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VARIABLE VALVE TIMING

Guided by: Anoop Kumar G Lecturer Dept. of Mechanical Engg

Presented by: Prashant S S7MB-112

CONTENTS Contents CONTENTS


1. Introduction 1.Introduction 2. Need VVT 2.Need forfor VVT 3. Development of VVT 4. Types of VVT 5. Working

6. Benefits
7. Future 8. Conclusion

Introduction Conventional engines no relation between valve timing and engine speed problems creep in at high rpms

if valve is set for high rpm problems occur at low rpms


VVT engines variable valve timing engines they can vary: 1)lift of valve 2)timing of valves 3)phase shift of valve timing 4)valve overlap

Need for VVT

at high speeds more air for more power and


combustion at low speeds prevention of leakage of charge and

fuel efficiency
get good mileage clean emission

Development of VVT
HONDA - debut in 1991 in Honda NSX

TOYOTA follower eg. Corolla


Nissan, Porsche, BMW, Ferrari followed but not all were same with each having their own

improvisations

Types of VVT
Honda VTEC Variable valve Timing and Electronic lift Control

Toyota VVT-i Variable Valve Timing with Intelligence


Nissan VVL - Variable Valve Lift

Porsche Vario Cam


Ferrari Valve Timing Advance

HONDA VTEC

3 cam lobes for 2 intake or exhaust valves one high rpm cam - high profile

two low rpm cams low profile


correspondingly three rocker arms center one is free to move at high rpms sensors send signals to ECU ECU opens oil control valve

oil pressure couples all three rocker arms together valves move according to third cam profile timing is increased

this was DOHC VTEC Honda later developed SOHC VTEC only intake valves had VTEC

then i-VTEC
this system induced swirl ECU monitors : engine speed , cam position , manifold pressure this advances or retards the cam reduces exhaust emissions

Toyotas VVT-i
VVT- I completely different technique exhaust cam driven by crankshaft intake cam driven by exhaust cam via drive gears a cylinder behind drive gears of intake cams controls cam timing can change cam timing by 60 degrees controlling overlap from 0 to severe overlap at medium load to ideal for maximum power

Nissan VVL

consists of two cam lobes with different profiles


both cams operate 2 intake or exhaust valves needle bearing roller mechanism

oil pressure pushes needle below the spring loaded slipper and follows high profile cam

BMWs solenoid valve

BMWs mechanical

Ferraris system

3-D profile
one end least aggressive cam other end most aggressive shaft moves by hydraulic pressure

Benefits smooth idle valve overlap retarded to zero

so pure mixture thus stable combustion


low fuel consumption torque improvement

low to mid-range torque is increased


by increasing valve overlap exhaust sucks charge and due to early closing charge does not escape quicker response to sudden power requirements

EGR effect

EGR valve used in conventional engine not required here


exhaust mixes with charge and dilutes it so low combustion temp. and low NOx production also unburnt gases in exhaust will get completely burnt

better fuel economy approx. 20% increase

due to fact that smaller VTEC engine produces equal power to that of non-VTEC larger engine
Improved emission control

No Nox production due to EGR effect


due to low fuel consumption low CO2 emission

Future Electronically operated valve mechanism

Infinitely variable valve timing

conclusion
VVT is going to be affordable to the common man in a few years Very useful technology in this age of diminishing fuel resources

Lots of R&D to be spent by companies

Thank you !