VVT – i

Variable Valve Timed – intelligent system

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Contents:
Page

Abstract 4

Chapter 1: Introduction 5

Chapter 2: Variable Valve timing 7

Chapter 3: Valve timing 14

Chapter 4: Research 16

Chapter 5: Conclusion 17

Extended reading 18

References 18

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 Abstract:

Modern Trends in IC Engines & Automobiles – VVT-i:

As we know the current global scenario, there is only a little amount of crude oil left on
the earth. This crude oil can hold things together just for another 30 years. So, it is the need of
the hour to devise a bail-out for the human race from this blow of energy crisis.

The introduction starts by acknowledging Rudolf Diesel and Karl Benz for the invention
of the internal combustion engine, which made some of man’s most cherished dreams, become
reality; the aircraft, the motor car, the submarine, the tank and many other inventions before they
could be born in their practical form. However now, the internal combustion engine (ICE) is on
the way out and electric motors are on the way in, but ICEs have been around for so long that we
should be careful about announcing their demise. They're going to stick around a while longer,
and so it's very important to make them as efficient and clean as possible.

Since we have to manage with the ICE for much more time, it would be wise to make it
cleaner & powerful. In other words, engines must be made more efficient. From the day ICEs
were invented, the work of improvisation started. Various researches were conducted. Finally,
the best method to improve it, was a lot on the chemistry part, i.e., on the fuel. Among the other
methods, include cylinder de-activation, turbo-charging etc.; the best method which can be very
efficiently used and is being used is the variable valve timing intelligent (VVT-i) system.

Variable valve timing and lift allows the valves to open and close to allow air and fuel to
enter cylinders and for the products of combustion to exit. Different valve timings produce dif-
ferent results (more power, better fuel economy). This allows a smaller displacement engine to
produce more peak power, so it allows for downsizing and fuel savings.

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Chapter 1:

Introduction

1.1. Defining the VVT – i:

Variable valve timing and lift allows the valves to open and close to allow air and fuel to
enter cylinders and for the products of combustion to exit. Different valve timings produce dif-
ferent results (more power, better fuel economy). This allows a smaller displacement engine to
produce more peak power, so it allows for downsizing and fuel savings.

1.2. The growth of IC engine:

Petroleum fuels are very widely used in many engines. From automobile engines to the
rocket, power is provided by the fossil fuels. The most common prime mover powered by fuel is
the internal combustion engine. The internal combustion engine has been with us for a long time
- since about 1885. Familiar layouts soon appeared with, for example, six cylinders seen as early
as 1902. Multiple valves per cylinder, double overhead cam-shafts, super-chargers, turbo-
chargers, and fuel injection are all well and truly before the World War 2 period. Though they
were convincing in the design level, only on paper, still they gathered no heat. After that, it
might be said that there was no very novel and lasting engine concept until the oil crisis and
stricter anti-pollution laws started a movement towards greater engine efficiency.

1.3. The search for improvement:

In the quest for better & improved ICEs, researchers, inventors, scientists have stumbled
upon different types of ICEs. However, they still work basically on the same principle as they
ever did. But the old 4-cylinder engines which produced about 20 horsepower, have evolved into
ones which can generate up to 250 hp while being cleaner and burning less fuel. So, the top five
or the best five improvements that could have ever happened in the field of automotive engine
technology are the following:

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  Clean Fuel:

The best method of cutting on emissions and obtaining good power is by using fuel of the
best quality. Various advances such as the availability of ultra low sulfur diesel fuel, better cata-
lysts and particulate matter traps, better control over combustion are making diesel engines
cleaner, have made it possible. Diesel engines are certainly far from perfect, but they have inhe-
rently better thermal efficiency than gasoline engines, and they are usually more durable. Anoth-
er benefit is that they can run on biodiesel.

 Direct injection:

Before direct injection, the fuel was mixed with air in the car's intake manifold. Now,
with direct injection, the fuel is mixed with air inside the cylinder, allowing for better control
over the amount of fuel used, and variations depending on demand (acceleration vs. cruising).
This makes the engine more fuel efficient.

 Cylinder deactivation:

The name says it all. ICEs with this feature can simply deactivate some cylinders when
less power is required, temporarily reducing the total volume of the engine cylinders and so
burning less fuel. This feature is found on V6 and V8 engines.

 Turbochargers:

Turbochargers increase the pressure inside cylinders, cramming more air and allowing
combustion to generate more power. This doesn't make the engine more economical in itself, but
since a smaller displacement engine can generate more peak power, you can more easily down-
size and save there.

The 5th best method is the incorporation of a Variable Valve Timed (VVT) system, which
is explained further in the report.

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Chapter 2:
Variable valve timing

2.1. Introduction:

Variable valve timing, or VVT, is a generic term for an automobile piston engine tech-
nology. VVT allows the lift / duration / timing of the intake or exhaust valves (or both) to be
changed while the engine is in operation. Two-stroke engines use a Power valve system to get
similar results to VVT.

Fig 2.1: The VVT system found in the Honda K20Z3

Piston engines normally use poppet valves for intake and exhaust. These are driven by
cams on a camshaft. The cams open the valves for a certain amount of time during each intake
and exhaust cycle. The timing of the valve opening and closing is also important. The camshaft is
driven by the crankshaft through timing belts, gears or chains. The profile, or position and shape
of the cam lobes on the shaft, is optimized for a certain engine RPM, and this trade off normally
limits low-end torque or high-end power. VVT allows the cam profile to change, which results in
greater efficiency and power. At high engine speeds, it provides the engine with large amounts of
air, which is the major advantage. The peer pressure to meet environmental goals and fuel effi-
ciency standards is forcing car manufacturers to turn to VVT as a solution.

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2.2. History:

The earliest variable valve timing systems came into existence in the 19th century on
steam engines. Stephenson valve gear, as used on early steam locomotives supported variable
cutoff. Admission and exhaust cutoff were decoupled with the development of the Corliss valve.
These were widely used in constant speed variable load stationary engines. As poppet valves
came into use, simplified valve gear using a camshaft came into use.
With such engines, variable cutoff could be achieved with variable profile cams that were
shifted along the camshaft by the governor. The earliest Variable valve timing systems on inter-
nal combustion engines were on the Lycoming R-7755 hyper engine, which had cam profiles
that were selectable by the pilot. This allowed the pilot to choose full take off and pursuit power
or economical cruising speed, depending on what was needed.
Fiat was the first auto manufacturer to patent a functional automotive variable valve tim-
ing system which included variable lift. Developed by Giovanni Torazza in the late 1960s, the
system used hydraulic pressure to vary the fulcrum of the cam followers (US Patent 3,641,988).
In September 1975, General Motors (GM) patented a system intended to vary valve lift. Alfa
Romeo was the first manufacturer to use a variable valve timing system in production cars (US
Patent 4,231,330). Honda's REV motorcycle employed on the Japanese market-only Honda
CBR400F in 1983 provided a technology base for VTEC. The 2008 Dodge Viper uses Mecha-
dyne's concentric camshaft assembly to help boost power. In 2009 Porsche introduced an en-
hanced version of VarioCam Plus on its 911 GT3 including the previous variable valve timing
and two stage valve lift on the intake valves but with additional variable timing of the exhaust
valve. In 2010, Mitsubishi developed and started mass production of its 4N13 1.8 L DOHC I4
world's first passenger car diesel engine that features a variable valve timing system.

2.3. VARIABLE VALVE TIMING INTELLIGENT (VVT-i) SYSTEM:

VVT-i system is a computer controlled mechanism that continually varies the timing for
opening and closing the intake valves in accordance with the vehicle's operating conditions. The
VVT-i system is designed to control the intake camshaft within a range of 50° (of crankshaft

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Angle) to provide valve timing optimally suited to the engine condition .This improves the tor-
que in all the speed ranges as well as fuel economy and reducing exhaust emissions. This system
controls the intake camshaft valve timing so as to obtain balance between the engine output, fuel
consumption & emission control performance.

2.3.1. VVT-I control system:

The Variable Valve Timing (VVT) system includes the Electronic Control Module
(ECM), Oil Control Valve (OCV) and VVT controller. The ECM sends a target duty-cycle con-
trol signal to the OCV. This control signal regulates the oil pressure supplied to the
VVT controller. Camshaft timing control is performed according to engine operating
conditions such as the intake air volume, throttle valve position and engine coolant temperature.
The ECM controls the OCV, based on the signals transmitted by several sensors. The
VVT controller regulates the intake camshaft angle using oil pressure through the OCV. As a
result, the relative positions of the camshaft and crankshaft are optimized, the engine torque and
fuel economy improve, and the exhaust emissions decrease under overall driving condi-
tions. The ECM detects the actual intake valve timing using signals from the camshaft and
crankshaft position sensors, and performs feedback control.

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Fig: 2.2 VVT-I control system
 Fig 2.3 Electronic Control Module (ECM):

The ECM optimizes the valve timing using the VVT system to control the intake cam-
shaft. The VVT system includes the ECM, the OCV and the VVT controller. The ECM sends a
target duty-cycle control signal to the OCV. This control signal regulates the oil pressure sup-
plied to the VVT controller. The VVT controller can advance or retard the intake cam-
shaft. After the ECM sends the target duty-cycle signal to the OCV, the ECM monitors
the OCV current to establish an actual duty-cycle. The ECM determines the existence
of a malfunction and sets the DTC when the actual duty- cycle ratio varies from the target duty-
cycle ratio.

3.3.2. Important parts

 VVT-i Controller:

This controller consists of the housing driven from the timing chain and the vane coupled
with the intake camshaft. The oil pressure sent from the advance or retard side path at the intake
camshaft causes rotation in the VVT-i controller vane circumferential direction to vary the intake
valve timing continuously. When the engine is stopped, the intake camshaft will be in the most
retarded state to ensure start-ability. When hydraulic pressure is not applied to the VVT-i con-

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troller immediately after the engine has been started, the lock pin locks the movement of the
VVT-i controller to prevent a knocking noise.

Fig 2.5 Different parts of VVT i

 Camshaft Timing Oil Control Valve:

This camshaft timing oil control valve controls the spool valve position in accordance
with the duty-cycle control from the ECM. This allows hydraulic pressure to be applied to the
VVT-i controller advance or retard side. When the engine is stopped, the camshaft timing oil
control valve is in the most retarded state.

Fig 2.6 Camshaft Timing Oil Control Valve 11

3.4. Operation:

The camshaft timing oil control valve selects the path according to the advance, retard or
hold signal from the ECM. The VVT-i controller rotates the intake camshaft in the timing ad-
vance or retard position or holds it according to the position where the oil pressure is applied.

 ADVANCE:

When the camshaft timing oil control valve is positioned as illustrated below by the ad-
vance signals from the ECM, the resultant oil pressure is applied to the vane chamber of advance
side to rotate the camshaft in the timing advance direction.

Fig 2.7 Camshaft Timing Oil Control Valve in

 RETARD:

When the camshaft timing oil control valve is positioned as illustrated below by the re-
tard signals from the ECM, the resultant oil pressure is applied to the vane chamber of retard side
to rotate the camshaft in the timing retard direction.

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Fig 2.8 Camshaft Timing Oil Control Valve in retard position
  HOLD:

After reaching the target timing ,the valve time is held by keeping the camshaft timing oil
control valve in the neutral position unless the traveling state changes. This adjusts the valve tim-
ing at the desired target position & prevents the engine oil from running out when it is necessary.

Fig 2.9 Camshaft Timing Oil Control Valve in hold position

In proportion to the engine speed, intake air volume throttle position and water tempera-
ture, the ECM calculates optimal valve timing under each driving condition & controls the cam-
shaft timing oil control valve. In addition ECM uses signal from the camshaft position sensor &
the crankshaft position sensor to detect the actual valve timing, thus performing feedback control
to achieve the target valve timing.

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Chapter 3

Valve Timing

3.1. Valve Timing:

Since the entire issue is in improvising the engine based on its valve positioning, the fol-
lowing valve positions can be obtained thru the VVT-i system. Based on the power requirement,
load, speed, the ECM varies the valve position. It also provides a good overlap to generate
enough power.

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Chapter 4

Research

4.1. Research – practicality test:

An experiment was undertaken on Toyota 1JZ-GTE engine. Using the existing engine as
a base, a continuously variable valve timing mechanism (VVT-i) was adopted for the intake
camshaft. Also, because of the increase of the compression ratio, a further improvement of fuel
economy was possible. Lastly, an electronically controlled throttle was adopted that achieves
safe and smooth operation of the throttle.

Engine – Toyota 1JZ - GTE New Previous

Displacement (cc) 2491 same
Configuration In-line 6 cylinder same
Valve Mechanism DOHC 4-valve same
Fuel System Electronic Fuel Injection same
Fuel Requirement Unleaded Premium same
Compression Ratio 9.0 8.5
Bore x Stroke 86 x 71.5 same
Maximum Power (kW @ RPM) / [PS (206 @ 6200) / [280 @
same
@ RPM] 6200]
Maximum Torque (Nm @ RPM) / (378 @ 2400) / [38.5 @ (363 @ 4800) / [37.0 @
[kgm @ RPM] / {lb-ft @ RPM} 2400] / {278 @ 2400} 4800] / {268 @ 4800}
Fuel Consumption Rate (g/kWh @
278 @ 2000 285 @ 2000
RPM)

4.2 Result:

i) We can see from the table that the VVT-i engine produces a torque of 378 Nm, which
is obtained at a speed of 2400 RPM, whereas a lower torque (363 Nm) is obtained from a regular
engine at double the same speed.

ii) Also, the fuel efficiency is increased with a lower fuel consumption rate of 278 g/kWh is
achieved, rather than 285 g/kWh at the same speed.
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Chapter 5:

Conclusion

The report started with the elaboration of the need of an efficient engine, in the purview
of energy crisis. It was made clear that internal combustion engines (ICE) cannot be directly dis-
used, but has to be improved to serve the purpose. The trend followed in the evolution of ICE
was also briefly traced. Out of the best five techniques for a good engine, variable valve timing
(VVT) system was selected for the research.

The further chapters explained in detail the working of VVT-i system. In brief, Variable
valve timing allows the relationship between the separate inlet and exhaust camshafts to vary the
valve timing overlap. In doing so it overcomes the side effects described above by using a com-
puter to continuously vary the intake valve timing and overlap. The valve timing and overlap are
adjusted through a series of simple mechanisms to ensure the optimum conditions apply across
all the working rev range. The advantages are lower fuel consumption, lower exhaust emissions
and higher power output. Since the system is continuously variable, an ‘i’ for ‘intelligent’ has
been added to the abbreviation.

Lastly, excerpts of an experiment conducted by Toyota on VVT-i system was considered

in the report. From the observation table, it can be seen that a higher torque is achieved at lower
rpm & even the fuel consumption is also decreased. Hence the purpose of adopting a VVT-i en-
gine is achieved. So, it would be a wise decision to opt for a VVT-i engine rather than a conven-
tional engine.

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 Extended reading

Some cars with VVT-I system in India:

1. TOYOTA Camry 2.4 VVT-I

2. TOYOTA Innova 2.5V

3. TOYOTA Fortuner

4. TOYOTA Corolla Altis - 1.8L VVT-i Petrol Engine

5. Maruti Suzuki SX4 with VVT engine

6. Maruti Suzuki Grand Vitara 2.4 VVT

References

1. www.wikipedia.org
2. www.etoyotaindia.com/flashpopup/vvti.htm
3. www.team-bhp.com
4. www.howstuffswork.com
5. www.youtube.com/watch?v=MR63IrKHv7E
6. http://kereta.info/how-toyota-vvti-engine-works-variable-valve-timing-intelligent/
7. http://en.wikipedia.org/wiki/VVT-i
8. www.economicexpert.com/a/VVT:i.html
9. www.vicky.in/compare.html
10. Automotive technology – Srinivasan
11. World of automobiles – Singh

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