2010.10.

01 KAIST Engine Laboratory

Sungsan Park

Contents

Introduction
Researches on VVA

VVA applied on conventional engine

KAIST Engine Lab.

Introduction
Researches on VVA

VVA applied on conventional engine

KAIST Engine Lab.

Variable Valve Actuation

Variable Valve Actuation (VVA) : Any mechanism or method that can alter the shape or timing of a valve lift event within an internal combustion engine.

[SAE Paper 2008-01-1359, Technische Universitat Braunschweig, Institute of Internal Combustion Engines]

Fully Variable Valve Actuation (FVVA) : Camless Valve Train

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Advantage of VVA

IVL and IVO points taken for 2000 rpm, 2.5 bars IMEP show sfc & NOx values. The data is taken from Audi EA113 4-Cylinder Test bench engine.

[SAE Paper 2008-01-1353, Robert Bosch GmbH]

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Efficiency vs. Valve-train Technology

Efficiency

5%

Mechanical Variable Valve-train Cam profile Switching Camshaft Phasing Cam profile optimization

Camless Electro-Magnetic Valve-train

10 %

Camless Electro-Hydraulic & Pneumatic Valve-train

Fully Variable Valve Actuation

1990 2010 Year

KAIST Engine Lab.

Introduction
Researches on VVA

VVA applied on conventional engine

KAIST Engine Lab.

SAE Papers about VVA (2005~2010)

Type of Valve Train
etc. 5 ElectroHydraul ic, 14 Mecha nical 18 ElectroPneum atic 3 ElectroMagnet ic 10
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Type of Research
Control 6

VVT 11

etc. 7

Strategy 10

Valve Train Design 25

Simulation 13

Varieties of Valve Train Design (1)

Mechanical

[SAE Paper 2005-01-0767]

[SAE Paper 2007-01-1290]

[SAE Paper 2008-01-1346]

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[SAE Paper 2007-01-1285]

Varieties of Valve Train Design (2)

Electro-Magnetic Electro-Pneumatic

[SAE Paper 2005-01-0772]

[SAE Paper 2006-01-0041] [SAE Paper 2005-01-0773]

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Varieties of Valve Train Design (3)

Electro-Hydraulic

M M

[SAE Paper 2008-01-1355] [SAE Paper 2007-01-1295]

[, , KAIST]

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Points to be Considered when Designing Actuator for Valve Train (1)

Acting Force of the Actuator

In case of exhaust valve, pgas is very large.

FVVA = 852 N (intake valve)
FVVA = 852 N to 2265 N (exhaust valve)

[SAE Paper 2008-01-1359]

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Points to be Considered when Designing Actuator for Valve Train (2)

Tappet Valve Sitting Velocity

Opening time

Valve Lift

Inadequate slowing down of the valve can cause significant deterioration of the valve seat and other parts, or NVH(Noise, Vibration, and Harshness ) problem.
Landing stage

Sitting Velocity 0.5 m/s

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Efficiency vs. Valve-train Technology

Efficiency

5%

Mechanical Variable Valve-train Cam profile Switching Camshaft Phasing Cam profile optimization

Camless Electro-Magnetic Valve-train

10 %

Camless Electro-Hydraulic & Pneumatic Valve-train

Fully Variable Valve Actuation

1990 2010 Year

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Pneumatic vs. Hydraulic

Advantages of Pneumatics Disadvantages of Pneumatics
Pneumatic systems are constrained to working with lower pressure(2~9 bar) compared to hydraulic systems(~275bar). Compressibility of the working fluid can make valve lift profile shaping and valve seating difficult.

Viscosity of working fluid is insensitive to changes in temperature.

External leakage is not a factor.

Relatively safe when valve hits the piston head.

A separate pneumatic supply system must potentially be packaged for the engine.

[SAE Paper 2005-01-0771]

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Gas type accumulator A Servo valve (Moog) B

* Operating pressure : 50bar~100bar

50

Pressure filter ~ 10 (LPM) Pressure relief valve (150bar) Engine valve -Spring constant: 25 N/mm - Preloaded force: 60 N

80
Cooler M

M Motor(3hp) Suction filter Return filter Engine valve

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[, , KAIST] KAIST Engine Lab.

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Hydraulic snubber design

Camless Engine valve position and velocity profile: (a) Simulation(AMESim), (b) Experimental result, (c) Experimental result(close up for landing stage) KAIST Engine Lab.
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[, , KAIST]

Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

Objective Analyze the opening phase of an exhaust valve Numerical analysis to validate and update the model Derive an estimation of the HVC system power demand potentiality

[SAE Paper 2008-01-1355, University of Perugia] KAIST Engine Lab.

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Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

HVC Starting : The ECU triggers the three-way electro-valve.

EV Opening : The supply port(S) opens and oil at the supply pressure flows to the power piston pushing down the engine valve.
EV Holding : Spool valve is designed in such a way that the load port(L) closure and the arrival of the engine valve at its maximum lift are synchronized.
Given the value overshooting obtained during the EV opening, the oil volume trapped over the power piston(P2) is compressed by the engine valve spring well above the supply pressure.

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Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

EV Closing : At the end of ET, the three-way electrovalve is discharged, so the spool valve is pushed back to its rest position. Energy recovery : During the period in which the load port(L) is connected again to the supply port(S)m the highly pressurized oil trapped in the actuator flows back to the supply line. This backflow results in the recovery of energy supplied to move the engine valve. Discharge : The supply port is closed and, the oil remaining in the power piston volume is discharged. Landing : The use of a calibrated orifice ensures a soft landing of the engine valve.

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Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

Engine valve lift and duration can be modified by the ECU, by varying the supply pressure and the energizing time duration respectively.

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Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

Analysis of Back Pressure Effect

The cylinder pressure increase significantly reduces the maximum valve lift. This behavior is due both to a loss in the synchronization between the spool and the engine valves, and to the aerodynamic direct braking effect of the engine valve.

Consequently, the opening and closing phase durations are unchanged, hence the global shape of the valve lift profile is not dramatically altered.

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Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

Energy Consumption Analysis

For the analysis only the actuator was considered by measuring the oil consumption (averaged over 5000 shots basis), which is supposed to be supplied at a constant pressure. At a given back-pressure level, the energy required by the HVC actuator remains almost constant for energizing times from 20 ms to 6 ms, due to the absence of hydraulic energy requirements during the holding phase.

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Experimental and Numerical Study of an Electro-Hydraulic Camless VVA System

Overall HVC System Power Demand Estimation

As a result, the HVC system compared well with other electro-hydraulic camless systems. As far as the conventional valve train data are concerned, the HVC system FMEP at full load is higher than a conventional valve train. However the part load HVC system values appear to be noticeable.
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Valve Actuation Strategies

Miller/Atkinson Cycle (EIVC/LIVC) : Reduce pumping loss Asymmetric Valve Lift : In-cylinder swirl Better A/F mixing Cylinder Deactivation : Reduce fuel consumption in the part load operation. Internal Exhaust Gas Recirculation : By second opening of intake or exhaust valve. Extending Operation Range of Alternative Combustion Operation Mode Switching Throttless (SI Engines) 2/4-Stroke Switching (SI Engines) Exhaust Brake (Heavy Duty Vehicles)

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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level
Objective Examine the emissions, performance, and combustion characteristics of the engine using late intake valve closing(LIVC) to determine the benefits and limitations of this strategy to meet Tier 2 Bin 5 NOx requirements without after-treatment

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[SAE Paper 2008-01-0637]

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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level

LIVC changes the path of the fuel parcel at the very beginning when fuel is injected into the combustion chamber. Due to the lower compression temperature, the ignition delay increases, which provides a longer mixing time prior to the start of ignition(A to B).

The local equivalence ratio is reduced, which contributes to soot reduction.

Lower combustion temperature also reduces the NOx formation.
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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level Effective Compression Ratio(CR)

Effective IVC volume is used rather than Cylinder volume at IVC for better representation of the actual in-cylinder compression process. The volumetric CR decreases almost linearly with intake valve closing. However, very little change was observed in the pressure based effective CR. Significant changes in effective CR occurs when the IVC timing is retarded by more than 50 CADs.
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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level Effects of Late Intake Valve Closing on Engine Performance and Emissions A1 LIVC Sweep, Constant EGR
Reducing the effective CR from 14.5 to 11.0 is equal to about 80 Celsius temperature reduction near TDC. When performing LIVC sweeps, injection timing is advanced to maintain the MFB50 at CAD after TDC.

For both cases, cool flame combustion was observed before the main combustion.
Although the combustion phasing is maintained, LIVC results in lower peak heat release rate and longer combustion duration due to the lower combustion temperature. LIVC reduces the temperature during the whole compression and combustion process, which is the key reason of the NOx reduction.
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KAIST Engine Lab.

Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level
EINOx was reduced by up to 50% when effective CR was reduced to lower than 12. Although further retarding the intake valve closing would result in lower NOx emissions, higher boost pressure was needed to offset the decreasing volumetric efficiency, which might result in higher pumping losses depending on the turbocharger efficiency

Combustion noise monotonically decreases with decreasing effective CR due to the lower peak AHRR. At the Tier 2 Bin 5 NOx emission level, LIVC generally increases the HC and CO emissions due to the sweet spot
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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level Effects of Late Intake Valve Closing on Engine Performance and Emissions A2 LIVC Sweep, Constant NOx

Cylinder pressures of LIVC are consistently lower than the baseline during the compression and expansion stroke due to;
Lower effective CR Lower EGR percentage

Although less EGR is used, LIVC still needs higher boost pressure because of the significantly lower volumetric efficiency.

LIVC generates lower bulk gas temperature during the compression stroke, which increases the ignition delay.
After combustion, LIVC achieves higher bulk gas temperature because of the lower in-cylinder gas density(less EGR).

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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level
Advancing the fuel injection timing may reduce the smoke emissions, but combustion noise increases. LIVC reduces smoke emissions by more than 95% because of the longer ignition delay. Not too much variation is observed for HC emissions, while CO emissions decrease with decreasing effective CR, due to the sweet spot Intake manifold pressure is determined based on the air flow rate and the required EGR. Exhaust manifold pressure is set so that the required turbocharger efficiency is maintained at 35%. Both IMP and EMP increase with decreasing effective CR. The pressure difference(dP) between EMP and IMP, which influences the pumping losses, also increases. Although the LIVC results in higher combustion efficiency, NSFC increases by about 4% due to the higher pumping losses.
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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level Effects of Late Intake Valve Closing on Engine Performance and Emissions A3 LIVC Sweep, Constant NOx

In order to reduce the combustion noise, the main injection timing is retarded to ATDC. A small pilot is injected before TDC to achieve better smoke-noise trade-off and improve the combustion stability. The effects of LIVC on ignition delay, pressure, bulk temperature are similar to A2 condition. LIVC results in higher peak heat release rate than the baseline IVC, due to the difference of combustion mode. (Diffusion burn)
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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level

The baseline fuel injection timing is retarded. As a result, ignition delay increases. The majority of the combustion starts after the end of fuel injection. Combustion is in the late PCCI mode.

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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level

About 15% less EGR is needed to meet the same NOx emissions if effective CR is reduced from 14.5 to 11.0. Smoke emissions are reduced by 40% at Bin 8 level and 60% at Bin 5 level. Both HC and CO emissions increase, but absolute quantities of HC and CO are very low at this operation condition. Intake and Exhaust pressure difference(dP) increases with decreasing effective CR if the required turbocharger efficiency is constant. In average, LIVC increases NSFC by about 1.5% for both cases.

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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level Expanded Early PCCI Operation Range
The tests conducted at the A2 condition(1600rpm, 540 kPa NMEP) show the potential of using LIVC to expand the early PCCI operation range. Both smoke and noise increase with increasing load, which is consistent with the HRR and ignition delay trends. Figure 16 clearly presents the benefits of LIVC in reducing smoke and noise and shows how a higher load is achievable within the smoke and noise limits. Using LIVC80 expanded the noise and smoke limited load to about 635 kPa NMEP.

Pumping losses are the main concern of using LIVC to expand the early PCCI operation range.
Manifold dP increases very quickly as load increases, resulting in higher fuel consumption.
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Late Intake Valve Closing as an Emissions Control Strategy at Tier 2 Bin 5 Engine-Out Nox level Summary and Conclusions

25%-50% NOx reduction attributable to LIVC depending on the operating conditions and injection strategies if the combustion phasing, IMT, AFR, and EGR are fixed. For constant NOx emissions, LIVC can be used to reduce the EGR requirements. LIVC reduces the EGR requirement by 25% at low loads, 15% at high loads. LIVC significantly reduces the soot emissions at all operating conditions.
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Introduction
Researches on VVA

VVA applied on conventional engine

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MultiAir Technology (Fiat)

A valve tappet (cam follower), moved by a mechanical intake cam, is connected to the intake valve through a hydraulic chamber, controlled by a normally open on/off solenoid valve. [Lucio Bernard, Andrea Ferrari, Damiano Micelli, Aldo Perotto, Rinaldo
Rinolfi, Francesco Vattaneo, Electro-hydraulic Valve Control with MultiAir Technology, ATZ autotechnology 06, 2009 Volume 9, pp.32-37]

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MultiAir Technology (Fiat)

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MultiAir Technology (Fiat)

MultiAir technology is applied to Alfa Romeo MiTo 1.4L JTB Engine. Without MultiAir : 153 hp and 230 Nm while using 6.5 L/100km. With MultiAir : 168 hp and 250 Nm while using 6.0 L/100 km.

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