Delphi develops MagneRide engine mounts for Porsche 911 GT3
Delphi MagneRide Engine Mounts - Click above for high-res image gallery
The same magneto rheological damping technology that allows Chevrolet, Cadillac and Ferrari to control 500-plus horsepower in a car that's comfortable to drive on city streets will soon make its way to the engine bay of the 2010 Porsche 911 GT3. In this latest application, Delphi's engineers have made it possible to fine-tune the way engine mounts react to the various situations presented when driving a car.
For instance, these MagneRide engine mounts can automatically adjust their stiffness when the engine is initially started or when the transmission is shifted into Drive or Park. In the case of the 911 GT3, Porsche expects these engine mounts to improve traction and stability during hard acceleration and cornering.
Future applications are likely to include luxury automobiles with stop/start or full hybrid powertrains, as well as performance cars whose engine mounts can be tied to the other various active systems, perhaps stiffening when a vehicle is put into a sport mode. Hit the jump for the official press release.
Gallery: Delphi Magneride Engine Mounts
[Source: Delphi]
PRESS RELEASE:
INNOVATIVE NEW POWERTRAIN MOUNTS USE MAGNETO RHEOLOGICAL FLUIDS TO IMPROVE PERFORMANCE, SAFETY AND REFINEMENT
Now entering production for a prestigious European supercar, the new mounts use computer-controlled fluid to absorb more engine vibrations and help control powertrain movement during rapid direction changes
Paris, France – A ground-breaking new powertrain mount has been developed by Delphi Corporation (PINKSHEETS: DPHIQ). Using magneto rheological (MR) fluid that can change its dynamic rate in real time, the new MR Mount prevents the build-up of resonance in a system by maintaining control of the mounted mass across all appropriate frequencies. As well as significantly reducing powertrain noise and vibration, the new mount can improve vehicle performance and stability and help isolate the occupants from torque step events such as those generated by start-stop operation.
"This is the first technology that allows precise real-time management of the relevant frequencies created by an automotive powertrain, including the challenging low frequencies and higher amplitudes caused by transient torque events," says Delphi's MR Mount manager Timothy Schlangen. "Vehicle manufacturers working closely with Delphi have been excited by the wide range of benefits that MR Mounts can bring and by the increasing list of ways they can improve performance, safety and refinement through vehicle-specific tuning." The first application will be for engine mounts in the new (2010) Porsche GT3, helping to improve traction and stability for one of Europe's most outstanding driver's cars.
Powertrain mounts provide a wide range of functions. As well as suspending the mass of the engine and transmission, the mounts provide a reaction point for torque and isolate the body of the vehicle from powertrain noise and vibration. With conventional technology it is impossible to optimize the way the mounts behave for each function and each dynamic state.
Delphi was one of the first companies to address this problem of engine mount optimization, introducing glycol-filled mounts that can be tuned to control one main frequency, typically the primary engine bounce mode. The latest magneto rheological technology almost completely eliminates the need to compromise the way the mounts behave for each function and each dynamic state by allowing the stiffness to be tuned to control appropriate powertrain frequencies in real-time.
The system uses magnetically soft iron particles suspended in a base fluid, held within a cavity in the rubber body of the mount. When a magnetic field is applied by a coil, the particles become aligned, increasing the sheer stress and therefore the resistance to flow. The stronger the magnetic field, the higher the dynamic rate (effectively the stiffness) of the system.
The current is controlled by a processor that receives data already available on the vehicle data bus. This data can include throttle position, road speed, engine speed, temperature and any other information required to deliver the level of control specified by the vehicle manufacturer. Closed loop feedback is provided by direct measurement of the fluid pressure in the system, ensuring real time compensation for changing conditions as the system components age.
Benefits include improvements in powertrain isolation, vehicle stability and traction. "The level of sound and vibration transfer can be greatly reduced," says Schlangen. "It also opens new opportunities for brand-specific tuning and vehicles whose character changes depending on the driver's requirement, perhaps linked to other active systems such as dampers and a sports exhaust to transform the noise and feel at the flick of a switch."
The system also provides a solution to the refinement and stability issues associated with torque transients created by events such as engine start (useful with stop-start systems), sudden wide open throttle, braking, gear changes and moving an automatic transmission into drive. It can also improve traction, stability and occupant comfort on rough roads by managing the low frequencies created by the movement of large powertrain masses. For hybrid vehicles, it provides an affordable damping system for the wide range of frequencies generated by two different power sources.
MR Mounts also bring manufacturing and logistics benefits because the same component can be electronically tuned for a wide range of applications, allowing the parts count to be reduced. Its ability to reduce powertrain-related noise and harshness also means that other systems for sound and vibration absorption can be simplified, further reducing weight and simplifying assembly.
In the GT3 application, Porsche is using the technology to improve traction and stability during hard acceleration and cornering. The control unit will stiffen the mount when torque is applied, reducing 'power hop' that can momentarily reduce the tyre contact patch. Stiffening will also reduce engine roll and maintain balanced torque transfer across the vehicle.
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Reader Comments (Page 1 of 2)
hashiryu 3:49PM (7/11/2009)
Awesome-ness. How heavy is it though?
Reply
why not the LS2LS7? 3:50PM (7/11/2009)
This is a great idea. If they're affordable, I can't imagine how any higher end sports car (which comprise most of the sports car market in the US) would go without them in their next redo.
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zamafir 4:48PM (7/11/2009)
agreed. in the same way we've seen magneto rheological damping technology debut in much cheaper cars then the two examples mentioned during the initial release year, and now everything as cheap as a golf or a scirocco, I can't imagine there will be any huge delay in these being adopted down the line fairly rapidly.
very coo.
the4thheat 2:01AM (7/13/2009)
I actually think it would be a travesty if they became really cheap and affordable because manufacturers would probably use these to compensate for lazy engine balancing work, lol.
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timwang2006 4:26PM (7/11/2009)
I would rather they adapt their MagneRide suspension for the after market. There is so much hype about how good they are yet they are out of reach for anyone without a Ferrari or ZR1.
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why not the LS2LS7? 4:49PM (7/11/2009)
Pontiac G8 GXP is teh cheapest route in. The Cadillac XLR, while not cheap, is also cheaper than a ZR1. XLRs have lousy resale too, which means you can pick one up used cheaply.
timwang2006 5:14PM (7/11/2009)
The Audi TT is relatively cheap too but the selection is still extremely limited.
timwang2006 5:20PM (7/11/2009)
Sorry to post again but the G8 does NOT have MagneRide.
why not the LS2LS7? 5:44PM (7/11/2009)
Sorry tim, you appear to be correct. Early reports said the G8 GXP would carry the magnetic suspension from the Australian version, but apparently it was pulled out.
Bummer.
zamafir 6:13PM (7/11/2009)
"The Audi TT is relatively cheap too but the selection is still extremely limited."
No worries, it's also on the A3, MkVI Golf, (and for Europeans has been on the scirocco for a few years now standard). There are plenty of more realistically achievable products from Audi which feature this suspension (vs say a 599). Hell the TT's had it as an option for three years now, as you've pointed out. I guess the most inexpensive options going to be the A3, which is pretty entertaining with quattro and a chip
Tyler 5:02PM (7/11/2009)
Chemistry gave me hell in school. I suspect that no one really knows what's going on in chemistry. Don't be surprised if this thing malfunctions. If you enjoy a good car, you are behooved to not get a car with this system.
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Vega 5:14PM (7/11/2009)
Sorry to ask, but are you dumb?
Oh and btw, that's physics, not chemistry.
3seriesisking 5:54PM (7/11/2009)
Vega----Did you really need to ask?
And Tyler, there is absolutely nothing that would behoove me, dare I say anyone, to not buy the new GT3 if the money were available.
zamafir 6:16PM (7/11/2009)
Tyler, as this technology's been available on cars like the TT for three years now, I'm curious what systemic failures you're aware of which haven't received much press?
Seminole 6:28PM (7/11/2009)
Tyler,
I have a tiny suspicion that Delphi hired people who knew a thing or two about Chemistry and Physics. You know, people who have a Ph.D in those subjects and not some schmuck who couldn't pass high school chemistry...
why not the LS2LS7? 8:55PM (7/11/2009)
If no one understands chemistry, how can we trust any car which depends on oxidation (combustion) to work?
Tyler 12:53AM (7/12/2009)
You all don't know what's up. I don't believe in chemistry, that's why I don't have any internal combustion engines. You see, I don't believe that one can truly know the heat of a hydrocarbon's combustion. But, I am safe. Luckily, electric cars have nothing to do with chemistry. That's a good thing too. Because ion configurations, ionic and covalent bonding, chemical equilibrium, and viscosity are too sciency to be trusted.
Yes, I know that there's batteries in electric cars. And I know that Delphi has this figured out. I know that the principals behind this idea pertains more to physics. Jeez, you all need to laugh more.
sparrk 4:14AM (7/12/2009)
dude , we are all laughing . at your expense. do you also torture scientists and burn "witches" in your free time ?
Aloysius Vampa 5:04AM (7/12/2009)
"Luckily, electric cars have nothing to do with chemistry."
HAHAHAHAHAHAHA