Comparative study in LTC combustion between a short HP EGR loop

without cooler and a Variable Lift and Duration system

Guillaume BRESSION, Pierre PACAUD, Dominique SOLERI, Jrme CESSOU
IFP - France
David AZOULAY
Nick LAWRENCE
Renault Powertrain Division France
Mechadyne UK
Laurent DORADOUX, Noureddine GUERRASSI
Delphi Diesel Systems France
possibilities in burnt rate transient control, especially in
association with a low pressure EGR loop.

ABSTRACT
In order to reach future Diesel emission standards such
as Euro 6 or Tier 2 Bin 5, NOx emissions need to be
dramatically reduced. Advanced technologies and engine
settings such as higher EGR rates, reduced compression
ratio, EGR cooler and low-pressure EGR loop depending on vehicle application may help to reach this
target whilst maintaining low CO2 emissions and fuel
consumption. However, the resulting low combustion
temperatures and the air-fuel ratios lead to a significant
increase in HC and CO emissions, especially during the
start-up phase prior to catalyst light-off. Moreover, high
levels of EGR make transient operation even more
difficult. So HC-CO emissions and EGR transient
operation represent two key issues that could limit the
extension of this alternative combustion mode.

INTRODUCTION
In order to meet the constraints on NOx and particle
emissions imposed by the future emissions standards
Euro 6 and Tier 2 Bin 5, significant improvements are
required both in the post treatment systems and
combustion modes. The premixed combustion modes
(LTC: Low Temperature Combustion PCCI: Premixed
Charge Compression Ignition) represent a relatively
simple and economic solution to reduce these emissions
while retaining the advantages of the Diesel engine.
Use of a high EGR rate together with advanced
combustion timing reduces the combustion temperature
and the air/fuel ratio. Figure 1 represents the operating
areas of various combustion modes in a /temperature
diagram in order to show the impact on NOx and particle
emissions.

Consequently, an in-depth investigation of a Variable Lift

and Duration (VLD) system was performed to overcome
these problems on a 4-cylinder engine, which was also
equipped with a HP-LP EGR loop. The VLD system
tested in this paper produces a variable camshaftoperated exhaust valve re-opening, which is controlled
by a hydraulic rotary actuator, ensuring quick and
accurate regulation of the Internal Gas Recirculation
(IGR). By increasing gas temperature in the combustion
chamber, this advanced technology allows us to reduce
HC-CO emissions by 50 % under 3 bar BMEP. Although
efficient, this technology has to be compared with other
solutions from a cost-to-value point of view.
The aim of this paper is firstly to compare the double lift
exhaust system with a short route high-pressure EGR
loop without cooler by quantifying their respective gains
on steady state points of the NEDC cycle, then by
evaluating their potential performances during transient
conditions. With the short-route EGR, the potential in
HC-CO emission reduction remains significant on a large
scale of engine temperatures representative of engine
warm up. However, the VLD system allows us to achieve
an advantageous higher burnt gas temperature at idle
speed (HC-CO emissions reduced by 35%) and at low
engine temperature. Even more, the VLD systems faster
response time detailed in this study offers new

Fig. 1: Comparison between conventional and premixed

combustion mode Soot and NOx emissions - (From
Neely et al. SAE 2005-01-1091)

EXPERIMENTAL CONDITIONS

Several HP EGR vs. LP EGR ([3]) comparison studies

have revealed the advantages and drawbacks of these
two technologies (Figure 2). In view of the reliability
constraints (fouling of exchangers) and the maximum
cooling potential at LTC operating limit, we decided to
choose low pressure EGR for the targeted application.
Advantages
Low
pressure
EGR

High
pressure
EGR

High cooled EGR

Clean EGR (no fouling)
Optimised EGR
distribution
Better / EGR rate
Lower HC and CO
emissions
Response time

The design of the specific hardware for this study was

experimentally tested on a single cylinder engine,
especially to define the best combustion system
(compression ratio, injector flow, bowl shape, swirl, etc.).
It was then integrated on a Renault mid size multicylinder
engine (Figures 4 and 5).

Drawback
Compressor wheel
erosion and corrosion
Slow time response
HC/CO increase
Exchanger fouling
EGR distribution

Fig. 2: Advantages and drawbacks of the different EGR

routes
In contrast, the reduced temperature, resulting from the
LP EGR premixed combustion coupling associated
with higher equivalence ratios compared with the
conventional combustion mode, tends to produce a
sharp increase HC and CO emissions. The following
graph shows the importance of the area in the NEDC
cycle where the oxidation catalyst is not completely
active, an essential area in terms of reduction of HC and
CO raw emissions.

Figure 4: Mid size multicylinder engine (1.6L)

Swept volume
1600 cm3
Valves
4
Injection system
2000 bar common rail
Injector hydraulic flow
280 cm3/30 s/100 bar
Compression ratio
16
Swirl ratio (Nd/N)
1.5
Figure 5: Main engine characteristics

10

Urban cycle : Catalyst bed activation difficulties

LTC operating range
Engine speed on NEDC

BMEP (bar)

Two different air loop systems were tested:

2

750

1250

1750
2250
Engine speed (rpm)

2750

3250

Fig. 3: Catalyst bed activation difficulties and LTC

operating range on the NEDC cycle

a short HP EGR circuit without exchanger to

increase the plenum temperature considerably
a variable timing system to trap burnt gases in
the cylinder (IGR) coupled or not with a system
to reduce the effective compression ratio
(variable IVC).

Swirl
throttle

DPF

LP EGR cooler

Supercharging air cooler

DOC

The aim of this paper is to compare two technological

solutions which improve this problem significantly at low
load:

Exhaust throttle

1. Short high pressure EGR loop without cooling in

addition to low pressure EGR loop (figure 6).
2. VVA system with double event at the exhaust cam in
addition to low pressure EGR loop (figure 7).

HP EGR valve

These two systems will also be assessed regarding their

potential to reduce emissions in transient operation.

Figure 6: Renault engine concept with LP / hot HP EGR

DPF

THE MECHADYNE VLD SYSTEM

EGR cooler

Supercharging air cooler

DOC
Swirl
throttle

servo-hydraulic flow processes leads to such

improvement in controllability and stability that the direct
acting injector can both be very fast in needle speed, and
at the same time deliver small pilot quantities in good
accuracy with very low shot to shot variation. This type of
injector leads to an excellent multiple injection behaviour.

Exhaust throttle

Mechadyne VLD

VLD is Mechadynes camshaft operated variable lift

system, a particular feature of which is its ability to
produce controlled secondary valve openings and
variable valve duration. The VLD system used to obtain
the test results for this paper produces a variable
exhaust re-opening and a variable intake valve closing
(see the top curve in Figure 9). This proves to be a
highly efficient way of introducing hot exhaust gases
back into the combustion chamber and reduce the
effective compression ratio.

Figure 7: Renault engine concept with VVA + LP EGR

ADVANCED COMMON RAIL INJECTION

SYSTEM
The injection system used is a Delphi Direct Acting
System technology [4] which relies on a novel injector
operating principle, where the nozzle needle is directly
driven by a piezo actuator (Figure 8).

Variable IGR

Variable IVC

Figure 8: Delphi Direct Acting Injector (DFI3)

Figure 9: The VLD Mechanism and associated Lifts

This operating principle significantly accelerates and

simplifies the operation of the injector (Figure 6). In a
conventional servo hydraulic injector, a multi stage
physical process is needed to initiate an injection:
actuation of a piezo or solenoid actuator, leading to the
opening of a servo hydraulic valve, initiating orifice flows
leading to a rather sensitive pressure balance in a control
chamber that leads to an opening of the needle.
Compared with this complex process, the direct actuation
process is simple: a large diameter piston and a smaller
diameter needle are part of a control chamber. The
actuation of the piston by a piezo actuator leads to a
stroke amplified motion of the needle. The direct acting
operating principle addresses a target conflict that every
servo hydraulic injector suffers from: good minimum
quantity capability requires a low needle opening speed,
whereas for high effective pressures, i.e. a square rate of
injection, and thus good emission performance, a fast
needle opening speed is required. The removal of the

The VLD system works by adding together two cam

profiles. A summing rocker that pivots in between the
two lower finger followers performs this addition. Altering
the relative phase between the green and brown cam
profiles (see Figure 9) changes the sum and therefore
controls the valve lift. The camshaft uses Mechadynes
concentric camshaft technology. It has an inner shaft and
outer tube assembly. The green cams in Figure 9 are
fixed to the tube whilst the brown cams are pinned
through slots in the tube to the shaft.
A simple hydraulically controlled rotary actuator can then
be used to alter the relative phase of the shaft and tube
and hence the cams. The benefit of this approach is that
the control for the system is integrated within the
camshaft. No external shafts are required.

More details relating to the design of the cylinder head

and valvetrain, including dynamic rig test results from this
engine, is included in [5].

50
1500 rpm 1 bar - HP to LP sweep
1500 rpm 2 bar - HP to LP sweep
1500 rpm 3 bar - HP to LP sweep

40

COE [g/kW.h]

HIGH PRESSURE VS VVA SYSTEM STEADY

STATE CONDITIONS
To correctly compare the various EGR loops, we must
study the HC/CO - particles compromise at low load.
Both with an uncooled HP EGR circuit and when using a
variable valve actuation system in order to carry out IGR,
in fact, the combustion temperature cannot be increased
indefinitely (=> low HC/CO emissions) without exceeding
the particle limit criteria.

1b
30

Optimum temperature
20

2b
10

3b

4b
0
30

45

60

75
90
Opti intake temp [C]

105

120

Figure 12: Influence of intake temperature on CO

emissions at different load.

The following 3 graphs show a HP EGR LP EGR ratio

variation of 1 to 3 bar BMEP to control the plenum
temperature. If we define a limit in terms of smoke
emissions (Figure 10), for each load level, we can obtain
an optimum plenum temperature in order to reach the
minimum level of HC and CO while respecting the
particle criterion (Figures 11 and 12). The higher the
load, the more the temperature and the operating
equivalence ratio increase and the faster the particle limit
criterion is reached. The optimum temperature on intake
valve closing therefore tends to decrease.

We can therefore define an optimum temperature taking

into account this compromise for each load level (red
curve on Figure 13). At the same time, we can plot the
optimum temperature level that can be reached for each
type of EGR circuit (internal or external). This figure
shows the drawback with low pressure EGR at low load
and stresses the potential gain brought by uncooled HP
EGR and by IGR.

Optimum temperature regarding

HC/CO and smoke limit

3.0
1500 rpm 1 bar - HP to LP sweep
1500 rpm 2 bar - HP to LP sweep

Smoke [fsn]

2.4

VVA + LP EGR

1500 rpm 3 bar - HP to LP sweep

1.8

HP + LP EGR
1.2

Smoke limit

LP EGR

0.6

0.0
30

45

60

75
90
Opti intake temp [C]

105

120

Figure 13: Influence of EGR system on inlet valve closing

temperature

Figure 10: Influence of intake temperature on smoke

emissions at different load.

At very low load, the reduced temperature of the exhaust

gases and the high heat losses of the HP EGR circuit
(even though its length is significantly reduced compared
with the low pressure circuit) tend to reduce the
maximum temperature potential at valve closure. In
addition, this effect is considerably increased during the
engine start-up phase prior to catalyst light-off.

6
1500 rpm 1 bar - HP to LP sweep
1500 rpm 2 bar - HP to LP sweep

HCE [g/kW.h]

1500 rpm 3 bar - HP to LP sweep

1b

Optimum temperature

The variable valve actuation system traps the gases

directly in the combustion chamber, limiting the heat
exchanges with the exhaust ports and the plenum. We
therefore obtain significantly higher gas temperatures at
valve closure. The maximum temperature level that can
be reached will depend on the maximum quantity of IGR
offered by this system. Readmission of all the residual
burnt gases directly via the second exhaust lift is in fact

2b
1

4b

3b

0
30

45

60

75
90
Opti intake temp [C]

105

120

Figure 11: Influence of intake temperature on HC

emissions at different load.
4

impossible. Some of the recirculated burnt gases come

from the low pressure EGR circuit [1] - [2].

50

10 g/kWh 0,25

40

0,2

10
8

2 g/kWh

700

0.05 g/kWh
600

100 g/kWh

500

The following graph (Figure 14) shows a comparison at

idle speed at iso NOx (Euro 6 compatible objective)
between LP EGR, uncooled short HP EGR and IGR. For
the same consumption, particles, NOx and noise,
uncooled HP EGR significantly reduces the HC and CO
emissions due to the increase in plenum temperature.
The gain is even more significant with IGR (-30 %
compared with uncooled HP EGR) due to a higher level
of combustion temperature offered by this system (see
Figure 13).

30

0,15

400

20

0,1

300

10

0,05

200

HCe (g/kWh)

2 g/h

50

10 g/h

10

40

30

20

10

10

50

2 g/kWh

0,25
0,2

COe (g/kWh)
700

0.05 g/h

600

100 g/h

500
0,15

400

0,1

300

40

30

20

10

1%

0
IMEP
stab.
PMI
stab(%)
(%)

CO out (g/kWh)

Figure 15: Comparison of different EGR route at 1500

r.p.m. 1 bar BMEP warm condition
At 2000 rpm, in LP EGR, the catalyst is still not activated.
In contrast, the increase in combustion temperatures
offered by uncooled HP EGR or IGR also improves the
exhaust temperature; the results is better catalyst lightoff and a drastic reduction in the final HC and CO
emissions (Figure 16). Figure 17 illustrates a variation in
the quantity of IGR on the catalyst upstream
temperatures. A 35 C gain is obtained (Twater / Toil =
90 C), raising the temperature to over 200 C, the
catalyst light-off temperature. This benefit, combined with
lower emissions at source, produces a 90 % reduction in
HC and CO emissions downstream from the catalyst.
Since there is more engine friction under cold conditions,
the IMEP increases and the exhaust temperature level
reached is comparable with the hot engine results.

PMI stab (%)

Low P
Low P + IGR
Hot High P

Part. (g/kWh)

10 g/kWh

Low P
Low P + IGR
Hot High P

100

2%

200
0,05

BSFC
(g/kWh)
CSE (g/kWh)

Part. (g/kWh)

HCe (g/h)

COe (g/kWh)

HC out (g/kWh)
10

100

CSE (g/kWh)

Figure 14: Comparison of different EGR route at idle

speed warm conditions
When the load increases, as explained on Figure 13, the
difference between HP EGR and IGR decreases since
the upper limit of combustion temperature (i.e. particle
level at criterion limit) is reached with both systems. It is
therefore logical that the results obtained should be very
similar, as we can see from the results obtained at 1500
rpm and 2000 rpm. 1 bar BMEP (Figures 15 and 16).

60

10
8

2 g/kWh

50

0,25

10 g/kWh
0,2
0,15

400

0,1

300

30

Obviously since the exhaust temperatures at 1500 rpm

are too low to allow catalyst light-off, the emissions
upstream and downstream from the catalyst are the
same. Despite the temperature increase brought by IGR
and HP EGR, the activation temperature is not reached.

20
10

0,05

COe (g/kWh)
50

10

2 g/kWh

The IMEP stability is also improved with respect to the

optimum obtained in low pressure EGR due to the better
thermodynamic conditions (3 % in LP EGR against 1.5 %
in HP EGR or IGR).

200

HCe (g/kWh)

100
0

Part. (g/kWh)

5
10 g/kWh
4

40

30

20

10

0
CO out (g/kWh)

HC out (g/kWh)

100 g/kWh

500

40

700

0.05 g/kWh
600

BSFC
(g/kWh)
CSE (g/kWh)

1%

IMEP
PMIstab.
stab(%)
(%)
Low P
Low P + IGR
Hot High P

Figure 16: Comparison of different EGR route at 2000

rpm 1 bar BMEP warm conditions (HC and CO out =
after catalyst bed)

Catalyst efficiency (%)

100
80

HC - catalyst efficiency

IGR COUPLED WITH VARIABLE IVC TO

OVERCOME PARTICLES LIMITATION

202 C

CO - catalyst efficiency

Other studies, conducted during the NICE European

program, have already demonstrated the advantage of
variable IVC to reduce the particle emissions at the limit
of the LTC area [see NICE European report subproject
A1]. Retarding the IVC allows a reduction in the effective
compression ratio and a reduction in volumetric
efficiency. For a given NOx level, the EGR rate required
will therefore be lower (reduced combustion
temperature). This reduction in EGR rate together with
the lower temperature may lead to a reduction in particle
emissions. However, reducing the charging associated
with the modified IVC tends to increase the equivalence
ratios and therefore the particles. This is a compromise
between reduction of the effective ratio and poorer
charging which depends on the operating points and the
settings used.

60
40
20

167 C

0
0

IGR min

-10

-20
VLD Angle

-30

-40

IGR max

Figure 17: Influence of VVA angle on catalyst efficiency

2000 rpm 1 bar BMEP warm conditions
Even if the results obtained with uncooled HP EGR and
with IGR seem very close, the differences on the NEDC
cycle may be increased. During the first urban phase of
the cycle, since the engine temperature is low, the
optimum combustion temperature tends to increase
(operation less critical in terms of smoke). In addition,
since the walls of the EGR circuit (HP or LP) are colder,
the heat exchanges are higher and the maximum
temperatures that can be reached are lower. In this case,
IGR becomes more attractive than uncooled HP EGR in
terms of maximum HC and CO reduction (up to 1-2 bar
BMEP).

The graphs of Figure 19 illustrate an example of the

smoke reduction potential by an IVC variation at 1500
rpm 6 bars BMEP. For the same NOx, consumption and
noise, the reduction in effective compression ratio leads
to a reduction in particulates of more than 60 %.
1.0

The potential increase of the upstream catalyst

temperature resulting from the use of IGR in LP EGR is
illustrated on Figure 18 (graph of engine speed load).
Although substantial, this increase is limited by the
increase in smoke. It nevertheless covers a wide range
of the urban phase of the NEDC cycle and represents
and additional gain in terms of reducing HC and CO
emissions compared with a low pressure EGR solution.

0.6
0.4

50

0.8

0.2 g/kWh
0.8

0.7

IVC =
IVC =
IVC =
IVC =
IVC =

0
18
48
63
73

0.2 g/kWh

0.6
0.5

37.5

33.9

30

0.4

20

0.3
0.2

0.2

42.6 43.6 41.4

40

10

0.1
0.0

0.0

Particulates (g/kWh)

NOxe (g/kWh)

500

-0.2

450

-0.3

400

-0.4

350

-0.5

300

-0.6

EGR rate (%)

90

2 dB
88
86
84
82

+ 10 C upstream catalyst bed TC

+ 20 to + 30 C upstream catalyst bed TC

T upstream turbine (C)

No IGR on
this area

80

IMEP lp (bar)

Combustion noise (dB)

Figure 19: Influence of IVC on particulates at the same

NOx noise and consumption 1500 rpm 6 bars
Using variable IVC at low load does not seem to be very
interesting due to the associated increase in HC and CO
emissions. In contrast, using it in conjunction with IGR
increases the level of residual burnt gases without
exceeding the smoke limit. The aim is to use more IGR
combined with a lower effective compression ratio rather
than little IGR and a standard compression ratio.

Figure 18: Benefit in terms of upstream catalyst bed

temperature at low load thanks to IGR warm condition

The following graphs show the results obtained at 2000

rpm 1 bar by combining IGR with variable IVC with
respect to three references studied previously: LP EGR,
uncooled HP EGR and IGR. In addition to the lower
consumption associated with an improvement in IMEP
low pressure (Figure 22), the most striking points are the
significant reduction in external EGR rate required to
obtain the NOx target and the significant increase in

Thanks to this temperature increase, the catalyst light-off

threshold is reached from 2 bars BMEP when the engine
speed is below 1500 rpm and from 1 bar for higher
engine speeds (Twater / Toil = 90 C).

exhaust temperatures allowing catalyst light-off for

increasingly low load values. The double exhaust lift
allowing readmission of the IGR can therefore be
increased to its maximum due to the IVC delta of more
than 40 Cdeg.
600

100

10

2 g/kWh

20 g/kWh

80

60

40

20

publication of the NICE programme concerning the

advantage of IGR at low load had already highlighted this
type of benefit [SAE - 2008-01-0034 [6]]. IGR-IVC
coupling increase the IGR and reduces the flows,
reducing the low pressure loop in the same proportion.

575

0.0

50 g/kWh

550

500

-0.2

475

-0.2

450

-0.3

100

250

LP EGR
0.4

80

Hot HP EGR
LP EGR + IGR

0.3

Light off
tem perature

60

200

55.2 54.0

178
44.1

LP EGR + IGR +IVC

-0.2
-0.3

LP EGR
Hot HP EGR
LP EGR + IGR
LP EGR + IGR +IVC

-0.3
-0.4

0.1

20

0.0

PMIbp (bar)

214

Figure 22: Influence of EGR system on IMEP low

pressure 2000 rpm 1 bar and 1500 rpm 3 bar

187

150

This coupling ensures a good transition between the

operating range of IGR alone at very low load and the
operating range of IVC alone at the limit of the LTC area.
Figure 23 illustrates these various areas on a speed BMEP diagram and positioned with respect to the points
representative of the accelerations and steady speeds on
the NEDC cycle. This graph illustrates the extended use
of variable timing on NEDC cycle.

100
EGR rate (%)

Particulates (g/kWh)

Up cata temp (C)

Figure 20: Comparison of different EGR route at 2000

rpm 1 bar BMEP warm conditions
When the load increases, the same type of coupling can
still be used even though above 4 bar BMEP the
equivalence ratio increases too sharply and reduces its
use (burnt gas temperature up, charging down). Figure
21 shows the advantage of this coupling to reduce the
EGR rate from 50 % to 30 % and to increase the
upstream catalyst temperature from 220 C to 270 C,
while globally retaining the same HC and CO levels at
combustion chamber outlet.

Delta IVC maximum

310

15
290
10

BSFC (g/kWh)

COE (g/kWh)

HCE (g/ kWh)

100

LP EGR + IGR

268
80
60

LP EGR + IGR +IVC

0.1 g/kWh

224 225

42.7
40

28.5

200
Light off
tem perature

0.0
Particulates (g/kWh)

239

250
50.0 51.8

20

0.1

2000

2500

3000
3500
Engine speed (rpm)

A new graph of the upstream catalyst temperature gain

can be produced and compared with that obtained using
IGR alone (Figure 24 compared with Figure 18). The
gain range is extended up to 4 bars BMEP and the
maximum level increased up to +50 C.

300

LP EGR
Hot HP EGR

1500

Figure 23: IGR and variable IVC operating range on

NEDC cycle

250

0.5

1000

270

3
1

20

330

IGR maximum

20 g/kWh

5 g/kWh

25

IGR minimum

Delta IVC minimum

350

30

1 g/kWh

Setting points of NEDC cycle

BMEP (bar)

0.2

-0.4
PMIbp (bar)

164
24.1

0.1 g/kWh

0.3

-0.09

40

0.2

0.4

-0.11

-0.2

-0.4
0.5

-0.13

-0.1

-0.20

-0.4

BSFC (g/kWh)

COE (g/kWh)

HCE (g/kWh)

-0.13

-0.3

400

-0.05

-0.1

-0.10

-0.1

525

425

0.0
-0.07

-0.1

This benefit represents a very important potential in

terms of catalyst light-off, allowing thermal levels much
greater than those available using an uncooled HP EGR
circuit to be reached.

150
EGR rate (%)

Up cata temp (C)

Figure 21: Comparison of different EGR route at 1500

rpm 3 bar BMEP warm conditions
Alongside the reduction in EGR rates and the increase in
exhaust temperatures, we observe a steady decrease in
the low pressure IMEP (Figure 22). The previous
7

increase in EGR rates, resulting in lower and lower NOx

emissions. The previous graphs have fully demonstrated
the benefit of IGR-IVC coupling as regards the reduction
of EGR rates. In addition, we must not forget the impact
of this type of system on the reduction of engine flow
rates (air + EGR). Since IGR is hotter, the quantity
required to obtain a given reduction of NOx emissions is
higher than with the same quantity of EGR. In addition,
retarding the IVC reduces the engine's volumetric
efficiency. Taken together, the two effects lead to a
substantial reduction in the air flow rate. This reduction
coupled with the reduction in EGR rates reduces the
EGR flow rates even further.

+ 10 C upstream catalyst bed TC

+ 20 to + 30 C upstream catalyst bed TC
+ 40 to + 50 C upstream catalyst bed TC
No IGR on
this area

Figure 24: Benefit in term of upstream catalyst bed

temperature at low load due to IGR coupled with variable
IVC warm conditions

REF LP EGR
OPTI IGR + IVC

EGR flow (% ref LP EGR)

120

In cold conditions, during the warm-up phase these IGR

levels could be even larger due to the reduction in
particulate emissions with the engine temperature. The
quantity of IGR used could probably be increased even
further.
It now seems worthwhile concentrating on the reduction
of EGR rates. Figures 20 and 21 have in fact highlighted
the potential for reduction of the EGR rate with variable
IGR-IVC coupling. The following graph (Figure 25)
illustrates the absolute gain in terms of EGR rate. The
quantity of external EGR required to obtain NOx values
meeting the future Euro 6 standards can be reduced by
up to 30 %. The EGR level is therefore less than 35 %
across the entire depolluted area (including when idling).

100
80

- 31%

- 13%

60
- 58%
40
20

- 82%

0
1500 rpm 1 bar

1750 rpm 3 bars

2250 rpm 5 bars 2750 rpm 10 bars

Figure 26: Benefit in terms of EGR flow between

reference in LP EGR and IGR coupled with variable IVC
Figure 26 illustrates the potential for reduction of EGR
flows against load and engine speed. Although the low
pressure EGR circuits are not especially affected by
fouling, these results seem significant in case of
traditional HP EGR applications.

-5%
- 10 %

Gross benefit in term of EGR rate

- 20 %
- 25 %

TRANSIENT CONDITIONS

- 30 %

The previous paragraphs have demonstrated the

potential of this type of valve actuation system to reduce
EGR rates, in order to reach NOx objectives compatible
with the future emission standards. In order to validate
the benefit on reduction of NOx emissions under
transient conditions, we must first study the response
time of the mechanical timing system.
Figure 25: Gross benefit in terms of EGR rate at low load
thanks to IGR coupled with variable IVC warm
conditions

The following two figures (Figures 26 and 27) illustrate

the time required for the variable IGR and variable IVC
system to go from its minimum to its maximum. This
corresponds to a 40 phase shift (stop to stop) in less
than 300 ms.

These results are of vital interest in terms of EGR

transient on the depolluted area of the NEDC cycle,
since this variable timing system smoothes the quantity
of EGR required on this area.
Another problem raised by the emergence of the future
Euro 6 standards is fouling of the EGR circuits and their
increasingly complex cooling, due in particular to the
8

Phasing between each camshaft (CA)

circuit where the response time depends on that of the

actuator (valve and/or flap) but also on the response time
of the EGR in the loop.

10

Exhaust cam actual position

Exhaust cam target position

0
-10

To compare the global response time between a LP EGR

circuit, an uncooled HP EGR circuit and a variable valve
actuation system (IGR + IVC), the quantities of
recirculated burnt gases have been varied at 1500 rpm 1
bar. From the optimised base point for each circuit, the
burnt gases and/or variable timing have been stopped up
to stabilisation (point without EGR without VVA NOx =
approx. 15 g/kW) then restarted up to the NOx objective
compatible with the future emission standards on this
type of point.

-20
-30
-40
-50
-0.2

0.2

0.4

0.6

0.8

1.2

Time (s)

Phasing between each camshaft (CA)

Figure 27: Comparison between target and actual

position of the exhaust VVA system IGR functionality
2000 r.p.m.

In order to estimate the system response to these

variations, a quick cycle to cycle combustion analysis
was carried out to calculate the instantaneous CA50 (50
% burnt charge) supposed to represent an image of the
residual burnt gases and therefore the NOx emissions.
Since the combustion timing is different for the optimum
points of each circuit, the CA50s have been
adimensioned. The injection settings have not been
modified during stops and returns to the initial points.

Intake cam actual position

Intake cam target position

-10
-20
-30
-40
-50
-60
-70

Figure 30 shows this comparison. As expected, the final

CA50 value is reached more quickly with the uncooled
HP EGR circuit than with the low pressure circuit. With
the IGR-IVC coupling, a significant CA50 value
representative of a low level of NOx emissions can be
reached very quickly. The final dynamics of this system
are determined by the LP EGR which completes the IGR
and the IVC in order to reach the NOx target.

-80
-90
-0.2

0.2

0.4

0.6

0.8

1.2

Temps (s)

Figure 28: Comparison between target and actual

position of the intake VVA system IVC functionality
2000 rpm.
The reverse displacement (stop to stop) is slightly faster
and not shown here. The graph on Figure 29 illustrates
the change in response times on opening and closing for
the IGR actuator and for the IVC actuator against engine
speed. This dependency is related to the reduction in oil
pressure as the engine speed decreases. The response
time becomes less than 500 ms from 1250 rpm.

14

Relative combustion phasing (CA)

800
IGR opening
IGR closing
IVC opening
IVC closing

Response time (ms)

700
600
500

VVA and EGR

re-openning

12
10
8

VVA response
time

NOx = Euro 6 target

4
2
0
-2

LP EGR
Short HP EGR
IGR + IVC + EGR LP

EGR rate = 0%
Nox = 15 g/kWh

-4
-6
0

10

Time (s)

400
300

Figure 30: Relative combustion phasing evolution at

1500 rpm 1 bar from 0 % GBR to NOx = Euro 6 target

200
100
500

1000

1500

2000

2500

3000

This type of test gives an indication of the high potential

of variable valve actuation regarding the improvement in
NOx emissions under transient conditions, especially
when suddenly entering / leaving the depollution area.

3500

Engine speed (rpm)

Figure 29: Response time of the VVA system (IGR and

variable IVC) from min to max.
No additional delay is required to obtain the correct mass
of residual burnt gases or the correct effective
compression ratio, unlike the case in the external EGR
9

CONCLUSION

REFERENCES

The study described in this paper was used to compare

two mechanical systems designed to improve certain
drawbacks intrinsic to LP EGR coupled with LTC:

[1]

Walter, B. ; Pacaud, P. ; Gatellier, B. "Variable

Valve Actuation Systems potential for HCCI or
LTC Diesel combustion". SIA-IFP (2006)

[2]

Maroteaux, D. ; Guezet, J. "Progress in Diesel

HCCI within the European SPACE LIGHT
Project". SAE (2004)

[3]

Imarisio, R. ; Ivaldi, D. ; Lisbona, M.G. ; Tonetti,

M. "Technologies towards Euro 6 Passenger Car
Diesel Emissions Standards. Syracuse" (2005)

[4]

Guerrassi, N. ; Schoeppe, D. ; Bercher, P. ;

Breitbach, H. "Latest Developments in Diesel
Common Rail Technology to Meet Future
Demands" SIA Congress Lyon (2004)

[5]

Lancefield, T. ; Lawrence, N. ; Ahmed, A. ; Ben

Hadj Hamouda, H. ""VLD" a flexible, modular,
cam operated VVA system giving variable valve
lift and duration and controlled secondary valve
openings". SIA-IFP (2006)

[6]

Bression, G. ; Soleri, D. ; Azoulay, D. ;

Doradoux, L. ; Lawrence, N. "A study of methods
to lower H and CO emissions in Diesel HCCI"

[7]

Schatzberger, T. ; Eichlseder, H. ; Fuchs, C. ;

Klell, M. ; Schutting, E. ; Kammerdiener, T.
"Homogeneous Diesel combustion process for
low emissions". Budapest (2007)

[8]

Vignaud, A. ; Gastaldi, P. ; Hardy, JP. "Last

developments of LTC". Syracuse (2006)

high HC and CO emissions at low load

high response time during EGR transients

These systems, a short uncooled HP EGR circuit and a

variable timing system to carry out IGR, have rightly
demonstrated the high potentials in terms of reducing HC
and CO emissions (-50 % up to 3 bars BMEP) and
increasing the exhaust temperature (up to +30 C
upstream from the catalyst).
Even though the uncooled HP circuit offers a cost
advantage compared with a VVA system, the latter has
demonstrated some additional advantages:
-

Better results concerning HC and CO emissions

when idling
Better potential during warm-up phase when the
engine is cold (first NEDC urban cycle)

Any improvement in these results is limited by a smoke

increase, itself related to the increase in combustion
temperatures. The VVA system tested during this study
can be used to couple a variable IVC with IGR and
thereby push back this limitation. The HC and CO
emissions are not necessarily improved (reduction in the
effective compression ratio by increasing the IVC) but
the exhaust temperatures are clearly increased (up
to+50 C upstream from the catalyst) which favours
catalyst light-off and therefore final reduction in HC and
CO emissions on the NEDC cycle.
Unlike the uncooled HP EGR circuit, this coupling also
has the advantage of significantly reducing the quantity
of external EGR required. This is beneficial as regards
fouling of the external recirculation circuits but also in
terms of EGR transients. The response time of the VVA
system is in fact comparable with that of a camshaft
phaser traditionally used on gasoline engines. Its use
would considerably reduce NOx emissions during
transients, IGR allowing direct recirculation in the
cylinder and retarded IVC reducing the temperature
increase and producing the equivalent of external EGR
but much more reactive.

CONTACT
guillaume.bression@ifp.fr pierre.pacaud@ifp.fr

DEFINITIONS, ACRONYMS, ABBREVIATIONS

VVA: Variable Valve Actuation / IVC: Inlet Valve Closing
EGR: Exhaust Gas Recirculated
HP EGR: High Pressure EGR

ACKNOWLEDGMENTS

LP EGR: Low Pressure EGR

This work was funded in part by the European

Commission within the FP6 Programme, NICE project
(contract number: TIP3-CT-2004-506201).

IGR: Internal Gas Residual

10