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News Article | February 15, 2017
Site: www.marketwired.com

FARMINGTON HILLS, MI--(Marketwired - February 14, 2017) - MAHLE Service Solutions has introduced Topology Diagnostics, a tool to help OE manufacturing plants and service departments generate fault specific topology diagrams using vehicle harness data in order to provide topology diagrams on the go. This new tool, unveiled at the 2017 NADA Convention & Expo in New Orleans, renders the topology view of the circuit diagrams in 2-D to isolate possible connector or circuit faults to help expedite the diagnostic process and virtually eliminate the need for static wiring diagrams. MAHLE Service Solutions has partnered with Tweddle Group, a world leader in technical information solutions, to bring Topology Diagnostics to its customers. Topology Diagnostics combines Tweddle's technology with MAHLE Service Solutions' diagnostics products and knowledge to enable the tool to work for OEMs in their factories and dealerships. Topology Diagnostics will begin to roll out at OEMs in the first half of 2017. According to Andreas Huber, general manager, MAHLE Service Solutions, today's wiring diagrams are generic and show all possible vehicle options and circuits. "This becomes burdensome for a technician who is trying to follow a specific circuit," explained Huber. "Our topology diagrams are vehicle and fault specific, helping reduce the complexity of a generic wiring diagram." Technicians benefit from a quick diagnosis of the problem, and an on-demand topology diagram in a simplified view with pin numbers, individual wires and colors. A prioritized list of connectors to check is based on circuit logic with a "probable cause" of failure integrated into connector priority. Huber said the tool also benefits OEMs with cost savings by significantly reducing the need to develop service level wiring diagrams and reduced errors. "Since our Topology tool can generate wiring diagrams on the fly, based on vehicle and fault, it significantly reduces an OEM's need to produce static service level wiring diagrams." The work to bring Topology Diagnostics to market was undertaken through the leadership of MAHLE Test Systems, which was successfully integrated into the MAHLE Service Solutions division of MAHLE Aftermarket Inc. as of Jan. 1, 2017, to help take electronic vehicle testing, diagnostics and repair to the next level. "This integration makes MAHLE Service Solutions a full-service solutions provider for the entire life cycle of a vehicle," said Huber. With no special hardware or connections needed to access the vehicle, Topology Diagnostics can quickly detect module level "no communication" errors and analysis, and diagnostic trouble code (DTC) failure and analysis. The DTC failure and analysis is a significant advantage of the application because it helps cover a wide variety of failure use cases to simplify the diagnostic process without having to tear apart multiple systems to find the wiring problem. "The tool offers easy mapping of vehicle electronics to provide significant opportunity for deep analytics and learning to understand the vehicle network and types of faults," explained Huber. "With our upcoming projects we will be able to quantify the analytics in terms of time savings, material cost savings and quality improvements at the factory level. We are confident the savings will be very significant and function as a preventive tool to avoid further problems down the road." The combined expertise of Tweddle Group, MAHLE Test Systems' 30-plus years of electronic vehicle testing and diagnostic tools experience, and MAHLE Service Solutions' 25-year history in serving the aftermarket, will lead to a comprehensive solution in automotive electronic testing for use throughout the diagnostic and repair life cycle of a vehicle from manufacturing to the aftermarket. For more information about MAHLE Service Solutions, visit www.servicesolutions.mahle.com. About MAHLE MAHLE is a leading international development partner and supplier to the automotive industry. With its products for combustion engines and their peripherals as well as solutions for electric vehicles, the group addresses all the crucial issues related to the powertrain and air conditioning technology -- from engine systems and components to filtration to thermal management. In 2015, the group generated sales of approximately EUR 11.5 billion (12.8 billion USD) with around 76,000 employees and is represented in 34 countries with over 170 production locations. About MAHLE Aftermarket MAHLE Aftermarket, the business unit specializing in spare parts, uses the expertise from the series production of original equipment in its automotive aftermarket product range, and supplies trade, repair shop and engine repair partners. MAHLE Aftermarket is represented at 22 locations and other sales offices worldwide, with 1,582 employees. In 2015, the business unit achieved a global sales volume of EUR 835 million (929 million USD). About MAHLE Service Solutions MAHLE Aftermarket Inc., Service Solutions division specializes in the development, manufacturing and distribution of automotive services, tools and maintenance equipment, including vehicle diagnostics, air conditioning service, fluid exchange and nitrogen tire inflation systems. Formerly known as RTI Technologies, MAHLE Service Solutions continues its legacy of building shop equipment for the most stringent OEM and aftermarket needs. Along with this expertise, MAHLE Service Solutions combines the know-how of MAHLE Behr with automotive thermal management and MAHLE Powertrain with automotive test systems. Each of these three entities have more than 25 years of R&D and technology deployment experience providing advanced solutions for OE manufacturers. In addition to the high-quality products offered through its Service Solutions division, MAHLE Aftermarket provides a comprehensive and well-developed service network to ensure quick and professional technical support and training for repair shops. For more information about MAHLE Aftermarket Service Solutions, visit www.servicesolutions.mahle.com. About Tweddle Group With over 800 employees and offices throughout North America, Europe and Asia, Tweddle Group is a leading provider of information and technology solutions for automotive OEMs and their suppliers. Tweddle's unique combination of services encompasses content development, management and delivery of vehicle information to support OEM aftersales initiatives. OEMs such as FCA, Ford, Nissan, Subaru, BMW and Toyota rely on Tweddle to deliver innovative solutions designed to increase customer satisfaction and streamline vehicle diagnostics and repair.


Attard W.P.,MAHLE Powertrain | Bassett M.,MAHLE Powertrain | Parsons P.,MAHLE Powertrain | Blaxill H.,MAHLE Powertrain
SAE Technical Papers | Year: 2011

Turbulent Jet Ignition is an advanced spark initiated pre-chamber combustion system for otherwise standard spark ignition engines found in current passenger vehicles. This next generation pre-chamber design simply replaces the spark plug in a conventional spark ignition engine. Turbulent Jet Ignition enables very fast burn rates due to the ignition system producing multiple, widely distributed ignition sites, which consume the main charge rapidly. This high energy ignition results from the partially combusted (reacting) pre-chamber products initiating combustion in the main chamber. The distributed ignition sites enable relatively small flame travel distances enabling short combustion durations and high burn rates. Multiple benefits include extending the knock limit and initiating combustion in very dilute mixtures (excess air and or EGR), with dilution levels being comparable to other low temperature combustion technologies (HCCI), without the complex control drawbacks. Previous Turbulent Jet Ignition experimental results have highlighted peak net indicated thermal efficiency values of 42% in a standard contemporary PFI engine platform. Additionally, the pre-chamber combustion system is capable of tolerating up to 54% mass fraction diluent (combination of excess air and EGR) at the world wide mapping point, resulting in near zero engine out NOx emissions. The purpose of this paper is to conduct a more thorough analysis of the technology and highlight the current speed load envelop recently achieved. Mini-map speed load experimental data is presented in this paper and used to generate several simulated drive cycles in a medium class passenger vehicle. Drive cycle fuel economy comparisons are then made across combustion regimes in the same engine platform, including stoichiometric spark ignition, lean burn spark ignition, HCCI and Turbulent Jet Ignition. Analysis highlights that a drive cycle fuel consumption improvement near 25% can be achieved with the Turbulent Jet Ignition combustion system, albeit with the high potential in meeting current day and future legislative emission regulations without the need for expensive lean NOx after-treatment. This would exceed the drive cycle fuel economy improvement achieved with other low temperature combustion technologies (HCCI) in the same engine platform as there is no requirement to switch back to conventional spark ignition combustion at high and low loads, which limits fuel economy improvements and maximum compression ratio for knock avoidance. Copyright © 2011 SAE International.


Attard W.P.,MAHLE Powertrain | Parsons P.,MAHLE Powertrain
SAE International Journal of Engines | Year: 2010

Turbulent Jet Ignition is an advanced spark initiated prechamber combustion system for an otherwise standard spark ignition engine found in current on-road vehicles. This next generation pre-chamber design simply replaces the spark plug in a conventional spark ignition engine. Turbulent Jet Ignition enables very fast burn rates due to the ignition system producing multiple, widely distributed ignition sites, which consume the main charge rapidly. This high energy ignition system results from the partially combusted (reacting) pre-chamber products initiating main chamber combustion. The fast burn rates allow for increased levels of dilution (lean burn and/or EGR) when compared to conventional spark ignition combustion, with dilution levels being comparable to other low temperature combustion technologies (HCCI) without the complex control drawbacks. Previous Turbulent Jet Ignition light load results at the world wide mapping point (1500 rev/min, 3.3 bar IMEPn) have demonstrated an 18% improvement in fuel economy, with single digit ppm engine out NOx emissions. This paper focuses on performance, efficiency, emissions and combustion effects of a Turbulent Jet Ignition system operated at unthrottled conditions with load variation achieved by altering the dilution level (excess air and/or EGR). Turbulent Jet Ignition single cylinder experimental results at 1500 rev/min highlight a matched load operating range when compared to conventional spark ignition combustion, with identical peak BMEP and the ability to operate in an unthrottled mode down to 3.9 bar IMEPn with increasing dilution levels. © 2010 SAE International.


Attard W.P.,MAHLE Powertrain | Parsons P.,MAHLE Powertrain
SAE International Journal of Engines | Year: 2010

Turbulent Jet Ignition is an advanced spark initiated prechamber combustion system for an otherwise standard spark ignition engine found in current on-road vehicles. This next generation pre-chamber design simply replaces the spark plug in a conventional spark ignition engine. Turbulent Jet Ignition enables very fast burn rates due to the ignition system producing multiple, widely distributed ignition sites, which consume the main charge rapidly. This high energy ignition system results from the partially combusted (reacting) prechamber products initiating main chamber combustion. The fast burn rates allow for increased levels of dilution (lean burn and/or EGR) when compared to conventional spark ignition combustion, with dilution levels being comparable to other low temperature combustion technologies (HCCI) without the complex control drawbacks. Previous Turbulent Jet Ignition experimental results have highlighted peak net indicated thermal efficiency values of 42% in a standard modern engine platform. Additionally, the pre-chamber combustion system is capable of tolerating up to 54% mass fraction diluent (excess air and EGR) at the world wide mapping point of 1500 rev/min, 3.3 bar IMEPn (~2.62 bar BMEP), resulting in an 18% improvement in fuel economy and near zero engine out NOx emissions. This paper focuses on single cylinder experiments at the world wide mapping point, which attempted to extend the dilution level further by altering the flame kernel development inside the very small but rich pre-chamber environment. Turbulent Jet Ignition experiments incorporated previous techniques found to affect the dilution limits in conventional spark ignition combustions systems. This included variations in spark plug type, orientation, location and electrode gap for the spark plug initiated pre-chamber combustion system. Experimental results highlighted that the pre-chamber combustion system is quite robust and largely unaffected by these changes, unlike conventional spark ignition combustion, as long as combustion inside the prechamber can be initiated. This occurs as combustion in the heavily diluted main chamber is driven by the chemical, thermal and turbulence effects of the propagating jet exiting the pre-chamber and not the flame front itself. Nevertheless, experiments found the eliminating the dead volume near the spark plug inside the pre-chamber, was beneficial in reducing the trapped residuals and thus enabled the dilution level to be slightly improved from an exhaust lambda of 2.08 to 2.14 (54 to 56% mass fraction diluent). © 2010 SAE International.


Attard W.P.,MAHLE Powertrain | Kohn J.,MAHLE Powertrain | Parsons P.,MAHLE Powertrain
SAE International Journal of Engines | Year: 2010

Turbulent Jet Ignition is an advanced pre-chamber initiated combustion system for an otherwise standard spark ignition engine found in current on-road vehicles. This type of ignition enables very fast burn rates due to the ignition system producing multiple, widely distributed ignition sites, which consume the main charge rapidly. This high energy ignition system results from the partially combusted (reacting) pre-chamber products initiating main chamber combustion. The fast burn rates allow for increased levels of dilution (lean burn and/or EGR) when compared to conventional spark ignition combustion, with dilution levels being comparable to other low temperature combustion technologies (HCCI) without the complex control drawbacks. Previous Turbulent Jet Ignition experimental results have highlighted peak net indicated thermal efficiency values of 42% in a standard modern engine platform. Additionally, the pre-chamber combustion system is capable of tolerating up to 54% mass fraction diluent at the world wide mapping point of 1500 rev/min, 3.3 bar IMEPn (~2.62 bar BMEP), resulting in an 18% improvement in fuel economy and near zero engine out NOx emissions. This paper focuses on single cylinder experiments, which reduced the ignition energy of the spark initiated pre-chamber combustion system from 75 to less than 5 mJ. Experimental results highlight that the pre-chamber combustion system is quite robust and largely unaffected by ignition energy changes, unlike conventional spark ignition combustion which typically requires high amounts of energy (over 50 mJ) under diluted (lean burn/EGR) operation. This occurs as jet ignition combustion in the heavily diluted main chamber is driven by the chemical, thermal and turbulent effects of the propagating jet exiting the pre-chamber and not the flame kernel growth and subsequent travelling flame front as in spark ignition combustion. Consequently, results show the potential to significantly reduce the ignition energy demand and hence ignition coil and spark plug size for the Turbulent Jet Ignition combustion system. This has additional benefits in improving component longevity, reducing ignition system costs and aiding in cylinder head packaging. © 2010 SAE International.


Attard W.P.,MAHLE Powertrain | Fraser N.,MAHLE Powertrain | Parsons P.,MAHLE Powertrain | Toulson E.,Michigan State University
SAE International Journal of Engines | Year: 2010

Turbulent Jet Ignition is an advanced pre-chamber initiated combustion system for an otherwise standard spark ignition engine found in current on-road vehicles. This next generation pre-chamber design overcomes previous packaging obstacles by simply replacing the spark plug in a modern four valve, pent roof spark ignition engine. Turbulent Jet Ignition enables very fast burn rates due to the ignition system producing multiple, distributed ignition sites, which consume the main charge rapidly and with minimal combustion variability. The fast burn rates allow for increased levels of dilution (lean burn and/or EGR) when compared to conventional spark ignition combustion, with dilution levels being comparable to other low temperature combustion technologies (homogeneous charge compression ignition - HCCI) without the complex control drawbacks. This paper focuses on preliminary performance, efficiency, emissions and combustion effects of a Turbulent Jet Ignition system operated with commercially available fuels at the world wide mapping point of 1500 rev/min, 3.3 bar IMEPn (∼2.62 bar BMEP). Single cylinder experimental results highlight that the pre-chamber combustion system is capable of tolerating up to 54% mass fraction diluent while still maintaining adequate combustion stability. The high diluent fraction has enabled the pre-chamber combustion system to record an 18% improvement in fuel consumption when compared to conventional stoichiometric spark ignition. The efficiency improvements are due to a combination of combustion improvements, the near elimination ofdissociation due to the low combustion temperatures and reduced engine throttling. Additionally, the low temperature combustion has resulted in single digit ppm engine out NOx emissions with controllable levels of HC and CO emissions. © 2010 SAE International.


Attard W.P.,MAHLE Powertrain | Blaxill H.,MAHLE Powertrain
SAE International Journal of Engines | Year: 2012

Turbulent Jet Ignition is an advanced spark initiated pre-chamber combustion system for otherwise standard spark ignition engines found in current passenger vehicles. This next generation pre-chamber design simply replaces the spark plug in a conventional spark ignition engine. Turbulent Jet Ignition enables very fast burn rates due to the ignition system producing multiple, widely distributed ignition sites, which consume the main charge rapidly. This high energy ignition results from the partially combusted (reacting) pre-chamber products initiating combustion in the main chamber. The distributed ignition sites enable relatively small flame travel distances enabling short combustion durations and high burn rates. Multiple benefits include extending the knock limit and initiating combustion in very dilute mixtures (excess air and/or EGR), with dilution levels being comparable to other low temperature combustion technologies (HCCI), without the complex control drawbacks. Previous Turbulent Jet Ignition experimental results have highlighted peak net indicated thermal efficiency values of 42% in a standard contemporary PFI engine platform. Additionally, the pre-chamber combustion system is capable of tolerating over 50% mass fraction diluent (combination of excess air and EGR) at part load, resulting in near zero engine out NOx emissions. This equates to a greater than 20% peak fuel economy improvement when compared to stoichiometric spark ignition in the same contemporary PFI engine platform. Although previous published results of this combustion system are very promising, the main hurdle of this system has been the dual fuel system, with liquid gasoline used in the main combustion chamber and small fractions of gaseous propane in the pre-chamber. The purpose of this paper is to demonstrate that this combustion system can operate on a single fuel, either gaseous propane or liquid gasoline, thus making the combustion system more practical for production applications. © 2011 Society of Automotive Engineers of Japan, Inc.


Attard W.P.,MAHLE Powertrain | Blaxill H.,MAHLE Powertrain
SAE Technical Papers | Year: 2012

Turbulent Jet Ignition is an advanced spark initiated pre-chamber combustion system for otherwise standard spark ignition engines. Combustion in the main chamber is initiated by jets of partially combusted (reacting) pre-chamber products which provide a high energy ignition source. The resultant widely distributed ignition sites allow relatively small flame travel distances enabling short combustion durations and high burn rates. Demonstrated benefits include ultra lean operation (λ>2) at part load and high load knock improvement near stoichiometric conditions. Although previous results of this combustion system have been very promising, the main hurdle of this system has been the need for a dual fuel system, with liquid gasoline used in the main combustion chamber and small fractions of gaseous propane in the pre-chamber. The purpose of this paper is to demonstrate that this combustion system can operate robustly using a sole gasoline system, with vaporized gasoline found to be a successful substitute for the pre-chamber propane over all comparable conditions. With this concept, the test engine recorded a peak net thermal efficiency of 42.8% (190 g/kWh ISFCn) and single digit engine out NOx emissions. The pre-chamber jet ignition system was also examined at unthrottled stoichiometric conditions up to 5500 rev/min, with successful operation demonstrated up to 13.2 bar IMEPn. Additionally, jet ignition combustion was also examined in order to evaluate pressure rise rate limitations for potential future high load powertrain applications. Copyright © 2012 SAE International.


Attard W.P.,MAHLE Powertrain | Blaxill H.,MAHLE Powertrain
SAE Technical Papers | Year: 2012

Turbulent Jet Ignition is an advanced spark initiated pre-chamber combustion system for otherwise standard spark ignition engines. Combustion in the main chamber is initiated by jets of partially combusted (reacting) pre-chamber products which provide a high energy ignition source. The resultant widely distributed ignition sites allow relatively small flame travel distances enabling short combustion durations and high burn rates. Demonstrated benefits include ultra lean operation (λ>2) at part load and high load knock limit extension. Previous jet ignition experimental results have highlighted high thermal efficiencies, high load capability and near zero engine out NOx emissions in a standard contemporary engine platform. Although previous results of this system have been very promising, the main hurdle has been the need for a dual fuel system, with liquid gasoline used in the main combustion chamber and small fractions of gaseous propane in the pre-chamber. Initial attempts in replacing the pre-chamber gaseous propane with liquid gasoline were problematic, although engine operation was successful at some operating conditions. The poor mixture preparation with liquid gasoline inside the small pre-chamber cavity due to the limited production injector hardware somewhat compromised the thermal efficiency, resulting in slight elevations in NOx emissions. Since specialized pre-chamber injector hardware was not available for evaluation, the purpose of this paper is to demonstrate that this combustion system can operate robustly using gasoline, with vaporized gasoline found to be a successful pre-chamber fuel substitute. With this concept at part load, the test engine recorded a 41.4% peak thermal efficiency, ultra lean operation past lambda 2.1, single digit engine out NOx emissions and a 20% peak fuel economy improvement over the baseline spark ignition system. Copyright © 2012 SAE International.


Toulson E.,Michigan State University | Schock H.J.,Michigan State University | Attard W.P.,MAHLE Powertrain
SAE Technical Papers | Year: 2010

This paper reviews progress on turbulent jet ignition systems for otherwise standard spark ignition engines, with focus on small pre-chamber systems (<3% of clearance volume) with auxiliary pre-chamber fueling. The review covers a range of systems including early designs such as those by Gussak and Oppenheim and more recent designs proposed by GM, FEV, Bosch and MAHLE Powertrain. A major advantage of jet ignition systems is that they enable very fast burn rates due to the ignition system producing multiple, distributed ignition sites, which consume the main charge rapidly and with minimal combustion variability. The locally distributed ignition sites allow for increased levels of dilution (lean burn/EGR) when compared to conventional spark ignition combustion. Dilution levels are comparable to those reported in recent homogeneous charge compression ignition (HCCI) systems. In addition, jet ignition systems have the potential for combustion phasing control and hence speed/load range benefits when compared to HCCI, without the need for SI-HCCI combustion mode switching. The faster burn rates also allow for a base compression ratio increase (1-2 points) when compared to spark ignition and when combined with diluted mixture combustion, provide increased engine efficiency. Copyright © 2010 SAE International.

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