VVAWorkshop Pitesti

2013
MULTI DI SCI PLI NARY UNI VERSI TY

1962 2013
11 Faculties
Faculty of Mechanics and Technology,
Faculty of Electronics, Communications and Computers,
Faculty of Sciences, Faculty of Mathematics, Faculty of Letters, Faculty of Social Sciences, Faculty of Economics,
Faculty of Law and Administration, Faculty Physical Education and Sports, Faculty of Theology, Faculty of Education Sciences
~ 12 000 students in bachelor and master degrees,
~ 200 PhD students,
Teaching & Research personal ( ~ 600 persons)
o r g a n i z e
THE ONE DAY SCI ENTI FI C WORKSHOP
e n t i t l e d
Var i abl e Val ve Ac t uat i on (VVA).
A t ec hni que t ow ar ds mor e ef f i c i ent engi nes
18 Apr i l 2013
Uni ver si t y of Pi t est i , Romani a
Amphi t heat r e CC1, B-dul Republ i c i i nr . 71, Pi t est i
OPENI NG SPEECHES
Mihai BRASLASU Vice Rector of the University of Pitesti, Romania
Thierry MANSANO Head of Engine Calibration Department of Renault Technologie Roumanie (DCMAP - RTR)
Pierre PODEVIN Cnam Paris, LGP2ES, EA21, France. Co-organizer
Adrian CLENCI Head of Automotive and Transports Department University of Pitesti, Romania. Organizer
o r g a n i z e
e n t i t l e d
18 Apr i l 2013
PROGRAMME
10h00 11h00: Giovanni CIPOLLA, Politecnico di Torino, Italy, former GM Powertrain.
Variable Valve Actuation (VVA): why?
11h00 12h00: Eduard GOLOVATAI SCHMIDT, Schaeffler Technologies AG, Germany.
Consistent Enhancement of Variable Valve Actuation (VVA)
12h00 13h30: Lunch Break
14h00 15h00: Stphane GUILAIN, Renault France, Powertrain Design and Technologies Division.
VVT/VVA and Turbochargers: which synergies can we expect from these technologies?
15h00 16h00: Hubert FRIEDL, AVL GmbH Austria, Powertrain Systems Passenger Cars.
Trends in Applications of VVA Systems for Fuel Efficient Powertrain
16h00 16h30: Coffee Break
16h30 17h30: Romain Le FORESTIER, VOLVO Powertrain, France.
Advanced combustion and heavy duty engine integration of a hydraulic camless system
17h30 18h30: Adrian CLENCI, University of Pitesti, Romania, Pierre PODEVIN, Le Cnamde Paris, France.
VVA technique as a way to improve Spark Ignition Engine efficiency. Results obtained at the University of Pitesti
The Sc i ent i f i c Wor k shop
Variable Valve Actuation (VVA).
A technique towards more efficient engine
WHY ORGANI SI NG?
HI STORY
of
VARI ABLE VALVE ACTUATI ON at UNI VERSI TY of PI TESTI
1977: a mechanical cam phasing device (VVT) applied on the gasoline engine of the 4WD ARO vehicle by
Professor Vasile Dumitrescu and his team;
1977 - 1990: various VVA solutions were created and tested by Professor Vasile Dumitrescu and his team
1985 - 1990: various VVA solutions by Professor Dumitru Cristea and his team:
- variable intake valve lift mechanism by rocker arms variable length;
- cylinder deactivation by intake&exhaust valves deactivation
1985 present: several Continuous Variable intake Valve Lift mechanisms were developed by
Professor Vasile Hara and his team
Variable intake Valve Lift
by
UNIVERSITY of PITESTI & le Cnam de Paris
1985 1990: 2 engine prototypes (4 in-line cylinders gasoline engine) were built with the aid of Dacia plant
2005: re-launching the research on ViVL by Hara&Clenci in cooperation with le cnam de Paris
A carburetor engine featuring
manual actuation of intake valve law
A single point injection engine featuring
automatic actuation of intake valve law
by
UNIVERSITY of PITESTI & le Cnam de Paris
March 2006: successful operational tests of the throttle-less engine at idle operation
The single point injection engine featuring throttle-less control thanks to the ViVL
Stable idle operation @ 800 rpm &

= 1.6 (lean mixture)
by
UNIVERSITY of PITESTI and le Cnam de Paris
October 2006 - August 2007: adaptation of a multi-port fuel injection system (intake and exhaust on the
same side of the cylinder head)
by
2008: adaptation of the prototype ViVL engine on a Dacia Logan car
Ecologic Vehicle by Intake Throttle-less Actuation
by
September 2012 April 2013: adaptation of a crossflow engine head (hemispheric combustion chamber)
by
1985 - . - present
A side mounted camshaft and
overhead valves version featuring
wedge type combustion chamber
An overhead camshaft version featuring
bowl-in piston combustion chamber
A crossflow engine head featuring a side
mounted camshaft and overhead valves version
featuring pent-roof combustion chamber
o r g a n i z e
e n t i t l e d
18 Apr i l 2013
PROGRAMME
10h00 11h00: Giovanni CIPOLLA, Politecnico di Torino, Italy, former GM Powertrain.
Variable Valve Actuation (VVA): why?
11h00 12h00: Eduard GOLOVATAI SCHMIDT, Schaeffler Technologies AG, Germany.
Consistent Enhancement of Variable Valve Actuation (VVA)
12h00 13h30: Lunch Break
14h00 15h00: Stphane GUILAIN, Renault France, Powertrain Design and Technologies Division.
VVT/VVA and Turbochargers: which synergies can we expect from these technologies?
15h00 16h00: Hubert FRIEDL, AVL GmbH Austria, Powertrain Systems Passenger Cars.
Trends in Applications of VVA Systems for Fuel Efficient Powertrain
16h00 16h30: Coffee Break
16h30 17h30: Romain Le FORESTIER, VOLVO Powertrain, France.
Advanced combustion and heavy duty engine integration of a hydraulic camless system
17h30 18h30: Adrian CLENCI, University of Pitesti, Romania, Pierre PODEVIN, Le Cnamde Paris, France.
VVA technique as a way to improve Spark Ignition Engine efficiency. Results obtained at the University of Pitesti

Equipe daccueil EA21
Chimie molculaire, gnie des procds et nergtique
Le18avril2013
Ledirecteur
M.leprofesseurIonelDIDEA
Recteurdel'UniversitdePitesti
1,TarguDinValePitesti
11040Arges
Objet : Variable Valve Actuation (VVA), A technique towards more efficient engines
18 April 2013 at the University of Pitesti, Romania

M.leRecteur,Mesdames,Messieursetcherscollgues,
CherMesdamesetMessieurs,
Jevoudraisremercierl'UniversitdePitestietparticulirementA.Clencidenousassocieracettemanifestation.
La rduction de consommation de carburant est un objectif primordial de 1

er
plan. La distribution variable (VVA)
constitue lune des possibilits oprationnelles pour amliorer les performances du moteur et rduire les missions
polluantes.
Al'instigationdudpartementAutomobilesetTransportsdel'UniversitdePitestietdelquipedeturbomachineset
moteursduCnam,unecollaborationentrenostablissementsatengageds1999dansledomainedesmoteurs
combustioninterneetdesmachinesthermiquesappliqusautransportdesurface.
Lefruitdecettecollaborationasignificativementtdveloppetconfirmaucoursdeladcenniecoulepardes
conventions cadre reconduites rgulirement entre nos deux tablissements en adquation avec nos missions
respectives:laformationdistance,larecherchetechnologiqueetlinnovation,ladiffusiondelaculturescientifique
ettechnique.
Rechercheetdiffusiondesconnaissances
La participation au titre de chercheurs associs delUniversitde Pitesti notre laboratoire (EA21) est soutenue par
nos tablissements qui se sont impliqus dans ces programmes en finanant plusieurs brevets. Deux thses en
cotutelleontgalementtsoutenues(2006et2012).
Ces travaux conduisent rgulirement des publications communes et des communications dans des congrs
internationaux. Il convient de souligner deux confrences ralises dans le cadre des visioconfrences annuelles
organisesparleCnamet ayantpourthme le moteurtauxde compression variable etladistribution variable. Un
articleconjointatpublircemmentdanslacollectionlesTechniquesdel'Ingnieur.
Je remercie galement le collectif du rseau commun de comptences qui est appuy de manire prenne par les
partenairesADEME,EURECO,ERASMUS,OSEOetCNCISM.
Lagence dvaluation de la recherche et lenseignement suprieur franais (AERES) a galement encourag dbut
2013notrelaboratoireamplifierencorelessynergiescommunesnostablissements.
Jevoussouhaiteunexcellentworkshopquiconstitueunvnementde1
er
planetquisansnuldouteserasuivide
nouvelles actions internationales prennes communes lensemble de la profession. Vous pouvez compter sur mon
appuiactifetdeceluidelensembledulaboratoire.
Jevoussouhaite,M.lerecteur,mesdames,Messieursetcherscollguesunexcellentsminaire.
Biencordialement,GeorgesDescombes
Paris,le18avril2013
International committee
Prof. G. DESCOMBES - Cnam - France
Prof. G. DUMITRASCU - UTI - Roumanie
Prof. M. FEIDT U de Lorraine France
Prof. C. FERROUD Cnam - France
Prof. D. GENTILE - Cnam - France
Prof. B. HORBANIUC - UTI - Roumanie
Prof. I. IONEL - UPT Roumanie
Prof. V. LAZAROV - TUS - Bulgarie
Prof. C. MARVILLET - Cnam - France
Prof. G. POPESCU - UPB - Roumanie
Prof. C. PORTE - Cnam - France
Prof. D. QUEIROS-CONDE - U Paris Ouest - France
Prof. I. SIMEONOV - BAS - Bulgarie
Siteweb :
http://turbo-moteurs.cnam.fr/cofret2014/
Contact :
cofret2014@cnam.fr
Topics of the congress
1. Thermodynamics - Heat and mass transfer
Combustion and gas dynamic
2. Process Engineering
3. Thermal machines
4. Renewable and low-carbon energy, Polygeneration,
Electricity as energy carrier, Energy storage,
Management and control of energy flow,
Economy and Energy
5. Environment and Sustainable Development,
Recycling, New Energy Resources
6. Green chemistry
7. Environmental education and training
Environmental legislation
Siteweb :
Contact :
cofret2014@cnam.fr
Thmes du colloque
1. Thermodynamique , Transfert de chaleur
et de masse, Combustion et Gazodynamique.
2. Gnie des Procds.
3. Machines thermiques.
4. Energie renouvelables et dcarbone, Polygnration,
Electricit vecteur nergtique, Stockage de lnergie,
Gestion et contrle des flux d'nergie,
Economie et Energtique.
5. Environnement et Dveloppement Durable, Recyclage,
Nouvelles Ressources Energtiques.
6. Chimie verte.
7. Enseignement et formation environnemental
Lgislation environnementale .
Siteweb :
Contact :
cofret2014@cnam.fr
Giovanni Cipolla
GM-PoliTo Institute for Automotive Research & Education (IARE) Director
Politecnico di Torino, Italy
DE
E
C
T
Development
Engineering

Consulting
for

Energy
in

Torino
18April2013
1
byG.Cipolla
DE
E C
T
Exploratory Workshop:
A technique towards more efficient engines
University of Pitesti, Romania
VariableValveActuation(VVA):

WHY?
18April2013
2
byG.Cipolla
DE
E C
T
Lecturetopics:

ICE(InternalCombustionEngine)controlrequirements

Vxy

(Variablesystems)needs&optionsinAutomotive

ICEs

VVA(VariableValveActuation)rationalesforICE

WHY?
18April2013
3
byG.Cipolla
DE
E C
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Lecturetopics:


Vxy


ICEs

ICE

4T(4strokes)operation
18April2013
4
byG.Cipolla
DE
E C
T
Otto,Diesel&Sabath

cyclesthermodynamicefficiency

vs

CR(CompressionRatio)
18April2013
5
byG.Cipolla
DE
E C
T
Compression Ignition (CI)
engines
Spark Ignition (SI)
engines
Compression Ratio (CR)
T
h
e
r
m
o
d
y
n
a
m
i
c

e
f
f
i
c
i
e
n
c
y
O
t
t
o

c
y
c
l
e
D
i
e
s
e
l

c
y
c
l
e
S
a
b
a
t
h
c
y
c
l
e
Intakeflowbehaviorvs

crankangle

overenginespeedrange
18April2013
6
byG.Cipolla
DE
E C
T
A
i
r
v
e
l
o
c
i
t
y
[
m
/
s
]
Crankangle[]
Int/Exh

valves

overlap
EVC
Backflow Rejectedflow
Int.valve

closingshift
Int/Exh

valves

overlap
Int.valve

closing

shift
FullLoad

ICEoperationconditions
18April2013
7
byG.Cipolla
DE
E C
T
Power
Torque
Power Torque
Speed(rpm)
EfficienciestrendsofICE

[f(rpm,pme)]
18April2013
8
byG.Cipolla
DE
E C
T
bmep (bar)
E
f
f
i
c
i
e
n
c
y

vol
comb
mech
total
revs (rpm)
vol
comb
mech
total
ICEnginemap

(i.e.overallefficiency

orspecificfuelconsumption)
18April2013
9
byG.Cipolla
DE
E C
T
AreasofICEinvehicleoperatingconditions

onEnginemap
18April2013
10
byG.Cipolla
DE
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T
TORQUE TORQUE
RPM RPM
Performance
&
Motorway
driving
Usual
&
Urban/Extraurban
driving
Homologation
DrivingCycle

WHY?
18April2013
11
byG.Cipolla
DE
E C
T
Lecturetopics:


Vxy


ICEs

ICEcontrol3layersvariability&control

scenario

forinvehicleICEoptimization
18April2013
12
byG.Cipolla
DE
E C
T
Fuel
Throttle
Turbo
Mani
folds
Valves
Exhaust
CR
VariableCompressionRatio(VCR)
18April2013
13
byG.Cipolla
DE
E C
T
Throttling&ThrottleBody
18April2013
14
byG.Cipolla
DE
E C
T
VariableIntakeSystem(VIS)
18April2013
15
byG.Cipolla
DE
E C
T
VariableGeometryCompressor(VGC)
18April2013
16
byG.Cipolla
DE
E C
T
SURGE
CHOKING
OVERSPEED
VariableValvesystems(VVx)
18April2013
17
byG.Cipolla
DE
E C
T
VVT (Variable Valve Timing): motion of cam phasing device
VVL (Variable Valve Lift): switching to different cam profiles
VVA (Variable Valve Actuation): combined VVT & VVL features
Camless actuation {
electromagnetic systems
electrohydraulic systems
Duration
Lift
Phasing, Lift and
Opening Duration
Phasing
WasteGateTurbo(WGT)
18April2013
18
byG.Cipolla
DE
E C
T
VariableGeometryTurbine(VGT)
18April2013
19
byG.Cipolla
DE
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DUAL LOOP EGR SYSTEM

DUAL LOOP EGR SYSTEM

LOW PRESSURE EGR SYSTEM

LOW PRESSURE EGR SYSTEM
AFM
Ai r
clea
ner
T C
VGT Turbocharger
I
n
t
e
r
c
o
o
l
e
r
Aftertreatment system
EGR Valve
Inlet Throttle
ExhaustGasRecirculation(EGR)
18April2013
20
byG.Cipolla
DE
E C
T

HIGH PRESSURE EGR SYSTEM

HIGH PRESSURE EGR SYSTEM
VariableExhaustSystem(VES)
18April2013
21
byG.Cipolla
DE
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4in1
manifold
indipendent
pipes
V
o
l
u
m
e
t
r
i
c
e
f
f
i
c
i
e
n
c
y
Enginespeed(RPM)

WHY?
18April2013
22
byG.Cipolla
DE
E C
T
Lecturetopics:


Vxy


ICEs

Longitudinalsoundwavesinair&gas
18April2013
23
byG.Cipolla
DE
E C
T
ICElikeOrganTrumpetTrombonemusicinstruments
18April2013
24
byG.Cipolla
DE
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T
ICEwavegeneration&matchingwithpipefrequency
18April2013
25
byG.Cipolla
DE
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Pressurewavessituation
atICEdesignpoint

revs
Pressurewavesmatchingduringgasexchange

overthewholeICEspeedrange
18April2013
26
byG.Cipolla
DE
E C
T
Pressurewavessituation
outofICEdesignpoint

revs
ValvetimingsensitivityonICE

fueleconomy&emissions
VariableValvesystems(VVx)
18April2013
27
byG.Cipolla
DE
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Lift
Phasing, Lift and
Opening Duration
Duration
Phasing
WOTtorqueshaping
18April2013
28
byG.Cipolla
DE
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narrow overlap
Highlowendtorque
(fordriveability)
large overlap
Highmaxpower
(forperformance)
VVT
Highperformance
(overwholespeedrange)
narrow large
Unthrottledloadcontrol
18April2013
29
byG.Cipolla
DE
E C
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Conventional

throttling
Earlyintake

valveclosing
Chargemotion,KineticenergyandCombustionoptimization

bymeansofSwirl&Tumblecontrol
18April2013
30
byG.Cipolla
DE
E C
T
(throttled)
(VVA)
Kepsilon
Flowfield
effective

VCReffect(atfixedgeometrical

CR)

bymeansofIVCshift
18April2013
31
byG.Cipolla
DE
E C
T
InfluenceofIntakeValveClosing(IVC)on

effectivecompressionratioatlowspeed
OperationwithMillerAtkinsoncycle

(i.e.ER>CR)
18April2013 32 byG.Cipolla
InternalEGR
18April2013
33
byG.Cipolla
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1. a post-opening of the exhaust valve during the intake phase
2. a pre-opening of the intake valve during the exhaust phase
0
1
2
3
4
5
6
7
8
9
10
0 90 180 270 360 450 540 630 720
CA [deg]
V
a
l
v
e

l
i
f
t

[
m
m
]
3
0
1
2
3
4
5
6
7
8
9
10
0 90 180 270 360 450 540 630 720
CA [deg]
V
a
l
v
e

l
i
f
t

[
m
m
]
3
1
2
Emissions,fuelconsumption&performancetradeoff

(byIVCcontrol)
18April2013
34
byG.Cipolla
DE
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EngineBrakeeffect(forDiesel)
18April2013
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byG.Cipolla
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INTAKE
EXHAUST
NORMAL

OPERATION
ENGINEBRAKE

OPERATION
V
a
l
v
e
l
i
f
t
(
m
m
)
Enginecrankangle(CA)

ClosingRemarks
VVAsystemsoffergreatopportunitiestofulfillsuchrequirements

withrelativelysimple,reliable&economicengineeringsolutions
18April2013
36
byG.Cipolla
DE
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Giovanni Cipolla
GM-PoliTo Institute for Automotive Research & Education (IARE) Director
Politecnico di Torino, Italy
DE
E
C
T
Development
Engineering

Consulting
for

Energy
in

Torino
18April2013
37
byG.Cipolla
DE
E C
T
Exploratory Workshop:
A technique towards more efficient engines
University of Pitesti, Romania
Prof. Dr.-Ing. Kurt Kirsten, Eduard Golovatai-Schmidt
Research & Development, Engine Systems Division
Schaeffler AG & Co. KG
Consistent Enhancement
of Variable Valve Actuation
Page 2
1
Motivation to Use Variable Valve Trains
2 Process of Conventional Combustion Engines
3 Overview of Different Variable Valve Trains
4
Degree of Improvement of Conventional Combustion Engines
5
Variable Valve Train in Combination with Sequential Turbocharging
Consistent Enhancement of Variable Valve Actuation
Agenda
6
Conclusive Remarks
Universitatea Pitesti, 18.04.2013
Page 3
1
4
Agenda
1
5
6
Conclusive Remarks
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020
90
110
130
150
170
190
210
230
250
270
Actual Data
Nearest Targets
Enacted
Proposed Targets
USA
USA
EU
EU
Motivation to use Variable Valve Trains
Mean Values for CO
2
Emissions
G
r
a
m
s

C
O
2
p
e
r

K
i
l
o
m
e
t
e
r

N
E
D
C

t
e
s
t
Based on ICCT March 2010
Australia
Australia
South Korea
South Korea
Japan
Japan
China
China
Page 4
Page 5
14%
14%
Propulsion
18%
18%
Tyres
21%
21%
Mechanical
Energy
Efficiency Chain in a Gasoline Engine
E N E R G Y
E N E R G Y
-2% Convection
-11% Raffinery/Transport
-5, -8 % Charge Cycle
-25% Heat Losses Coolant
-25% Heat Losses Exhaust Gas
-8,5% Friction
-2,5% Auxiliary Dri ve
-3% Powertrain Losses
-4% Braking Losses
Sphere of Influence
of Valve Train
Mechanical Energy
after Combustion
32%
32%
87%
87%
Engine
89%
89%
Petrol
Station
100%
100%
Crude Oil
Page 6
1
4
5
Conclusive Remarks
Agenda
5
6
Conclusive Remarks
Page 7
Technologies for future Gasoline Engines
Variable Charge
Motion
Variable Charge Variable Charge
Motion Motion
Variable Valve
Actuation
Variable Valve Variable Valve
Actuation Actuation
GDI
Stratified
GDI GDI
Stratified Stratified
Controlled
Auto-ignition
Controlled Controlled
Auto Auto- -ignition ignition
Cylinder
Deactivation
Cylinder Cylinder
Deactivation Deactivation
Super / Turbo-
Charging
Super / Turbo Super / Turbo- -
Charging Charging
Improved
Engine
Efficiency
Improved Improved
Engine Engine
Efficiency Efficiency
Shifting of
Operation
Points
Shifting of Shifting of
Operation Operation
Points Points
Reduced
parasitic
losses,
improved
energy
management
Reduced Reduced
parasitic parasitic
losses, losses,
improved improved
energy energy
management management
Most of the Gasoline Most of the Gasoline
engine technologies engine technologies
under development under development
are heading for are heading for
improved thermal improved thermal
efficieny efficieny
Improved friction and Improved friction and
energy management energy management
as add as add- -on to any on to any
technology technology
Page 8
Engine Speed [rpm]
B
M
E
P

[
b
a
r
]
1.000 2.000 3.000 4.000 5.000 6.000
0
2
4
6
8
10
12
14
16
18
20
Charged Engine
Fuel Economy Improvement by Shifting of Operation Points
120km/h
90km/h
Engine Speed [rpm]
B
M
E
P

[
b
a
r
]
1.000 2.000 3.000 4.000 5.000 6.000
0
2
4
6
8
10
12
14
16
18
20
120km/h
90km/h
Naturally Aspired Engine
Variable Charge
Motion
Variable Charge Variable Charge
Motion Motion
Variable Valve
Actuation
Variable Valve Variable Valve
Actuation Actuation
GDI
Stratified
GDI GDI
Stratified Stratified
Controlled
Auto-ignition
Controlled Controlled
Auto Auto- -ignition ignition
Cylinder
Deactivation
Cylinder Cylinder
Deactivation Deactivation
Super / Turbo-
Charging
Super / Turbo Super / Turbo- -
Charging Charging
Page 9
1
3 Overview of different Variable Valve Trains
4
5
Conclusive Remarks
Agenda
5
6
Conclusive Remarks
Page 10
Loss Distribution
b
LaWe
b
WW
b
PA
Throttled De-Throttled
Friction
Charge Cycle
Process
Mean Consumption Values for CO
2
Emissions
max
min
b
LaWe
Motivation and Basics
Page 11
Required Variabilities
T
o
r
q
u
e
Engine Speed
Max. Torque
Maximum Volumetric Efficiency
Early Closure (Short Valve Event)
B
B
A
Max. Power
A
A
Full Lift
Late Closure
Greater Overlap
Combustion Optimization
D
D
Optimization of Pumping Losses
C
C
Optimization of Pumping Losses
F
F
(Charge Motion)
(Combustion Optimization)
Page 12
IC
IC
Miller
Miller
Atkinson
Atkinson
Port Deactivation
Port Deactivation
Valve Phasing
Valve Phasing
Cylinder Deactiv.
Cylinder Deactiv.
Event Length
Event Length
De-Throttling Concept
Improved Cycle (Cooling Effect EIC)
Page 13
Port Deactivation
Port Deactivation
Valve Phasing
Valve Phasing
Cylinder Deactiv.
Cylinder Deactiv.
Event Length
Event Length
Atkinson
Atkinson
Miller
Miller
IC
IC
De-Throttling Concept
Excess Gas Mass is recharged during
Compression
Page 14
Valve Phasing
Valve Phasing
Cylinder Deactiv.
Cylinder Deactiv.
Event Length
Event Length
Miller
Miller
Port Deactivation
Port Deactivation
Atkinson
Atkinson
Swirl
Port
Conventional
Intake Port Pool
Stable and effective Combustion
Page 15
IC
IC
Swirl
Port
Conventional
Intake Port Pool
Combination of De-Throttling and Charge
Motion
Valve Phasing
Valve Phasing
Atkinson
Atkinson
Port Deactivation
Port Deactivation
Miller
Miller
Cylinder Deactiv.
Cylinder Deactiv.
Event Length
Event Length
Page 16
Swirl Number and Flow Coefficient Mappings
Swirl Number c
u
/ c
a
[-]
V
a
l
v
e

L
i
f
t

S
w
i
r
l

P
o
r
t

[
m
m
]
Valve Lift Charge Port [mm]
0
1
2
3
4
5
6
7
8
0 1 2 3 4 5 6 7 8
2.0
2.0
2.5
2.5
3.0
3.0
3.5
3.5
4.0
4.0
5.0
5.0
6.0
6.0
7.0
7.0
8.0
8.0
2.5
2.5
2.0
2.0
1.5
1.5
1.0
1.0
1.5
1
2
3
4
5
6
7
8
2.5
3.5
Flow Coefficient
k
V
a
l
v
e

L
i
f
t

S
w
i
r
l

P
o
r
t

[
m
m
]
Valve Lift Charge Port [mm]
0
1
2
3
4
5
6
7
8
0 1 2 3 4 5 6 7 8
Source: Carsten Kopp, Dissertation 2006, Magdeburg
0.010
0.010
0.020
0.020
0.030
0.030
0.040
0.040
0.050
0.050
0.060
0.060
0.070
0.070
0.080
0.080
0.090
0.090
0.100
0.100
0.02
0.01
0.03
0.05
0.07
0.08
0.09
0.10
0.04
0.06
Page 17
Drag Curve
Drag Curve
b
e min
max
b
e
min
b
e
b
e min
Shift of Area of Operation
De-throttling and Improvement in High Cycle
Efficiency
Valve Phasing
Valve Phasing
Atkinson
Atkinson
Port Deactivation
Port Deactivation
Miller
Miller
Cylinder Deactiv.
Cylinder Deactiv.
Event Length
Event Length
Page 18
Avoid Interacting of Exhaust Ports (I4 Engine)
Improve EGR Scavenging
Exhaust Gas
Reverse Flow
Exhaust Gas
Reverse Flow
Intake
Opening
Intake
Opening
Exhaust
Closing
Exhaust
Closing
Cylinder 1 Cylinder 3 Cylinder 4
P
SR
P
ExhaustGas
Valve Phasing
Valve Phasing
Atkinson
Atkinson
Port Deactivation
Port Deactivation
Miller
Miller
Cylinder Deactiv.
Cylinder Deactiv.
Event Length
Event Length
Page 19
Variable Valve Train
Variable Valve Train
Lift and Timing
Lift and Timing
Overview of Valve Train Variabilities
Discrete (switchable)
Two-Step
Tappet
Pivot Element
Finger Follower
Shifting Cam
Roller Lifter
Three-Step
Rocker Arm
Shifting Cam
Continuous
Electro-Magnetic
Mechanical
e.g. Valvetronic
Electro-Hydraulic
UniAir
Phasing
Phasing
Continuous
Hydraulic
Electro-Mechanical
Page 20
Overview of Schaeffler Valve Train Variabilities
Switchable
Tappet
Switchable
Tappet
Switchable Pivot
Element
Switchable Pivot
Element
Switchable Roller
Finger Follower
Switchable Roller
Finger Follower
Shifting Cam
Lobe
Shifting Cam
Lobe
Electro-Hydraulic Actuated
Electro-Hydraulic Actuated
Electro-Mechanical Actuated
(Enlarged Temperature Range)
Electro-Mechanical Actuated
(Enlarged Temperature Range)
Profile Switching
Profile Switching
Valve Deactivation
(1 Valve per Cylinder)
Valve Deactivation
(1 Valve per Cylinder)
Cylinder Deactivation
(All Valves per Cylinder)
(All Valves per Cylinder)
Internal EGR
(Recharge)
Internal EGR
(Recharge)
Internal EGR
(Recapture)
Internal EGR
(Recapture)
Crossing of Valve
Events
Crossing of Valve
Events
2-Step
2-Step
3-Step
3-Step
Page 21
Overview of fully variable Valve Train Variabilities
Mechanical
Mechanical
Electro-Magnetic
Electro-Magnetic
Electro-Hydraulic
Electro-Hydraulic
AVL /
Bosch
EHVT
FEV
MV2T
Valeo
E-Valve
INA / FIAT
UniAir/
MultiAir
Lotus
AVT
Hilite
Univalve
Honda
A-VTEC
INA
3CAM
Meta
VVH
Mitsubishi
MIVEC
Toyota
Valvematic
INA
EcoValve
Nissan
VVEL
Presta
DeltaValveControl
Sturman
HVA
Toyota
3D-CAM
Yamaha
CVVT
Delphi
VVA
Fiat
3D-CAM
Mahle
VLD
Suzuki
SNVT
= Systems in Mass Production
BMW
Valvetronic II
Page 22
Engine Map Fuel Consumption
enhanced models (gas exchange and high pressure process)
Complete Vehicle Simulation
E
n
g
i
n
e

M
a
p

F
u
e
l

C
o
n
s
u
m
p
t
i
o
n
F
r
e
q
u
e
n
c
y

D
i
s
t
r
i
b
u
t
i
o
n
NEDC
Page 23
Evaluation of Potential: Procedure
Basis Motor
Downsizing Concept
(turbocharged 4 Cylinder-DI-Engine)
Vehicle Model
Medium-Sized Vehicle
Manual Transmission
bar
min
-1
(Speed)
NEDC
V
a
l
v
e

L
i
f
t

No Lift No Lift
Optimization
Effort
Evaluation
of Potential
of different
Switching
Stages
Cylinder 2
Cylinder 2
Cylinder 3
Cylinder 3
Cylinder 4
Cylinder 4
Cylinder 1
Cylinder 1
2-Step
2-Step
(CDA)
3-Step
3-Step
(Cylinder
selecti ve)
Page 24
Example of Optimization
9.6
9.6
9.9 9.4 6.5
6.0
4.8
3.4
1.9
h
V
= 4,4 - 4,7 mm
h
V
= 6,2 - 7,4 mm
h
V
= 3,5 mm
9.3
10.8
t in %
10.0
9.5
9.0
8.5
8.0
7.5
7.0
6.5
6.0
5.5
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
Speed
0 500 1000 1500 2000 2500 min
-1
3500
B
M
E
P
0
2
4
6
8
10
12
14
16
bar
20
Fuel Consumption Improvement
relative to Base Version
Page 25
V
a
l
v
e

L
i
f
t
V
a
l
v
e

L
i
f
t
Crank Angle
P
h
a
s
e

o
f

I
n
t
a
k
e
Exhaust
Gas Rate
Exhaust
Gas Rate
BMEP
g/kWh
Inlet
Pressure
n =2100 min
-
, BMEP= 1,1bar
1
Lift of Intake
Lowest Consumption
20
30
40
50
60
70
0 9
2 3 4 5 6 7 mm 9
CA
Page 26
Crank Angle
V
a
l
v
e

L
i
f
t
Crank Angle
V
a
l
v
e

L
i
f
t
Internal EGR (Residual Gas
)

Improved Gas Properties
Reduction of Proces Temperature
Reduction of Energy Losses to Coolant

But: Increase of Combustion Duration
P
h
a
s
e

o
f

I
n
t
a
k
e
Valve Lift
1 2 3 4 5 6 mm 10 7 8
20
40
60
140
80
0
100
CA
Exhaust Gas Rate in %
Page 27
Crank Angle
V
a
l
v
e

L
i
f
t
Crank Angle
V
a
l
v
e

L
i
f
t
P
h
a
s
e

o
f

I
n
t
a
k
e
Valve Lift
1 2 3 4 5 6 mm 10 7 8
20
40
60
140
80
0
100
CA
Combustion Duration in CA
36
36
38
38
40
40
42
42
44
44
46
46
48
48
50
50
52
52
54
54
Page 28
Crank Angle
V
a
l
v
e

L
i
f
t
Crank Angle
V
a
l
v
e

L
i
f
t
P
h
a
s
e

o
f

I
n
t
a
k
e
Valve Lift
1 2 3 4 5 6 mm 10 7 8
20
40
60
140
80
0
100
CA
Inlet Pressure in mbar
350
350
450
450
700
700
950
950
Page 29
1
4
Degree of improvement of Conventional Combustion Engines
5
Conclusive Remarks
Agenda
4
5
6
Conclusive Remarks
Page 30
Basis
2-Step
3-Step
2-Step
(CDA)
3-Step
(Cylinder
selective)
2-Step (all Cylinders)
3-Step (Cylinder sel.)
100% -5,7% -6% -10,2% -11%
NEDC
NEDC
Page 31
Results with customer-specific Drive Profiles
The Hyzem cycles
consist of an urban cycle,
an extra-urban cycle, and
a highway cycle.
Higher dynamics than
NEDC.
Page 32
Basis
2-Step (CDA)
3-Step
(Cylinder
selective)
2-Step
(CDA)
3-Step
(Cylinder
selective)
NEDC
NEDC
Hyzem
Hyzem
100%
Hyzem
Hyzem
NEDC
NEDC
-10,2% -11% -3,3% -7,4%
Potential for Consumption Improvements
Friction Improvements
Friction Improvements
2-3% Friction Reduction
2-3%
Demand Controlled
Accessories
Further Improvements
Further Improvements
1-2% Thermo-Management
5-8% Downsizing
3-5% Stop-Start Function
Thermodynamic Improvements
Thermodynamic Improvements
<3%
Diesel
<7%
Gasoline
Combustion System
Optimization
4-6%
Pumping Losses
Gasoline
Page 33
Page 34
1
4
5
Conclusive Remarks
Agenda
5
6
Conclusive Remarks
Page 35
Principle of Sequential Turbocharging
Conventional 2-Stage T/C
Conventional 2-Stage T/C
Bypass
Valve
WG 2
WG 1
Control
Valve
Intercooler
Bypass
Valve
High Press. T/C
Low Press. T/C
With Split Exhaust Ports
With Split Exhaust Ports
Exhaust Port Group 1
Exhaust Port Group 2
WG 2
WG 1
Intercooler
Bypass
Valve
Bypass
Valve
High Press. T/C
Low Press. T/C
Page 36
Activation of Ports for Sequential Turbocharging
EPG 1+2 Activ
EPG 1+2 Activ
EPG 2
EPG 1
EPG 1 Activ
EPG 1 Activ
EPG 1
EPG 2
EPG 2 Activ
EPG 2 Activ
EPG 1
EPG 2
Page 37
Sequential Activation of Exhaust Ports
B
M
E
P
Engine Speed
EPG 1
EPG 2
Page 38
Sequential Activation of Exhaust Ports
B
M
E
P
Engine Speed
EPG 1
EPG 1+2
EPG 2
Page 39
V
a
l
v
e

L
i
f
t

[
m
m
]
Crank Angle
Exhaust Valve Opening
0
2
4
6
8
10
0 90 180 270 360 450 540 630 720
Exhaust Valve Group 2
Late phasing, variable lift and event
EGR scavenging, loading secondary
T/C
Late phasing, variable lift and event
EGR scavenging, loading secondary
T/C
Short event, low lift
Exhaust gas removal from cylinder,
Loading of primary T/C
Short event, low lift
Loading of primary T/C
Lower Engine Speed
Lower Engine Speed
Page 40
V
a
l
v
e

L
i
f
t

[
m
m
]
Crank Angle
Exhaust Valve Opening
Exhaust Valve Group 1+2
Similar to basis engine
Loading of both T/C
Exhaust Valve Group 1+2
Similar to basis engine
Loading of both T/C
Middle to High engine Speed
Middle to High engine Speed
0
2
4
6
8
10
0 90 180 270 360 450 540 630 720
Page 41
B
M
E
P

[
b
a
r
]
Engine Speed [rpm]
Benefits of Sequential Turbocharging
11
13
15
17
19
21
1000 2000 3000 4000 5000 6000
Basis engine with T/C
Conventional sequential T/C
Sequential T/C with splited ports
Significant increase of Low-End-Torque compared to turbocharged basis
engine (smaler turbine).
Additional Low-End-Torque enhancement (compare green and blue), due to
better exhaust gas scavenging and lower enthalpy.
Page 42
1
4
Agenda
6
Conclusive Remarks
5
Page 43
Conclusions
Conclusive Remarks
Conclusive Remarks
Nobody knows exactly what the powertrain world will really look like in
2020 and beyond
Nobody knows exactly what the powertrain world will really look like in
2020 and beyond
But: The potential for further innovations, and the associated opportunities
for reducing CO2 emissions are highly promising and far from beeing
exhausted
But: The potential for further innovations, and the associated opportunities
for reducing CO2 emissions are highly promising and far from beeing
exhausted
Variable valve train technology is a key element in realizing further
improvements
Variable valve train technology is a key element in realizing further
improvements
Drive cycle and drive train layout need to be included to come to a final
evaluation
Drive cycle and drive train layout need to be included to come to a final
evaluation
The assessment of improvement potential also need to consider the
impact and aspects of the monitoring and control technology
The assessment of improvement potential also need to consider the
impact and aspects of the monitoring and control technology
Variable valve train leverages other ICE technologies like: turbocharging,
cylinder deactivation, aftertreatment, etc.
Variable valve train leverages other ICE technologies like: turbocharging,
cylinder deactivation, aftertreatment, etc.
Page 44
Eduard Golovatai-Schmidt
Research & Development, Engine Systems Division
Schaeffler AG, Herzogenaurach
DIM
DCT DESV (SGN) RENAULT PROPERTY
April 18th 2013
VVA Workshop 2013 April 18
th
VVA and Turbochargers: possible synergies for Gazoline engines?
Stphane GUILAIN
Technical Expert in PWT Aerodynamics and Engine Air Filling
DIM
Plan
April 18th 2013
5
Conclusions
1
Introduction
2
Looking for PMEP reduction through
VVA or Turbo ?
VVA & Turbo: improving the scavenging
at low engine speed with 4 cylinder engines
3
4
VVA & Turbo: improving the scavenging
at low engine speed with 3 cylinder engines
DIM
April 18th 2013
Introduction
1
4
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
Need of Fuel Consumption decrease

CAFE Targets require optimization of all components
April 18th 2013
5
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
Need of Fuel Consumption decrease
April 18th 2013
Motor Press Evaluates Real World Fuel Efficiency
Urban Rural Highway
40
37
26
37
35
23
Comparison Road Distribution
[% km]
39
63
77
74
Extra-Urba
(Rural+Highw
Autobild
MBVT
NEDC
Source: Autobild 05.09.200
c
h
e
a
te
d
p
a
llia
te
d
h
o
n
e
s
t
Outrage: How manufacturers are fiddling. The Fuel Economy Lie
FE to CO
2
gap have to be kept under control for customers
6
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
P
M
E

[
b
a
r
]
0
N [rpm]
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
27
249
250
280
April 18th 2013
Turbocharged Gazoline Engine and
Fuel consumption improvement
Torque
Engine
speed
4
4
5
5
3
3
2
2
1
1
Colors = BSFC Levels
7
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
VVA and turbocharger contributions on BSFC Map
April 18th 2013
8
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
Illustration of VVA and turbocharger contributions
TCE 115
4 cyl engine / 16 valves
1.2 L
Bore x Stroke : 72.2 /73.1
Compression Ratio : 9.5 :1
GDI
2 VVT
TCE 90
3 cyl engine / 12 valves
0.9 L
Bore x Stroke : 72.2 x 73.1
Compression Ratio : 9.5 :1
MPI
1 intake VVT
April 18th 2013
DIM
April 18th 2013
Looking for PMEP reduction through
VVA ou Turbo ?
2
10
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013
VVA + open wastegate in partial load

Interest Interest to open to open the the wastegate wastegate in NA in NA region region
BSFC reduction in partial load
(VVA/turbo)
thanks pumping losses reduction
11
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013
VVA + opened wastegate at partial load

The The drawback : Turbo speed drawback : Turbo speed
Every time, PMEP and BSFC are improved thanks
turbocharger or VVA.
The turbo speed is reduced
12
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
VVA + opened wastegate at partial load

A drawback: A drawback: the the transient transient behavior behavior
April 18th 2013
BSFC reduction in partial load
( for instance VVA/turbo)
and transient improvement
are opposite
=> Need to promote counter-
measures to help the transients
at low end speed
DIM
April 18th 2013
VVA & Turbo : improving the scavenging
at low end speed with 4 cylinder engines
3
14
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
VVA/Turbo and 4 cylinder engines

4 4 cylinder cylinder issue: issue: scavenging scavenging period period closed closed to to exhaust exhaust
blowdown blowdown
April 18th 2013
Exhaust.
BDC
TDC
Intake.
Intake
Air

+

Burnt gas
With no VVT, due to the fixed
timing imposed by idle conditions,
savenging is impossible
Exhaust valve duration is shorten
to reduce the backflow during
overlap period
5500 rpm
Pint < Pcyl< Pexh
1500 rpm
15
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

The The 4 4 cylinder cylinder issue: issue: Interest Interest to have to have VVTs VVTs at at low low engine engine
speeds speeds
Exhaust.
BDC
TDC
Intake.
Intake
Air

+

Burnt gas
Pint > Pcyl> Pexh
1500 rpm
Late EVO
=> scavenging
is possible
16
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

Solving Solving 4 4 cylinder cylinder issue: issue: using using VVTs VVTs at at low low engine engine speeds speeds
Exhaust.
BDC
TDC
Intake.
Intake
Air

+

Burnt gas
Pint > Pcyl> Pexh
1500 rpm
even late EVO
=> scavenging
is reinforced
17
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

Solving Solving 4 4 cylinder cylinder issue: issue: using using VVTs VVTs at at low low engine engine speeds speeds
Thanks to the increase of The
plenum volumetric efficiency, boost
pressure is enhanced.
Torque at 1000 rpm can be
improved up to 20 %
18
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

Solving Solving 4 4 cylinder cylinder issue: issue: increasing increasing the the scavenging scavenging potential potential
through through exhaust exhaust manifold manifold
Twinscroll
Separation wall
Twinscroll turbine housing allow to
separate consecutive cylinders.
An issue: casting thin walls of
twinscroll housing for small engines
An emerging alternative:
Having the separation only
within the manifold
19
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

Solving Solving 4 4 cylinder cylinder issue: issue: Effect Effect of of separation separation wall wall in turbine in turbine
housing housing
5500 rpm
1500 rpm
w
i
t
h
o
u
t
w
i
t
h
A synergy of 2-4 % of torque can be promoted
between 1000 to 1750 rpm and better transient
20
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion

VVT + Turbo in VVT + Turbo in transient transient . .
April 18th 2013
Huge synergy between
VVts and turbochargers
through the scavenging
process.
Turbocharger behavior
is transformed.
A difficulty :
Knowing accuratly the
trapped air mass to
adapt injection duration
1500 rpm
DIM
April 18th 2013
VVA & Turbo : improving the scavenging
at low end speed with 3 cylinder engines
4
22
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

3 cylinder engines: natural 3 cylinder engines: natural favourable favourable situation situation
Exhaust.
BDC
TDC
Intake.
Intake
Air

+

Burnt gas
Pint > Pcyl> Pexh
Scavenging is
natural with 3
cylinder engine
1500 rpm
23
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

3 cylinder engines: natural 3 cylinder engines: natural favourable favourable situation situation
Exhaust.
BDC
TDC
Intake.
Intake
Air

+

Burnt gas
Pint > Pcyl> Pexh
Due to the
shape of the
pulsations,
we are close to
scavenge at
max power
5500 rpm
24
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion

In In transient transient
April 18th 2013
Huge synergy between
VVts and turbochargers
through the scavenging
process.
Turbocharger behavior
is also transformed.
Same difficulty:
knowing the trapped
mass flow rate and thus
the trapped in-cylinder
Air/fuel ratio
25
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
April 18th 2013

Scavenging Scavenging and and MPI MPI engine engine: : take take care to care to emissions emissions and and BSFC BSFC
With MPI engine, fuel is
included within the scavenged
air and goes directly to the
exhaust
VVT Actuation have to be
limited in time
DIM
April 18th 2013
Conclusion
5
27
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
P
M
E

[
b
a
r
]
0
N [rpm]
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
27
249
250
280
April 18th 2013
Conclusion

Huge Huge synergies synergies between between turbo turbo and and VVTs VVTs
Torque
Engine
speed
4
4
2
2
Colors = BSFC Levels
The scavenging have to be
promoted
Natural with 3 cyl engines
Some limitations with MPI
engines
Big
potential
in steady
state
Limitations
with the
transient
behavior
28
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
Conclusion
April 18th 2013

Optimal Optimal setting setting for full VVA for full VVA System System at at full full load load
Exhaust Intake
Exhaust Intake
4 cylinder
3 cylinder
Engine
speed
Engine
speed
Crank
angle
Crank
angle
29
CONFIDENTIAL
RENAULT PROPERTY
DIM
DCT DCFM (SGN)
PLAN
1 Introduction
2 VVA/Turbo
& PMEP
3 VVA/Turbo
& Scavenging
with 4 cyl.
4 VVA/Turbo
& Scavenging
with 3 cyl.
5 Conclusion
Conclusion

Potential improvement of steady state BSFC and transient
behavior

Wall separation of turbine housing of 4 cylinder engines

Trapped Air & fuel mass estimation under transient
conditions
April 18th 2013

Perspectives of future Perspectives of future researches researches
TRENDS IN APPLICATION OF VVA SYSTEMS
FOR FUEL EFFICIENT POWERTRAIN
Dr. Hubert FRIEDL
Product Manager
Powertrain Engineering
AVL List GmbH, Austria
Presentation for
University of Pitesti
VVA Workshop
Pitesti, 18
th
April 2013
2
Pitesti-VVT Workshop, H. Friedl, 2013
AVL is the worlds largest
private and independent
engineering company
Development of powertrain
systems with internal
combustion engines
Instrumentation and test
systems for engine and
vehicle development
Software for engine and
vehicle simulation
INTRODUCING AVL
Prof. Helmut List
Owner and CEO
Prof. Helmut List Prof. Helmut List
Owner and CEO Owner and CEO
3
AVL COVERS ALL CUSTOMER SEGMENTS
Engineering
Simulation
Testing
Passenger Cars Racing 2-Wheelers
Construction Commercial Vehicle Agriculture
Locomotive Power Plants Marine
5
India
Ann Arbor,MI
Plymouth, MI
Headquarters Graz
UK
China
France
Lake Forest, CA
Korea
Germany
AVL TECHNICAL CENTERS POWERTRAIN
Turkey
Sweden
Haninge
Sdertalje
Remscheid Munich Stuttgart Regensburg Ingolstadt
Nagoya
Tokio
Moscow
Sao Paulo
Australia
Dr. Hubert FRIEDL
Product Manager
Powertrain Engineering
AVL List GmbH, Austria
Presentation for
University of Pitesti
VVA Workshop
Pitesti, 18
th
April 2013
8
Content of Presentation:
1. Market Trends
Global PC Production Survey
VVA Market Penetration
2. Challenges due to Forthcoming Regulations
CO2 Reduction
Legislation and Test Procedures (WLTP, RDE)
3. Technology - Examples of VVA Applications
Cam Phaser: CBR, Cylinder Deactivation
Profile switching: TGDI - Turbocharged GDI
Variable Valve Lift: CSI - Compression and Spark Ignition
4. Summary and Outlook
9
10
20
30
40
50
60
70
80
90
100
1995 2000 2005 2010 2015
Source: IHS 10/2012
Europe
Europe
America
America
Asia
Asia
Ca. 20% drop in engine production by 2009
2011 significant impact due to J apan downtime
2013 moderate growth expectation EU, US and Asia
China maintain strongest growth regions
ROW CHINA
REST OF ASIA SOUTH AMERICA
SOUTH KOREA NORTH AMERICA
J APAN WEST EUROPE
INDIA EAST EUROPE
M
i
o
.

u
n
i
t
s

p
r
o
d
u
c
e
d
GLOBAL ENGINE PRODUCTION BY REGION
(PC and LCV, Status 10-2012)
10
10
20
30
40
50
60
70
80
90
100
1995 2000 2005 2010 2015
Source: IHS 10/2012
GDI
charged
Gasoline
Diesel
Market penetration for new propulsion technologies
(e.g. Hybrid, Electro Vehicles) usually is slow (>10 years)
Significant Technology Evolution:

Strong growth of GDI direct injection and
Turbocharging expected for gasoline engines
CNG, E100, Hybrid and EV forecasted to globally
grow stronger than PC-Diesel
DIESEL CHARGED
DIESEL NA
CNG/LPG
ALCOHOL FUEL
GASOLINE GDI
Full HYBRID
GASOLINE PFI
GASOLINE charged
ELECTRIC
M
i
o
.

u
n
i
t
s

p
r
o
d
u
c
e
d
GLOBAL ENGINE PRODUCTION BY PROPULSION
TECHNOLOGY (PC and LCV, Status 10-2012)
11
GLOBAL VEHICLE PRODUCTION PER REGION
AND BY PROPULSION TECHNOLOGY
10
20
30
40
50
60
70
80
90
100
E
U
R
O
P
E

2
0
0
7
2
0
1
2
2
0
1
9
N
A
F
T
A

2
0
0
7
2
0
1
2
2
0
1
9
C
H
I
N
A

2
0
0
7
2
0
1
2
2
0
1
9
J
A
P
A
N
/
K
O
R
E
A

2
0
0
7
2
0
1
2
2
0
1
9
S
.

A
M
E
R
I
C
A

2
0
0
7
2
0
1
2
2
0
1
9
S
.

A
S
I
A

+

R
O
W

2
0
0
7
2
0
1
2
2
0
1
9
G
l
o
b
a
l

2
0
0
7
2
0
1
2
2
0
1
9
E
n
g
i
n
e
s

P
r
o
d
u
c
e
d
Region/Year
Diesel
H2/Electric
Full Hybrid
CNG/LPG
E100
E85
Gasoline
Source: IHS 10-2012
Europe: Future growth expected in SI and alternative technologies
NAFTA: Growth expected for Hybrids and Flex Fuel
China: Growth forecasted mainly with conventional technology
J apan/Korea: growth with Hybrids, shrinking (local) production
12
VALVETRAIN TECHNOLOGY SHARES FOR
GASOLINE PASSENGER CARS BUILT IN EUROPE
0
2
4
6
8
10
12
14
2011 2012 2013 2014 2015 2016 2017 2018 2019
M
i
l
l
i
o
n
SIEngineswithoutVVT/VVL
ValveLiftingonly
CamChangingonly
CamPhasingonly
CamPhasing/ValveLifting
CamPhasing/CamChanging
Source:IHS2013
13
VALVETRAIN TECHNOLOGY SHARES FOR
GASOLINE PASSENGER CARS BUILT IN J APAN
0
2
4
6
8
10
12
2011 2012 2013 2014 2015 2016 2017 2018 2019
M
i
l
l
i
o
n
SIEngineswithoutVVT/VVL
ValveLiftingonly
CamChangingonly
CamPhasingonly
CamPhasing/ValveLifting
CamPhasing/CamChanging
Source:IHS2013
15
1. Market Trends
CO2 Reduction
16
80
100
120
140
160
180
200
220
240
1990 1995 2000 2005 2010 2015 2020
Gasoline
Diesel
All Fuels
C
O
2
i
n
N
E
D
C
(
g
/
k
m
)
CO2 Target for 2015
CO2 Target for 2020
DEPLOYMENT OF VEHICLE CO2-AVERAGE IN EUROPE
Source: EEA Report, Monitoring CO2 emissions from new passenger cars in the EU; summary of data for 2011, published 2012
CO
2
Fleet Average in Europe
Fleet average improvement strongly affected by
scrapping bonus 2009 (focus on smaller cars)
still far distance to 2020 targets
137 g/km
17
MARKET DISTRIBUTION OF VEHICLE SEGMENT GROUPS
AND SHARE OF DIESEL - EUROPE
Source: IHS and AutomotiveWorld 2011
Diesel
18
CO
2
EMISSION OF PASSENGER CARS VERSUS
VEHICLE WEIGHT AND PROPOSED CO
2
LIMITS
0
50
100
150
200
250
300
350
400
450
500 1000 1500 2000 2500
C
O
2

E
m
i
s
s
i
o
n

i
n

N
E
D
C

[
g
/
k
m
]
Vehicle Curb Weight [kg]
Gasoline NA
Diesel
Gasoline Turbo
Gasoline Hybrid
CNG Turbo
China Stage 3
revised - CO2 [g/km]
EU-proposed CO2
Limit
Source: AR 2012
19
Emission
EU-1 EU-2 EU-3 EU-4 EU-5 EU-5+ EU-6
1992 1996 2000 2005 2009 2011 2014
Moderate Reduction (<30%)
Large Reduction (>30%)
CO
Positive
Ignition
Engines
(Gasoline)
2720 2200 2300 1000 1000 1000 1000
HC 200 100 100 100 100
NMHC 68 68 68
HC + NOx 970 500
NOx 150 80 60 60 60
PM only GDI 5 4.5 4.5
PN 6E12
mg/km
mg/km
mg/km
mg/km
mg/km
mg/km
#/km
2720 1000 640 500 500 500 500
970 560 300 230 230 170 700
500 250 180 180 80
140 80 50 25 5 4.5 4.5
6E11 6E11
CO
Compression
Ignition
Engines
(Diesel)
HC + NOx
NOx
PM
PN
mg/km
mg/km
mg/km
mg/km
#/km
Light Duty Emission Legislation
EU Limits
The main challenge for Gasoline Engine with EU6 is not the nominal limit of Gaseous Emissions,
but the significantly more strict Diagnostic Requirements, PN limit 6E11 by 2018 for all PC
20
NEDC (Emissions)
PC Emission Legislation - Expected Changes
WLTP (Emissions)
130 g/km (or adapted to WLTP) 95 g/km (or adapted to WLTP)
EU 6b
EU 6c EU 6c
EU 7
adopted
adopted proposal
discussed, no proposal available
rumors
RDE (monitoring) RDE (compl. factors open) RDE (stringent compl. factors)
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
CI, DI: 6*10
11
/km
NEDC (CO2) WLTP (CO2)
PFI: no limit
DI: 6*10
11
/km (6*10
12
on dem.)
CI: 6*10
11
/km
tbd (WLTP); mod. procedure?
Source: 110. MVEG, ACEA: Summary of Euro 6 open issues, 25.10.2011,
http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htm,
Commission Regulation: No 459/2012 of 29.5.2012, 6th EU-WLTP Meeting ,
EUROPEAN COMMISSION: Possible scenarios of implementation WLTC
into European type approval legislation, 10.04.2012
22
PC Emission Legislation Type Approval
WLTP
(world light duty test
procedure)
WLTP NEDC
acceleration m/s2 1.8 1.0
mean velocity km/h 46 33
idle share % 13 23
PEMS
(portable emission
measurement)
driven by EC
on board measurement
real on-road driving
real temp. condition
curr. no PN measurement
possibly HC excluded
RTC
(random test cycles)
driven by OEMs on their
cost
OEMs need to prove similar
results as PEMS
tested at chassis dyno
random based on EU
database (20.000 trips)
or
23
Load Collective NEDC vs. RDE
N - upm
M
d

-
N
m
Random Test
Prio 1
RandomTest
Prio 2
PEMS: all modes possible
Options for RDE:
Random test cycle:
Chassis Dyno
Simulation
PEMS:
Measurement in
customer driving with
PEMS
Decision open NEDC
25
1. Market Trends
CO2 Reduction
26
Tires
Weight
Braking Energy
Recuperation
Aerodynamics
Downsizing and
Turbocharging
Hybrid-Drives,
Electrification
Air Conditioning
Dual Clutch,
Automatic Transm.
Low Friction
Lube Oil
Fuel
Navigation
Start/Stop
Electrified
Auxiliary Drives
Friction Optimization
Direct Injection
and Lean Mixture
Thermal-Management,
Heat Recovery
Intelligent Alter-
nator Control
TECHNOLOGIES AND POTENTIALS FOR EFFICIENCY
IMPROVEMENT OF PASSENGER CARS
Fully variable
Valvetrain
Photo Source: Esso Exxon
27
Cylinder Dectivation
-Mechanical
-Electronical
Smart Hybridization
-electric auxiliaries
-48V systems
Combustion System
-high BMEP TGDI
-Low PN
-CNG-DI
Variable Valvetrain
-2-step / 3-step
-fully flexible
GASOLINE ENGINE TECHNOLOGY
Variable Crank Train
-Var. Compression ratio
-Var. Expansion ratio
Boosting
-2-stage
-electric boosting
-water cooled VGT
2-step
lowlift
2-step
highlift
3-step
l/h lift
cont.
Exhaust Gas Cooling
- External cooled EGR
- Cooled / integrated
manifold
28
Future Gasoline Engine
Time
GDI homogeneous
Turbocharging
Micro hybrid
Cam phasing, CDA
Variable valvetrain (Miller, Atkinson)
GDI stratified lean
Var. compression ratio, var. expansion
Alt. combustion (HCCI, qual. control)
Cooled EGR, cooled exhaust
High charge motion
Mild hybrid
Current
Main stream
Premium
Niche appl.
Means to increase EGR rate
Full hybrid
Plug-in hybrid (certification!?)
E-vehicle; range extender
29
Variable Valve Actuation can be segmented into Variable Valve Timing
(Phasing) as well as variating the Valve Lift and Opening Duration
Variable cam-phasing Variable valve lift Fully-variable lift curve
Crank angle
V
a
l
v
e

l
i
f
t
Crank angle
V
a
l
v
e

l
i
f
t
Crank angle
V
a
l
v
e

l
i
f
t
Overview Variable Valve Timing/Lift/Duration
Variable Charge Motion,
Charged GDI Controlled Auto Ignition
30
1. Market Trends
CO2 Reduction
31
VARIABLE CHARGE MOTION SYSTEM
PATENTED AS AVL - CONTROLLED BURN RATE
Port deactivation Port deactivation
by slider or by slider or
butterfly valve butterfly valve
Tangential Tangential - -
port port
Twin spray Twin spray - -
injector injector
External
EGR Feed
CBR 1
Internal EGR
Feed by means
of Cam Phaser
CBR 2
o
n

o
n

- -
o
f
f
o
f
f
Tangential Tangential - -
port port
Neutral port Neutral port
swirl swirl
Neutral Neutral - -
port port
very stable combustion and
tolerance for high EGR-rates
enable low fuel consumption
very stable combustion and
tolerance for high EGR-rates
enable low fuel consumption
32
VARIABLE CHARGE MOTION SYSTEMS
- Examples of Series Applications
Source: FIAT
CBR 2
Source : Opel
CBR 1
33
n Spec. port design
n 1 EGR Valve
n 1 EGR-Distrib. System
n 4 Flaps
n 4 Axles + Levers
n 1 Connecting System
n 1 Actuator (on-off)
n Spec. port design
n 1 (2) Cam Phaser
n 1 Low Cost Slider
n 1 Lever
n 1 Actuator (on-off)
Evolution of AVLs CBR - Technology by Intelligent
Simplification
CBR 1 CBR 2
n Spec. port design
n 1 (2) Cam Phaser
n Exh. valve masking
CBR 3
Internal EGR Feed by means of Cam Phaser
34
Shift of Intake and Exhaust Camshaft, Open Valve Injection
0
1
2
3
4
5
6
7
8
9
10
120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500 520 540 560 580 600 620 640
Crank Posi tion (deg. CrA )
V
a
l
v
e

L
i
f
t

(
m
m
)
Exh. Cam Int. Cam Int. Cam Exh. Cam
Exhaust
Exhaust
Intake
High Load
Intake
Low Load
Injection Timing at High Load
Injection Timing at Low Load (Stratification at BDC)
Part Load Operation
EGR
Aspiration
Backflow
V
a
l
v
e

L
i
f
t

(
m
m
)
Crankshaft Position (deg.CrA)
APPLYING LATE ATKINSON CYCLE WITH AVL CBR II SYSTEM
35
The Principle of 2-Valve CBR
Impact of Valve Masking for Swirl Generation
Intake
(Tangential Port)
Exhaust Port
(with Masking)
Spark Plug
Intake Swirl Intake Swirl
Exhaust Swirl Exhaust Swirl
M
a
i
n

F
l
o
w

D
i
r
e
c
t
i
o
n
M
a
i
n

F
l
o
w

D
i
r
e
c
t
i
o
n
2-Valve CBR System
successfully in series
application since many years
High charge motion is
enabler for high EGR-rates
intake dethrottling for
low pumping losses
High charge motion is
enabler for high EGR-rates
intake dethrottling for
low pumping losses
36
C
C
ONTROLLED
ONTROLLED
B
B
URN
URN
R
R
ATE
ATE
III
III
-
-
CBR 3
CBR 3
rd rd
Generation
Generation
Good example of
Good example of
Intelligent Simplicity
Intelligent Simplicity
Fuel economy improvement: approx. 3

Fuel economy improvement: approx. 3
-
-
5 %
5 %
Features of CBR III for 2- and 4-Valve Engines:
No port deactivation
Internal EGR and Atkinson Cycle by cam phase shifter(s)
Swirl/Tumble generation by tangential intake and exhaust ports
Swirl/Tumble enhanced with masking and asymetric exhaust valve
lift with 4-valve engines
37
CYLINDER DEACTIVATION
(Valves fully closed, piston and cylinder act as spring)
Honda V6 Odyssey (USA)
VW Golf/Polo 1.4 TSI
Potential for FC Improvement
for Cylinder Deactivation:
transient operation: up to 7%
constant speed: up to 20%
strongly depending on engine size and
NVH restrictions
38
ti = 2 x ti average
+ friction
ti = 0
Intake and Exhaust Valve Lift Curves
0
1
2
3
4
5
6
7
8
120 160 200 240 280 320 360 400 440 480 520 560 600 640 680
Crank Shaft Position [CRA]
V
a
l
v
e

L
i
f
t

[
m
m
]
Intake and Exhaust Valve Lift Curves
0
1
2
3
4
5
6
7
8
120 160 200 240 280 320 360 400 440 480 520 560 600 640 680
Crank Shaft Position [CRA]
V
a
l
v
e

L
i
f
t

[
m
m
]
Left Cylinder Bank:
Cam timing for minimum
fuel consumption
Right Cylinder Bank:
Cam timing for minimum
pumping losses
AVL patent application
Gas exchange TDC
Gas exchange TDC
AVLs ELECTRONIC CYLINDER DEACTIVATION
PRINCIPLE OF WORK FOR V6-ENGINE
Mind:
purely electronic
no mech. valve
closing devices
Mind:
purely electronic
no mech. valve
closing devices
39
Cylinder group 2
ti = 2 x ti - be
Cylinder group 1
ti =0
Cylinder deactivation just by
fuel cut off
Exhaust system with complete flow
seperation up to catalyst
Separating
wall
Sealing mat
placed in groove
Single brick
catalyst
AVL patent application
Exhaust Air
4=2 Cost Effective Electronic Cylinder Deactivation
for 4-Cylinder Engines
40
Electronic Cylinder Deactivation:
4 Cylinder; Fuel Consumption Optimisation
Engine uses single cam phaser;
intake and exhaust valves can be
retarded parallel.
In part load both valves are operated
in retarded position (low pumping
losses and internal EGR)
0
1
2
3
4
5
6
7
8
9
10
40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680
Crank Position [CrA]
V
a
l
v
e

L
i
f
t

[
m
m
]
Crank Position - CrA
V
a
l
v
e

L
i
f
t

-
m
m
40 120 200 280 360 440 520 600 680
10
8
6
4
2
0
500
520
540
560
580
600
620
640
660
350 360 370 380 390 400 410 420
Overlap Position - aTDC
B
S
F
C

-
g
/
k
W
h
0
5
10
15
20
25
30
35
40
R
e
s
i
d
u
a
l

G
a
s

C
o
n
t
e
n
t

-
%
4 cyl; 2000/1; BSFC
ECDA;2000/1; BSFC
4 cyl; 2000/1; RG
ECDA; 2000/1; RG
25% residual gas
tolerance limit for 4 cyl.
41
Electronic Cylinder Deactivation:
4 Cylinder; Fuel Consumption Optimisation
Engine uses single cam phaser;
intake and exhaust valves can be
retarded parallel.
In part load both valves are operated
in retarded position (low pumping
losses and internal EGR)
0
1
2
3
4
5
6
7
8
9
10
40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680
V
a
l
v
e

L
i
f
t

[
m
m
]
V
a
l
v
e

L
i
f
t

-
m
m
40 120 200 280 360 440 520 600 680
10
8
6
4
2
0
500
520
540
560
580
600
620
640
660
350 360 370 380 390 400 410 420
Overlap Position - aTDC
B
S
F
C

-
g
/
k
W
h
0
5
10
15
20
25
30
35
40
R
e
s
i
d
u
a
l

G
a
s

C
o
n
t
e
n
t

-
%
4 cyl; 2000/1; BSFC
ECDA;2000/1; BSFC
4 cyl; 2000/1; RG
ECDA; 2000/1; RG
1
0
%

b
e
n
e
f
i
t
Residual gas tolerance
limit outside operating
area for 2 cyl.
Time - s
T

b
e
f
o
r
e

C
a
t

-
C
T

i
n

P
r
e

C
a
t

-
C
V
e
h
i
c
l
e

S
p
e
e
d

k
m
/
h
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
900
800
700
600
500
400
300
200
100
0
900
800
700
600
500
400
300
200
100
0
120
80
40
0
Bank 2
Bank 1
Temperature in Cat
controlled above 400C
Electronic Cylinder Deactivation: Toggling = Switching
between the 2 Cylinder Banks to maintain Catalyst active
43
0
1
2
3
4
5
6
7
8
9
10
40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680
V
a
l
v
e

L
i
f
t

[
m
m
]
V
a
l
v
e
L
i
f
t

-
m
m
40 120 200 280 360 440 520 600 680
10
8
6
4
2
0
Intake
(Tangential
Port)
Exhaust (Masking)
Spark Plug
Intake Swirl
Exhaust Swirl
Fiat Punto EVO
FIRE 2V CBR III Engine
Electronic Cylinder
Deactivation
Friction Reduction
Electric Supercharging
Robotised Gearbox with
long gear ratios
Drag Reduction
< 100 g/km CO2
POWERFUL Low Consumption Demo Vehicle
Project N SCP8-GA-2009-234032
Var. Oil Pump
DLC Shimless Tappets
E- Supercharger
Gear
Actuator
Gearshift
Lever
Clutch
Cl utch Actuator and Control Unit
Marelli Production AMT
y =0.025x
2
+0.6923x +93.949
0
100
200
300
400
500
600
700
0 50 100 150
F
o
r
c
e

-
N
Vehicle Speed - km/h
Measured Coast Down
Target Coast Down
Original Coast Down
Poly. (Measured Coast Down)
Underbody Cover
Equal FC with AMT!
2 cyl is better with MT
1,4l 4 cyl. 2 valve
0,9l 2 cyl. 4 valve
0
20
40
60
80
100
120
140
160
180
C
O
2

E
m
i
s
s
i
o
n

-
g
/
k
m
M
T
M
T
44
1. Market Trends
CO2 Reduction
45
Switchable Valve Lift systems in production
Switchable valve lift systems including Cylinder deactivation
Porsche
Volvo
Honda
AUDI AVS
VW CDA
Mercedes
AMG
Mitsubishi
Honda
Mazda
Source: enTec CONSULTING, Haus der Technik, 2009
46
0%
20%
40%
60%
80%
100%
2009 2010 2011 2012 2013 2014 2015 2016 2017
Daimler
Ford
VW
PSA
PSA
FIAT
GM
GM
BMW
+MINI
GLOBAL SHARE OF BOOSTED GASOLINE ENGINES
PER LEADING BRANDS IN THIS CATEGORY
Share of charged Engines of each
OEMs Global Production - Gasoline
Share of boosted Gasoline
engines also dependent on
product portfolio (entry level
vehicles NA)
Daimler following NA-GDI
stratified charge
BMW most aggressive in
downsizing even with lower
cylinder number
Source: IHS 09/2011
AUDI
47
8
10
12
14
16
18
20
22
24
26
28
30
6
1000 2000 3000 4000 5000 6000
Engine Speed [rpm]
B
r
a
k
e

M
e
a
n

E
f
f
e
k
t
i
v
e

P
r
e
s
s
u
r
e

[
b
a
r
]
Engine
Char-
ging
Cam-
phaser
Var.
Valve
Lift /
Charge
Motion
Exh.
mani-
fold
BMW
2.0
N20
1 TC
Twin -
scroll
IN+EX
IN
conti-
nuos
Sheet
metal
welded
TC
AUDI 1.8
T
EA888-
Gen 3 1
1 TC
Single
scoll
IN+EX
EX 2-
step +
Tumble
flap-
Inte-
grated
Alfa 1.8
Fam.B
1.75 TBI
1 TC
Single
scroll
IN-EX -
CI
welded
Technical Features
BMW 2.0
N20
BMEP BENCHMARK WITH
PASSENGER CAR GDI-TC
48
8
10
12
14
16
18
20
22
24
26
28
30
6
1000 2000 3000 4000 5000 6000
Engine Speed [rpm]
B
r
a
k
e

M
e
a
n

E
f
f
e
k
t
i
v
e

P
r
e
s
s
u
r
e

[
b
a
r
]
Engine
Char-
ging
Cam-
phaser
Var.
Valve
Lift /
Charge
Motion
Exh.
mani-
fold
BMW
2.0
N20
1 TC
Twin -
scroll
IN+EX
IN
conti-
nuos
Sheet
metal
welded
TC
AUDI 1.8
T
EA888-
Gen 3 1
1 TC
Single
scoll
IN+EX
EX 2-
step +
Tumble
flap-
Inte-
grated
Alfa 1.8
Fam.B
1.75 TBI
1 TC
Single
scroll
IN-EX -
CI
welded
Technical Features
Audi 1,8 T
EA 888 Gen 3
BMW 2.0
N20
BMEP BENCHMARK WITH
49
8
10
12
14
16
18
20
22
24
26
28
30
6
1000 2000 3000 4000 5000 6000
Engine Speed [rpm]
B
r
a
k
e

M
e
a
n

E
f
f
e
k
t
i
v
e

P
r
e
s
s
u
r
e

[
b
a
r
]
Engine
Char-
ging
Cam-
phaser
Var.
Valve
Lift /
Charge
Motion
Exh.
mani-
fold
BMW
2.0
N20
1 TC
Twin -
scroll
IN+EX
IN
conti-
nuos
Sheet
metal
welded
TC
AUDI 1.8
T
EA888-
Gen 3 1
1 TC
Single
scoll
IN+EX
EX 2-
step +
Tumble
flap-
Inte-
grated
Alfa 1.8
Fam.B
1.75 TBI
1 TC
Single
scroll
IN-EX -
CI
welded
Technical Features
Audi 1,8 T
EA 888 Gen 3
Alfa 1.8
Fam.B 1.75 TBI
80 kW/l >90 kW/l
BMW 2.0
N20
Alfa 1.8: Sophisticated software as
enabler for aggressive scavenging
competitive performance w/o
expensive components (variable valve
lift, Twinscroll-TC, etc.)
BMEP BENCHMARK WITH
50
EVOLUTION OF TURBOCHARGED GDI
12 12
14 14
16 16
18 18
20 20
22 22
24 24
1000 1000 2000 2000 3000 3000 4000 4000 5000 5000 6000 6000
Engine Engine Speed [rpm] Speed [rpm]
B
M
E
P

[
b
a
r
]
B
M
E
P

[
b
a
r
]
220 220
240 240
260 260
280 280
300 300
320 320
340 340
B
S
F
C

[
g
/
k
W
h
]
B
S
F
C

[
g
/
k
W
h
]
RON 95
2
0
0
5
2
0
1
3
MY 2005 MY 2005
MY 2010 MY 2010
MY 2009 MY 2009
MY 2007 MY 2007
MY 2013 MY 2013
Significant improvements by:
refined combustion systems
increased functionality of the
valve train
improved exhaust gas cooling
(water cooled / integrated
exhaust manifold, water
cooled turbine housing)
53
INLo
INHi
EXLo
EXHi
Cam Timing for TGDI: Exhaust VVL; Intake VVL for Miller
Early intake
closing for
Miller
Short exhaust camshaft
for scavenging at low
engine speed
Long exhaust camshaft
for part load and high
speed
54
5500 6000
Engine Speed [rpm]
1000 1500 2000 2500 3000 3500 4000 4500 5000
E
n
g
i
n
e

T
o
r
q
u
e

[
N
m
]
0
20
40
60
80
100
120
140
160
180
2
6
0
2
7
5
3
0
0
3
5
0
5500 6000
Engine Speed [rpm]
1000 1500 2000 2500 3000 3500 4000 4500 5000
2
3
0
240
2
5
0
27
5
30
0
350
2
5
0
E
n
g
i
n
e

T
o
r
q
u
e

[
N
m
]
0
20
40
60
80
100
120
140
160
180
Future engines offer wider sweet spot
Future engines offer wider sweet spot
area and more favorable full load
area and more favorable full load
2
5
0
BSFC Maps of Current and future GTDI Technology
Contribution from VVA Systems:
VVL for Exhaust
Miller VVL for Intake
55
0 20 40 60 80 100 120 140 160 180 200
Vehicle Speed km/h
T
r
a
c
t
i
o
n

F
o
r
c
e

k
N
6
4
0
2
8
10
7-Speed Transmission
Best Efficiency
0 20 40 60 80 100 120 140 160 180 200
Vehicle Speed km/h
T
r
a
c
t
i
o
n

F
o
r
c
e

k
N
6
4
0
2
8
10
7-Speed Transmission
Road Load Road Load
7-Speed Transmission with Current and Future Engines
56
0 20 40 60 80 100 120 140 160 180 200
Vehicle Speed km/h
Hybridization allows
Hybridization allows
electric driving at low
electric driving at low
power requirements
power requirements
where the ICE would
where the ICE would
otherwise operate
otherwise operate
inefficiently
inefficiently
recharging
operation
+
4-Speed Transmission enhanced with e-Motor
Road Load
58
1. Market Trends
CO2 Reduction
59
Electromagnetic
EMVT (camless)
Electrohydraulic
EHVS (camless)
Direct Acting VVL
Mechanic or
Electrohydraulic
CVVL (Continuously Variable
Valve Lift) Systems shall offer
unlimited flexibility for:
de-throttling in part load
controlling timing/duration
within complete map.
Besides of system oncost the
energy demand as well as
operational safety has to be
considered very carefully.
Principles and Functional Categories of CVVL Systems
(Continuously Variable Valve Lift)
63
Cam phaser
intake
Piston shape for
strat. idle operation
Spark Plug for
conventional spark
ignited mode
Switchable
tappet intake
Gasoline direct
injection
CSI Engine (Compression and Spark Ignition)
AVL - EHVA
tappet
Electro hydraulic
solenoid valve for
internal EGR control
EHVA tappet
64
HCSI -

= 1,0 + int. EGR
B
M
E
P
Engine Speed
SCSI -

> 1,0
HCCI -

> 1,0
HCSI - = 1,0
1x Exhaust Valve hydraulically
Direct Injection
Exhaust Valves
Intake Valves
CSI ENGINE LAYOUT OPERATION STRATEGY
Operation range and different combustion modes
66
0
2
4
6
8
10
40 45 50 55 60 65 70 75 80
-20
-15
-10
-5
0
5
10
15
20
Cycle
C
y
l
.

p
r
e
s
s
.

r
i
s
e

[
b
a
r
/
C
A
]
M
F
B
5
0
%

[
d
e
g

C
A
]
Switching algorithm activ (0.7s) Switching algorithm activ (0.7s)
SI SI
HCCI HCCI
COMBUSTION MODE TRANSITION
Smooth transient by applying transition algorithm
67
1. Market Trends
CO2 Reduction
68
Technology
Cam Phaser
Variable Valve Lift
2 / 3 Step
Variable Valve Lift
Continuous
Cylinder
Deactivation
NA Homogeneous
GDI
TC Homogeneous
MPI / GDI
GDI Stratified
Controlled Auto
Ignition
Huge diversivication
of base technologies
Reduced Reduced
parasitic parasitic
losses losses
Improved Improved
thermal thermal
management management
Energy Energy
recovery recovery
Start / Stop Start / Stop
Hybridization Hybridization

Friction reduction +
energy management
as add-on for all
technologies
MARKET & TECHNOLOGY TRENDS
GASOLINE ENGINES
Highly sensitive
balancing of cost-
to benefit-ratio
69
Micro PC
Engines
< 1,0 l
Small PC
Engines
1,0 - 1,5 l
Medium PC
Engines
1,5 - 2,4 l
Large PC
LDT / MDT
Truck
Cam Phaser
Variable Valve Lift
2 / 3 Step
Variable Valve Lift
Continuous
NA Homogeneous
GDI
TC Homogeneous
MPI / GDI
GDI Stratified
Controlled Auto
Ignition
Cylinder
Deactivation
Engines
> 4 cyl
?
?
?
?
?
?
Technology
New /current
Mainstream:
General Market
Trends:
? ?
?
?
?
note: general worldwide trends, local trends might differ
MARKET & TECHNOLOGY TRENDS
GASOLINE ENGINES (April 2013)
70
New Gasoline Base Technology Options for Further Improvement
Cam Phaser
Variable Valve Lift
2 / 3 Step
Variable Valve Lift
Continuous
NA Homogeneous
GDI
TC Homogeneous
MPI / GDI
GDI Stratified
Controlled Auto
Ignition
Cylinder
Deactivation
NEDC FUEL ECONOMY POTENTIAL RELATED TO
FORMER AND NEW BASELINE TECHNOLOGY LEVEL
Technology
2 4 %
Former Baseline:
4V NA MPFI
New Baseline:
4V GDI TCI
New Baseline:
4V GDI TCI
-
-
5 8 % 2 3 %
2 3 %
6 10% 3 5 %
3 5 %
4 8% 3 6 %
3 6 %
1 3%
5 14% -
-
10 15%
4 8 %
4 8 %
8 13%
3 7 %
3 7 %
-
-
Miller/high
EGR as
alternative
for stratified
lean
5-10%
71
Conclusion, Outlook for Future VVA Systems
Technology will continue to extend the efficiency of internal
combustion engines.
It is assumed that most of future engines will have VVA system in
very different degree of sophistication and complexity.
Switchable valve lift quickly will rise in numbers, cam phaser will
become standard with gasoline engines (Diesel will follow with
smaller extent)
Competition of VVA systems will continue, but not as stand alone
feature, but even more to provide benefits complementary to other
technologies.
System oncost for mechanics and controls, as well as energy
consumption of VVA system have to be assessed very carefully.
72
Thank you very much
Thank you very much
for your kind attention !
for your kind attention !
74
Abbreviations (1/3)
ADD Aggressive Downsized Diesel
AER All Electrical range
BMEP Brake Mean Effective Pressure (spec. value for engine torque)
BSFC Brake Specific Fuel Consumption
CAI Controlled Auto Ignition (general expression for HCCI)
CBR Controlled Burn Rate (AVL patented combustion system for var. charge motion)
CNG Compressed natural Gas
CSI Compression and Spark Ignition (AVL patented comb. system featuring HCCI)
DDE Derated Diesel Engine
DeNOx Nitrogen oxide reducing catalyst
DVCP Double Variable Cam Phaser
DPF Diesel Particulate Filter
EGR Exhaust Gas Recirculation
EURO6 European Emission Limit Stage 6
EV Electric Vehicle
FE Fuel Economy
75
Abbreviations (2/3)
FTP Federal Test Procedure (USA)
GDI Gasoline Direct Injection
Gen.1 Generation 1 (first development stage of engine technology)
HCCI Homogeneous Charge Compression Ignition
HSDI High Speed Direct Injected (Diesel)
ITW Vehicle Inertia Test Weight (curb weight)
LNT Lean NOx Trap
LPG Liquified Petrol Gas
MPI Multipoint Port Fuel Injection
MPV Multi Purpose Vehicle
MY Model Year
NA Naturally Aspirated
NEDC New European Driving Cycle
OBD On Board Diagnosis
OEM Original Equipment Manufacturer (=brand)
ROW Rest of the World
76
Abbreviations (3/3)
PEMS Portable Emission Measurement System
RDE Real Driving Emission
RPM Revolutions per Minute (engine speed)
SCR Selective Catalytic Reduction (for NOx)
SI Spark Ignited
SULEV Super Ultra Low Emission Vehicle (US, California Emission Standard)
SUV Sport Utility Vehicle
TCI Turbo Charged Intercooled
TWC 3-Way Catalyst
VVL Variable Valve Lift
VVT Variable Valve Timing
WLTP World Harmonised Light Duty Vehicle Test Procedure
77
Volvo Group Trucks Technology
Romain LE FORESTIER
VVA conference - University of Pitesti - Romania
1 April 18
th
2013
Advanc ed c ombust i on and engi ne
i nt egr at i on of a Hydr aul i c Val ve
Ac t uat i on syst em

Introduction

Engine concept

Results
Miller cycle on A25 (1200 rpm 25% load)
Miller cycle results B25 and C25 (1500 rpm & 1800 rpm 25%
load)
Optimization on B25 and B50 (1500 rpm - 25% and 50% load)

Conclusion on pHCCI combustion

Hydraulic Valve Actuation features

Next tests
Content

Introduction

Engine concept

Results
load)



Next tests
Content
Background
Combustion concepts
Spark Ignition (SI)
engine (Gasoline, Otto)
Compression Ignition
(CI) engine (Diesel)
Homogeneous Charge
(HCCI)
Partly
Homogeneous
Compressed
Combustion
Ignition (pHCCI)
Spark Assisted
(SACI)
Gasoline HCCI
+ High efficiency
+ Ultra low NO
x
- Combustion control
- Power density
+ Clean with 3-way
Catalyst
- Poor low & part load
efficiency
+ High efficiency
- Emissions off NO
x
and soot
+ Injection controlled
- Less emissions
advantage
Source: Bengt J ohansson, Lund Univ. Source: Bengt J ohansson, Lund Univ.
pHCCI: One name of several for low NOx/ low soot combustion region
pHCCI = PCI = PPC = PCCI

Introduction

Engine concept

Results
load)



Next tests
Content
Engine: Volvo Diesel 10,8L displacement.
US04 base
360hp at 1800 rpm; 1750 Nm at 1200
rpm
FIE: Bosch APCRS B-sample-
6x745cc/30sx140
Cylinder unit: piston ratio 16:1
Air management: VGT short route EGR
Valvetrain: hydraulic valve actuation
Engine Concept HVA VGT-EGR SST

Introduction

Engine concept

Results
load)



Next tests
Content
Use of Miller effect by modifying the IVC (Intake Valve Closing), equivalent in this case
to modify the Intake Valve Opening duration
0
0.2
0.4
0.6
0.8
1
1.2
1
Intake and Exhaust Valve lifts
Mechanical classic lifts vs. Camless lifts
0
2
4
6
8
10
12
14
0 45 90 135 180 225 270 315 360 405 450 495 540 585 630 675 720
Crank Angle
l
i
f
t

[
m
m
]
Classic mechanical intake valve
Classic mechanical exhaust valve
Close angle 340, duration 200
Open angle 380, duration 75
Earl Miller Late Miller
Exhaust valve Intake valve
9
10
11
12
13
14
15
16
17
70 90 110 130 150 170 190 210 230 250
Intake valve opening duration [CA]
E
f
f
e
c
t
i
v
e

C
o
m
p
r
e
s
s
i
o
n

R
a
t
i
o
Effective compression ratio range
from 10 to 16 with both Early and
Late Miller effect
A25. Impact on cylinder pressure at
top dead center with an early Miller
setting: 90 intake valve opening
duration instead of 160
0
10
20
30
40
50
60
70
80
-60 -40 -20 0 20 40 60
Crank angle degree
C
y
l
i
n
d
e
r

P
r
e
s
s
u
r
e

[
b
a
r
]
Reference
Early Miller
Injector pulse
Soot
-100
-50
0
50
100
70 90 110 130 150 170 190 210 230 250
R
e
l
a
t
i
v
e

S
o
o
t

[
%
]
EGR
20
25
30
35
40
70 90 110 130 150 170 190 210 230 250
E
G
R

[
%
]
SNOx AVL439 soot BSFC Temp af.turb.
% % % C
reference 160CA inlet valve opening duration reference reference reference 315
Early Miller 90CA inlet valve opening duration -5 -54 +6 419
Late Miller 240CA inlet valve opening duration
-28 -59 +4 395
A25 - 1200 rpm 438 Nm - 5 bar BMEP
Intake Valve Opening duration sweep on A25 1200 rpm 25% Load
All other parameters kept constant
BSFC
-5
0
5
10
15
70 90 110 130 150 170 190 210 230 250
r
e
l
a
t
i
v

B
S
F
C

[
%
]
NOx
-40
-30
-20
-10
0
10
20
70 90 110 130 150 170 190 210 230 250
R
e
l
a
t
i
v
e

N
o
x

[
%
]
A25 1200 r pm - 25% load
0
500
1000
1500
2000
2500
3000
3500
70 90 110 130 150 170 190 210 230 250
R
e
l
a
t
i
v
e

C
O

[
%
]
0
50
100
150
200
250
R
e
l
a
t
i
v
e

H
C
[
%
]
CO
HC
HC and CO increase with early and late Miller
Temperature after turbine increase with Miller
A25 1200 rpm - 25% load - Exhaust temp. After turbine
300
350
400
450
500
70 90 110 130 150 170 190 210 230 250
E
x
h
a
u
s
t

t
e
m
p

a
f
t
e
r

t
u
r
b
i
n
e

[
C
]
Rate of Heat Release comparison between Early Miller 90CA intake
duration and no Miller (160CA intake duration)
0
100
200
300
400
500
600
700
800
900
1000
-5 0 5 10 15 20
Crank Angle Degree
R
o
H
r

[
J
/
C
A
D
]

a
n
d

I
n
j
e
c
t
i
o
n

r
a
t
e

[
m
m
3
/
m
s
]
0
5
10
15
20
25
30
35
40
45
50
I
n
j
e
c
t
o
r

c
u
r
r
e
n
t

[
A
U
]
ROHR filt.reference 160 intake duration J /CA
ROHR filt.90 intake duration J /CA
injection rate
EGR = 34% for reference
= 16
= 1.7
CombEff = 99.80%
EGR = 25% for 90 intake duration
= 12
= 1.2
CombEff = 98.84%
% % % C
-33 -45 +4 390
B25 - 1500 rpm 418 Nm - 4.8 bar BMEP
% % % C
Early Miller 110CA inlet valve opening duration -8 -98 +3 365
-3 -88 +2 356
C25 - 1800 rpm 358 Nm - 4.1 bar BMEP
Intake Valve Opening duration sweep on B25 and C25
Exhaust Valve lift, injection timing, VGT position, injection pressure are kept constant
B25 1500 rpm - 418 Nm; Optimization around initial Miller
optimum setting
-100
-80
-60
-40
-20
0
20
-4 -2 0 2 4 6 8 10 12
Main Timing [CA BTDC]
R
e
l
a
t
i
v
e

S
o
o
t

[
%
]
Main Timing Swing
reference w/o Miller before optimization
reference w/o Miller after optimization
B25 1500 rpm - 418 Nm; Optimization around initial Miller
optimum setting
0
10
20
30
40
50
60
70
-4 -2 0 2 4 6 8 10 12
Main Timing [CA BTDC]
R
e
l
a
t
i
v
e

S
N
O
x

[
%
]
Main Timing Swing
B25: Main Timing swing on Late Miller setting
0
100
200
300
400
500
600
700
-15 -10 -5 0 5 10 15 20 25 30
Crank angle degree
R
O
H
R

[
J
/
C
A
]
0
2
4
6
8
10
12
I
n
j
e
c
t
o
r

p
u
l
s
e

a
n
d

i
n
j
e
c
t
i
o
n

r
a
t
e
ROHR filt. Timing 10BTDC
ROHR filt.reference
ROHR filt. Timing -3BTDC
Injection rate Main Timing 10BTDC
Injection rate Main Timing 2BTDC
Injection rate Main Timing -3BTDC
Inj. Pulse Main Timing 10BTDC
Inj. Pulse Main Timing 2BTDC
Inj. pulse Main Timing -3BTDC
Injection timing sweep on B25 with the pre-defined late Miller setting: 230 CA intake
valve opening duration instead of 160
VGT position, injection pressure are kept constant
B25 1500 rpm - 418 Nm; Optimization around initial Miller optimum
setting: 230CA intake valve opening duration instead of 160CA
3
2
0
-1
-2
4
-3CA
6CA
8CA
10CA
-100
-80
-60
-40
-20
0
20
40
60
-100 -50 0 50
SNOx [%]
R
e
l
a
t
i
v
e

S
o
o
t

[
%
]
Main Timing Swing
EGR swing with Main Timing -3CA BTDC
EGR = 33%
= 1.54
CombEff = 98.67 %
SNOx AVL415S Soot BSFC Temp af.turb.
% % % C
reference 160CA inlet valve opening
duration, Main Timing 2BTDC reference reference reference 282
Late Miller 230CA inlet valve opening
dur. after opt., Main Timing -3BTDC
-64 -82 +14 393
B25 - 1500 rpm 418 Nm - 4.8 bar BMEP
B50 1500 rpm - 50% load; Optimization around initial B25 Miller
optimum setting: 230CA intake valve opening duration
1650 bar
2000 bar
4CA BTDC
2CA
0CA
-5CA
-100
-80
-60
-40
-20
0
20
-100 -80 -60 -40 -20 0 20 40 60
Relative SNOx [%]
R
e
l
a
t
i
v
e

S
o
o
t

[
%
]
reference B50 w/o Miller
Prail increase starting from B25 Miller settings
Main Timing Swing
EGR swing at -5CA Main Timing
reference B50 w/o Miller
1st: Injection pressure increase on B50 with late Miller setting
2nd: Injection timing sweep
3rd: EGR increase
B50. Late Miller setting, late Main Injection, high EGR
0
10
20
30
40
50
60
70
80
90
-30 -20 -10 0 10 20 30 40 50 60
Crank angle degree
C
y
l
i
n
d
e
r

p
r
e
s
s
u
r
e

[
b
a
r
]
0
100
200
300
400
500
600
R
a
t
e

O
f

H
e
a
t

R
e
l
e
a
s
e

[
J
/
C
A
]

a
n
d

I
n
j
e
c
t
i
o
n

r
a
t
e

[
m
m
3
/
m
s
]
Cylinder pressure; 2000 bar injection pressure; Timing -5BTDC
Injector pulse
RoHR
Injection rate

Introduction

Engine concept

Results
load)



Next tests
Content
The combination of low effective compression ratio, relatively high EGR level and
operation close to stoichiometry provides the "no Soot/ no NOx" conditions
pHCCI is only possible at the expense of relatively low combustion efficiency and
high emissions of CO and HC.
Lowest soot values when combustion started after end of injection.
The simultaneous soot and NOx reduction seems to be a combination of good
premixing, due to longer ignition delay, and low local combustion temperature due to
lack of oxygen.
Such "No Soot/ No NOx" conditions cannot be reached on 50% load even if NOx-
Soot trade off is improved compared to normal reference Diesel combustion without
Miller.
This pHCCI combustion is also very interesting for after treatment systems and
especially SCR
Conclusion from 2005-2007 tests

Introduction

Engine concept

Results
load)



Next tests
Content
High pressure rail
Medium pressure rail
Low pressure tank
Low pressure tank
High pressure rail
Medium pressure rail
Low pressure tank
Low pressure tank
One electro-hydraulic actuator per valve
Independent oil circuit with low viscosity oil
Engine separated oil pump
Dedicated control unit (VDM+)
High pressure circuit for power (100 / 210 bar)
Medium pressure circuit for control (30 / 35 bar)
Low pressure circuit for pump loop (1 bar)
HVA system architecture
SENSOR
ANALOG FILTERING BOX
3kHz filtering frequency
1 pole (-20dB/dec)
ANALOG/DIGITAL CONVERTER
10kHz sampling
LIFT CONVERTER
2
nd
order polynomial fit
VALVE LIFT CALIBRATION
Seat (0mm)
Boost stop (3,5mm)
Hardstop (12mm)
Vent and supply
valves command
SENSOR BOX
Offset (0V)
Amplification (0-2V)
FEEDBACK/FEEDFORWARD CONTROLLERS
Valve open timing
Valve lift command
Debounce depth
Debounce duration
Valve close timing
Landing knee command
Landing rate command
OPEN LOOP MAPS
HVA system control
-0,5
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
5
5,5
6
6,5
7
7,5
8
8,5
9
9,5
10
-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 -140 -120 -100 -80 -60
Crankshaft angle (deg)
Valve lift (mm)
Valve lift timing and duration
HVA system flexibility
Valve lift height
Valve landing velocity
-0,5
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
5
5,5
6
6,5
7
7,5
8
8,5
9
9,5
10
-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 -140
Valve lift (mm)
Valve lift height
Valve events per cycle
-0,5
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
5
5,5
6
6,5
7
7,5
8
8,5
9
9,5
10
-360 -300 -240 -180 -120 -60 0 60 120 180 240 300 360
Valve lift (mm)
Valve lift height
Valve opening velocity
-0,5
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
5
5,5
6
6,5
7
7,5
8
8,5
9
9,5
10
-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160
Valve lift (mm)
172bar 138bar
Valve lift height
Valve opening velocity
Intake valve opening
-0,5
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
5
5,5
6
6,5
7
7,5
8
8,5
9
9,5
10
-420 -400 -380 -360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160
Valve lift (mm)
Comparison with cam-driven valve lifts
Mechanical actuation versus hydraulic actuation at low engine speed
Mechanical actuation versus hydraulic actuation at high engine speed
HVA system performances
Open timing accuracy: +/- 2 crdeg
Close timing accuracy: +/- 3 crdeg
Lift accuracy: +/- 0,2 mm (<3,5mm)
+/- 0,5 mm (>3,5mm)
Open flank duration: < 3 ms
Open flank duration: < 3 ms
Accuracy and repeatability
HVA system performances

Introduction

Engine concept

Results
load)



Next tests
Content
Cylinder de-activation
What is the impact on fuel?
How much does it improve heat-up
How many cylinders shall be de-activated?
At which load is cylinder de-activation beneficial?
Exhaust valve re-opening during intake stroke
Is it beneficial with VGT or FGT?
What is the impact in transient?
At which load is exhaust valve re-opening beneficial?
How much can it limit exhaust temperature?
Miller effect using exhaust valve instead of intake valve
Is it beneficial for Early and/or for late Miller?
What is the impact on NOx?
What is the impact on fuel?
Since 2007, confidential tests performed
Thank you!
Adrian CLENCI 18/04/2013
VVA technique as a way to improve

SIE efficiency.
Results obtained at the University of Pitesti

in
close cooperation with le Cnam Paris
1,2
Adrian CLENCI,
2
Pierre PODEVIN
1
University of Pitesti, Automotive

and

Transports Department
2
Le Cnam

de Paris, LGP2ES, EA21
2/24

SIE

efficiency.
Results obtained at the University of Pitesti in cooperation with Cnam Paris
Introduction
Experimental results
Conclusions
CFD Simulation
3/24
INTRODUCTION
Internal Combustion Engine
=
(still) the main energy source for ensuring road mobility
Problem:
Negative impact on the environment
(fuel consumption and pollution)
EU Regulation no 443/2009
130 g CO2/km in 2015

& 95 g CO2/km in 2020
4/24
INTRODUCTION
5/24
Engine

operation

area during

NEDC

sfc[g/KWh] @ NA engine
Overall engine efficiency needs to be improved
rather

under

low

loads

and

speeds where

the

overall

efficiency

decreases
from

the

not

very

high

peak

values (35%) to dramatically

lower

values (< 10%)
VARIABLE VALVE ACTUATION
INTRODUCTION
6/24
INTRODUCTION
S
i
n
e
r
g
y
7/24
HARA ViVL
Variable intake

Valve Lift
OHV
OHC
INTRODUCTION
8/24
Introduction
Experimental results
Conclusions
CFD Simulation

SIE

efficiency.
9/24
Number of cylinders 4
Stroke [mm]/Bore[mm] 77/76
Volumetric Compression Ratio 9.0
Combustion chamber Wedge type; 2 valves
Exhaust Valve Law
Maximum Valve Lift, MVL [mm] 7.5
Exhaust Valve Opening, EVO [CA BBDC] 73
Exhaust Valve Closing, EVC [CA ATDC] 42
Minimum Intake Valve Law
(Hmin)
Intake Valve Opening, IVO[CA ATDC] 19
Intake Valve Closing, IVC [CA ABDC] 29
Maximum Intake Valve Law
(Hmax)
Intake Valve Opening, IVO [CA BTDC] 15
Intake Valve Closing, IVC [CA ABDC] 73
EXPERIMENTAL RESULTS
Main parameters of the HARA ViVL

PFI SI engine prototype
10/24
Lifting laws
0
1
2
3
4
5
6
7
8
9
0 60 120 180 240 300 360 420 480 540 600 660 720
[CA]
V
a
l
v
e

L
i
f
t

[
m
m
]
E x h a u s t I n t a k e
TDC
BDC BDC
Hmax
Hmin
Idle operation @ 800 rpm. Stoechiometric operation
Variable
11/24
Instrumentation of the engine
Idle operation @ 800 rpm. Stoechiometric operation
12/24
Fuel consumption. Cyclic dispersion
Idle operation
800 rpm
Stoechiometric operation
18.2%
15.6%
18.2%
14.4%
19.9%
22.9%
20.2%
20.4%
20.9%
18.1%
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
30 25 20 15 10 5 0 -5 -10 -15
IA[CA]
Ch[Kg/h]
0%
5%
10%
15%
20%
25%
I
m
p
r
o
v
e
m
e
n
t
[
%
]
Hmax
Hmin
Improvement[%]
0
4
8
12
16
20
24
28
30 25 20 15 10 5 0 -5 -10 -15
IA[CA]
C
o
V
I
M
E
P
[
%
]
Hmax
Hmin
13/24
Indicated diagrams. Heat release
Throttle plate opening:
20,8

Hmin
21,6

Hmax
IA = 30 CA
- Higher peak pressure
ECR =

8.1 for Hmin

and 5.8 for Hmax
- Higher RoHR
-

Earlier EoC
IA = 30 CA
14/24
An improved engine operation at idle for the minimum intake valve law
Causes:
-

increased intake flow velocity increased turbulence
improving of the fuel-air mixing process
-

a lower amount of residual burned gas as a consequence of a lower IEGR intensity
In order to see the detailed phenomena about the intake flow velocity,
a CFD study

was launched.
Conclusions
These two factors led to a better and more repeatable combustion
15/24
Introduction
Experimental Results
Conclusions
CFD Simulation

SIE

efficiency.
16/24
CFD SIMULATION
Geometry. Meshing. Calculation.
0

CA/TDC

:
1 231 195 elements
180

CA/BDC

:
1 589 954 elements
Turbulence model:
k-

Realizable
Dynamic Simulation
with
ANSYS-FLUENT:
i.e. the airflow is driven entirely by
the motion of the piston and valves
17/24
CFD SIMULATION
Results. Pressure curves. CFD model

validation
The

motored

engine

@ 800 rpm

was

simulated
for a 20.8

throttle opening
for the 2 situations: Hmin

and Hmax
18/24
CFD SIMULATION
Results. Flow velocity fields
Hmin:
WSA_max

= 272CA
W
SA_max

= 160 m/s
Hmax:
WSA_max

= 315CA
W
SA_max

= 32 m/s
19/24
CFD SIMULATION
Results. In-cylinder air mass

0
1
2
3
4
5
6
7
8
9
10
-375 -350 -325 -300 -275 -250 -225 -200 -175 -150 -125 -100 -75 -50 -25 0
[CA]
p
c
y
l
[
b
a
r
]
CFD_Hmin
CFD_Hmax
A compromise should be done between internal aerodynamics, pumping and filling efficiency
20/24
CFD SIMULATION
Results. Large scale movements -

Swirl
2
SN
I n

Hmax Hmin
Fluid particles trajectories
the trajectories described by the particles are longer

at Hmin,
as a result of the intensification of swirl motion
21/24
CFD SIMULATION
Results. Turbulent Kinetic Energy & Turbulent Intensity
75.87
59.46
10.09
1.05
10.35
6.94
2.44
0.92
0
10
20
30
40
50
60
70
80
_Wmax_air _intake MVL End of intake stroke End of compression
stroke
T
K
E
[
m
2
/
s
2
]Hmin
Hmax

6.21
5.92
2.47
0.81
2.16
1.97
1.21
0.75
0
1
2
3
4
5
6
7
_Wmax_air _intake MVL End of intake stroke End of compression
stroke
I
T
[
%
]
Hmin
Hmax
22/24
Introduction
Experimental Results
Conclusions
CFD Simulation

SIE

efficiency.
23/24
CONCLUSIONS
Gasoline engine evolution
Ignition
Air-fuel ratio
Variable Valve Actuation
Fuel economy Pollution reduction +
24/24
Thank you!
Merci !
Grazie!
Danke

Schon!
Multumesc

!
Adrian CLENCI
adrian.clenci@upit.ro, adrian.clenci@cnam.fr
University of Pitesti, Automotive and Transports Department
Le Cnam de Paris, LGP2ES, EA21

VVAWorkshop Pitesti

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2013

MULTI DI SCI PLI NARY UNI VERSI TY

La rduction de consommation de carburant est un objectif primordial de 1

Fuel economy improvement: approx. 3

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