VVT-i 1

VVT-i
(Variable Valve Timing
intelligent)

INTRODUCTION

VVT-i 2

1. HERES WHAT I LOOK FOR IN AN ENGINE !

2. BASIC OPERATION OF THE FOUR-STROKE
ENGINE
3. PROCESS OF DRAWING AIR-FUEL
MIXTURE INTO CYLINDER
4. ENGINE RPM AND VALVE TIMNG
5. VVT-i CONTROL
6. VVT-i ADVANTAGE
7. VALVE TIMING

1. HERES WHAT I LOOK FOR IN AN ENGINE

I wish it had better
gas mileage

I wish it had more

power

I dont need
to refuel yet

I wish engine
performed smoothly
even in heavy traffic

Even exhaust
fumes are clean

I want engine that is

environmentally
friendly

I wish they
wouldnt demand
so much

VVT-i 3

Wouldn't it be wonderful if your

engine addressed all of your
needs? Such as one that has
plenty of power yet uses very
little fuel and is friendly to the
environment?

VVT-i 4
The VVT-i is an all-comprehensive
engine control system that has
achieved high levels of the
seemingly opposing performance
of "higher power output", "lower
fuel consumption", and "cleaner
exhaust gases".

VVT-i

2. BASIC OPERATION OF THE

FOUR-STROKE ENGINE
Before we learn how the VVT-i system operates, let us first review
the basic operation of the four stroke engine.

Intake
stroke

Exhaust
stroke

Compression
stroke

Combustion
stroke

VVT-i 5

3. PROCESS OF DRAWING AIR-FUEL

MIXTURE INTO CYLINDER
Intake lag (1)
It takes me
awhile
to get moving.

Top-dead-center

VVT-i 6

As the piston begins its descent from its top-deadcenter, a vacuum is created in the cylinder, causing the
pressure in the cylinder to become lower than that of
the intake port. The air-fuel mixture that was standing
by in the intake port does not move immediately when
the vacuum that is created in the cylinder is ready to
draw the air-fuel mixture into the cylinder.

The drawing of the air-fuel

mixture into the cylinder is
slightly delayed in relation to
the descent of the piston, a
phenomenon know as "intake
lag".

VVT-i 7

Intake lag
(2)
Theres
plenty of
room for us

But theyre
pushing
harder!

Due to the "intake lag", even after the

piston turns around at its bottom-deadcenter and begins its descent, the pressure
in the cylinder for sometime remains lower
than that of the intake port.

Until this difference in

pressure is eliminated
by the further
ascension of the
piston, the air-fuel
mixture continues to
be drawn into the
cylinder.
Engines are normally
designed with these
factors in mind.
Bottom-dead-center

Consequently, in order to draw in as much air-fuel mixture as possible during the

intake stroke, it is important to take the "intake lag" into consideration when
determining the timing of the opening and closing of the intake valve.

4. ENGINE RPM AND VALVE TIMING

VVT-i 8

During low engine rpm (1)

Its not
pulling me
in very fast

The intake lag varies in accordance with the engine rpm

because the piston's descent speed is proportionate to the
engine rpm.

I caught
up with
you
Im
coming
down
slowly

Because the piston

descends at a slow speed
and the air-fuel mixture
also flows at a slow speed,
only a slight resistance is
created against the
drawing of the air-fuel
mixture into the cylinder.
Therefore, the air-fuel
mixture in the intake port
is drawn into the cylinder
without lagging too far
behind the movement of
the piston.

VVT-i 9
During low engine rpm (2)

Im full
Now.

Bottomdead-center

Because the "intake lag" is

short, the difference in
pressure that is created in
the cylinder and in the
intake port at the piston's
bottom-dead-center is only
slight. Therefore, the
pressure in the cylinder
becomes higher than the
pressure in the intake port
as soon as the piston starts
to ascend. Therefore, a
larger amount of air-fuel
mixture can be drawn in if
the intake valve is opened
near the piston's top-deadcenter and closed near the
bottom-dead-center.

VVT-i 10
During high engine rpm (1)

Its all the way

down there
already.

Theres no
way to
catch up.

Because the piston

descends at a fast speed
and the air-fuel mixture
also flows at a fast speed,
a considerable amount of
resistance is created
against the drawing of the
air-fuel mixture into the
cylinder. Therefore, the
air-fuel mixture in the
intake port is drawn into
the cylinder lagging
considerably behind,
without being able to catch
up with the movement of
the piston.

VVT-i 11
During high engine rpm (2)

Theres
plenty more
room for
me.

Bottom-deadcenter

When the "intake lag"

becomes long, even after
the piston turns around at
its bottom-dead-center and
begins its ascent, the
pressure in the cylinder for
some time remains lower
than that of the intake
port. Thus, the air-fuel
mixture continues to be
drawn into the cylinder for
quite some time after the
piston has begun its
ascent.
Therefore, during high rpm
operation, a larger amount
of air-fuel mixture can be
drawn into the cylinder
when the intake valve is
opened earlier than the
top-dead-canter, and
closed later than the
bottom-dead-center.

5. VVT-i CONTROL

VVT-i 12

The VVT-i improves the engine's overall performance based on the

engine rpm and the extent to which the throttle valve is opened.
When greater power is needed, it changes the timing to that which
enhances torque, and when less power is needed, it changes the
timing to that which enhances fuel economy and cleaner exhaust
gases.
Let us confirm how the VVT-i achieves "high power output", "low
fuel consumption", and "clean exhaust gases" by using the various
driving condition as the VVT-i control example.

VVT-i 13

Idling (1)

Because the intake lag that occurs during idle

minimal, it is not necessary to open the intake
valve early. However, on a conventional engine
in which the valve timing is fixed, the valves
open early because they are designed with the
intake lag in mind, which takes place during
high-rpm operation.

Its hard to
get
through.
Vacuum

When the air-fuel mixture

is contaminated in this
manner, it does not
produce reliable
combustion and results in
an unstable engine rpm.
For these reasons, in
conventional engines that
avoid valve overlap, it
becomes necessary to
raise the rpm at idle to a
certain extent.

Im
getting
pulled in!

Exhaust
gas

VVT-i 14

Idling (2)

The exhaust
gases are not
coming in.
During idle, the VVT-i
delays the timing at which
the intake valve opens to
eliminate the valve
overlap, thus preventing
the exhaust gases from
flowing back into the
intake port.

Light & medium load driving (1)

VVT-i 15

During normal driving, the VVT-i advances the valve timing to achieve a large
valve overlap. During normal driving, when the throttle valve is not opened too
widely, a vacuum is created in the intake port. Similar to when the engine is
idling, when the valve overlap is large, this vacuum causes the exhaust gases to
flow back into the intake side.

Why does the VVT-i increase the valve overlap, which

could the state of the air-fuel mixture to worsen?

Light & medium load driving (2)

VVT-i 16

As the exhaust gases are drawn in, the vacuum in the intake port becomes lower
and reduces the resistance (the force that tries to pull the piston upward) during
the descent of the piston during the intake stroke.

Now I can
move more
smoothly!

The engine's power loss is reduced and fuel

economy is increased.

VVT-i 17

Light & medium load driving (3)

The unburned fuel that is contained in the exhaust gases is re-introduced into
combustion, resulting in a decreased amount of HC emissions and cleaner
exhaust gases.

Im clean!

Theres less NOx

because it doesnt
get too hot.

The mixing of the inactive

gases into the air-fuel
mixture lowers the
combustion temperature,
resulting in a decreased
amount of NOx emissions
and cleaner exhaust gases.

Heavy-load with low & medium rpm (1)

VVT-i 18

When the driver is about to depress the accelerator pedal all the way to start
accelerating, the engine rpm is low and the piston is operating at a low speed,
so the intake lag of the air-fuel mixture is short.

Click
Im full now

Bottom-deadcenter

Under such conditions,

when the piston turns
around at its bottom-deadcenter, the pressure in the
cylinder and the pressure
in the intake port soon
reach their equilibrium.
Therefore, unless the
intake valve is closed
before the piston ascends,
the air-fuel mixture gets
pushed back. by advancing
the timing of closing the
intake valve, and enable
the valve to close when the
piston is near the bottomdead-center, a sufficient
amount of air-fuel mixture
can be drawn in.

Heavy-load with low & medium rpm (2)

VVT-i 19

Overlap : Large

However, closing the intake valve early also means that the intake valve opens
early, causing the valve overlap to increase. during idle, if the valve overlap is
large, the exhaust gases flows back due to the vacuum that is present in the
intake port. However, during sudden acceleration, in the intake port is low, and
there is practically no back flow of the exhaust gases.

Heavy-load with high rpm

Im going to
delay it a little.

I cant catch up
with the piston.

Its getting
gradually
earlier.

VVT-i 20
When the accelerator pedal
continues to be depresses, the
engine rpm increases, resulting in a
longer intake lag.

Using sensors to
monitor the engine
rpm, the VVT-i
gradually delays the
timing to close the
valve so that the
maximum amount of
air-fuel mixture can be
drawn in according to
the increase in the
engine rpm.

6. VVT-i ADVANTAGE

VVT-i 21

(1)

Stable combustion can be obtained even at a low rpm.

Thus, with the lower idle rpm, the engine achieves better
fuel economy.

(2)

The engine's power loss is reduced and fuel economy is

increased.
The exhaust gases are cleaner.

(3)

To maximize the potential of the engine.

VVT-i 22

7. VALVE TIMING
During Idling

Eliminated overlap

Amount of exhaust gas

blowing-back to intake
port is contained

TDC
TDC

EX
EX

IN
IN

Stabilized combustion

Improved fuel economy

BDC
BDC

VVT-i 23
During light & medium-load

Increased overlap

Internal EGR
rate is
increased

Reduced
pumping loss

Reduced NOx
emission and
re-burning of
HC

Improved
fuel economy

VVT-i 24
During heavy-load, low & medium rpm

Closing timing of intake

valve is advanced

Amount of mixture
blowing-back to intake port
is contained

Improved volumetric
efficiency

Improved out put

VVT-i 25
During heavy-load, high rpm

Closing timing of intake

valve is retarded
according to engine
speed.

Timing matched with

inertia force of intake air is
set.

Improved volumetric
efficiency

Improved output

VVT-i 26
Range Operation
State

Summary

Idling

Valve timing
TDC

BDC
IN

1
EX
Wide Open Throttle

Medium
Load

Range 5

Load

Range 4

Light
Load
EX

4
Range 2
Engine rpm

IN
EX

Range 3

Range
1

IN

Medium
rpm &
Heavy
Load
High rpm
& Heavy
Load

IN
EX
IN
EX

D16D VVT-i SYSTEM

1. RELATED COMPONENTS
2. OPERATION
3. VVT-i CONTROL

VVT-i 27

VVT-i 28

1. RELATED COMPONENTS
(1)
(2)
(3)
(4)

VVT-i controller
OCV (Oil Control Valve)
Cam angle sensor
Engine revolution sensor

OCV

Cam
angle sensor

VVT-i
controller
Crank
angle sensor

K3-VE

VVT-i 29

(1) VVT-i controller (K3-VE)

Lock pin
Hydraulic
pressure

Spring
force

During engine running

Retard

(Fixed on housing)
(Fixed on intake camshaft)

When engine is
In stopped state
Advance

VVT-i 30

(1) VVT-i controller (EJ-VE)

Lock pin
Hydraulic
pressure

Spring
force

During engine running

Vane

When engine is
In stopped state

Rotor ( Fixed on exhaust camshaft )

Camshaft drive gear

Housing

( Fixed on camshaft drive gear )

VVT-i 31

(2) OCV (Oil Control Valve)

Operating direction of spool valve
Large

Duty
ratio

Advance
chamber

Drain

Small
Retard
chamber

Pump

Drain

Spool valve

VVT-i 32

(3) Cam angle sensor

K3-VE

Timing pin

Two turns of engine

Cam angle sensor

EJ-VE

Cam angle sensor output

(4) Engine revolution sensor

K3-VE

EJ-VE

VVT-i 33

2. OPERATION
(1) Advance operation
(2) Retard operation
(3) Retention operation

VVT-i 34

VVT-i 35

(1) Advance operation (K3-VE)

Advance Signal
Duty ratio : Large
VVT-i
controller

Rotating
direction

Engine
ECU

Operating direction
of spool valve

Drain
Oil
pressure

VVT-i 36

(1) Advance operation (EJ-VE)

Advance Signal
Duty ratio : Large

Oil
pressure Drain

OCV

Intake
camshaft

Exhaust
camshaft

Engine
ECU

VVT-i 37

(2) Retard operation (K3-VE)

Retard signal
Duty ratio: Small
Rotating
direction
Operating direction
of spool valve

VVT-i
controller

Engine ECU

Drain

Oil pressure

(2) Retard operation (EJ-VE)

VVT-i 38
Retard signal
Duty ratio: Small

Oil
Drain pressure

OCV

Engine
ECU
Intake
camshaft

Exhaust
camshaft

(3) Retention operation (K3-VE)

VVT-i 39

Retention signal
Duty ratio Middle

Engine ECU

Oil pressure

VVT-i 40

(3) Retention operation (EJ-VE)

Retention signal
Duty ratio
Middle

Oil pressure

OCV

Intake
camshaft

Exhaust
camshaft

Engine
ECU

3. VVT-i CONTROL
(1) Outline
(2) Control
(3) Valve timing

VVT-i 41

VVT-i 42

(1) Outline (K3-VE)

VVT-i controller

Cam angle sensor

Advance
Retard
OCV

Intake cam shaft

Exhaust cam shaft

Oil pump

Engine revolution sensor

ECU

Each sensor

VVT-i 43

(1) Outline (EJ-VE)

Cam angle sensor
Signal rotor
Intake cam shaft

Exhaust cam shaft

VVT-i controller
Signal rotor

Oil pump

OCV
Engine revolution sensor

Each sensor

VVT-i 44

(2) Control

Engine ECU

OCV

Target valve timing

Feedback
control

Compensation

Actual valve timing

Throttle sensor
Pressure sensor

Water temp.
sensor
Engine revolution
sensor
Cam angle sensor

VVT-i 45

(3) Valve timing (K3-VE)

TDC
IN open
2EX close
12
Engine
rotating
direction

30

Valve
Timing

Intake
Open BTDC 30 12
Close ABDC 10
52
Exhaust

52
IN close

Open
10
BDC

30EX open

BBDC 30

Close ATDC 2

VVT-i 46

(3) Valve timing (EJ-VE)

TDC
EX
6 close

IN
open

Valve
Timing

40

Intake
Open BTDC 40 - 2
Close ABDC 20 62
Exhaust
Open

BBDC 44

Close ATDC 6

62

44
EX open

IN close
20
BDC