustion mapping and the basic formulations which describe the energy/losses share. These data are grouped into 12 map sections, allowing the identification of the ones with more improvement potential. The baseline engine is 1.6 l naturally aspirated, port injection and was tested with E100 fuel (100% Ethanol). Engine #2 is similar to the baseline but with 4 valves per cylinder and a lower viscosity oil. The engine #3 is a more advanced engine: turbo charged, direct fuel injection, variable valve train and piloted pumps. In the tested engines, the average energy efficiency is around 29%. The baseline engine is the one with more thermal losses. In urban conditions (low load and low speed), it was possible to identify a significant improvement potential when compared to the other two tested engines. The proposed method was compared with literature data and it may serve as an analytical tool for diagnosing potentials for component optimization. © 2013 SAE INTERNATIONAL.
Zhmud B.,Applied Nano Surfaces Sweden AB |
Tomanik E.,MAHLE Metal Leve S.a. |
Xavier F.-A.,NAGEL Maschinen U. Werkzeugfabrik GmbH
Lubrication Science | Year: 2014
Triboconditioning is a mechanochemical surface finishing process developed for improving the tribological properties of mechanical components made of steel or cast iron. The process combines elements of extreme pressure mechanical burnishing of the component surface with a tribochemical deposition of a low-friction anti-wear film of tungsten disulphide (WS2). This allows one to produce, in a single finishing operation, a smoother surface with a significantly reduced coefficient of boundary friction and improved wear-resistance and load-carrying capacity. This study presents results of tribological rig tests carried out with valve train components and cylinder bores that underwent the triboconditioning treatment. The results show significant improvement in the tribological properties of triboconditioned components. The improvement is attributed to the formation of WS2 tribofilms at the component surface and a modified surface roughness profile with reduced core roughness (Rk) and peak height (Rpk). Elemental composition of the tribofilms generated by the triboconditioning process has been studied by X-ray photoelectron spectroscopy and energy dispersive X-ray spectroscopy the surface profile of the treated components has been studied using vertical scanning interferometry and the internal structure of the tribofilms has been studied with focused ion beam-transmission electron microscope technique. © 2013 John Wiley & Sons, Ltd.
Mahle Metal Leve S.A. | Date: 2014-07-01
The heat exchanger (HE) has a first stage and a second stage (E1, E2) which are seated and affixed in a connecting block seated and affixed to the engine (M). The first stage (E1) is provided with a fuel inlet nozzle and a fuel outlet nozzle which are connected to the supply of fuel to the engine (M), and the connecting block defines: a return conduit, communicating an outlet of a cooling water circuit of the engine (M) with a water inlet in the first stage (E1); an interconnecting conduit communicating a water outlet of the first stage (E1) with a water inlet of the second stage (E2); an outlet conduit communicating a water outlet of the second stage (E2) with an inlet of a water radiator having an outlet; and two oil conduits, communicating a lubricant oil circuit of the engine (M) with the second stage (E2).
Mahle Metal Leve S.A. | Date: 2014-07-01
The heat exchanger comprises a first and a second stage (E1,E2), each having an inlet and an outlet of water, the second stage (E2) having an inlet and an outlet of oil, the first stage (E1) being provided with fuel inlet and outlet nozzles, selectively connected, in parallel, to the fuel supply to the engine (M). The inlet and outlet of water of the first stage (E1) are respectively connected to the outlet of the water radiator, by means of a cooling water circuit internal to the engine (M), and to the water inlet of the second stage (E2). The water outlet of the second stage (E2) is connected to the inlet of a water radiator, and the inlet and outlet of oil in the second stage (E2) are connected in series to a lubricant oil circuit internal to the engine (M).
Mahle Metal Leve S.A. and Mahle GmbH | Date: 2011-06-01
An oil control ring for internal combustion engines, formed by a ferrous body having two external contact surfaces where each surface contains first and second extremity edges, two tilted faces where each tilted face starts from the respective second edge, a peripheral transversal section directed at the cylinder wall and an internal circular section directed at the side of the piston, where the projections of contact are directed, so that the respective tilted faces are turned facing the other, symmetrically, in a preferred concretization. The ring allows the maintenance of appropriate levels of contact pressure, even under reduced expanding loadings due to the use of profile that brings reduced contact of the ring with the cylinder interface. Additionally, it brings better dynamic stability and consequent distribution of the contact pressure of the set. It also makes it possible to apply superficial hardening treatments on oil rings with reduced contact surface.
Mahle Metal Leve S.A. | Date: 2011-12-22
The fuel filter comprises: a housing (10); a lid (20) hermetically retained against an open end (14) of the housing (10) and incorporating an outlet nozzle (21); and a tubular filter element (50) housed inside the housing (10) to define, therewith, an annular fuel admission chamber (C). The filter element (50) has its interior maintained in communication with the outlet nozzle (21) of the lid (20. The housing (10) has the open end (14) thereof provided with an outer thread (16), at least one of the parts defined by the open end (14) of the housing (10) and by the lid (20) carrying a sealing means (30) seated against the other of said parts, the filter further comprising a nut (40) to be engaged to said outer thread (16) of the housing (10) and to the lid (20), maintaining the latter hermetically seated on the housing (10).
Mahle Metal Leve S.A. | Date: 2014-07-01
The internal combustion engines (M) of the invention are provided with a cooling water circuit, associated with a water radiator and with a lubricant oil circuit. The heat exchanger (HE) comprises an inlet and an outlet of water connected, in series, to an outlet of the water radiator, by means of a cooled water conduit and of the cooling water circuit, and to an inlet of the water radiator, by means of a return conduit and a hot water conduit; a fuel inlet nozzle and a fuel outlet nozzle, selectively connected to the fuel supply to the engine (M); and an inlet and an outlet of lubricant oil, connected to the lubricant oil circuit by means of respective oil conduits.
Mahle Metal Leve S.A. | Date: 2014-02-25
The system is applied to an engine (M) having an injection system (10), a fuel feed line (30) and a cooling system (CS), by means of a cooling fluid which circulates, through hot fluid ducts (61a, 61b) and cold fluid ducts (62a, 62b), through the engine (M) and through a heat exchanger (60). The feed line (30) comprises: a first segment (31), connected to the injection system (10) and provided with a first valve (33), to be closed when the fuel temperature is below a maximum value, and open when the fuel temperature reaches the maximum value; and a second segment (32) derived from the first and absorbing thermal energy from the hot fluid duct (61a, 61b) or from the combustion gases and provided with a second valve (34) which remains open while the fuel temperature is lower than the maximum value, and which is closed when said temperature reaches the maximum value.