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The Variable Valve Timing Mechanism For The Rover K16 Engine

The document describes the mechanical design of the variable valve timing system used on the Rover 1.8L K16 engine. Key features include: 1. Double eccentric mechanisms were used on each end of the engine to vary valve timing, with the exhaust camshaft also functioning as a layshaft. 2. The mechanisms were designed to be as compact as possible to fit into the limited engine space. Components were overlapped where feasible. 3. The front and rear mechanisms shared a similar design but were not identical due to the opposing handedness required by the engine's firing order.

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0% found this document useful (0 votes)
38 views

The Variable Valve Timing Mechanism For The Rover K16 Engine

The document describes the mechanical design of the variable valve timing system used on the Rover 1.8L K16 engine. Key features include: 1. Double eccentric mechanisms were used on each end of the engine to vary valve timing, with the exhaust camshaft also functioning as a layshaft. 2. The mechanisms were designed to be as compact as possible to fit into the limited engine space. Components were overlapped where feasible. 3. The front and rear mechanisms shared a similar design but were not identical due to the opposing handedness required by the engine's firing order.

Uploaded by

Guido
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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The variable valve timing mechanism f ~ ther

Rover K 16 engine
Part 2: application to the engine and tlre
performance obtained

P H Parker*
Rover G r o u p Limited. Warwick. U K

Abstract: Pnrt I o f this paper desi:ri!)ed the principles a n d basic design (,I' ( h e Rover variable valve
timing system ( V V C ) . This second p:.:~.: describes in detail the mechanical Jc!: gn which was developed
t o suit the particular requiren1enl.i . . I ' the planned 1.8 litre version o f iil~:Rover K 16 engine. T h e
testlng p r o g r a m m e undertaken tc: .::,~.~blishdurability a n d prove the 1:; o.iuct is covered a n d the
performance obtained from the VVL.' 1:ngine is c o m p a r e d with the c o r r e . ~ ~ . ; : ~ ~base
d i n gengine u h i c h
uses s t a n d a r d valve gear.
: .
Keywords: variable valve tirninp. \ : i f C

NOTATION led to a decision t o 'iltuate o n e double variable mc-


chanism o n each cr:d a!id use the exhaust canishaft a s .1
AFR air-fuel ratio layshaft t o t a k e thc t l ~ i v eto the rear mechanism. Evcn
ATDC after t o p d e a d centre ( d e g ) then the space avall,.lile is restricted both radially a n d
BDC b o t t o m d e a d centre axially. which mad..: ~I-it: design a n d d e ~ e l o p m e n to f ttic
b.nl.e.p. b r a k e m e a n efkctive pressure ( b a i l system w r y challer:gii~g.
E C I,: electronic control unit
I C'C inlet vaLve closing
I L'O inlet valve o p e n i n g
M'OT wide o p e n throttle

Figure I is a plan ilciv ol' the camshaft drive a n d tlit:


VVC arrangement 1 1 the engine. which shows h o w tl?c
mechanisms have 1:;.11 fitted into the space. Figure 7 11;
Part I o f this paper [ I ] described the prie~cii,.lesof the a n exploded ison1c.r; ;L view of the rear d o u b l e ect-entrlc
o p e r a t i o n a n d introduced the chosen arral,;r!.~i:ento f the unit a n d Fig. ? is 'I jll~otographof the engine cylind,.:~.
mechanisms for the variable vi~lvetiming s>\:.:in used o n head sectioned I'or i: . . . . bition. These three l i g ~ ~ r c:ln
e s I>c
the VVC version o f the Rover 1.8 litre K 1:) ~ . i g i ~ i e . studied in c o n j u n c ~ l \r it11 the following notes. xvhic:l~
.I;:

T h e particular inlet valve timine r e q u i i c l .it a given list the main mecl..!.t:i..~ldesign featul-es:
e n p n e condition is obtained b? v~rrying i l ! ~angular
velocity ratio o f the c a m s relative to the t n i i n e c r a n k - I . T h e d o u b l e c.L,c.:t:3~tricunits have been m a d e ;IS
shaft a s they rotate. T h e amplitude a n d pl1;ise of this compact a s i:,.- lble in the axial direction hy
cyclic variation is adjusted to change the , r: ing. Each arranging for +:ci:iiponents to overlap each othc:r
cylinder requires a n individual mechanisnl 1:) synchro- where possibl'. I'his c a n be seen in Fig. 2 . TI!:.
nize with the engine firing order a n d a:; c.t,llained in various cut-ou:?; I I I the components. which allow l o r
r e k r e n c e [I] the c o m p a c t desien of the V. ,:;..lies engine the relative P I I > I ; . . ~ I Ihave
. been desiened t o c l c ; ~ r
within the clic,j::!~ range of valve p e r ~ o datljustme:)t.
7. T h e front a n d [c::r ;~ssembliesa r e similar but n;lt
identical. T h e I :!(:t that the two ussemhlles ;irt.
opposite-hand < u ~ : p l e dwith the four-cylinder engirrt.
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Fig. 7 V o l u r n c l ~cfliciency
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inlet cupeciitcs cylinder sc:ttenging and. on tlic o l l ~ c rthe , is the result of better combustion. This in turn allows the
J,ite closing 01' the inlet talve makes 1'1111 u\c t , f the VVC engine to run at an A F R between 0.5 and 1.0
nlan~foldrat~iniinpcapability. Ho\vetter. lowcl. 5pccds. leaner at WOT than the base engine without exceeding
e . ? . 25110 r win. the volii~iietricof the VVC C I ~ ~ I I is I C1 the exhaust temperature limit for the catalyst at high
per ccnt Ic>\ thiin th:~t of rhc base engine. tierc bllort speed or premature knock at low speed. Figure 8 shows
pcriod .;ctting ol' the VVC 1s 11sed to reciiicc I > ; I C L ( ~ ~ W that the WOT fuel consumption o f the VVC engine
from 111~.c.>lindcr after RCIC'. but this does 1101 fully benefits from both the improved i.s.:~.c.and the leaner
compens;~te I'or the reduced ramming velocily 111 the AFK and is lower at all speeds compared with the base
incre:isc.d area inlet tracts. engine.
The i.5.a.c. curves In Fig. 7 show that the VVC' c~lgine
makes better use 01'the air induced :tt both high a ~ ~low (l
,peed.;. At high bpceds this supplements the I I I ~c;l.;t.d ~
~ ~ u l u m r t r icrtticicncy
c which increases b.111.e.p. Ii~rther CONCLUSlONS
and at ION spec~lscompensates For the reducctl bolu-
metric etliciency so that the b.m.e.p. o f both ~ I I ~ I I is I C ~ -This paper has tirstly presented the practical mechanical
~ t l ~ i i o sidcntic;~l.
t The reduced i.s.;t.c. ot the VVC' engine design that was evolved to adapt the chosen system to
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