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100 YEARS OF KOLBENSCHMIDT PIERBURG required. Clearly, for a six-cylinder engine you only need six pistons and for a fourcylinder engine only four. This means a reduction in production volumes, and the same is true for the number of plain bearings required. But it does not apply to throttle valve assemblies or exhaust gas recirculation valves, as every engine needs one or even two. Apart from that, a downsized engine has to withstand quite different loads. Much higher demands are made on the individual components in such engines, and these can only be met with higher quality products. Therefore, this is a very interesting challenge for us. But not only that, large engines with six, eight or ten cylinders will not die out completely, they will merely be produced in smaller numbers… … if there is still a need for them. Do you still need such an engine? I must admit that I like driving cars with big engines. But that doesn‘t mean that it will always be the case. I have driven upper mid-range cars with a two-litre turbocharged diesel engine that were almost luxury cars. I must say that these cars have excellent performance and you don‘t really need a six- or eight-cylinder engine any longer. And they offer the fuel efficiency of a small-displacement engine if you drive in a restrained manner. So I wouldn‘t say that I will always want to drive cars with big engines. Can you predict what cars will be like in 10 or 15 years’ time? The internal combustion engine will still be dominant, as it still offers a great deal of potential with regard to efficiency and emissions. And if you are referring to electric powertrains: there are, of course, plans to have one million electric vehicles on the road in Germany by 2020. Admittedly, one million is a market share, but it is a relatively small one. There are still many problems that have to be solved regarding the storage and infrastructure of electric energy. Publications that discuss the operating range of electric vehicles usually describe driving cycles that are driven without lights, without heating, without infotainment, without a navigation system – in other words, without all those things that a modern car has. Then, an operating range is calculated that has hardly anything to do with the range of a normal car. 32 So there is no secret room at Kolbenschmidt Pierburg where you meet with your closest employees to discuss life after the internal combustion engine? Of course we observe the market very closely. But we do not have a pre-development team for this area. We are firmly convinced that the internal combustion engine still has a very long life expectancy. At some point, variable valve timing will become the standard, the combustion processes for petrol and diesel engines will change and there will also be different fuels. I can imagine more use being made of gaseous fuels, as there are still large reserves of these fuels available. Was that also the subject of your dissertation? No, I did my Ph.D. on methanol/petrol fuel mixes. It was during the time of the first energy crisis in the early 1970s, and everyone was calling for alternative fuels. At the time, it was claimed that our oil reserves would last for 40 years. Since then, we have seen every 10 years that our oil reserves will last for another 40 years. I think that it will continue like that for some time to come. So how should we make use of – if I may call it that – the remaining fossil energy resources, and what about regenerative sources of energy, which are now increasingly the focus of attention? I believe that major economic errors have been made in this respect. One should conserve those fossil energy resources that are “I can imagine using more gaseous fuels in engines in the future.” best suited for individual mobility as long as possible and use everything else for stationary applications. You are not going to get very far with solar panels on the roof of a car, but it makes good sense to generate electric energy from solar panels in an energy park. That also applies to wind energy parks that supply electric power to households. Electric energy is the highest form of energy and it is almost an outrage to use it for heating homes, but if you can generate it almost for nothing, it also makes sense to use it for stationary applications. For individual transportation, where range is important, everything speaks in favour of fossil fuels – not only liquid but also gaseous ones. A lot of publications are now being circulated in which „green“ companies are presented. What potential does Kolbenschmidt Pierburg have of becoming green? It‘s interesting that you mention that. We already had a green stand at the IAA 2003, were our products were displayed amongst plants and waterfalls on the walls. Our aim was to show how our products help to reduce fuel consumption. Whether you think of new materials in bearings or piston coatings that reduce friction or of exhaust gas recirculation in petrol engines, which also improves fuel economy: it has always been our primary aim to improve the efficiency of engines, and the more efficient an engine is, the less fuel it consumes. After all, I want to use my car for transportation and not to heat up the environment. I estimate that well over 90 percent of our products are designed to improve engine efficiency in order to reduce fuel consumption and, of course, emissions. Mr. Kleinert, thank you very much for this interview. INTERVIEW: Moritz-York von Hohenthal 100 Years of Kolbenschmidt Pierburg
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Seite 1 und 2: KS Kolbenschmidt Pierburg Pierburg
Seite 3 und 4: WANDEL SCHAFFT ZUKUNFT Liebe Leseri
Seite 5 und 6: 100 YEARS OF KOLBENSCHMIDT PIERBURG
Seite 7 und 8: BEURTEILUNG KÜNFTIGER HERAUSFORDER
Seite 9 und 10: IDEAS FOR ANOTHER 100 YEARS A compa
Seite 11 und 12: wenig Gewicht und möglichst gering
Seite 13 und 14: The diesel engine illustrates the o
Seite 15 und 16: tions thanks to the thin-walled alu
Seite 17 und 18: The necessary boost in static and d
Seite 19 und 20: 100 JAHRE „AUTOMOTIVEPOWER“ Kol
Seite 21 und 22: 100 YEARS OF “AUTOMOTIVEPOWER”
Seite 23 und 24: ognized as a material suitable for
Seite 25 und 26: was moving. Whereas mechanical carb
Seite 27 und 28: enschmidt Pierburg plays an importa
Seite 29 und 30: Pierburg has four locations in Germ
Seite 31 und 32: MTZ _ Herr Dr. Kleinert, denken Sie
Seite 33: “MAJOR ECONOMIC ERRORS IN DEALING
Seite 37 und 38: ANFORDERUNGEN Die zunehmend restrik
Seite 39 und 40: EXHAUST GAS MASS FLOW SENSOR FOR CA
Seite 41 und 42: � Gemessener AGR-Massenstrom in e
Seite 43 und 44: REQUIREMENTS FOR USE IN ENGINES The
Seite 45 und 46: The emission variances achievable w
Seite 47 und 48: AUSGANGSSITUATION Der Beschluss des
Seite 49 und 50: LIGHTWEIGHT CONSTRUCTION AND DOWNSI
Seite 51 und 52: about 0.53 l/100 km lower fuel cons
Seite 53 und 54: high-duty cylinder heads. Aluminum
Seite 55 und 56: � Vakuum-Druckguss A-Säule Audi
Seite 57 und 58: DR.-ING. KLAUS DAMM Leitung Anwendu
Seite 59 und 60: PLAIN BEARING TESTING ACCORDING TO
Seite 61 und 62: of the plain bearing manufacturer
Seite 63 und 64: plication-replicating environmental
Seite 65 und 66: � Gleitlager-Sonderprüfstand Bus
Seite 67 und 68: VORAUSSETZUNGEN Fortschritte in die
Seite 69 und 70: INNOVATIVE PISTON SYSTEM SOLUTIONS
Seite 71 und 72: ore bush and the Contureks and Dyna
Seite 73 und 74: ALUMINUM PISTONS FOR CAR AND COMMER
Seite 75 und 76: of the cooling gallery permit high
Seite 77 und 78: tiert, was den Einsatz von unbeschi
Seite 79 und 80: DR.-ING. MICHAEL BREUER ist Leiter
Seite 81 und 82: CAPABILITIES AND COMPONENTS FOR COM
Seite 83 und 84: While demands (d1) and (d2) can be
Seite 85 und 86:
a novel sensor for direct measureme
Seite 87 und 88:
IMPRESSUM | IMPRINT März 2010 | Ma
Seite 89 und 90:
DIPL.-ING. JEAN-MICHEL DURAND ist L
Seite 91 und 92:
ELECTRIFICATION POWERS PUMP INNOVAT
Seite 93 und 94:
variable pump has to perform the fu
Seite 95 und 96:
differing from the usual operating
Seite 97 und 98:
� Temperaturverteilung in einer e
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