ADVANCE ENGINE

TECHNOLOGIES
 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. It is
increasingly being used in combination
with variable valve lift systems.
• The valves within an internal combustion engine
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
CLASSIFICATION
 CONTINUOUS VERSUS DISCRETE:

• Early variable valve timing systems used discrete

(stepped) adjustment. For example, one timing would be
used below 3500 rpm and another used above 3500
rpm.
• More advanced "continuous variable valve timing"
systems offer continuous (infinite) adjustment of the
valve timing. Therefore, the timing can be optimized to
suit all engine speeds and conditions
 CAM PHASING VERSUS VARIABLE
DURATION:

• The simplest form of VVT is cam-phasing,

whereby the phase angle of the camshaft is
rotated forwards or backwards relative to the
crankshaft. Thus the valves open and close
earlier or later; however, the camshaft lift and
duration cannot be altered with a cam-phasing
system.
• Achieving variable duration on a VVT system
requires a more complex system, such as
multiple cam profiles or oscillating cams
EFFECTS OF TIMING
ADJUSTMENT
  LATE INTAKE VALVE CLOSING
(LIVC):

• The first variation of continuous variable valve

timing involves holding the intake valve open
slightly longer than a traditional engine.
• This results in the piston actually pushing 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.
• Late intake valve closing has been shown to
reduce pumping losses by 40% during partial
  EARLY INTAKE VALVE CLOSING
(EIVC):
• Another way to decrease the pumping losses
associated with low engine speed, high vacuum
conditions is by closing the intake valve earlier than
normal.
• This involves 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.
• 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.
 EARLY INTAKE VALVE OPENING:

• Early intake valve opening is another variation

that has significant potential to reduce
emissions. 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
  EARLY/LATE EXHAUST VALVE
CLOSING:

• Early and late exhaust valve closing can this time

can be manipulated reduce emissions. 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.
CHALLENGES:

• The main factor preventing this technology from

wide use in production automobiles is the ability
to produce a cost effective means of controlling
the valve timing under the conditions internal to
an engine.
• An engine operating at 3000 revolutions per
minute will rotate the camshaft 25 times per
second, so the valve timing events have to occur
at precise times to offer performance benefits.
• Electromagnetic and pneumatic camless valve
actuators offer the greatest control of precise
VARIABLE COMPRESSION
RATIO
 VCR:

• Variable compression ratio is a technology to

adjust the compression ratio of an internal
combustion engine while the engine is in
operation. This is done to increase fuel efficiency
while under varying loads.
• Variable compression engines allow the volume
above the piston at top dead centre to be
changed.
• Higher loads require lower ratios to increase
power, while lower loads need higher ratios to
increase efficiency, i.e. to lower fuel
  ADVANTAGES

• Gasoline engines have a limit on the maximum

pressure during the compression stroke, after
which the fuel/air mixture detonates rather than
burns. To achieve higher power outputs at the
same speed, more fuel must be burned and
therefore more air is needed.
• To achieve
this, turbochargers or superchargers are used to
increase the inlet pressure. This would result in
detonation of the fuel/air mixture unless the
compression ratio was decreased, i.e. the
HOMOGENEOUS CHARGE
COMPRESSION IGNITION
  INFINITI VC-TURBO:

• The Iinfiiniti VC-Turbo is an in-line

four-cylinder turbocharged engine
uses a mechanical linkage to alter
the compression ratio.
• The linkage is acutated by an electric
stepping motor, which rotates a lower
camshaft. The camshaft moves a linkage-rod
thatattaches to and rotates a three hole
lever arm. The center hole contains the crankshaft,
and the final hole attaches to the connecting rod.
• Homogeneous charge compression
ignition (HCCI) is a form of internal
combustion in which well-
mixed fuel and oxidizer (typically air) are
compressed to the point of auto-ignition. As in
other forms of combustion, this exothermic
reaction releases energy that can be
transformed in an engine into work and heat.
• HCCI combines characteristics of
conventional gasoline engine and diesel
engines. Gasoline engines
combine homogeneous charge (HC) with spark
ignition (SI), abbreviated as HCSI. Diesel
engines combine stratified charge (SC)
with compression ignition (CI), abbreviated as
  METHODS:

• A mixture of fuel and air ignites when the

concentration and temperature of reactants is
sufficiently high. The concentration and/or
temperature can be increased in several different
ways:
• Increasing compression ratio
• Pre-heating of induction gases
• Forced induction
• Retained or re-inducted exhaust gases
• Once ignited, combustion occurs very quickly.
When auto-ignition occurs too early or with too
much chemical energy, combustion is too fast and
  ADVANTAGES:

• Since HCCI engines are fuel-lean, they can

operate at diesel-like compression ratios (>15),
thus achieving 30% higher efficiencies than
conventional SI gasoline engines.
• Homogeneous mixing of fuel and air leads to
cleaner combustion and lower emissions.
Because peak temperatures are significantly
lower than in typical SI engines, NOx levels are
almost negligible. Additionally, the technique
does not produce soot.
• HCCI engines can operate on gasoline, diesel
  DISADVANTAGES:

• Achieving cold start capability.

• High heat release and pressure rise rates
contribute to engine wear.
• Autoignition is difficult to control, unlike the ignition
event in SI and diesel engines, which are controlled
by spark plugs and in-cylinder fuel injectors,
respectively.
• HCCI engines have a small power range,
constrained at low loads by lean flammability limits
and high loads by in-cylinder pressure restrictions.
• Carbon monoxide (CO) and hydrocarbon (HC) pre-
STRATIFIED CHARGE
ENGINE
• A stratified charge engine describes a certain
type of internal combustion engine, usually spark
ignition (SI) engine that can be used in
trucks, automobiles, portable and stationary
equipment. The term "stratified charge" refers to
the working fluids and fuel vapors entering the
cylinder. Usually the fuel is injected into
the cylinder or enters as a fuel rich vapor where a
spark or other means are used to
initiate ignition where the fuel rich zone interacts
with the air to promote complete combustion.
• A stratified charge engine describes a certain
type of internal combustion engine, usually spark
ignition (SI) engine that can be used in
trucks, automobiles, portable and stationary
  ADVANTAGES:

• Direct fueling of petrol engines offers

considerable advantages over port-fueling, a
type of fuel injection in which the fuel
injectors are placed in the intake ports, giving
homogeneous charges. Powerful electronic
management systems mean that there is no
significant cost penalty. With the further impetus
of tightening emissions legislation,[1] about half
of all 2016 MY North American light duty
vehicles used direct injection
  HIGH COMPRESSION RATIO AND
LEAN BURN:

• First, a higher mechanical compression ratio (or,

with super-charged or turbo-charged engines,
maximum combustion pressure) may be used
for better thermodynamic efficiency. Since fuel is
not present in the combustion chamber until
virtually the point at which combustion is
required to begin, there is no risk of pre-ignition
or engine knock.
• The engine may also run on a much leaner
overall air/fuel ratio, using stratified charge, in
which a small charge of a rich fuel mixture is
  DISADVANTAGES:

• Increased injector cost and complexity

• Higher fuel pressure requirements
• Carbon build-up on the back of the intake
valve due to the lack of gasoline passing by the
intake valve to act as a cleaning agent for the
valve on traditional multi-port injection designs
• Increased NOx formation, due to the presence of
local extremely rich zones. These zones are not
present in a gasoline engine, because the air
and fuel is better mixed.