The New Renault dCi 1.6l Diesel Engine

19. Aachener Kolloquium Fahrzeug- und Motorentechnik 2010 247

Der neue dCi 130 1,6l Dieselmotor von

RENAULT

The New RENAULT dCi 130 1.6l Diesel Engine

Eric Blanchard, Josselin Visconti, Philippe Coblence, Fabrice Legrand,

Fabrice Gautier, Mathieu Chevrot, Matthieu Clauet, Francois Trochu

Renault s.a.s, Rueil Malmaison, France

Summary

Renault knows that inflecting drastically fuel consumption and CO2 emissions is vital

in today's world. The brand already appears among Europe's best-performing car

makers regarding average CO2 emissions, and its sights are now set on ranking

among the very firsts. In order to achieve this objective, Renault is currently working

on the development of CO2 low-emissions and zero-emission vehicles in a

determined bid to introduce as many effective technologies as possible at an

affordable price.

Its work on powertrains focuses on two main areas:

• An unprecedented commitment to the development of comprehensive range

of all-electric powertrains.

• New technologies for conventional powertrains. Renault will release a new

generation of turbocharged engines, as well as new automatic transmissions

with the following steps:

o the EDC dual clutch transmission that combines exemplary gearshift

quality with lower CO2 emissions for the same fuel consumption as that

of a manual gearbox.

o the new 1.6l dCi 130 Diesel engine that represents a further step in the

downsizing strategy of 2.0l diesel engines and will be released next

year.

o 'Modular' TCe gasoline engines scheduled for launch in 2012, will have

a range of displacement from 0.9l to1.2l and will be available in three-

and four-cylinder form with power outputs ranging from 65 to 85kW (90

to 115hp).

This paper will describe the second important step of Renault CO2 technology

roadmap: the forthcoming brand new 1.6l dCi 130 engine. This engine has a

maximum torque of 320Nm @ 1750 rpm with maximum power of 96 kW @ 4000

rpm.

248 19. Aachener Kolloquium Fahrzeug- und Motorentechnik 2010

The development was focused on CO2 and TCO (Total Cost of Ownership) reduction.

Its CO2 emissions will be 30g/km lower than those of a current 1.9l diesel.

Designing a brand new engine base gave us the opportunity to implement state-of-

the-art technologies (thermomanagement, stop&start,…) and to introduce innovative

features like low pressure EGR.

This was made possible with minimum investment by the use of existing flexible

production lines. The new dCi 130 is being co-developed within the framework of

Renault-Nissan Alliance and is scheduled for release in 2011.

Further developments are already in progress to prepare performance evolution of

this engine.

1 Introduction

Due to an excellent trade-off between CO2 level, performance and cost, Diesel

engines are very popular in Europe. The increasing pressure on fuel consumption

makes also necessary to extend Diesel to other markets, while customers

expectation is becoming more and more demanding in terms of comfort, driving

pleasure, and quality.


At the same time and to ensure a sustainable development of the automotive

industry, emission regulations will lead to very low levels encouraged by a number of

proactive companies which Renault-Nissan Alliance belongs to.

In order to be at the top of the competition for the satisfaction of its customers and

CO2 emissions, Renault-Nissan Alliance Board has decided, mid. 2008, to develop a

brand new L4 Diesel engine family known as R9M.

The experience of the now famous Renault-Nissan 2.0l dCi & 3.0l dCi engines and all

available technologies at Renault & Nissan have been widely used for the New 1.6l

dCi development. The drivers of this development were ranking best-in-class

regarding CO2 emissions, fuel consumption and Total Cost of Ownership, and

complying with all current and future emissions standards.

The first version, 1.6l dCi 130 will be launched in the Renault Scénic and Grand

Scénic, confirming Renault pioneer position for the sustainable mobility for all.

Other versions are expected on Nissan and Renault vehicles in the coming years,

while Euro6 version is scheduled for beginning of 2012.

2 Main characteristics overview

2.1 Modular design

R9M has been designed as first step of a new family, trying to minimize the number

of necessary modifications for future derived versions for Renault Passenger Car

Applications. Typically :

• Euro6 application differs only by after-treatment system, O2 sensor and boost

pressure sensor

• Nissan Passenger Car 2WD application differs only by engine mounting

bracket, dual Mass Flywheel and intercooler air ducts

• Nissan Passenger Car 4WD application differs only from 2WD by DOC-DPF

and brackets

• LCV application: differs only by engine mounting bracket, Dual Mass Flywheel,

intercooler air ducts, fix geometry turbocharger and oil cooler


R9M IFEu6

R9M LCV

R9M PC Nissan 4x2

R9M PC Nissan 4x4

R9M PC Renault

R9M IFEu6

R9M LCV

R9M PC Nissan 4x2

R9M PC Nissan 4x4

R9M PC Renault

R9M IFEu6

R9M LCV

R9M PC Nissan 4x2

R9M PC Nissan 4x4

R9M PC Renault

Fig. 1: Vehicle variations of the R9M

2.2 Characteristics

Engine code R9M

Cylinder arrangement In-line 4 cylinders

Displacement (cm3) 1598

Bore x stroke (mm) 80 x 79.5

Bore pitch (mm) 88

Compression ratio 15.4

Max power (kW/rpm) 96 / 4000

Max torque (N.m /rpm) 320 / 1750 - 2250

Camshaft drive DOHC, chain + pinion with mechanical lash adjuster

Valve Drive 16v, roller finger follower + hydraulic lash adjuster

Cylinder head / block Aluminum / Cast iron

Crankshaft Micro finished forged steel

Connecting rod Fractured forged steel

Intake System VN-Turbocharger + intercooler

Injection system Common rail 1600 bar + 7 holes solenoid injectors

After Treatment system DOC + DPF

Emission standard Euro5, Euro6 ready

Balancing shafts No

Fig. 2: Characteristics of the 1.6l dCi 130


3 Engineering goals based on customers’ requirement (Fig. 3)

C-segment targets for R9M Euro5 have been based on customers requirements as

summarized in below spider chart:

012345

Performance

Driveability

Emissions

Fuel consumption

TCO

NVH

Packaging

Quality

1 : Below average 2 : Average 3 : Above average 4 : Top level

5 : Leader

Fig. 3: Engineering goals based on customers’ requirement

3.1 Performance

The maximum power (96kW ie 60kW/l) and maximum torque (320N.m ie 200N.m/l) of

the engine are delivered respectively at 4000 rpm and 1750 rpm.

The comparison of stabilized torque and power curve between R9M and F9Q Euro5

below shows that although R9M torque is slightly lower than F9Q Euro5 torque at low

rpm (1000 – 1250 rpm) because of a displacement disadvantage of 0,3 liter, it is

better for higher speeds.

100

150

200

250

300

350

1000 1500 2000 2500 3000 3500 4000 4500 5000

Engine Speed (rpm)

To

rqu

e (

N.m

)

10

20

30

40

50

60

70

80

90

100

110

Po

we

r (k

W)

F9Q EU05 Torque

R9M Torque

F9Q Euro5 Power

R9M Power

Fig. 4: Full load performance of the 1.6l dCi 130


R9M maximum power (96kw) is one of the highest levels among its competitors with

similar displacement. Such a balance between power output and low end torque is

the result of the optimization of combustion hardware system, technical definition

(turbocharger, 16 valves, variable swirl) and calibration work. More than 80% of

maximum torque is reached from 1500 rpm with acceptable smoke level.

3.2 Driveability

One of the key issues of new 1.6l Diesel engine development was to achieve an

ambitious target of maximum Power (96 kw like replaced Diesel 1.9l dCi F9Q Euro5)

while improving drastically Specific Fuel Consumption compared to 1.9l dCi.

Furthermore, this was to be done without compromising transient response at low

and middle engine speed.

By using small inertia turbocharger technical definition, R9M reaches F9Q Euro5

transient response over 1500 rpm, and is even better over 1800 rpm.

Drivability @ low engine speed. Acceleration

from 1250 rpm, full load – 2nd Gear – vehicle :

Grand Scenic – comparison R9M vs F9Q Euro5

Acceleration from 1750 rpm, full load – 3rd Gear –

vehicle : Grand Scenic – comparison R9M vs F9Q

Euro5

Drivability @ low engine speed. Acceleration

from 1250 rpm, full load – 2nd Gear – vehicle :

Grand Scenic – comparison R9M vs F9Q Euro5

Acceleration from 1750 rpm, full load – 3rd Gear –

vehicle : Grand Scenic – comparison R9M vs F9Q

Euro5

Fig. 5: Characteristics of the 1.6l dCi 130

One of the critical issues for small turbocharged engines is the tip-in response time at

low rpm. R9M offers a straight behaviour for tip in and tip out which complies with

customer acceleration pedal expectation.

Furthermore, Start & Stop performance has been optimized for customer satisfaction

and is today at similar level as its best competitors regarding starting time and quality

of Automatic Stop and Automatic Start.


3.3 Emissions

One of the main challenges was to find the good trade off between an ambitious

maximum power vs emissions level, especially NOX, with a reasonable fuel injection

pressure, since particulate Matter (PM) and HC/CO are handled respectively by a

Diesel particulate filter and a platinum-palladium coating Diesel Oxidation catalyst

(DOC). This configuration reaches Euro5 regulation

Furthermore, only by exchanging the coating of the DOC by a lean NOX trap (LNT)

and provided extra sensors to monitor the purge of this system, emissions can meet

Euro6 regulations level.

3.4 Fuel consumption, CO2 emissions and TCO

The current market situation shows that trends are clearly shifting towards more

economical and more efficient engines offering appropriate levels of performance.

Consequently, the development of R9M was focused on CO2 and TCO (total cost of

ownership) reduction. Its CO2 emissions will be 30g/km lower than those of a current

1.9l diesel.

120

130

140

150

160

170

180

190

200

210

220

230

240

250

105 110 115 120 125 130 135 140 145 150 155 160 165 170 175

g/km CO2

��

��

��

��

��

��

��

��

JR5 95

M9R

JR5 95

F9Q Eu5

JR5 95

K9K

JR5 95

R9M Eu5

��

��

��

-30 g/km CO2

B D EC

Perf

orm

an

ce

In

dex

(Ip

n)

120

130

140

150

160

170

180

190

200

210

220

230

240

250

105 110 115 120 125 130 135 140 145 150 155 160 165 170 175

g/km CO2

��

��

��

��

��

��

��

��

JR5 95

M9R

JR5 95

F9Q Eu5

JR5 95

K9K

JR5 95

R9M Eu5

��

��

��

-30 g/km CO2-30 g/km CO2

B D EC

Perf

orm

an

ce

In

dex

(Ip

n)

Fig. 6: Comparison between R9M and Renault current engines

The road map hereafter was used as a guideline for the development of the engine. It

includes all expected benefits from each sub-system of the engine. As a result and

combined with vehicle technologies, Grand Scénic with R9M will score below

120g/km of CO2 ie (4,55l/100km) and New Mégane hatchback and Coupé will score

below 110 g/km (4,25l/100km), meaning among the best on the market for this range

of performance.


Technologies CO2 benefit (%)

Downsizing including friction improvement 5,5

Low pressure EGR 3

Thermo management 1

Variable oil pump 1

Variable swirl 0,5

Stop & start technology 3

Energy smart management 3

Gear set tuning 3

Fig. 7: CO2 road map

Regarding maintenance cost, no part will be changed before 240.000kms (except oil

and filters). Therefore the cost of ownership is cut down by 25% compared to

previous engines.

3.5 NVH

NVH performance of the engine block has been optimized with respect to Euro5

impact, taking into account the best ratio between cost, value and mass. To achieve

this performance, FEM computation and numerical optimization have been widely

used at early stage of the project.

Booming Noise is at good level on the whole speed range. At low engine speed, a

Dual Mass Flywheel (DMF) reduces torque fluctuations on the drive shaft and at high

speed, the reduced stroke leads to an improved behavior compared to the replaced

1.9l dCi (downsizing effect).

Mid-frequencies: several structure optimizations have been performed on engine

block and components in order to achieve good stiffness and significant weight

reduction in the meantime. Many simulations on ribs, shapes, lengths of skirts

allowed a significant decrease of weight while keeping a good NVH performance.

Automatic optimization tools have been applied to exhaust, accessories, and

mounting brackets. Their aim is to find an optimal technical solution regarding mass

and stiffness compromise. The figure below illustrates the application of this tool for a

part of the engine


Packaging allocation� Numerical optimum �Designed and validated part.

Fig. 8: Numerical optimisation process

The overall result is a 10 kg weight reduction with same NVH performance.

High frequencies: Turbocharger is equipped with an absorber at compressor output

to reduce whistle and wind noise. Rattling noises due to camshafts twin pinions are

equipped with mechanical lash adjusters, like 2.0l dCi engine. Radiated noise coming

from drive chain is attenuated by the use of a damped cover. High pressure fuel

pipes have been designed in accordance with fuel pressure in order to avoid coupling

between hydraulic and structural resonances that could result in fuel pipes noises.

Heat shields have been designed to reduce HF noises amplification: this includes

shape optimization by simulation and choice of a three layers material.

70

75

80

85

90

95

100

105

110

1000 2000 3000 4000 5000rpm

dB

(A

)

Fig. 9: Average Noise level at full load

Combustion noise: Due to Euro5 constraints and an ambitious CO2 target,

combustion noise has been considered since the very beginning of the project.

Improvements were made on both engine structure design and tuning management.

Structure has been optimized by means of structure attenuation concept that allows

identifying the main parts contributing to combustion noise radiation. For example,

the crankshaft pulley was optimized with specific holes that reduce the radiated noise

and remove the cavity resonance effect between the pulley and the drive chain

cover. Cylinder pressure excitation has also been managed using multi-injections

that help to manage tuning compromises with emissions and fuel consumption.


3.6 Packaging

Length and width of the engine have been optimized in order to comply with Renault

and Nissan Alliance C & D platform requirement. Main overall dimensions are as

follows:

Right View Left View

Rear ViewFront View

Right ViewRight View Left ViewLeft View

Rear ViewFront View

Fig. 10: Major dimensions

Thanks to a very compact engine base design, R9M overall dimensions are no larger

than replaced engine. In particular, the integration of innovative devices did not lead

to extra space, including:

• Complete post processing + low pressure EGR on exhaust face

• Thermomanagement components on inlet face

• This also gives the opportunity to use unchanged interfaces compared to

replaced engine; for instance:

o Air inlet system

o Engine mounting bracket

o Fuel filter


3.7 Quality

The warranty and reliability objectives have been set part by part, based on state-of-

the-art design standard available for each part. The whole engine level is therefore

consistent with the quality top 3 target from Renault Contract 2009.

4 Base engine architecture (design for downsizing)

Downsizing concept optimization was a key issue for R9M. In addition to capacity

reduction, which brings a first step of friction reduction and efficiency improvement,

special attention has been paid to volumetric efficiency, further friction reduction, and

thermal transfer performance.

4.1 Cylinder head, bore and stroke

A first and natural choice for a high volumetric efficiency is a 4 valves per cylinder

cylinder-head. Contrary to M9R, the valves pattern is “0°” (one camshaft for inlet

valves, one camshaft for exhaust valves), in order to give more space in a reduced

volume for water circulation. Related choice is a transverse water circulation, which

allows an efficient cooling for a low pressure drop.

R9M bore x stroke are 80 x 79.5 mm. This sizing, rather unusual up-to now for a

diesel passenger cars engine, has several benefits.

Large bore allows increasing valve diameters; it also gives the necessary space for

the design of the cylinder head in accordance with thermo-mechanical constraints

due to high specific outputs; furthermore, large piston bowl design is favourable for

efficient combustion

Short stroke allows reduction in height resulting as a benefit of downsizing concept; it

also lowers cylinder block weight and results in low dynamical forces and torques, so

that balancing shafts are not necessary.

4.2 Friction

4.2.1 Shaft line and moving parts

Crankshaft conrod journal (Ø 48 mm) and main journal (Ø 51.5), as well as bearing

width have been chosen at minimal levels in order to reduce friction.

Piston-to-bore friction is also reduced because of low mean velocity, as a benefit of

short stroke. In addition, a U-Flex oil ring has been chosen as a good compromise

between oil consumption and friction; the total radial load of the rings pack being

50 N.


4.2.2 Oil flow reduction

Oil flow has been minimised in crankshaft and cylinder head:

• at crankshaft con rod journal, by optimisation of oil drill angular position,

• at crankshaft main journal, by removing oil feeding slot outside journal

bearing,

• at both crankshaft journals, by reducing bearing clearance (minimum gap and

tolerance interval),

• in cylinder head, by natural de-aeration in oil ramp to hydraulic finger follower

stops avoiding a dedicated constant leak for this purpose,

• at camshaft bearings, by reducing oil drill.

4.2.3 Variable capacity oil pump

In order to avoid compressing oil and simply routing it through a relief valve,

especially at mid-range and high speed, R9M has been equipped with a variable

capacity oil pump, thus enabling to compress the required flow according to required

oil pressure. The pump design includes a vane and a rotor, and the regulation is

carried out by a simple hydraulic eccentricity balanced stator.

Fig. 11: Variable oil pump


4.3 Thermal aspects

A downsized engine, with reduced heat transfer surfaces and high specific output,

requires a particular performance in cooling system.

4.3.1 Transverse water circulation

In order to achieve a good compromise between cooling efficiency and a low

pressure drop, R9M features a transverse water circulation, meaning that each

cylinder has the same flow pattern, hence same thermal transfer characteristics.

In the cylinder head, the water core design is double stage (fig.12-a):

• one lower core for cooling fire face, around valves and injector, with optimised

flow sections to enhance the coolant velocities and thus heat transfer,

• one upper core for cooling exhaust duct and exhaust face, and for insulating

the oil jacket from thermal loads.

This arrangement results in precisely scaled local velocities, and homogeneous heat

exchange coefficients, allowing a very good cooling performance on fire face and hot

spots (fig.12-b)

Fig.12: a (left): Engine water jacket

b (right): Heat transfer from water jacket

For the cylinder head, main benefit from this efficient heat transfer occures on fire

face temperature, which proves to be very low for such a high specific output


Fig. 13: Fire face skin temperature benchmarking

In the cylinder block, transverse circulation results in an homogeneously spread

temperature along bore, leading to reduced bore distortions, lower oil consumption

thanks to reduced load and friction on piston rings, thus reduced ring wear.

The pressure difference between the two sides of the cylinder block water jacket (due

to the transverse circulation) provides high flow velocities through the inter-bore

drillings, and enhances the efficiency of the inter-bore cooling.

4.3.2 Water flow optimization

Good control of water velocities inside the engine enables to reduce water flow to low

level. R9M engine shows a low ratio water flow / kW.

R9M

Fig. 14: Coolant flow vs engine performance benchmarking


Moreover, transversal flow circulation allows less constraint on cylinder head gasket

calibration holes; this strongly contributes to the high permeability of the water

system.

Combination of a high permeability and low maximum flow results in reducing power

absorbed by water pump

5 Systems and components (design for Unique Selling Points)

In addition to a design for downsizing, R9M integrated from the beginning optimized

systems and ancillaries supporting ambitious engineering goals (USP: fuel

consumption, TCO, mass, NVH).

5.1 Fuel consumption

In order to achieve R9M engine target - fuel consumption reduced by 20% compared

to replaced engine – it has been necessary to use several innovative designs and

devices for combustion, emissions after treatment, and thermal behaviour in all

conditions.

5.1.1 EGR system + Exhaust system

After-treatment system has been located under turbocharger in order to improve

efficiency by reducing distance between turbo and catalyst and have enough volume

for fitting both DOC and DPF in the same canning.

This integration results in:

• low pressure drop,

• large volumes (1.9l for DOC and 2.45l for DPF) reducing Total Cost of

Ownership even in case of severe usage,

• compatibility with future emissions regulations by simply adapting DOC

specification.

This has been possible by fitting the turbocharger on top of exhaust manifold, and by

using plate and clamps for the fixing of catalyst onto the cylinder block.

The canning also provides a flange for Low Pressure (LP) EGR system feeding.


LP EGR system is composed of :

• a water heat exchanger, with integrated filter, fixed on catalyst flange,

• an electric valve,

• a mixer located at compressor inlet.

This assembly is fixed on a mounting to cylinder block, and decoupled from catalyst.

Special attention has been paid to serviceability

An electrically controlled exhaust flap, located on exhaust line, gives back-pressure

for routing gases through the system when necessary.

Fig. 15: High and low pressure EGR system

LP EGR system provides two advantages:

• density of re-circulated gases is higher, because they are compressed by

turbocharger,

• efficiency is improved because of lower temperature.

In addition to LP EGR, a more standard High Pressure (HP) EGR system, but without

intercooler, also contributes to NOX reduction during engine low temperature phases.


The electrical valve for HP EGR is fitted directly onto intake manifold, with water

cooling using the vent flow from the cylinder head to degassing tank.

HP EGR valve is fed through a duct cast inside cylinder head, connected to a fifth

branch of exhaust manifold.

5.1.2 Variable swirl

Variable swirl enables to improve CO2, NOX and soot over all engine range by

monitoring a high swirl level at low engine load and a low swirl level at full engine

load.

This optimized compromise between swirl and permeability is performed with a single

swirl flap and a double plenum:

• upper duct of the manifold feeding ‘swirl ports’ in cylinder head,

• lower duct of the manifold, controlled by the swirl flap, feeding ‘filling ports’ in

cylinder head

The double plenum also incorporates HP EGR valve as already described.

Fig. 16: Variable swirl system


5.1.3 Thermal management

The purpose of the thermal management system is to increase water and oil

temperature rise during engine heating, resulting in:

• HC / CO reduction due to higher temperature inside combustion chamber,

• reduced friction due to higher oil temperature.

The mean for having a quicker rise of fluid temperatures is simply a pneumatically

activated ball-type valve that stops the flow through engine (cylinder block + cylinder

head), except for the lower part of the engine and EGR cooler in order to allow

efficient EGR during warm-up phase. When the internal temperature has reached the

required level, the control of the valve ensures it opens in order to comply with

engine reliability issues. When the valve is open, cooling returns to the normal

operating mode.

Fig. 17: Thermal management system


5.2 TCO

In addition to fuel saving, both for economy and environment, one major goal of R9M

is reduced maintenance cost.

This applies in several fields.

5.2.1 Timing chain

Timing drive is made through a chain, which does not require any servicing: it lasts

vehicle life. The chain is a single one, similar to the one used on M9R

5.2.2 Oil volume / Oil drain interval

Oil volume has been sized as:

• the minimal possible value, in order to reduce oil drain servicing price,

• with constraint of oil ageing (oxidation, dilution, carbon content) optimized for

high oil drain interval.

Thanks to triple post injection, oil dilution is minimized during DPF regeneration, and

reaches very low level, even for extreme customer mission profile such as door to

door cycle.

The Oil Control System can adapt the oil drain interval to driving conditions and

severity.

Oil drain interval can reach 40 Kkm / 3 years for passenger cars

Furthermore, in order to reduce price repair in case of under car unexpected shock,

design provides separate parts for oil sump lower plate (steel sheet cover) and oil

sump structural part (cast aluminium).

5.2.3 Ancillaries drive

Ancillaries drive is through an EPDM + aramide structure belt, which ensures a 240

Kkm / 10 years life time.


5.2.4 Air and fuel filters

Air filter is derived from 1.5l dCi engine, and gives 80 Kkm / 4 years durability.

Fuel filter is new type, with compatibility for pressurized circuit, and allows 120 Kkm /

6 years durability.

5.3 Weight

For the whole engine, weight reduction has been considered as a key requirement,

with NVH performance and price impacts under control.

5.3.1 Cylinder block and NVH

Cylinder block, in cast iron, has been highly optimized in order to reduce its weight:

• Cylinder block height benefits from short stroke, and junction with aluminium

oil pan has been optimized with respect to NVH behaviour in order to reduce

as much as possible cast iron height compared to aluminium; as a result,

skirts height is 45 mm,

• Electric starter is fixed directly on clutch housing, thus avoiding an extra cast

iron ear / flange.

As a result, the achieved compromise between bottom engine weight and vibration

level illustrates Renault best practice and is better than most of competitors cast iron

cylinder blocks.

New 1.6 dCi

15

16

17

18

19

20

21

22

23

24

30 35 40 45 50 55 60

Bottom Engine Weight (kg)

Vib

rati

on

Level (d

B)

85-110kW, IRON CAST Benchmark :

COMPETITORS

RENAULT

Fig. 18: Renault representative vibration index vs mass benchmarking


5.3.2 Plastic parts

R9M incorporates many plastic parts:

• Water inlet and outlet manifolds

• Inlet flap bodies (shut-off and swirl)

• Oil filter / cooler module

• High pressure air ducts from compressor outlet to inlet manifold

• Water pump pulley

• Oil separator, Fuel splash cover

Total mass for plastic parts reaches 8 kg and enables a weight reducing of 3.5 kg.

6 Engine Control Unit

ECU development of 1.6l dCi benefits from EMS2010 concept, a modular software

design by Renault. By using its own rules for specification and coding, Renault is

architect for the system and therefore is able to implement the same software

modules on electronic platforms of different suppliers. This innovation presents the

following advantages:

• a better stability due to a 70 % carry over ratio of software content for 1.5l, 2.0l

and 2.3l diesel engines,

• an optimized time-to-market with 30 % of development time reduction,

• a better economical performance due to 40% cost reduction.

In the ECU, 80% of software specifications and code are Renault property.

Furthermore, scheduling and cost for using new functionalities on future engines will

be drastically reduced.

New functionalities implemented for R9M include EGR Low Pressure, Variable swirl

control, Stop&Start, Thermo-management and Closed-couple CSF management.

Hardware resources involve a clock rate of 133MHz and a Flash memory of 2MB.


7 Quality and reliability

To ensure the “top 3” quality level of R9M dCi engine, Design to Quality process has

been implemented (Fig. 26). For each part, the quality status has been checked in

the field for carry-over parts, and estimated based on most similar parts in case of

new parts. For any detected defect, quality improvements were implemented and

validated.

Amongst the 264 parts references of R9M dCi, 25% are common with other Renault

engines. R9M dCi quality is expected to be at the same level as other engines, based

on the use of common parts and the same DtQ method as for M9R, that proved to be

efficient with less than 0,5 % of customer complains during the first year of warranty.

During the development, more than 24 000 hours of durability test on engine test

benches have been run. At the same time, more than 550.000 km were driven on

vehicle equipped with R9M dCi. Each single problem faced has been understood and

solved.

Fig. 19: Design-to-Quality process

Design to quality

Since the preliminary phase of design, the process consists in the evaluation of each

engine part and control management system, according to the three categories:

1. New parts and systems (novelty part or system)

2. Carry over of parts or systems with a good production quality level

3. Carry over of parts or systems with a production quality level to be improved


The exhaustive plan of actions is implemented in 3 steps based on previous

evaluation:

• Step 1 is to apply the appropriate Quality tools (PHA, P-FTA, FMEA)* for each

novelty part or system, to set the influence of each root cause and to validate

them. The follow-up of main novelty parts (or systems) development was

jointly made with Nissan engineering.

• Steps 2 and 3 lead to check respectively the implementation of design policies

for all parts or systems, then to check the application of all countermeasures

applied in production concerning parts or systems of above third category.

(*)

PHA: Preliminary Hazard Analysis

P-FTA: Perfect Fault Tree Analysis

FMEA: Failure Mode Effect Analysis

8 Machining and Assembly plant

The chosen assembly plant is Cleon, in France, 100 km west of Paris. Cleon is the

main assembly plant for Renault engine and will produce the R9M engine.

6 installations will be used for R9M:

• A new flexible assembly line.

• Hot test benches on which each engine will be checked.

• 3 Flexible machining lines for Cylinder head, Connecting rod and Crankshaft.

• A new flexible machining line for Cylinder block.

Cylinder head, Connecting rod and Crankshaft are very close to M9R design, thanks

to modular design, so that minor modifications where made on the existing flexible

lines which are already producing M9R parts, resulting in low investment and

engineering resources.

The Cylinder Block machining line is a new flexible line, capable of machining

different cast iron cylinder blocks, included in a perimeter of dimensions. Machining

centers and Flexible Transfer Machines are at the root of this flexibility. In order to

reduce change over time, quick changes of fixtures have been studied with machine

suppliers, including for Flexible Transfer Machines. 38% of the installation is based

on carry over of existing machines, reducing global investment.

Hot tests benches where already installed at Cleon, and only adaptation was to be

made (Fig. 20 & 21). 100% of R9M engine will be tested before delivery to vehicle


plants. Number of benches will exactly match the capacity of assembly line to

achieve best level of synchronic delivery to vehicle plant.

During the 10’ cycle, the engine is heated up and about ¼ of the maximum load is

applied. More than 200 parameters are checked: pressures, temperatures, electric

currents and voltages, flows, sensors and actuators functioning, leaks, NVH, Control

Unit signals, in order to contribute to the zero defect quality level when the engine is

delivered from Cleon.

Furthermore, during the engine launch period, the above parameters are recorded for

each engine. This will help, in case a defect occurs at vehicle plant or in the field, to

increase the checking efficiency of this test procedure.

Fig. 20: R9M Hot test bench

Fig. 21: Overview of hot test benches

The assembly line engineering has taken into account from the beginning the

constraints to be flexible to any engine definition and the vehicle plant diversity.


Renault has had a look to eastern to source this line. Benefit has been taken from

local Indian engineering center to design and manufacture the line 10000 km far from

final location.

Pallet has been designed to allow huge access to all faces of engine. An adaptator

has been added between pallet and engine to allow flexibility to other kind of product.

The pallet has been designed to be unique for the whole assembly line for

investments optimization.

Fig. 22: Assembly pallets

Most of operations are manual, in order to ensure this flexibility. Regarding next step

of capacity, some automatic stations will be added according to cost efficiency of the

economical balance.

The only automatic stations have been designed flexible: robots are mostly used for

silicon deposit to reduce impact of following diversities.

To reach best level of manpower efficiency, most of the parts assembled on the

engine are delivered to the operator by kitting tray. This reduces the non added value

of the operator and focuses him only on assembly sequence. Four kinds of kit trays

are available at SOP (around 30 parts per kit).

Fig. 23: Full kitting for dressing sequence


9 Conclusion

R9M family introduces a new generation of Diesel engine which will allow the

Renault-Nissan Alliance to remain at the top of the competition in the European

market.

For this brand new 1.6l dCi engine featuring a power of 96 kW and a torque of 320

Nm, a special focus was set on customer satisfaction including :

• a 20% breakthrough of CO2 emissions and fuel consumption in comparison

with replaced 1.9l dCi 130, positioning R9M as best-in-class for its range of

power,

• best-in-class Total Cost of Ownership features,

• a “driving pleasure” at the same demanding level as the replaced 1.9l dCi 130,

including transient response at low and middle engine speed combined with

top level NVH.

This was made possible through several challenges during the development :

• the implementation of state-of the art technologies such as highly optimized

downsizing, thermomanagement, variable capacity oil pump, variable swirl,

stop & start, and the introduction of major innovative features like low pressure

EGR.

• a constant effort for weight optimization during the development process,

• a modular design approach for a diversity of future Renault and Nissan

applications, including. 2WD and 4WD, PC and LCV, Euro5 and Euro6

versions,

• systematic implementation of Design to Quality and reliability validation,

• an optimization of flexibility and investment for manufacturing in Cleon Plant,

including a new flexible assembly line and reuse with minor modifications of

the existing flexible lines of M9R as much as possible.

This achievement is the result of the strong involvement of the relevant divisions

within Renault – Nissan Alliance but also the result of the very close relationship with

our suppliers.


10 References

[1] BRUNET, P.; ELLUL, D.; HUET, J. L.; MALCUY, S.; MONEREAU, C.;

PIANA, J.

The new Renault 2.0 liter Diesel Engine

27th International Vienna Motor Symposium, 2006

[2] DEMAZURE, C.; AYMARD, C.; BRUN, E.; LE LAGADEC, J. P.; LUSSAULT, D.;

REVERSEAU, D.; ROGEZ, D.

The new Renault V6 dCi Diesel Engine

17th Aachener Kolloquium Fahrzeug und Motorentechnik, 2008

The New Renault dCi 1.6l Diesel Engine

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