AUTOMOTIVE ENGINE 2

AUTO 2104D
CHAPTER 1

ENGKU AMIRUL RASHIDIN B. ENGKU ARIFF

MECHANICAL & AUTOMOTIF ENGINEERING, FEST

INFRASTRUCTURE UNIVERSITY KUALA LUMPUR
At the end of this course, students will
be able to:

1. Identify the component and operation of

variable valve timing and lifting systems.
2. Explain the advantages and disadvantages
of various types of variable valve timing
and lifting systems.
 Description
VVT-i (Variable Valve Timing-intelligent)

Camshaft Throttle position

sensor
VVT-I controller position sensor

Engine ECU

Water temp.
Air flow meter
sensor

Crankshaft Camshaft timing

position oil control valve
sensor

Crankshaft position Engine ECU

sensor
Camshaft
Air flow meter Target valve timing timing oil
control valve
Throttle position
sensor Feedback
Duty control
Water temp. sensor Correction

Camshaft position Actual valve timing

sensor

Vehicle speed signal

 Description
VVT-i (Variable Valve Timing-intelligent)

Full load performance

During low and medium
speed at high load

Engine During high speed

load at high load

During medium
load

Engine speed

During low temperature, during low

speed at light load, or during light load

: Valve timing is advanced.

: Valve timing is retarded.
 Description
VVT-i (Variable Valve Timing-intelligent)

Full load performance

During low and medium
speed at high load

Engine During high speed

load at high load

During medium
load

Engine speed

During low temperature, during low

speed at light load, or during light load

: Valve timing is advanced.

: Valve timing is retarded.
 Description
VVT-i (Variable Valve Timing-intelligent)

Full load performance

During low and medium
speed at high load

Engine During high speed

load at high load

During medium
load

Engine speed

During low temperature, during low

speed at light load, or during light load

: Valve timing is advanced.

: Valve timing is retarded.
 Construction
VVT-i (Variable Valve Timing-intelligent)
1.VVT-i controller/ VTT-i controller
2.Camshaft timing oil Vane
Lock pin (fixed on Intake camshaft)
control valve

Intake camshaft

Housing

Oil pressure

at a Stop in Operation
Lock pin

Camshaft timing oil control valve

Spool valve
Oil pressure
Spring
Drain Drain

Coil
(Advance side)
Plunger
(Retard side)
 Operation
VVT-i (Variable Valve Timing-intelligent)

VVT-i controller
1. Advance

Vane Camshaft timing

oil control valve
Engine ECU

Oil Drain
Rotating direction
pressure
 Operation
VVT-i (Variable Valve Timing-intelligent)

VVT-i controller
1. Advance

Vane Camshaft timing

oil control valve
Engine ECU

Oil Drain
Rotating direction
pressure
 Operation
VVT-i (Variable Valve Timing-intelligent)

2. Retard

Vane

Engine ECU

Drain Oil pressure

Rotating direction
 Operation
VVT-i (Variable Valve Timing-intelligent)

3. Hold

Engine ECU

Oil pressure
 Description
VVT-i (Variable Valve Timing-intelligent)

Oil control valve

Oil pressure switch (for VVTL)
Camshaft position sensor

Throttle position
sensor
Water
temp. Vehicle speed
Engine ECU signal
sensor
Oil control valve
(for VVT) Air flow meter

Crankshaft
position sensor
Hydraulic circuit
Oil control valve
Low-and medium-speed cam VVTL (for VVTL)
High-speed cam

VVT

Oil filter

from Oil main hole

 Construction
VVT-i (Variable Valve Timing-intelligent)
1.Oil control valve for VVTL/
2.Camshafts and rocker arms Camshaft position sensor
Oil pressure switch Oil control valve (for VVTL)
to Cam changeover
mechanism

Oil Spool valve

Drain pressure

Water temperature sensor

Oil control valve (for VVT)
Crankshaft position sensor

Low-and medium-speed cam

High-speed cam

Oil Roller
hole
Pad

Lock pin

Rocker arm
 Operation
VVT-i (Variable Valve Timing-intelligent)
1.Low- and medium-speed
(engine speed: below 6000 Rocker arm
rpm) Oil pressure switch “OFF”
Rocker shaft
Engine
ECU

Cam changeover mechanism Oil control

valve “OFF”

Oil pressure Drain

Low-and medium-speed cam

High-speed cam

Roller
Pad

Lock pin
Moves freely
 Operation
VVT-i (Variable Valve Timing-intelligent)
2.High-speed (engine speed:
over 6,000 rpm/coolant temp.: Rocker arm
higher than 60 °C) Oil pressure switch “OFF”
Rocker shaft
Engine
ECU

Cam changeover mechanism Oil control

valve “OFF”

Oil pressure

Low-and medium-speed cam

High-speed cam

Roller
Pad

Lock state
Oil pressure
 What is a Valve?

• In Internal Combustion Engine,

valves are used to control the flow
of the intake and exhaust gases into
and out of the combustion chamber.

• The timing, duration and lift of

these valve events has a significant
impact on engine performance.

• Valves allow the engine to breathe.

 What are the Valve Functions?

• INTAKE :- The Intake valve allows the

air-fuel mixture from the carburettor
to enter into the combustion
chamber.

• EXHAUST :- The exhaust valve

releases the exhaust gases and spent
fuel to escape out of the engine
cylinder into the atmosphere.
 How does the valves operate?

• CAMS :- These provide the force to push the

valves open, usually with the help of a rocker
arm.

• ROCKER ARMS :- These are the links between

the cam and the valve.

• SPRINGS :- These are used to keep the valves in

place and to provide the force required to close
the valve.
 What is Valve Timing?

• It’s the regulation of the points in the combustion

cycle, at which valves are set to open and close.

• The design of the valve-operating cam provides for

the smooth transition from one position to other.

• The cam setting determines the timing of the

valve.

• In a typical 4-stroke engine, the inlet valve is set

to open before TDC (Top Dead Centre), towards
the end of the exhaust stroke and close after BDC
(Bottom Dead Centre), at the start of the
compression stroke.
Valve Timing…..Continued

• Inlet Valve Timing :-

 Theoretically, the inlet valve should open at TDC.

 But, its timed to occur a few degrees prior to the arrival of piston at TDC on the exhaust
stroke.

 This is done to induct as much as possible amount of charge into the cylinder before the
piston reaches BDC.
Valve Timing…..Continued

• Exhaust Valve Timing :-

 The exhaust valve is set to open before BDC, towards the end of the power stroke.

 This is done to prevent the exhaust gases from forming a high-pressure cushion, which
would impede the movement of the piston.

 The valve closes after TDC which ensures that the entire burnt mixture is thoroughly
scavenged.
 Valve Timing…..Continued

• Valve Overlap :-
 This refers to the time when both the intake &
exhaust valves are open.
 It ensures that the exhaust gases rushing out of
the cylinder create suction.
 The fresh mixture entering the cylinder pushes
out the burnt fuel mixture.

• Valve timing of any engine depends on :-

 The amount of valve overlap.
 Lag & lead, i.e. the degrees that the crankshaft
turns between valve opening and TDC or BDC.
 What is Multi-Valve Technology?

 A multi-valve engine is one where each cylinder has

more than two valves.

 Adding more valves increases valve area and

improves the flow of intake and exhaust gases,
thereby enhancing combustion and power output.

 Multi-valve geometry allows the spark plug to be

ideally located within the combustion chamber for
optimal flame propagation.

 Some engines are designed to open each intake

valve at a slightly different time, which increases
turbulence, improving the mixing of air and fuel at
low engine speeds.
 What’s Variable Valve Timing (VVT) and it’s
Need?
• In internal combustion engines, Variable valve timing is the process of altering the
timing of a valve lift event.

• It has the task of setting the most advantageous valve timing for the particular engine
for different operating modes.

• When the engine rev increases, the duration of intake and exhaust stroke decreases
so that fresh air becomes not fast enough to enter the combustion chamber, while the
exhaust becomes not fast enough to leave the combustion chamber.

• The best solution is to open the inlet valves earlier and close the exhaust valves later.
Hence, Overlapping between intake period and exhaust period should be increased as
rev increases.
 VVT’s necessity….Continued

• Without Variable Valve Timing technology, engineers used to choose the best compromise
timing.

• For example, a van may adopt less overlapping for the benefits of low speed output.

• A racing engine may adopt considerable overlapping for high speed power.

• An ordinary sedan may adopt valve timing optimize for mid-rev so that both the low speed
drivability and high speed output will not be sacrificed too much.

• No matter which one, the result is just optimized for a particular speed.
 Types of Variable Valve Timing System:-

1. Cam-Changing VVT
• It uses different cam profiles to lift the valves depending on engine load
and speed (RPM).

• One common system uses two rocker arms for normal operation on its
two intake valves, with a third, higher profile, rocker arm between the
other two arms.

• At engine speeds above 5000-6000 rpm, the engine ECU activates an oil
pressure controlled pin that locks the three rocker arms together.

• The centre rocker arm follows a larger and more aggressive profile,
transferring its movement to the intake valves which now open further
and for a longer period.

• When engine speed fall below the threshold speed, oil pressure is
removed from the pin and a spring deactivates the pin.
 Cam-Changing VVT Applications
Honda’s latest 3-stage VTEC (Valve Timing Electronic Control) has
been applied in CIVIC SOHC engine in Japan. The mechanism has 3
cams with different timing and lift profile.

• Stage 1 (Low Speed) :- The 3 pieces of rocker arms move

independently. Both cams' timing is relatively slow compare with
the middle cam, which actuates no valve now.

• Stage 2 (Medium Speed) :- Hydraulic pressure connects the left and

right rocker arms together, driven by the right cam. As a result,
both inlet valves obtain slow timing but medium lift.

• Stage 3 (High Speed) :- Hydraulic pressure connects all the 3

rocker arms together. Since, middle cam is largest, both inlet
valves are actually driven by that cam. Therefore, fast timing and
high lift are obtained in both valves.
 Types of VVT….Continued
2. Cam-Phasing VVT
• It is the simplest, cheapest and most commonly used mechanism at
this moment.

• It varies the valve timing by shifting the phase angle by shifting the
phase angle of camshafts.

• At high speed, the inlet camshaft will be rotated in advance by 30

degrees so to enable earlier intake. This movement is controlled by
engine management system according to need, and actuated by
hydraulic valve gears.

• It cannot vary the duration of valve opening. It just allows earlier or

later valve opening. Earlier open results in earlier close. It also cannot
vary the valve lift, unlike cam-changing VVT.
 Cam-Phasing VVT Applications

• Toyota's VVT-I (Variable Valve Timing - Intelligent) has

been spreading to more and more of its models, from
the tiny Yaris (Vitz) to the Supra. Its mechanism is
based on the working of Cam-Phasing VVT, it is also a
continuously variable design.

• However, the word "Intelligent" emphasize the clever

control program. Not only varies timing according to
engine speed, it also consider other conditions such as
acceleration, going up hill or down hill.
 Types of VVT….Continued

3. Cam-Changing + Cam-Phasing VVT

• Combining cam-changing VVT and cam-phasing
VVT.

• It could satisfy the requirement of both top-

end power and flexibility throughout the
whole rev range, but it is inevitably more
complex.

• At the time of writing, only Toyota and

Porsche have such designs.
 Benefits of Variable Valve Timing(VVT)

• EGR (Exhaust gas recirculation) is a commonly adopted technique

to reduce emission and improve fuel efficiency. However, it is VVT
that really exploits the full potential of EGR.

• Variable valve timing systems can provide better torque for an

engine.

• With more precise handling of engine valves, automakers have

shown that VVT can produce better fuel economy for vehicles.

• Reduced nitrogen oxide and Hydrocarbon emissions .

 Present Development in VVT Systems

Koenigsegg’s FreeValve Technology :-

 The FreeValve technology is equipped with
pneumatic spring and position sensor so that
the valve can reciprocate in & out of the
engine cylinder.

 It provides full control of gas exchange,

variable valve lift and accurate valve opening
and closing time.

 The FreeValve technology is connected to the

ECU of the engine which feeds the system with
the timing and amount of valve lift required.

 FreeValve’s primary goal is to reduce emissions

and fuel consumption. Secondary goals are
downsizing, torque and power increases.
Conclusion

• Variable valve timing technology has grown as technological availability

increases. The need for ever more efficient, clean, powerful engines has
pushed the bar higher within production automotive engines.
• The trend toward computer controls is rapidly approaching a limit within
the cam engine world and the jump into camless designs is something of
the future that holds much promise.
• The problem of transition time has been virtually solved and the seating
speed will soon be under control.
• Despite the problems, the camless engine is the future. The level of
control (lift, duration, phase) is practically unheard of in mechanical
systems.
VARIABLE VALVE TIMING (VVT)
In internal combustion engines, variable valve timing (VVT) is the process of
altering the timing of a valve lift event, and is often used to improve performance,
fuel economy or emissions. There are many ways in which this can be achieved,
ranging from mechanical devices to Cam Phasing, Cam Switching, electro-hydraulic
and camless systems.

• Early variable valve timing systems used discrete (stepped) adjustment.

T
Discrete • For example, one timing would be used below 3500 rpm and another
Y used above 3500 rpm.

P
E • Infinite adjustment of the valve timing.
Continuous • Timing can be optimized to suit all engine speeds and conditions.
S
CAM SWITCHING
• Uses two cam profiles, with an actuator to
swap between the profiles (usually at a
specific engine speed).
• Cam switching can also provide variable valve
lift and variable duration, however the
adjustment is discrete rather than
continuous.
• Different companies have different methods
of switching between cam profiles.
• The first production use of this system was
Honda's VTEC system that will be discussed
in later slides.
CAM PHASING
• The simplest and cheapest form of VVT.
• Phase angle of the camshaft is rotated forwards or
backwards relative to the crankshaft. For example,
at high speed, the inlet camshaft will be rotated in
advance by 30°.
• This movement is controlled by engine
management system
• The valves open and close earlier or later.
• The camshaft lift and duration cannot be altered
with a cam-phasing system.
• Audi V8 inlet, BMW Double Vanos inlet, Ferrari 360
Modena exhaust
Typical effect of timing adjustments

Late intake valve closing

Early intake valve closing

Early intake valve opening

Early/late exhaust valve

closing
Late intake valve closing
• The piston pushes air out of the cylinder and back into the intake manifold during
the compression stroke.
• The air which is expelled fills the manifold with higher pressure, and on subsequent
intake strokes the air which is taken in is at a higher pressure.
• Reduce pumping losses by 40% during partial load conditions, and to decrease nitric
oxide (NOx) emissions by 24%.
• Peak engine torque showed only a 1% decline, and hydrocarbon emissions were
unchanged.
Early intake valve closing
• Closing the intake valve midway through the intake stroke.
• Air/fuel demands are so low at low-load conditions and the work required to fill
the cylinder is relatively high, so Early intake valve closing greatly reduces
pumping losses.
• Studies have shown early intake valve closing reduces pumping losses by 40%,
and increases fuel economy by 7%. It also reduced nitric oxide emissions by 24% at
partial load conditions.
• A possible downside to early intake valve closing is that it significantly lowers the
temperature of the combustion chamber, which can increase hydrocarbon
emissions.
Early intake valve opening
• In a traditional engine, a process called valve overlap is used to aid in controlling
the cylinder temperature.
• By opening the intake valve early, some of the inert/combusted exhaust gas will
back flow out of the cylinder, via the intake valve, where it cools momentarily in
the intake manifold. This inert gas then fills the cylinder in the subsequent intake
stroke, which aids in controlling the temperature of the cylinder and nitric oxide
emissions.
• It improves volumetric efficiency, because there is less exhaust gas to be expelled
on the exhaust stroke.
Early/late exhaust valve closing
• Traditionally, the exhaust valve opens, and exhaust gas is pushed out of the
cylinder and into the exhaust manifold by the piston as it travels upward. By
manipulating the timing of the exhaust valve, engineers can control how much
exhaust gas is left in the cylinder.
• By holding the exhaust valve open slightly longer, the cylinder is emptied more and
ready to be filled with a bigger air/fuel charge on the intake stroke. This results in
more power.
• By closing the valve slightly early, more exhaust gas remains in the cylinder which
increases fuel efficiency and reduces NOx emissions. This allows for more efficient
operation under all conditions.
VARIABLE VALVE LIFT (VVT)
• VVL is mainly used to enhance
performance. A VVL engine has two
cam profiles: low-lift and high-lift.
• Under regular conditions, the engine
will use the low-lift cam to operate
the valves
• Under higher load, a solenoid
switches the engine over to the to
the high-lift cam (or cams),
increasing valve travel and therefore,
performance.
VARIABLE VALVE TIMING & LIFT ELECTRONIC
CONTROL(VTEC)
• Developed by Honda to improve the
volumetric efficiency of a four-stroke
internal combustion engine.
• The VTEC system uses two (or occasionally
three) camshaft profiles and hydraulically
selects between profiles.
• It is distinctly different from standard VVT
systems which change only the valve
timings and do not change the camshaft
profile or valve lift in any way.
VTEC-E
• Not Designed for power but for fuel efficiency.
• Variation of Single Overhead Camshaft (SOHC) VTEC.
• Turns 16 valve four cylinder engine into 12 valve four cylinder engine by not
allowing one of the intake valves to fully open.

VARIABLE TIMING CONTROL (VTC)

• Mechanism used at the intake camshaft and it is essentially cam phasing.
• It allows intake camshaft to be continuously variable overlap b/w intake & exhaust cam.
• Can be infinitely adjustable during rev range.
• Gives better results when used at input
HONDA i-VTEC
• i-VTEC is a system that combines VTEC and
VTC into one unit.
• Results in an incredibly efficient and
powerful engine.
• The VTEC part of the system has two
different camshaft profiles, one for low
rpms, and one for high rpm.
• The VTC part of the system allows valve
overlap to be adjusted at any moment,
resulting in much greater efficiency and
slightly better performance.
 How Does it Increase Horsepower?

• Horsepower is just a measure of Torque X RPM. To increase torque, you must let
more air and fuel into the engine.
• If the valves must open further and for longer, the amount of air being sucked into
the cylinder can be increased. Since the camshaft spins half as fast as the
crankshaft, it cannot be optimized for all RPM ranges. Having multiple camshaft
lobes allows you to maximize lift and duration for various RPM ranges.
• Since the camshaft is optimized for both high and low rpm ranges, it makes more
torque in those ranges. More torque, especially at high RPMs, equals more
horsepower.
AUDI VALVELIFT SYSTEM (AVS)
AVS refers to the cam switching
mechanism. In general, cam switching
is performed by hydraulically controlling
a rocker arm such as VTEC or MIVEC, or
in a somewhat special case, hydraulically
controlling a lifter such as a variable cam
lift mechanism such as Variocam Plus or
Subaru . In these, the cam is switched by
switching the rocker arm under
hydraulic control, and the camshaft
itself does not change.
AUDI VALVELIFT SYSTEM (AVS) Cont.
In AVS, cam switching is performed by physically
moving the camshaft side axially in the axial
direction, and the rocker arm side does not
change at all. A cam piece having two cam ridges
movable in the axial direction is attached to each
of the cylinders on the camshaft, and the cam
switching is performed by moving the cam
piece. A spiral groove is dug at the end of the
cam piece, and the pin is inserted into the
groove to move the cam piece by the rotation of
the camshaft, and the switching is completed
during one revolution. Fixing of the cam piece is
made by fitting a ball roller (with a spring) inside
the shaft into either of two grooves provided in
the cam piece. When moving, the ball roller
Closer Look of AVS
climbs over the ridge between the two grooves
and is fixed again by fitting into the other
groove.
AUDI A4 has also got a VVT(Variable Valve
Timing) at its intake to match the
continuously changing driving conditions
and thus, delivering max. efficiency and/or
power.
FIAT Multi Air Engine
• MultiAir is a hydraulically-
actuated variable valve
timing and variable valve lift engine
technology enabling "cylinder by cylinder,
stroke by stroke" control of intake air
directly via a gasoline engine's inlet
valves.
• Multi air engine is different from other
engines because it consists of solenoid
valve.
• A Solenoid Valve is an electromechanical
technology used for functioning of
valves.
5 main different strategies possible are:
1. Full Lift(Fig 1. ) is suitable for high rpm running and provides Max Power.

2. LIVO(Fig 2. ) is suitable for low-load operation. Its late valve opening leads to a
partial vacuum in the combustion chamber. In addition to the low valve lift, the
intake air stream is greatly speeded up, generating turbulence thus improve air
and fuel mixture. This benefits fuel economy and emission.

3. EIVC(Fig 3. ) is suitable for a wide range of part-load operation. Depending on

the requirement of power, the amount of air can be controlled by the early closing
of intake valves. This eliminates the need of throttle butterfly (like BMW
Valvetronic) and reduce pumping loss by up to 10%.

4. Partial Load(Fig 4. ) is designed for enhanced low-rpm acceleration. While it

enables more intake air volume compare with Fig 2 & 3, its early valve closure
ensures no air flow back into the intake manifolds near the end of the intake
stroke.

5. Multi Lift(Fig 5. ) is designed for very low rpm operation. It combines the
strategy of Fig 2 & 3 and their benefits - regulated consumption and improved
quality of air-fuel mixture.
ADVANTAGES DISADVANTAGES
Reduced 10% of the fuel consumption. Opening and Closing of valves requires some power

Reduced emissions – 10% CO2, 60% NOx and 60% Current solenoids cannot run at high RPMs
particulate.

Increased lower end torque by 15%. Hidden cost of microprocessor and software controls

Increased fuel economy by 7-10%. Not perfectly compatible with variable cam phasing

Lesser pumping losses(reduced friction) due to lesser Mechanism quite bulky such that difficult to apply to
moving components since SOHC works like DOHC. DOHC engines
 Possibilities of Valve Varition
[mm]
Valve lift

Crank angle [°CA]

Copyright: Prof. Dr.-Ing. Wilhelm Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, [email protected]
Fig. 20
 Range for Cam Phasing Variation
[mm]e lift
Valve

outlet inlet
valve lift valve lift

Crank angle [°CA]

Copyright: Prof. Dr.-Ing. Wilhelm Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, [email protected]
Fig. 21