Porsche Engineering

MagazIne

cuStOMERS & MaRKEtS Scania and Porsche Engineering – a very special collaboration
PORScHE uP clOSE Master of curves: the new Cayman
ENGiNEERiNG iNSiGHtS More efficient software development through rapid control prototyping Issue 1 / 2013
www.porsche-engineering.com

Engine development for the future

Complete Vehicle · Styling · Body & Safety · Engine · Drivetrain · Chassis · Electrics & Electronics · Testing · Industrial Engineering · Production Engineering

Arguably the main technology centre

at Porsche Engineering:
the brains of our engineers.
 Dear readers,

 _____ Porsche. Engine. Two words that are inseparable.

Looking at the example of the 911, we can see just what an
extraordinary development an engine — in this case a flat-six
engine — goes through in 50 years. Throughout the years
and to this day, engine developers have asked themselves
how much further the traditional combustion engine can
be developed. In this issue, Porsche Engineering Magazine
­examines this ever-­fascinating subject and shows that engine
development has not reached the end of the road — not by
any stretch of the imagination.

On the one hand, there is the indefatigable drive of our

­engineers, which inspires them to grapple with the technical
Malte Radmann and Dirk Lappe, challenges presented by the field with each new day. On the
Managing Directors of Porsche Engineering
other hand, changing conditions such as CO2 regulations,
as well as evolving demand due to issues surrounding the
social acceptance of vehicles and sports cars in particular,
also influence our development work.

But we don’t restrict ourselves exclusively to cars — we like

to test our mettle in other areas as well. In this issue we take
About Porsche Engineering a look at our collaboration with the commercial vehicle
manufacturer Scania.
Creating forward-looking solutions was the standard
set by Ferdinand Porsche when he started his design You can also look forward to learning about some tech­
office in 1931. In doing so, he laid the foundation for nical details from the development of the new Porsche
today’s engineering services by Porsche. We renew Cayman as well as engineering insights about the “rapid
our commitment to that example with each new project control prototyping” method, which facilitates an efficient
that we carry out for our customers. and flexible model-based software development process.
Generally we always keep an eye on trends and technolo-
The scope of services provided by Porsche Engineering
gies: learn more about current developments and chal-
ranges from the design of individual components
lenges in the field of aerodynamics / thermal management
to the planning and execution of complete vehicle
as well as the continuous use of tolerance management as
developments, and is also transferred to other sectors
a preventive quality assurance method.
beyond the automotive industry.

We hope you enjoy this issue

of Porsche Engineering M
­ agazine.

editorial Porsche Engineering Magazine 3

30
CUSTOMERS & MARKETS
EVERYDAY
EXTRAORDINARY

What happens when a commercial vehicle manufacturer works

together with a sports car developer? Find out more in the customer
interview with Scania.
10 16

DIMENSIONAL
MANAGEMENT FUNCTIO
DIMENSIO

TOLERANCE
ANALYSIS

24 36 48

ENGINE DEVELOPMENT CUSTOMERS & MARKETS ENGINEERING INSIGHTS

10 Endurance Testing: Practice 30 Everyday Extraordinary 42 Rapid Control Prototyping

Engine testing for every Cooperation with the commercial Greater efficiency in the software
requirement vehicle manufacturer Scania development process

16 Downsizing 48 Aerodynamics and Thermal

Lower fuel consumption without PORSCHE UP CLOSE Management
giving up high performance Rising requirements call for
36 Third-Generation Master of Curves intelligent solutions
22 It’s All in the Mix The new Porsche Cayman
Interview with Klaus Fuoss,
head of engine development 40 Passion for Safety and Aesthetics
Passive safety in the interior 03 Editorial
of the new Porsche Cayman 06 News
TRENDS AND TECHNOLOGIES 52 Imprint

24 Dimensional Management in
Vehicle Development
A preventive quality assurance
method

911 (TYPE 991) Fuel consumption (combined):

12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km

CAYMAN Fuel consumption (combined):

8.8 – 7.7 l / 100 km; CO2 emissions: 206 – 180 g/km

CONTENTS Porsche Engineering MAGAZINE 5

News
Integration
in High Gear

 ___ Changes and improvements are steadily

advancing the integration project at the
Porsche Group’s Nardò Technical Center
in southern Italy. In addition to the long-
term expansions and enhancements to the
facilities and tracks, both major and minor
changes are already evident. Appointment
of a technical managing director for the
Nardò Technical Center can be seen as
yet another important milestone in the
integration process. Edmund Sander, who
has directed the drivetrain and suspension
division at Porsche Engineering for many
years, will be in charge of the technical
divisions and provide strong support to
Francesco Nobile, the Chairman of the
Management Board, who heads the com-
mercial divisions. The Nardò Technical
Center will thus become an even more
crucial resource for external customer proj-
ects connected with Porsche’s engineering
services than it already is today. n

www.porsche-nardo.com

911 (TYPE 991) Fuel consumption (combined):

12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km
 News
Motivated Employees for “Vehicle Electronics” measurement
development projects and “Testing Expo” Portfolio Expanded
Employee survey Trade fairs New process

 ___ The high degree of motivation with  ___ Porsche Engineering is continuing  ___ Porsche Engineering is expanding
which Porsche Engineering employees to take part in conferences and trade its measurement portfolio in the engine
tackle demanding customer projects is a fairs in 2013, in order to engage in development sector with the addition of
crucial factor in the success of Porsche direct dialogue with representatives of an innovative process for testing cylin-
Intelligent Engineering. A recent poll of the automotive and other sectors. The der head designs. Ever higher efficiency
employees at Porsche Engineering has broad range of electric / electronic solu- and performance requirements are caus-
confirmed the positive results of past tions offered by Porsche’s engineering ing ever greater demands to be placed
surveys. Employees are very motivated service provider will be presented at on valve drives and their design with re-
and committed, and also view their a conference focusing on electronic spect to variability. Porsche Engineering
work as meaningful, interesting, and systems for motor vehicles, which will is setting new standards here in analyz-
varied. In comparison to the last survey be held by the Association of German ing the functions of multi-stage sliding
the engineers’ identification with the Engineers (VDI) in Baden-Baden on cam systems that can optimize valve
company has increased yet again. October 16–17. The Nardò Technical displacement for different operating
Porsche Engineering commissioned an Center participated in the Automotive conditions. In addition to conventional
independent company to carry out the Testing Expo Europe in Stuttgart on valve drive dynamics, analysis focuses
survey — and the high rate of response June 4–6 in order to present the facility on the sliding paths of individual cam
is yet another indication of the partici- and its full range of services related to segments. Measurement technology in-
patory culture at the company. n development and testing. As always, cluding high-resolution optics is used
Porsche Engineering can also be found to register the sliding paths, and the
at a large number of personnel and actuating systems needed for the slid-
university fairs. More information is ing processes are run by a real-time
available at: www.porscheengineering. control system developed by the com-
com/peg/en/jobs/events n pany itself. n

NEWS Porsche Engineering Magazine 7

 En•gine ['ɛndʒən] Machine that
generates propulsive force through
the conversion of energy.

De•vel•op•ment [dɪ'vɛləpmənt]
The creation of (technical) objects
through directed considerations,
trials and designs.

Two words — one passion. Especially when combined. Engine development for
the future is one of the main tasks of the engineers at Porsche Engineering. One
approach is downsizing — reducing fuel consumption without having to forgo
top performance. Not just development know-how, but also comprehensive test-
ing equipment is necessary to meet the mobility challenges of the future. Where
will the journey take us? Klaus Fuoss, head of engine development at Porsche
Engineering, talks about the future of the combustion engine.

8 Porsche Engineering MAGAZINE ENGINE DEVELOPMENT

ENGINE DEVELOPMENT Porsche Engineering MAGAZINE 9
Endurance
Testing: Practice
____ Developments only provide added value when they have passed real-life testing.
Testing within engine developments is therefore extremely important for a wide variety
of customer projects.

By Dr. Matthias Bach, Johannes Wüst, and Robert Kerres

Photos: Jörg Eberl, Gabriele Torsello, archive

10 Porsche Engineering Magazine ENGINE DEVELOPMENT

Testing at the Weissach Development
Center: View of the engine acoustic
­chamber (left) and an engine on a test
bench (right)

Porsche has always been at the fore- located at a single site. It is possible to Customer-specific
front of trends and technologies in the test the various drive variants, from and multifunctional
area of engine development — both for front- and rear-wheel drive to all-wheel
its own sports cars and projects for drive engines. The infrastructure is also Porsche Engineering also uses the test
external customers. But only when the in place for efficient testing of hybrid benches to conduct customer projects
theory has been confirmed in practice and electric motors. in a specific and efficient manner. The
do the true benefits for the customer individual component test benches in
come through. particular offer the opportunity to ac-
Diverse environments commodate the requests of customers
and short distances not only from the automotive industry
A broad spectrum of but also other sectors.
engine test benches To simulate all of the different environ-
mental conditions that an engine can be As the requirements for test equipment
To efficiently test the very different exposed to, the range of testing capabili­ in development for external customers
types of engines, Porsche has a wide ties includes the engine climate pressure can vary widely from one project to
range of different test benches. Continu­ chamber and the dynamic high-perfor- another, the test facility itself must be
ous investment ensures that all Porsche mance powertrain test bench, among designed with the greatest degree of
locations always have state-of-the-art others. These facilities enable simulation variability in mind. To meet that chal-
technology to meet the demands of in- of different temperatures and pressures lenge, the test facility is equipped for
creasing product complexity and chang- to ensure that the engines can withstand multifunctional use and is extremely
ing legal frameworks, which also place a vast array of environmental conditions. flexible. This makes it possible to exe­
more stringent requirements on engine In addition to the various test benches cute projects from different technologi-
testing and the test benches required for and other testing capabilities, another cal fields with great efficiency. ›
it. From small test benches for testing important factor is the close proximity to
components and systems to standard en- the specific departments and other areas
gine test benches and high-performance and workshops. Short communication
test benches used for motor racing pur- paths ensure direct exchange of expertise
poses, Porsche has everything centrally and knowledge.

ENGINE DEVELOPMENT Porsche Engineering Magazine 11

Porsche measurement technology

To record measured values for test ob-

jects, all test benches utilize Porsche-
developed measurement technology
(PMT), the fifth generation of which
is currently being rolled out. This
makes it possible to employ any given
combination of different measure-
ment modules for pressures, tempera-
tures, voltages, and other variables. The
measurement modules themselves are
mobile and can also be used for mea-
surements in the vehicle. Maintenance
and calibration tasks are executed
centrally at the Development Center in
Weissach.

The Laser Doppler vibrometer measures lift and speed.

Intelligent test bench control

The test bench control is capable of Engineering has developed monitoring head along with the control assembly
simulating motor functions of control functions for some parameters that de- is driven by a powerful asynchronous
units that will be implemented in series tect malfunctions within a five-degree motor. A Laser Doppler vibrometer
ECUs (Engine Control Units) years later. crankshaft angle, trigger an emergency measures the lift and the speed of the
One example is the variable valve-lift stop, and thus minimize any follow-on valves. Processing and evaluating the
device, which controls valve-lift switch- damages. values recorded at sampling rates of
ing on engines in real time and with a up to 400,000 Hertz makes it possible
crankshaft angle resolution of less than to draw conclusions about maximum
one degree. Dynamic valve drive measurement permissible engine speeds, acoustic
development, wear, and loads on com-
With these highly dynamic applica- To efficiently measure the dynamic ponents. Other parameters such as
tions, extremely fast measurement of characteristics of valve drive compo- oil pressures, temperatures, torsional
the test object is of the essence: me- nents, Porsche Engineering uses a test vibration, as well as signals from com-
chanical defects or malfunctions must bench for taking measurements on ponents applied with strain gauges are
be detected without delay. Porsche mock-up cylinder heads. The cylinder also used.

A transmission is mounted on the test bench.

12 Porsche Engineering Magazine ENGINE DEVELOPMENT

The tilt test bench enables high-speed analyses the required power or feeds the gener-
biaxial rotation of up to
60 degrees in any direction.
ated electricity back into the grid when
In many test applications, high-speed working in generator mode. To condi-
video cameras are used. This system tion the electric motor and associated
makes it possible to visualize dynamic power electronics, a conditioning device
effects such as the oscillation forms that can test both systems separately at
of chains, valve springs, or the axial different temperatures between – 40 de-
movements of cam segments in variable grees Celsius and +120 degrees Celsius
valve trains and later analyze them is used. To determine the efficiency of
with image processing software. test objects, an electrical power mea-
surement device is utilized.
Thanks to the modular structure of the
test bench, in addition to valve drive
measurements it is also possible to mea- Tilt test bench
sure friction performance parameters on
motored engines, engine components, To simulate cornering maneuvers or
or transmissions. Here high-precision braking and accelerating, engines can
torque flanges and oil conditioning with be mounted on a tilt test bench and
a very high control precision are used. tested to maximum engine speeds tilted
up to 60 degrees over horizontal in all
directions. The tilt test bench itself is
hybrid and electric motors attached to an air-suspension test bed
frame with a leveling system, which in
The regenerative capability of the asyn- its lowered position is covered by plates
chronous motor in conjunction with a and thus enables a level surface. In these
mobile 60 kW DC power supply also tilting tests, the quality of oil aeration
enables testing of electric drives such measurements is given particular atten-
as belt alternator starters, for which tion.
the important breakaway torque at
zero rpm as well as the efficiency in gen-
eration mode is determined. Measurement of industrial engines

In light of the rising hybridization and In testing industrial engines, thermody-

electrification of vehicles, the battery namic measurement plays an important
simulation systems required for efficient role. Engines for emergency generators,
testing are already in use. There is also lawn mowers, or manually operated for-
a 250 kW DC power supply available estry equipment require a special type of
that provides the electric motors with testing that impacts the preparation ›

ENGINE DEVELOPMENT Porsche Engineering Magazine 13

ADA test bench for testing exhaust emissions

of the test benches and the measuring protection, vehicles are subjected to design of the test benches and the fast
procedure. The displacement can range comprehensive emissions testing. In configurability of the measurement tech-
from 25 cm³ to roughly 500 cm³. Eddy this regard Porsche has engaged in a nology make it possible to implement
current brakes are used for the measure- long-standing collaboration with the a vast range of tests, either for sports
ment of engine torque, while fuel con- Abgaszentrum der Automobilindustrie cars or other challenges. And when the
sumption is measured gravimetrically. (ADA), the German exhaust emis- development has proven its success in
sions center for the automotive indus- testing, there’s just one more thing: the
try, for which Porsche operates special first test drive on the track …
Exhaust sensors test benches. These include a hydraulic
shock test bench with which protective
Exhaust gas measurement systems are in tubes from AFR (Air Fuel Ratio) and
place to analyze exhaust gas. These sys- NOx sensors are analyzed, as well as a
tems extract very small sample amounts test bench for the evaluation of particle
from the test object to avoid impacting sensors.
the gas charge cycle, particularly in the
case of 2-stroke engines.
Challenges are welcome
To ensure that engine developments
also fulfill customer-specific and legal The special thing about the Porsche en-
requirements with regard to exhaust gas gine testing facility is its wide applica-
and emissions, more precise exhaust gas bility: both in terms of capability and
sensors can be utilized. In the Porsche flexible structure, it has all the prereq- 911 (TYPE 991) Fuel consumption (combined):
Engineering center for environmental uisites for efficient testing. The flexible 12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km

14 Porsche Engineering Magazine ENGINE DEVELOPMENT

… time for the track!
The Nardò Technical Center in southern Italy, which was acquired by Porsche
in April 2012, offers ideal conditions for engine testing on the track and other
purposes. Due to the special climatic conditions, standard tests (for example of
the oil circuit, engine ventilation, or engine cooling) in stationary and dynamic
driving modes can be carried out year-round. The proving ground enables
the execution of comprehensive endurance drives as well as testing in extreme
conditions. In particular in summer when extreme temperatures predominate in
Apulia, the developments are pushed to the limit. And application testing of
conditions such as high-speed scenarios, checking the basic engine application,
the knock control dynamics test, and on-board diagnosis are all possible year-
round at Nardò. Everything needed for special measurements in the vehicle,
torque and torsional vibration measurements, and no-contact measurement
of the exhaust valve temperature are on hand at the facility as well. Once a
test object has withstood testing in Nardò as well, the end of the development
process and ultimately its debut on the road are well within sight. n
  _____ High specific power, a wide speed range with maximum
torque and good transient behavior — these are the main
characteristics that distinguish modern downsizing engines.
In the future it will be necessary to reduce the fuel enrichment
in order to achieve further fuel savings in customer-relevant
operation. The engineers at Porsche Engineering are conducting
various simulation studies in order to reduce fuel consumption
without any loss of maximum vehicle performance.

By Eric Jacobs,
Vincenzo Bevilacqua,
and Gerd Grauli

911 (TYPE 991) Fuel consumption (combined):

12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km

16 Porsche Engineering Magazine ENGINE DEVELOPMENT

 Throughout the more than 35-year history of Porsche turbo The difficulty
vehicles, Porsche development engineers have been able to use
various technologies (such as the optimization of the gas ex- The requirements for charged SI engines lead to conflicting
change using VarioCam Plus technology and introducing direct goals when laying out exhaust turbochargers. On the one
fuel injection) to double the engine power and the maximum hand, a larger exhaust turbocharger is meant to achieve a high
torque while reducing fuel consumption significantly. output, while on the other hand the maximum torque should
be reached even at low engine speeds without creating the
impression of a turbo lag.
Downsizing in engine development
Small turbochargers are necessary to achieve an early, dy-
For quite a while now, Porsche Engineering has focused on namic response. They create higher exhaust gas back pressure
developing engines with lower fuel consumption and increased within the defined power range. The increased tendency to
efficiency. Reducing the displacement in spark ignition (SI) knocking in turbocharged engines due to the increased tem-
engines is an effective option to increase efficiency. In particu- perature and pressure values in the combustion chamber is
lar, this trend can be observed in the engines currently available further increased by the larger residual gas content. In conse-
on the market. quence, there is a later ignition timing necessary, resulting in
an increased exhaust gas temperature.
As engine load increases, there is a reduction in the pumping
losses and in the percentage of friction. An analysis of Knocking and the component temperature limits define the line
state-of-the-art engines shows that if the driving dynamics and of turbocharging. To ease these limitations, fuel enrichment
power remain constant, the displacement can be reduced by has become an established practice in modern, turbocharged
around 25 percent to enable fuel savings of around 20 percent. engines.
The goals of current engine developments are improving the
transient behavior in combination with high engine power, a For high engine loads, and for vehicles with high rolling
wide speed range with maximum torque, a reduction in fuel resistance, the benefits of an increased downsizing level are
consumption in accordance with the New European Driving reduced due to earlier and more intensive fuel enrichment.
Cycle (NEDC), and in customer-relevant operation. In a customer-oriented driving profile, the positive effect of ›

Market overview for current SI engines

140.0

120.0

100.0 Due to engine downsizing,

Spec. output (kW / l)

80.0
high specific output is possible
60.0
with reduced displacement.
40.0

20.0

0.0
0 1 2 3 4 5 6 78
Displacement (l)

  Exhaust turbocharger    Mechanical charger    Twin charger    Normally aspirated engine

ENGINE DEVELOPMENT Porsche Engineering Magazine 17

 Lambda
25.00
Lambda

20.00

Eff. mean pressure (bar)

Max. torque 15.00

Knocking
Component protection
Torque (Nm)

10.00

5.00
Turbocharger Turbocharger
2.00
1000 2000 3000 4000 5000 6000 6750
Engine speed (rpm)
Engine speed (rpm)

Limitations of single-step exhaust turbocharging Lambda engine characteristic map of a 1.6-liter turbo engine
with mechanical charger

the higher downsizing level can even be reversed. Increasing In customer cycle B, with higher load cycles, the fuel savings
the efficiency requires new technologies for expanding the area are only 9 percent. The use of components resistant to high
with an optimal air-fuel ratio. temperatures, a cooled exhaust manifold, cooled inert-gas
recirculation, and water injection is intended to reduce the
fuel enrichment to protect components and avoid knocking.
The simulation model

The reference engine used is a 6-cylinder 2.9 liter normally Cooled exhaust gas recirculation
aspirated engine with an output of 195 kW and maximum
torque of 300 Nm. By means of the 1D gas exchange simula- Cooled exhaust gas recirculation is a standard-production
tions, this engine is compared with a turbocharged 3-cylinder application for diesel engines. In the simulation carried out, two
engine with 1.6-liter displacement. With turbocharging, the different concepts are analyzed. With low-pressure exhaust
same power output can be achieved. To improve the transient gas recirculation (LP EGR), the exhaust gas is extracted after
behavior at low engine speeds, a mechanically driven super- the turbine wheel and reintroduced ahead of the compressor
charger is used whose characteristics are analyzed in various wheel. With high-pressure exhaust gas recirculation (HP EGR),
driving maneuvers using a coupled vehicle-engine simulation the exhaust gas is extracted before the turbine wheel and
model. It is possible to reduce the fuel consumption in the reintroduced after the compressor wheel.
NEDC by up to 27 percent while keeping the same driving
dynamics. Using low-pressure exhaust gas recirculation has slight advan-
tages compared to high-pressure exhaust gas recirculation.
In driving cycles with higher load cycles, the negative effect of Overall, both concepts can achieve maximum fuel consump-
the earlier and more intensive fuel enrichment becomes obvi- tion savings of 12 percent for the engine used. However,
ous. For example, in customer cycle A — which corresponds the knocking tendency cannot be reduced using cooled inert-
to a cross-country profile — the benefit is reduced to 14 percent. gas recirculation. ›

18 Porsche Engineering Magazine ENGINE DEVELOPMENT

Analysis shows that for current engines,
assuming that the driving dynamics and
output are unchanged, it is possible to reduce
the displacement by around 25 percent.
As a result, fuel consumption savings of around
20 percent can be achieved.
 Fuel consumption potential through
cooled exhaust gas recirculation and

fuel consumption
FCI = 9.3 %

(g / kWh)
Specific
cooled exhaust manifold

Lambda (–)
0,90

0,85

0,80

0,75

0,70

0,65
p50
p50Grenze
line

center point
Combustion
Heat flow of exhaust manifold (kW)
high-pressure low-pressure FCI (%)

(˚ KWnOT)
EXHAUST GAS RECIRCULATION EXHAUST GAS RECIRCULATION
10.00
11.00
FCI engine characteristic map HP FCI engine characteristic map LP
12.00
13.00
14.00
15.00
bmep (bar)

bmep (bar)

16.00 HF = 20 kw
 
17.00
18.00
19.00
10.00
11.00
12.00 Wall temperature of exhaust manifold (K)
Engine speed (rpm) Engine speed (rpm)
13.00
n = 5000 1 / min − pme = 24 bar

Fuel consumption improvements (FCI) through cooled exhaust gas recirculation Potential of a cooled exhaust manifold

Cooled exhaust manifold benefits for the knocking tendency in the lower engine speed
range with high loads. The difficulty of reduced internal cool-
A cooled exhaust manifold is used in a number of current ing also occurs with this system. The shift of the ignition
turbocharged SI engines. Simulations with the turbocharged timing also requires increased charge pressure by means of an
1.6-liter engine show that it is possible to reduce the fuel en- increased turbocharger speed to compensate for the lower
richment. However, complete avoidance of fuel enrichment engine efficiency. Using high-temperature materials enables
would be difficult as the manifold would have to dissipate very the optimal air-fuel ratio to be extended, but — as with the
significant heat flows. Extending the optimal air-fuel ratio area cooled exhaust manifold — it leads indirectly to lowered
results in recognizable fuel savings. But due to the reduced combustion efficiency.
internal cooling, it is necessary to move the ignition timing to
a later point due to the increased knocking tendency causing
an increased exhaust gas temperature. Another disadvantage: Water injection
the engine efficiency loss must be compensated with increased
charge pressure resulting in higher turbocharger speed, in Using water injection is familiar from motor sports, but it is
order to generate the same engine power. In the lower speed not currently a series production feature of a turbocharged
range it is not possible to reduce the knocking tendency by engine. It is possible to introduce water at various points into
using this technology. the turbocharged engine system.

In the simulation model, the introduction of water into both

High-temperature materials the intake manifold and exhaust manifold can be analyzed.
The latter reduces the fuel enrichment required, but cannot
Materials resistant to high temperatures are series-production completely prevent it in the simulated engine. Additionally,
features in turbocharged SI engines. This technology allows with this position the need for water is increased. The re-
higher exhaust gas temperatures. Therefore, the fuel enrich- duced internal cooling results in the same disadvantages as
ment can be reduced in the simulation, but cannot be avoided arise when using a cooled exhaust manifold or high-
completely. As with the cooled exhaust manifold, there are no temperature materials. Because of the later ignition timing,

20 Porsche Engineering Magazine ENGINE DEVELOPMENT

 n = 5000 1 / min – pme = 24 bar

Higher exhaust gas temperatures are made 26

Effective mean pressure

25

possible by high-temperature materials. 24

(bar)
23

The technology of water injection—familiar 22

1.2 21

from motor sports—enables further fuel

Lambda (–)
1.1
1.0

consumption savings. 0.9

0.8
0.7 400

Specific fuel consumption

350

300

(g  /  kWh))
lambda lambda

Combustion center point

250

200

(˚ KWnOT)
30 150
bmep (bar)

bmep (bar)
25
20
15
10

Engine speed (rpm) Engine speed (rpm) Injected water mass

Injected fuel mass
t3 = 920˚C t3 = 1020˚C
Exhaust manifold injection
Intake manifold injection

Characteristic lambda map with and without high-temperature materials Potential of water injection

due to the increased knocking tendency the turbocharger and currently provide a good and simple option for reduc-
speed comes closer to its speed limit and there is an increase ing the fuel enrichment requirement in customer-relevant
in the exhaust gas pressure. driving cycles.

In the case of water injection into the intake manifold, a The technology of water injection into the intake manifold
stoichiometric air-fuel ratio can be used in the entire applica- provides significant potential. This technology can use a stoi-
tion area. In contrast to the other technologies analyzed, the chiometric air-fuel ratio in the entire operating area and an
engine efficiency can be increased due to an optimal ignition optimal ignition timing to increase the efficiency of the engine.
timing. This applies to both the knocking-sensitive area at low In addition to a further reduction in fuel consumption, this
engine speed range and to full loads at high engine speed effect also reduces the compression work so that the engine
ranges. The effect of achieving the best possible combustion displacement can be further reduced. However, before this
leads to a reduction of turbocharger load. As a result, both technology is ready for series production, a number of chal-
the turbocharger speed and the exhaust gas counter-pressure lenges have to be met, such as sustaining durability, ensuring
are lowered. Along with the enrichment being avoided, the the water supply under different operating conditions, and
optimal combustion center point enables high fuel consump- functionality of the system under all different climatic condi-
tion savings. tions.

The trend for reducing fuel consumption in customer-relevant

Conclusion driving cycles is the challenge for engine development in the
future. Technologies that enable the intake temperature to be
The use of high-temperature materials and a cooled exhaust reduced have particularly significant potential here. Besides a
manifold, as well as the recirculation of cooled exhaust gas, reduction of the fuel enrichment required, the engine effi-
do not make it possible to reduce the knocking tendency of ciency is increasing. n
the engine. The advantage of high-temperature materials and
a cooled exhaust manifold is that these technologies have
already been implemented and proven in series production,

ENGINE DEVELOPMENT Porsche Engineering Magazine 21

It’s All in the Mix
 ______ Will the engine — in particular the combustion engine — continue to be the heart of every vehicle
in the future as well? To find out how a passionate engine developer answers this question and to get
some insight into the challenges, trends, and technologies that will be important going forward, we spoke
with Klaus Fuoss, head of engine development at Porsche Engineering.

Interview by Frederic Damköhler, Nadine Guhl  Photo by Jörg Eberl

Porsche Engineering Mr. Fuoss, with gas will become the standard, though What are the greatest challenges in
all the talk about electromobility these the actual development and ultimate engine development?
days, how do you view the future of success of biofuels will depend heavily
the combustion engine? on creating a favorable political Fuoss Among the greatest challenges
climate. With regard to fuel consump­ are the reduction of PM (particulate
Fuoss The combustion engine is alive tion development of current vehicles, matter) and CO2 emissions. Both are
and well. It will remain the primary considerable potential for improvements subject to binding legislation — and the
source of propulsion in our cars for can still be exploited through hybrid­ standards are high. Lightweight con­
a long time to come. But biofuels and ization, downsizing, and energy manage­ struction is no longer just an issue in
natural gas will play a growing role ment. Lightweight construction and body development; engine development
as an additional source of power. Over reduced friction — particularly with is increasingly affected as well. There
the long term, I believe a healthy mix regard to engines — are also increasingly are weight targets for engines, so even
of current fuels, biofuels, and natural the focus of attention. during the design phase we have to

22 Porsche Engineering Magazine ENGINE DEVELOPMENT

think about multiple integration of reduced vehicle masses. There will also CO2-neutral electricity and CO2-neutral
functions and components as well as be a reduction in the number of cylin­ fuels and thus be truly sustainable.
what materials are used. While down­ ders, as it is not possible to endlessly
sizing always creates opportunities, reduce the individual cylinder displace­ If you hadn’t become an engine
at the same time it requires attention to ment volume — I think we’ll see two- and developer, what would you have
counteracting the associated higher three-cylinder engines on the mass done instead?
stress on components. To address this, market. But here it is crucial to ensure
efforts are underway to master higher that this does not cause negative impact Fuoss That’s hard to imagine. I probably
injection pressures in both gasoline and in terms of comfort. would have become a person who
diesel engines. Moreover, in the future always wanted to be an engine develop­
it will be increasingly important to find What is the outlook with regard ment engineer. n
cost-effective solutions for worldwide to power? Is there a limit?
use of engines in general. Here we face
the challenge of developing concepts in Fuoss The limits are ultimately defined
such a way that they are compliant in by the customer. There will presumably
different markets. The question is when always be demand for very powerful
a global solution makes sense and when cars. Looking at the mass market — let’s
it makes sense to differentiate according say 75 to 110 hp — t his level of power
to local demands. will remain relatively constant. The
objective here has to be reduced fuel
How is engine development at consumption with the same level of
Porsche Engineering proceeding performance, especially with regard to
in order to be ready to address these CO2 targets.
future ­challenges?
What kind of engine would you
Fuoss We maintain a constant focus someday like to develop?
on expanding our expertise in the
relevant fields such as the simulation of Fuoss That’s a tough question, since
gas exchange and mixture formation. I have had the opportunity to work on
We are also expanding our knowledge nearly every common type of engine and
and methods with regard to lightweight number of cylinders, but a high-revving
construction. As an engineering service V12 could be interesting. But I can just
provider within the Porsche Group, as easily imagine working on a “best in
we also profit immensely from our class” high-efficiency engine.
involvement in series development
projects. We thus look at every single How will we get around in Klaus Fuoss
development step from an OEM 30 years?
perspective and we are accustomed to As the son of a self-employed auto me-
chanic, his passion for cars and engines
thinking that one step further; that is, Fuoss In 30 years we will predominantly was stoked in his childhood. After his
to look at the vehicle as a whole. As a be driving around in hybrid vehicles studies at Stuttgart University, the
engineering graduate spent several years
rule, that’s exactly what our customers with engines that have been successfully working in the advanced engine develop-
appreciate. downsized. We are also the generation ment department at Audi AG in Neckar-
sulm, Germany, before joining Porsche
that will get electric vehicles going in a in 1996. As an engine design specialist,
How far can you go with big way and learn to really work with he worked on several engine projects for
Porsche AG and was also involved in
downsizing? Is the end of the road this new technology so that generations the “Harley-Davidson V-Rod” project.
in view? to come will no longer have any inhibi­ In 2003, Klaus Fuoss moved to the U.S.
and spent over four years with Mercury
tions in this regard. So in the future Marine, where he headed up the engine
Fuoss In the next stage, the mass market there will be a mix of fuel cell- and design division (outboard motors).
Once back in Germany, in October 2007
will be dominated by 1.0- to 1.5-liter battery-powered vehicles, plug-in hybrids, Klaus Fuoss took over as head of engine
engines putting out the same power as hybrids as well as vehicles with combus­ development at Porsche Engineering.
today’s 1.5- to 2.0-liter engines. Further tion engines. But these vehicles will
downsizing only makes sense with increasingly draw their power from

ENGINE DEVELOPMENT Porsche Engineering Magazine 23

Dimensional Management
in Vehicle Development
A preventive quality assurance method
By Bernhard Mölzer, Michael Strobelt

 ____ In vehicle development, dimensional management is used as a preventive quality assurance method
to ensure fulfillment of visual and functional requirements. This makes it possible to avoid potential
problems before they occur. The overriding objective of dimensional management is to achieve high
product quality without rework.

24 Porsche Engineering Magazine DIMENSIONAL MANAGEMENT

 At Porsche Engineering, the dimensional management is high scrap rates, which in turn leads to a search for the
method is assigned to the Production Engineering department, error, intervention in ongoing processes, and other measures
which deals with process issues for vehicle and industrial that — particularly in manufacturing — cause high costs. This
projects on a cross-project basis. can be avoided through intelligent definition of functional
dimensions.

Why dimensional management?

Reference point system (RPS)
The ever more demanding requirements on products in terms
of design, appearance, and function led to the development The comprehensive reference point system (RPS) for the
of dimensional management, a preventive quality assurance individual parts and assemblies up to completion of the
method that ensures the functionality and producibility of product is the foundation for dimensional management. It
designs at an early stage. Dimensional management makes is the basis for creating tolerance concepts and measurement
it possible to avoid potential problems before they occur. It planning as well as for the assembly concept.
enables engineers to fulfill required quality characteristics
(joint scheme) and safeguard points of constriction and critical The task of RPS is the precise positioning of a component / 
functions. assembly in free space and the limitation of the six degrees
of freedom (three translational and rotary directions of
motion each) using the 3-2-1 rule. This applies to all fixed
The three central components systems. For kinematic systems, the degree of freedom for the
component that causes a motion must remain unrestricted.
Dimensional management is primarily comprised of three The RPS points should be in stable areas and ideally parallel
central components: “specifications — functional dimen- to the component coordinate system in their alignment.
sions and joint scheme,” the “reference point system,” and An adroitly positioned RPS can enable tolerance effects in
“statistical tolerance analysis.” In detail: places that are neither of a functional nor customer-specific
character.

Specifications — functional dimensions and joint scheme

Statistical tolerance analysis
Components and modules are to be dimensioned in consulta-
tion according to overarching quality and functional char- Statistical tolerance analysis makes it possible to determine
acteristics. The values thus determined are called functional the influence of particular characteristics such as geomet-
dimensions. The relevant characteristics for the product ric dimensioning and tolerancing or assembly factors in
are summarized in a requirement catalog — for instance in the overall context. By analyzing this calculated data in
a joint diagram or functional dimensions catalog. This is combination with the required quality characteristics, it
used in production for statistical process control (SPC) and is possible to determine first pass yields and scrap rates.
error analysis. 1D tolerance calculation or 3D tolerance simulation is used
for this.
Functional dimensions for individual parts or assemblies
are documented in the respective drawings. In defining the The statistical calculation of quality and functional char-
functional dimensions, the dimensional management prin- acteristics primarily shows whether the target parameters
ciple of “As precise as necessary, as imprecise as possible” will be achieved with the present assembly concepts and the
should be observed. The proper balance between restriction available quality of components or whether optimizations
and room for maneuver is necessary to produce a flawless will be required to reach the targets. The task then is to
product at an acceptable cost. It is also important to ensure develop solutions with the relevant departments.
the testability of functional dimensions, as what is techni-
cally feasible in practice often places limits on the theoretical
ideal. Advantages

If, for example, a curved surface or a hard-to-reach edge is This analytical approach makes it possible to secure the
involved, it may be difficult or even impossible to measure required quality characteristics (e. g. joints and transitions)
the functional dimension reproducibly in reality. The result and functional requirements for components (e. g. points ›

DIMENSIONAL MANAGEMENT Porsche Engineering Magazine 25

There are various approaches
to influencing a result:

> Optimization of the assembly concept, thus reduction of contributors

> Optimization of the mounting concepts for individual parts
> Construction changes
> Adjustment / restriction of individual tolerances (caution: rising production costs)
> Optimization of the production process and thus improvement of the quality capability indicators of individual contributors
(process capability cp or process capability indicator cpk — caution: rising production costs)
> Expansion of quality specifications (tolerance specification)
> Styling adjustments (modify critical joint designs, etc.)

of constriction and mountability). Weaknesses in the styling, Interface in the product creation process
design flaws, and process risks also become visible and can
be remedied as necessary. This enables significant reductions Successful dimensional management spans the entire develop-
in the times and costs for development, production, and ment process and requires continuous and close consultation
reworking. with all involved departments (development, production, ›

1D tolerance calculation 3D tolerance simulation

> Mathematical calculation > Results from three-dimensional

of tolerances using statistics simulations of assemblies with randomly
> From simple calculation varying tolerances
(Root Sum Square method) to complex > Result of over thousands of simulated
calculation using convolution production runs with statistical evaluation
of different distributions > Suitable for large, complex contexts with
> The latter in special tolerance a strong three-dimensional impact
calculation programs > Advantages:
> Suitable for preliminary concept calculations – Summarization of multiple measurements
and simple relationships in one simulation
> Also applicable with larger – Accounts for three-dimensional
or more complex scopes geometry and effects
– Simpler variant evaluation
– Evaluation of kinematic systems
– Evaluation of flexible, overdetermined components
> Disadvantages:
– Potentially complex setup
– Higher software costs

26 Porsche Engineering Magazine DIMENSIONAL MANAGEMENT

 Dimensional management – procedure
in vehicle development

1 Definition of the scopes / quality characteristics

(joint diagram, function dimension catalog)

2 Identification of relationships and contributors

(assembly sequence, RPS design, tolerance concept)

3 Identification of factors and production process parameters

(component, equipment, assembly tolerances and their distributions)

4 Execution of tolerance analysis

(1D tolerance calculation / 3D tolerance simulation)

5
Evaluation of results (Monte Carlo simulation) and estimation of contributors
(Pareto analysis), determination of first pass yields (rework) with regard to required
quality and joint specifications (from joint diagram / functional dimension catalog)

6 Documentation of tolerance analysis (including graphic representation)

7 Communication of analysis results to development teams

8 Definition of measures and development of concept alternatives

in the development teams in case of “not-OK” results

9 Feed measured values into tolerance analysis and update

DIMENSIONAL MANAGEMENT Porsche Engineering Magazine 27

The dimensional management system

Quality characteristics Reference Statistical and arithmetical

Tolerance specification point system
(RPS) calculation results

Design Determination of the

RPS, tolerance values first pass rate

DIMENSIONAL Identification of
Assembly management Functional
Tolerance values, assembly concepts dimensions main contributors
catalog

Quality / measurement technology Design decision,

Measurement data / practical results variant calculation
Tolerance
analysis
Supplier
Tolerance values
Every joint is in the right place — d esign and function in perfect harmony.

quality, and suppliers). This involves gathering required Expanding and communicating knowledge
information, implementing it in dimensional management,
and communicating the results back to the interfaces. To prepare the next generation for dimensional management,
guest lectures and papers are presented at the University of
Stuttgart and the Karlsruhe Institute for Technology (KIT).
Dimensional management interfaces Academic papers on the subject of dimensional management
at Porsche Engineering have also led to collaborations with
the Institute for Product Development (IPEK) and the Insti-
> Design tute for Production Technology (wbk) at KIT. In addition to
> Development promoting education, Porsche Engineering also ensures that
> Assembly planning it is able to maintain and continuously raise its already high
> Quality of purchased parts standard with regard to dimensional management.
> Suppliers
> Production
> Measurement technology Conclusion

Fulfillment of required visual and functional quality charac-

teristics while reducing rework and process costs is the engine
for the early application of dimensional management as a
To ensure the greatest possible positive impact of dimensional preventive quality assurance method in the product creation
management, it must be brought into the development process process. Thanks to the introduction of 3D tolerance simula-
at an early stage. Employees with dimensional management tion, it will be possible to handle complex problems more
experience should ideally be involved from the concept phase efficiently and in greater detail in the future. n
onwards and provide consulting support with regard to RPS
and assembly concepts. In the run-up to production, i. e. when
initial measurement data already exists, the data can be fed
back into the tolerance analysis to validate assumptions.

And its usefulness is not limited to the scopes of OEM-internal

production. Suppliers of individual parts and assemblies can
also benefit from utilizing the full spectrum of dimensional 911 (TYPE 991) Fuel consumption (combined):
management. 12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km

DIMENSIONAL MANAGEMENT Porsche Engineering Magazine 29

Everyday
Extraordinary
How Scania commercial vehicles and Porsche sports cars fit together

_____ The commercial vehicle manufacturer Scania and Porsche Engineering have been working
together on truck development issues for more than ten years. Following several smaller projects,
the two have been collaborating on the development of a new Scania truck cabin generation since 2010.
At Scania, we met with Dr.-Ing. Harald Ludanek, Executive Vice President – Research and Development,
Ms. Catharina Modahl Nilsson, Engineering Director – Cab Development, and Mr. Sven-Åke Edström,
Senior Vice President – Truck, Cab and Bus Chassis Development.

Interview by Frederic Damköhler and Nadine Guhl Photos by Dan Boman

Dr. Ludanek, at first glance it would appear that Scania commer-
cial vehicles and Porsche sports cars are not a natural fit…

Dr. Ludanek: It’s true that we are dealing with two products
with completely different requirements. A Porsche sports car
is prized by customers for its perfection and the excitement
that it engenders, its power, its performance on the road, and
its quality. A truck, by contrast, is a working machine that
primarily distinguishes itself through reliability, durability, up-
time, and practicality. While a passenger car meets customer
expectations with an average service life of 5,000 hours of
operation and a total mileage of around 150,000 km, a truck
must be designed to achieve ten times this in both categories.

From your perspective, why does working together with Porsche

Engineering make sense?

Dr. Ludanek: The design principles, physical principles, and

many requirements of the body structures are the same. In
working together with the engineers at Porsche Engineering,
we can profit in particular from their experience in design and
manufacturing processes. After all, lightweight construction
and fuel consumption reduction play a major role for com-
mercial vehicles as well. And the transfer goes in both direc-
tions: for example, in recent years high-strength materials and
hot-stamped structural components such as those used in
trucks have been increasingly used in car bodies to save weight
and reduce fuel consumption.

Mr. Edström, how did the cooperation for the development of the
next cabin generation come about?

Edström: Scania and Porsche Engineering had already been

successfully cooperating in the field of truck development for
several years before this project. It was important for Scania
to find a partner with expertise in multiple areas, such as
body-in-white structures, new methods in simulations and
production planning, as well as a strong connection to proto-
type workshops. It is quite natural that the time frame for the
development process in the commercial vehicle industry is
much longer than in the passenger car industry. We expect to
benefit from new methods from the automotive industry and
achieve quicker turnaround and better results. ›

Porsche Engineering Magazine 31

 driver should be able to easily operate the truck without be-
ing stressed or overtaxed in the process. In terms of the
person-to-machine interface, the driver receives excellent
feedback on driving performance.

What overall challenges will the commercial vehicle industry

face in the future?

Edström: Future developments in the commercial vehicles

sector will no longer be characterized by a single improvement.
The aim is to substantially improve efficiency in the field of
logistics through a range of enhancements. Just as in the
automotive industry, commercial vehicles are faced with the
challenges of lightweight construction, energy efficiency,
Every successful business relationship thrives on a lively exchange based reduction of fuel consumption and emissions, and the use of
on mutual trust: the cooperation of Scania and Porsche Engineering is
no exception.
trucks with alternative fuels as well as more stringent passive
and active safety requirements. Moreover, this additional tech-
nical equipment will only find acceptance if it is economically
viable. In the future, linking vehicles in the logistics network
will create enormous potential for advancement in this area.

Considering these challenges, where do you see further potential

for collaboration with engineering service providers?
In your experience, what distinguishes Porsche Engineering from
other engineering service providers? Edström: A variety of collaborative models are possible.
Beyond the traditional issues of cabin and component design,
Dr. Ludanek: Porsche Engineering has the advantage of being there is also a push to improve existing work methods; here,
directly connected to the automobile manufacturer Porsche. the expertise of development service providers can definitely
Their explicit awareness of customer requirements and under- be very useful.
standing of the peripheral issues that play a role in completing
the job economically are hugely beneficial in our project work. Dr. Ludanek: In the future, we will be forced to accept shorter
In particular, their differentiated view from the various car service lifetimes for electrical and electronic developments,
development perspectives and transferring this experience to as the trends and methods in this area are changing in ever
truck development projects often results in completely new faster cycles. Driver assistance systems, which are increasingly
solution approaches. The experience and knowledge gained prevalent in the car sector, will soon be introduced in the com-
through procedures and methods that have become standard mercial vehicle sector as well — here again, we can benefit from
practice in the car sector combined with the specific require- others’ experience. A lot of the advanced technologies will first
ments of the commercial vehicle sector generate new ideas and reach the customer through the car sector. That also goes for
solutions that benefit our customers. advanced materials.

Ms. Modahl Nilsson, what is so special about a Scania truck How about the other way around? In your opinion,
compared to those of competitors? is there potential for the automotive industry to learn
from the commercial vehicle industry?
Modahl Nilsson: Scania is very customer-oriented. The main
focus is on operating performance in line with profitability. Dr. Ludanek: Collaborative projects should always generate
Low fuel consumption, optimal uptime, and low service synergies for both parties. Truck development focuses on fuel
costs are decisive factors for logistics companies. The truck consumption and operating costs. Many development ›

32 Porsche Engineering Magazine COOPERATION WITH SCANIA

Porsche Engineering regularly puts its knowledge to use for other industries
and projects in different technical fields. Scania relies on Porsche expertise and
both sides profit from a fruitful exchange of ideas.
Dr.-Ing. Harald Ludanek Catharina Modahl Nilsson Sven-Åke Edström
Executive Vice President, Head of Engineering Director for Cab Senior Vice President Truck,
Research and Development Development Cab and Bus Chassis Development

Dr.-Ing. Harald Ludanek joined Catharina Modahl Nilsson joined Sven-Åke Edström, who joined
Scania in 2012. After graduation, Scania as a trainee and has held ­Scania as a trainee, began his career
he joined Volkswagen AG, where numerous positions within the with the company as a design engi-
he held various positions. He also company, mainly in research and neer in the Industrial and Marine
worked at Škoda Auto MIBol / C Z. development but also in marketing. Engines Division, focusing on diesel
Before joining Scania, Harald Since 2012, she has held the position engine design. Since then, he has held
Ludanek was Head of Vehicle of Engineering Director for Cab various positions at Scania, both in
­Development at Volkswagen AG. Development at Scania. Sweden and abroad. In 2009
At Scania, he was appointed Sven-Åke Edström was appointed
­E xecutive Vice President and Head Senior Vice President for Truck,
of Research and Development. Cab and Bus Chassis Development.

concepts can be economically implemented in this area thanks enable recuperation of braking energy and acceleration
to the very long service lives and high mileage. Individual support. In contrast to cars, purely electric driving in trucks
measures frequently have to prove their usefulness in an inte- will remain the exception and will only be feasible on certain
gral interaction with regard to reliability, serviceability, and types of routes. In long-distance road haulage, purely electric,
operational safety. Against the backdrop of CO2 reductions autonomous driving will struggle to gain acceptance due to
and fleet operations, this holistic perspective can benefit the the low storage density of the batteries. In Sweden, however,
car sector as well. concepts for the electrification of major transportation routes
to counteract the current deficiencies of battery technology
Edström: The truck sector is also leading the technology are being considered.
development in terms of robust, durable technology.
What role does design play for Scania trucks?
How will e-mobility affect the commercial vehicle industry?
Edström: At Scania, truck styling is important — and it secures
Modahl Nilsson: We have to take a differentiated look at the the Scania brand identity. Scania has a strong exterior styling
application cases. In local urban distribution and commuter that resembles a helmet, highlighting essential characteristics
traffic, hybrid drive systems will be phased in. Especially in of Scania trucks such as safety, uptime, robustness, and quality.
stop / start scenarios, a hybridization of the drivetrain will Its importance is clear when one considers that the styling of

34 Porsche Engineering Magazine

the interior must balance functionality with a living space
for the driver. Of course, styling is not the main criterion, but
it is essential to foster drivers’ sense of identification with The Cooperation Between Scania
the brand, which induces better, more careful use of the and Porsche Engineering
truck — which in turn results in lower operating costs.

What will trucks look like in 20 years?

Ever since the Swedish commercial vehicle manufacturer
Dr. Ludanek: 20 years from now, trucks will have technical Scania and Porsche Engineering began working together
improvements for low fuel consumption, e.g. low drag co- to develop a new truck cabin generation in 2010, the
efficients, optimized aerodynamics, and easy access. In terms of focus always extended beyond typical Scania styling
functionality, the truck will be more closely connected to the and first-rate functionality to include a continual effort
logistics process. Driver assistance systems will ensure easier to optimize the design of development and production
handling and operation. Service and maintenance will be processes. “Only when our developments smoothly plug
into the Scania development process, can be efficiently
monitored and detected by the operating system itself. The
produced, and create added value for Scania have
truck driver will have an office and a comfortable living space
we done our job successfully,” says Malte Radmann,
in one place.
CEO of Porsche Engineering. “This is the standard that
our engineers have been following with customers ever
If you could be a developer at Porsche for one day, what would
since Ferdinand Porsche founded his engineering firm
you like to develop? over 80 years ago.”

Dr. Ludanek: Porsche is a fascinating sports car company

with emotional products. In the Porsche Cayenne, the Porsche engineering services have always involved
Porsche engineers brilliantly succeeded in combining sporty transferring experience and expertise from the
characteristics with robustness and off-road-performance. automotive industry to related sectors. “We always
Whenever you drive a Porsche Cayenne in rough off-road put ourselves in the customer’s position and try to
conditions, you are inevitably captivated by its performance. combine an awareness of the industry-specific
So I would love to develop the next generation of the Porsche requirements, such as competing product and manufac-
Cayenne. turing cost pressures, with our special expertise from
the sports car development process,” says Helmut
Fluhrer, head of the Scania cabin development project
Edström: A Porsche Carrera’s road stability and handling are
at Porsche Engineering. “To date, we have always
very impressive as well. Why not participate in that d
­ evelopment
succeeded in creating critical synergies for both sides
area to learn more about the secret to achieving that?
in spite of all the challenges. That’s what makes our
project so exciting.”
Modahl Nilsson: I’m impressed by the strong Porsche brand,
the emotions, and the heritage connected to Porsche’s identity.
This seems to be deeply rooted not only in your customers’
minds but also in the pride shown by every Porsche employee.
As an engineer I would appreciate being part of the backbone
of the Porsche lineup — and developing the next generation
of the 911. n

911 (TYPE 991) Fuel consumption (combined):

12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km
www.scania.com/trucks/
CAYENNE Fuel consumption (combined):
11.5 – 7.2 l / 100 km; CO2 emissions: 270 – 189 g/km

COOPERATION WITH SCANIA Porsche Engineering Magazine 35

CAYMAN Fuel consumption (combined):
8.8 – 7.7 l / 100 km; CO2 emissions: 206 – 180 g/km

911 (TYPE 991) Fuel consumption (combined):

12.4 – 8.2 l / 100 km; CO2 emissions: 289 – 194 g/km

BOXSTER (TYPE 981): Fuel consumption (combined):

8.8 – 7.7 l / 100 km; CO2 emissions: 206 – 180 g/km
 _____ Its affinity for curves is unsurpassed among sports cars. With a longer wheelbase, a completely
new chassis, and less weight, the new Porsche Cayman sets a new standard for driving dynamics
in its class. The completely redeveloped two-seater is the third Porsche sports car model series after the
911 Carrera and the Boxster to feature an innovative lightweight body design.

Third-Generation
Master of Curves
The new Porsche Cayman

The new Cayman is more striking than ever. Its proportions point daytime driving / position lights — an unmistakable hall-
are new, and yet it is clearly a Porsche sport coupé. mark of the new Cayman. Just as unique to the new generation
of the sport coupé are the large, low rear lid made of aluminum
and the rear section with its wrap-around edges. The overall
Design: more distinctive than ever appearance of the Cayman is more independent than before,
and it is well differentiated from the previous model.
The extended wheelbase with shorter overhangs and 18- and
19-inch diameter wheels with larger rolling circumference are
distinctive visual cues of the car’s enhanced driving perfor- Engine: six-cylinder with high engine speed concept
mance. Its design is characterized by precise lines and pre-
cisely modeled edges. Typical of the new design is the shoulder Porsche has outfitted the Cayman with unequivocal sports en-
line, which flows out of the starkly arching wing into the rear gines that combine massive torque with powerful performance
side section. Particularly striking is the dynamic indentation at high engine speeds. This high engine speed concept makes it
in the door, which directs the intake air to the distinctive inlet possible, among other things, to reduce the displacement of its
in the rear side section. This offers the most prominent basic power train by 0.2 liters over its predecessor while adding
visualization of the concept of a mid-engine car. power. With specific power of 74.8 kW / l (101.6 hp / l), the
2.7-­liter engine is the first Cayman engine to cross the magic
From the front end, the new Cayman is marked by its dominant threshold for sports car engines of 100 hp per liter. The new
cooling air inlets. They house the round front lights with four- engines suck air in through the left and right air intakes. ›

MASTER OF CURVES Porsche Engineering Magazine 37

Intelligent efficiency: on-board electrical system
recuperation, thermal management, coasting

With their economical power, the flat-six engines positioned

in front of the rear axle make the Porsche two-seater the
epitome of efficient performance. With direct fuel injection,
thermal management, on-board electrical system recupera-
44 %
Proportion of aluminum
in the new Cayman
body-in-white
tion, and the auto start / stop function, the drives of the
two currently available models are up to 15 percent more
economical.

In conjunction with the PDK transmission, the Boxster, the

911 Carrera, and now the new Cayman share the principle of
coasting: only calling up engine power when it is actually
required. When the car is coasting and the engine is disen-
gaged, fuel consumption is minimal. In practice, this amounts
to potential fuel savings of up to a liter over 100 kilometers.
The body: lighter, stiffer, sportier

Extraordinary driving dynamics: agile in curves The body of the new Cayman is a complete redesign based on
the bodyshell of the Boxster. What that means: thanks to the
The driving dynamics of the Porsche Cayman are extraordi- innovative aluminum-steel composite lightweight construc-
nary. Even more than before, the interaction between the mid- tion, the weight of the bodyshell was reduced by around
engine design and the running-gear setup secure it the top spot 47 kilograms. At the same time, the static torsional rigidity
in its class. The basic geometry provides the ideal prerequi- was increased by 40 percent. In other words: the Cayman
sites: a 60-millimeter longer wheelbase ensures greater stabil- drives more precisely than ever before. In its new lightweight
ity at top speeds, the wider track on both axles generates bodies, Porsche uses steel only where necessary. Instead, die-
greater driving stability and agility in corners, and wider- cast aluminum, aluminum plate, magnesium, and high-
diameter tires provide better traction up to the limit. The strength steel are used, custom-fit for the particular use in the
Porsche engineers placed great importance on fine-tuning the body to minimize the material used while ensuring maximum
Cayman not only for driving dynamics and agility, but also stiffness values. Roughly 44 percent of the new Cayman
improved comfort and day-to-day usability. body-in-white is comprised of aluminum, including the front
end, floor and rear end, doors, and both hoods. The lift on
both axles has been reduced compared to the previous model,
Highly responsive and efficient: which translates into greater stability at high speeds. The wing
electromechanical steering, better braking is optimally integrated in the rear end and extends in an arc
automatically or manually. With its 40-percent larger effective
The electromechanical power steering replaces the hydraulic area, it generates more downforce than its predecessor’s rear
system previously used in the Cayman. Its capability enables spoiler while creating less drag.
the driver to experience the Cayman’s agility even more
intensely. Along with the improved driving performance, the Better performance, better safety, more fun — the new Cayman
Cayman’s brake system is now more powerful as well. In more than lives up to its sterling reputation. Quite simply a
addition to being equipped with stiffer brake calipers on the master of curves. n
front axle, an optimized guideway, and larger brake surface,
the brake disc cooling was also improved. www.porsche.com/cayman

38 Porsche Engineering Magazine MASTER OF CURVES

 Especially character-
istic are the dynamic
recesses in the doors,
which guide induction
air into the distinctive
air scoops on the rear
side panels and then
directly to the engine.

Also distinctive: the large,

low tailgate made of aluminum
and the rear section
with its wrap-around edges.

MASTER OF CURVES Porsche Engineering Magazine 39

Passion for
Safety and Aesthetics

 _____ The interior is equally important to the overall impression created by the
new Cayman. The interior’s design focuses not only on appearance and styling,
but also on functional development requirements according to FMVSS 201u.

By Thorsten Beck Photo by Jörg Eberl

Ensuring passive vehicle safety in the “greenhouse area” plays an important role when designing the vehicle interior.

40 Porsche Engineering Magazine MASTER OF CURVES

 included provisions for deformation to concept. Cross-departmental cooperation
enable compliance with FMVSS 201u was exceptionally efficient in this regard.
requirements as well as other package
requirements.
Optimization through automatic processes
Definition of the areas of deformation was
coordinated closely with vehicle safety. Beyond the success of the project itself,
The objective was to achieve the optimal it also resulted in optimizations of develop-
combination of cost-effectiveness, styling, ment processes that have already benefited
variant diversity, and lightweight design subsequent projects. Efficiency was
while fulfilling safety requirements. Deforma- improved through an end-to-end FEM
tion elements were designed to comply calculation process that includes every step
with FMVSS 201u while considering other from model construction through analysis.
aspects such as cost and weight. Free An automated evaluation tool reduces analy-
Motion Headform (FMH) calculations were sis time and improves comparability.
utilized in order to optimize the functional
behavior. To conduct the development An automated tool for determining the
process without pre-prototypes, the high test points and test ranges, stipulated by
number of FMH test constellations makes FMVSS 201u, was developed as well.
use of the finite element method (FEM) Immediate creation in the CAD environment
indispensable. saved intermediate steps that had
previously been necessary and improved
The initial FMH calculation model was the documentation process, which also
Strategic orientation based upon the virtual pre-prototype. resulted in significant time savings. n
The FEM calculation was necessary in order
As part of the functional development of the to further develop and confirm the
vehicle interior, the U.S. law FMVSS 201u deformation concept prior to design-release.
plays a central role. This law is an important Continuous coordination between FEM
factor in ensuring passive vehicle safety calculations and component layout helped
and focuses in particular on head impact to ensure an optimal design for the
protection in the “greenhouse area” — t he greenhouse area, with little need for
area above the top of the door panel that additional design changes.
is delimited by the windows, the vehicle
roof, and generally the A-, B-, and C-pillars. Comparison of test results with the calcula-
tions revealed no major deviations — proof
of the quality of the function-based design
Development process for the Cayman and the calculation model.

The project work began as soon as the first Test results from the prototype phase are
package concepts were initiated. Early one of the primary bases for series
inclusion in the vehicle development process development. Based on results from crash
beginning in the concept phase proved tests, head impact tests, system tests
highly beneficial. This made it possible to (such as alternating climate tests) of the
coordinate directly and efficiently in the complete vehicle, and individual component
intricate development process with the tests, adjustments continue to be made
various interface partners such as vehicle before settling on the final styling. One
safety, interior, package, and styling. For particular challenge proved to be the
example, deliberations regarding the design integration of the sun visor, which was only
were aided by design sketches that already made possible by an innovative deformation

MASTER OF CURVES Porsche Engineering Magazine 41

Quicker Results with

Rapid Control
Prototyping
 ____ Rapid control prototyping (RCP) is a method for flexible and efficient functional design
during the model-based software development process. Porsche Engineering uses this technology
to make it possible to “experience” future engine control functions at an early stage in the
development process.

By Heiko Junker

As the complexity of engine con- Software development often too rigid and the one implemented. In particular
trol functions grows, so does the soft- with complex software requirements,
ware development time required. This In software development and the ap- this results in frequent recursions that
ongoing trend is partly due to legal plication of ECU software, the most can be avoided by using RCP.
requirements (such as emissions con- common approach is that both the
trols) becoming more stringent. This ECU hardware and software are pro-
requires the continuous development vided by the same supplier. If new func- Rapid control prototyping (RCP)
of new complex functions that span tions, function enhancements or error for easier work
different systems. The hybridization rectifications are required, the person
and individualization of functions for responsible for the function or the ap- The various ECUs in vehicles have very
optimizing the drive chain characteris- plication engineer creates a correspond- different control and regulation func-
tics of the respective vehicle also pose ing request. The desired changes are in- tions. Sensors detect the current condi-
new challenges for function developers. tegrated by the supplier of the ECU or tion of the control process and forward
This means that it must be possible to software and made available in the next the information to the ECU so it can
develop functions independently of the software release. The product specifica- calculate variables. The ECU can then
Electronic Control Unit (ECU) supplier tions, which are frequently written in influence the controlled system with
to be able to reduce development cycles prose, result again and again in differ- actuators and set the desired condition
and therefore costs. ences between the requested function (see illustration on the right).

42 Porsche Engineering Magazine RAPID CONTROL PROTOTYPING

In conventional prototyping, when the erably less effort. It is important to dis- Internal rapid
complete regulation or control mod- tinguish between internal and external control prototyping
el is created, it is tested using special rapid control prototyping.
proto­typing hardware. Rapid control
proto­typing makes it possible to create Advantages:
new function components with little Internal rapid control prototyping > No additional hardware
effort and to expand existing program (on-target prototyping) required (several development
structures or even replace them. Im- vehicles can be flashed with
mediately afterwards, the function can Internal rapid control prototyping does a single RCP software release)
then be validated on a bypass platform. not require additional hardware and is > Original control device timing
This bypass platform can be a special therefore an inexpensive solution that
test system (target) or even the future uses the ECU used in production develop­ Disadvantages :
production control device (ECU). RCP ment. The ECU supplier has to prepare > Processing time for a new
thereby provides an end-to-end pro- the ECU software accordingly for the in- software release (time for
cess — from the function design right tegration of bypass applications. For this the build process + flashing
up to program execution on a regula- purpose, the ETAS EHOOKS-PREP pro- to control device)
tion and control system. This makes gram, which is a component part of the > Restricted computing power
it possible to test important functions ETAS EHOOKS tool chain, can be used. > Limited program and
quickly and under real conditions, for The program encrypts the additionally application memory
example in the vehicle, and to get early required address information and free > Restricted I / O
feedback on the cost and feasibility of memory space for the later integration
new functions. Problems are detected of bypass hooks and new function code.
early and can be rectified with consid- The bypass hooks in the control device ›

Control circuit signal flow chart

sensor Target value Control device Actuator

example: (reference value) example:
lambda probe + injection valve
Actual Control Control
value deviation Controller factor

example: engine

Control variable Controlled system Actuating variable

Disturbance variables

RAPID CONTROL PROTOTYPING Porsche Engineering Magazine 43

software required for a bypass applica- are used in model-based software devel- ed and deactivated while the program
tion can then be inserted independently opment, it is possible to create the new is running. This gives the application
of the supplier of the ECU or software. function structures and therefore the engineer the option of comparing the
C code. In the EHOOKS-DEV program, function structures with the original
The illustration below shows the nec- the user has to set up the inputs of ex- program code online, for example.
essary steps for integrating additional isting functions that are to be overwrit-
functions. The ECU software is usually ten — the so-called bypass hooks. Read
provided as a *.HEX file (executable access to all signals that occur in the ex- External rapid control prototyping
program code for the control device) isting program code is possible, allow­
and an *.A2L-description file (address- ing them to be used for processing in the With very large internal bypass functions,
to-label: list of the memory addresses new bypass function. In the subsequent a lack of memory space or overloading
and respective symbolic names of the build process, EHOOKS-DEV creates a the existing computing power of the
objects in the program code). This new, executable program code contain- production ECU can mean it is neces-
means that the ECU can be flashed as ing the new bypass software for the sary to switch to external rapid control
usual in series development. production ECU. This can be flashed prototyping. With this technology, it is
onto the ECU and executed. The also possible to integrate new sensors or
Using tools established on the market special feature of a bypass application is actuators in the application. With exter-
such as Simulink® or ETAS ASCET that that the bypass function can be activat- nal rapid control prototyping, the new
bypass function is computed on separate
hardware — the target. The target is con-
nected to the series control device via a
special, real-time capable ETL interface.
Signals can be read and written back via
this connection. The illustration on the
right shows the necessary steps for using
the powerful ETAS ES910 prototyping
and interface module.
Internal rapid control prototyping creation process
In the first step, just as with the in-
ternal method, the bypass hooks and
the signals to be read must be set up
with the EHOOKS-DEV application.
simulink® ascet This defines an interface to the future
bypass software. The program code
created with a build process with
code EHOOKS-DEV can be flashed onto the
generation production ECU. This software solely
contains a service for the ETL interface
Software Modified for exchanging data with the target. If
from control C code control the interface is to provide other data,
device supplier software with
bypass the first step must be repeated.
software
The second step involves defining the
A2l hook A2l hardware configuration, for example,
of additional I / O components that
HEX ehooks-dev hook HEX could be connected to the ES910, and
the interfaces for the bypass function.
FLASH ECU These settings are made using the ETAS
INTECRIO application. In this case the
C code from the Simulink® or ASCET
models is also integrated. The INTE-
CRIO application uses the information

44 Porsche Engineering Magazine RAPID CONTROL PROTOTYPING

External rapid control prototyping creation process

simulink® ascet

Software Modified
from control control code
device supplier Defining ­software generation
bypass hooks
(interfaces to
bypass software)
A2l hook A2l C code
ehooks-dev
HEX hook HEX
1
flash ECU 2

download intecrio

target (ES910) bypass software

& hardware
Configuration

External rapid and the bypass models to create execut- the results of the new function are writ-
control prototyping able program code for the target. This ten to memory cells that read in existing
can be executed within a short time via follow-on functions. The bypass func-
a download or an Ethernet interface. tions here can range from being simple
Advantages: If the target is to be operated inde- constants to functions that replace the
> High computing power pendently of an operating computer, entire function apparatus in the control
> More or less no resource restrictions the program code can be additionally device.
> Fast turnaround times flashed to a non-volatile memory space.
(development cycle) The compile times for creating an ex- The simplest form of a bypass is the
> Additional I / Os possible ecutable bypass on the target are signifi- variable bypass, also known as slewing.
> Safety aspect (“fall-back” to cantly shorter. In this process, a memory cell of a value
control device) already present in the control device is
described with a constant value of an
Disadvantages: The fast lane —  externally calibrated value. The bypass
> Additional hardware (target) bypass applications for the calibrated value allows the vari-
required able value to be manipulated during the
> Possibly other timing response than Existing input and output signals of runtime of the ECU.
on the original control device the ECU functions are used in a bypass
function to integrate newly developed The most well-known of all bypass types
or adapted functions. After calculation, is the function bypass (see illustration ›

RAPID CONTROL PROTOTYPING Porsche Engineering Magazine 45

Principle of the function bypass an experimental system. In this bypass-
ing process, not only the application
layer is replaced but also the drivers
for sensors and actuators, the operat-
ing system and also the interfaces for
1
the vehicle buses. Full bypass systems
2
1
are mostly used in new developments in
5
which either the ECU hardware or the
bypass software platform is not yet available.

1 0,9 1
X 1 1 1 1

Spoilt for choice

>
>
2 0,1 2
5 5

Function 1 Function 2 Function 3 External and internal rapid control pro-

totyping complement each other in the
world of model-based software develop-
ment. The development engineer has the
option of selecting the optimum system
for each individual problem. However,
at the top of the page). A new function In an application bypass, the driver layers as development progresses, the engineer
is coupled with the existing functions of the inputs and outputs are made can still switch between the two meth-
of the ECU. Internal values are made available by the ECU as interfaces to the ods without great effort.
available to the bypass function as application layer. The hardware, drivers
inputs. The output values are written and operating system of the ECU are For complex function alterations, it is
to the memory cells of the variable or used in this process. The original input recommended to start with external
function to be replaced. In an external and output signals of the ECU can also rapid control prototyping. In this pro-
bypass, additional electric inputs or be used. cess, small function components can be
outputs can be fed into the function changed quickly on the test bench or
via special I / O hardware. In a full bypass (conventional prototyp- even in the vehicle. For example, 1D
ing), the ECU is completely replaced by engine characteristics can be replaced

Using rapid control prototyping

in the development process:
a Porsche 918 Spyder prototype

46 Porsche Engineering Magazine RAPID CONTROL PROTOTYPING

Position of rapid control prototyping
in the software development V model

Requirement Acceptance

rcp
Design Integration
test

Implemen­tation Module test

CODE

with 2D engine characteristics and to the test vehicles independently of the drive concepts, as was required in the
parameterized in just five minutes and supplier of the ECU or software in or- 918 Spyder project. To safeguard such
the changed function can then be im- der to continue testing without a major prototype software, Porsche Engineering
mediately executed as a download on delay, for instance. uses hardware-in-the-loop technology.
the target. In addition, if new actuators It is a fixed part of the V development
and sensors are used, the target can be process and prevents possible engine or
expanded with additional inputs and Development process vehicle damage during critical functions.
outputs to connect these and integrate RCP technology gives the Porsche devel-
them in new functions or function en- As part of the introduction of a Porsche opment engineers new possibilities for
hancements. Here it is also possible to standard RCP tool chain for the Porsche efficiently solving problems in model-­
connect additional bus interfaces such development process in the area of en- based software devel­opment. n
as LIN, CAN or FlexRay. gine ECU software, the Porsche Engi-
neering team evaluated commercially
On the other hand, internal rapid con- available systems. They decided on the
trol prototyping is particularly suitable ETAS EHOOKS tool chain due to the
for urgent function enhancements or for synergies with Porsche Engineering
the quick correction of software errors hardware and software already in use as
that occur in development. This allows well as the simplicity of the creation pro-
incorrect function structures to be re- cess. The first major use of this technol-
placed, for example an AND gate can ogy was in the 918 Spyder project. Using
be replaced with an OR gate. Then it is RCP, a great number of ideas can be ap-
possible to distribute the new software plied in the development of innovative

RAPID CONTROL PROTOTYPING Porsche Engineering Magazine 47

Aerodynamics and
Thermal Management
Interaction in the context of vehicle development

 ____ The constantly rising pressure on carmakers’ development departments

to reduce fuel consumption and exhaust emissions while maintaining current
comfort and quality standards has led to intense development activity in the fields
of aerodynamics and thermal management.

By Patrik Gisch

New wind tunnel in Weissach

In addition to simulation and calculation methods, test

facilities such as wind tunnels, climatic wind tunnels, and test
tracks remain important for development engineers in their
work. As part of the ongoing expansion, a new wind
tunnel — where engineers can test vehicles at wind speeds of
up to 300 kilometers per hour — is being built at the Porsche A broad range of activities
Development Centre in Weissach. This state-of-the-art wind
tunnel will meet future requirements for vehicle development, One typical and widely known field of application for vehicle
in which energy efficiency will play an increasingly important wind tunnels is optimization of the aerodynamic drag co-
role. The new facility will help developers sharpen Porsche’s efficient value (Cd value) of a vehicle as an important contri-
already formidable expertise in the fields of aerodynamics and bution to reducing consumption and improving performance.
design. But aerodynamic drag coefficient is not the only focus in
aerodynamics development. Engineers also concentrate on a
Exceptional design combined with optimal aerodynamic range of other factors that at first glance may not be apparent
efficiency have been classic Porsche hallmarks from the very as traditional aerodynamics issues. Other issues include
beginning. As the wind tunnel will not be open solely for inter- improving a vehicle’s driving stability through precisely bal-
nal Porsche designs but also available for external customer anced aerodynamic lift forces on the front and rear axles,
projects, the facility has direct access to the adjacent design directional stability, and crosswind behavior. These factors
studio and separate entrances for discreet work on develop- contribute to driving safety as well as enhancing performance,
ment projects. for example during use on the racetrack.

48 Porsche Engineering Magazine AERODYNAMICS AND THERMAL MANAGEMENT

 911 (TYPE 991) Fuel consumption (combined):
12.4–8.2 l / 100 km; CO2 emissions: 289–194 g/km

A Porsche 911 in the wind tunnel: a typical scene in the field of aerodynamics development

Aerodynamics and styling define the classic brand design More comfort through optimal aerodynamics

As aerodynamic development work necessarily also influ- Beyond efficiency factors, performance objectives, and safety
ences the shape of the vehicle, the aerodynamics and styling requirements, in modern vehicles comfort aspects are an in-
disciplines work together in a symbiotic relationship. For creasingly important part of the quality equation and thus
example, aerodynamics measures and components must have impact the decision to buy as well as customer satisfaction.
not only a technical function but also, by being visible or Draft avoidance in convertibles or vehicles with mobile roofs,
invisible, support the classic design language of the brand in keeping side windows and exterior mirrors free of soiling, and
the vehicle’s design. reducing wind noise are examples of requirements that aero-
dynamics engineers have to examine closely and optimize
Aerodynamic measures on the vehicle’s underbody and wheel from a comfort standpoint, because comfort is a top priority.
well areas, or the reduction of flow through losses at radia-
tors, represent the greatest potential for “design-neutral” The most promising optimization approaches determined
aerodynamic optimization, thus allowing the vehicle stylists digitally (without test prototypes) in the early stages of a
greater freedom in designing the outer shell. vehicle’s development using calculation and simulation tools ›

AERODYNAMICS AND THERMAL MANAGEMENT Porsche Engineering Magazine 49

 resistance — in other words, the proportion of the overall air
resistance caused by cooling air flow— can be reduced to a
minimum. Here, aerodynamics and thermal management
interact directly.

In particular the efficient design and determination of the size

and position of the cooling air intakes, the design of supply
and exhaust air ducts, and not least the appropriate radiator
through which the air flows deliver discernible contributions
to reducing wind resistance. These components and systems
are designed and optimized by aerodynamics engineers using
3D computational fluid dynamics (CFD) flow calculation
simulation tools. Thus in addition to traditional engine cool-
ing, aerodynamics can also be used to cool brakes, power
units, fluids, and charge air.

Diverse thermal management solutions

Aerodynamic forces are analyzed in minute detail in the wind tunnel
using state-of-the-art visualization and measurement technology.
At Porsche Engineering, the field of thermal management
extends from traditional cooling system design for combustion
engines to control of all heat flows in the vehicle, assisting the
reduction of fuel consumption, thermal management of
are tested extensively in later stages of the development pro- alternative drive concepts, and thermal interior comfort.
cess in wind tunnels and optimized further to achieve objec-
tives. Moreover, component forces caused by air flowing Beyond computer-aided heat management simulations in
around and through the vehicle are analyzed and reduced as early stages of development for designing and dimensioning
necessary in the wind tunnel. Using state-of-the-art visualiza- cooling systems, prototypes and pre-series vehicles are used
tion and measurement technology, the aerodynamic forces to test and assure the cooling function, particularly in the
on doors, hoods, windows, sunroof, rear view mirror glass, Porsche climatic wind tunnel or appropriate test courses.
and the expansion lids of convertible roofs can be measured,
visualized, and modified.

The aerodynamics engineers from Porsche Engineering also

regularly put their experience and methodology to use in
developing or optimizing products from other industrial
sectors: for example, designing a small wind power plant
(wind turbine), working on trains, or paint shops.

Interaction of aerodynamics
and thermal management

One of the core tasks for aerodynamics engineers is securing

cooling and ventilation functions by providing for an
adequate and homogeneous flow of cooling air. By achieving
a flow-optimized overall cooling air path, the cooling air Effi cient cooling air fl ow reduces the overall air resistance.

50 Porsche Engineering MAGAZINE AERODYNAMICS AND THERMAL MANAGEMENT

Precise routing of air around and through
the vehicle for optimum aerodynamics and
targeted cooling and ventilation

Thermal management on the test track But it is not only the cooling function that demands new de-
velopments and innovations. The heating of components and
To test cooling functions, the 2.9 km course at the Porsche the vehicle’s interior in cold ambient temperatures must also
proving grounds in Weissach is set up like a racetrack with be resolved efficiently. The exhaust heat previously provided
long straightaways, fast curves, inclines, and switchbacks. It for “free” by the combustion engine is not available in pure-
is also very well suited for testing component and coolant ly electrically driven vehicles and must be provided by other
temperatures under the influence of extreme acceleration means. The efficiency of these measures has a direct impact
phases (positive as well as negative acceleration). on the range of the electrically driven vehicle. Using the
thermodynamic test bench developed by Porsche Engineering
With its 12.6 km circular high-speed track, the proving ground (featured in Porsche Engineering Magazine 2 / 2012) in com-
at the Nardò Technical Center in southern Italy, which Porsche bination with a 300-kW source-sink high-voltage test bench,
Engineering took over in May 2012, offer the opportunity to these development tasks are implemented for components,
determine component and fluid temperatures at high speeds systems, and complete vehicles for customers worldwide.
and sustained top speeds. These conditions enable testing of
the transmission oil cooling, among other factors. The track Further expansion of the Porsche infrastructure as well as
is approved for speeds of up to 330 km/h, and the outermost the many years and diversity of experience of the engineers
lane allows speeds of up to 240 km/h without centrifugal in the field of aerodynamics and thermal management will
forces. enable Porsche Engineering to keep pace with rising cus-
tomer expectations and legal requirements. ■

Direction: future

Future technologies present new challenges for thermal

management. In particular, projects in the field of alternative
drive concepts require exceptional development acumen with
regard to thermal management. The task for thermal manage-
ment specialists lies in developing new solution approaches
for thermal management of hybrid components, electric
drives, electrical components such as power electronics, and
naturally traction batteries as well.

AERODYNAMICS AND THERMAL MANAGEMENT Porsche Engineering MAGAZINE 51

 Imprint Publisher All rights reserved. Reprinting, incl. excerpts,
Porsche Engineering Group GmbH only with the permission of the publisher.
Porsche Engineering Porschestrasse 911 No responsibility can be taken for the return of
Magazine 71287 Weissach photos, slides, films, or manuscripts submitted
Germany without request. Porsche Engineering is a
Tel. +49 711 911 0 100% subsidiary of Dr. Ing. h.c. F. Porsche AG.
Fax +49 711 911 8 89 99
ISSUE 1 / 2013 Internet: www.porsche-engineering.com

Editor-in-Chief
Frederic Damköhler
Porsche Engineering Editing | coordination
Issue 1/ 2013

MagazInE

Nadine Guhl
Design
cuStOMERS & MaRKEtS Scania and Porsche Engineering — a very special collaboration

VISCHER&BERNET, Stuttgart
PORScHE uP clOSE Master of curves: the new Cayman
ENGiNEERiNG iNSiGHtS More efficient software development through rapid control prototyping ISSUE 1 / 2013

Translation
MultifacEtEd

www.porscheengineering.com

Engine development for the future

RWS Group GmbH, Berlin

Printing
studiodruck GmbH
Porsche Engineering MagazInE

72622 Nürtingen-Raidwangen

www.porsche-engineering.com

52 Porsche Engineering Magazine IMPRINT

 When form and function
complement each other ideally.

The successful development partnership between Linde Material Handling and Porsche Engineering
has existed for more than 30 years.

Linde Material Handling GmbH, Carl-von-Linde-Platz, 63743 Aschaffenburg, Germany

Telephone +49 (0)60 21 99-0, Fax +49 (0)60 21 99-15 20, www.linde-mh.com
 Please visit www.porsche-consulting.com for further information.

You don’t need to build sports cars

to deliver fast solutions, but it helps.

Porsche Consulting.

Fuel consumption (in l/100 km) urban 18.9 · extra urban 8.9 · combined 12.4; CO2 emissions 289 g/km