Variable Valve Timing 2021-22

Chapter 1
INTRODUCTION
Engine breathing is analogous to the breathing of any living organism. At rest, the
lungs take in the necessary amount of air for normal function. When running, the lungs
and heart work faster to supply more oxygen to the system. Engines can't do that because
their breathing apparatus (comprised intake manifolds, intake runners, valves, valve lift
and throttle bores) is fixed.

There was a time when engines had to be big to be powerful. There was a time
when engines could either be tuned for low-rpm torque or high-rpm power, but not both.
There was a time when a specific output of 100 hp per liter was the stuff of race car
fantasies. Today these limitations are all but gone. Getting 100 hp for each liter of
displacement is now possible on cars that have to get good gas mileage, emit clean air, act
civilized enough for your grandmother to drive them, and sell for under $20,000
Remember that an engine is basically a glorified air pump and, as such, the most effective
way to increase horsepower and/or efficiency is to increase an engine's ability to process
air. There are a number of ways to do this that range from altering the exhaust system to
upgrading the fuel system to installing a less-restrictive air filter. Since an engine's valves
play a major role in how air gets in and out of the combustion chamber, it makes sense to
focus on them when looking to increase horsepower and efficiency. This is exactly what
Honda, Toyota and BMW and quite a number of other manufacturers have done in recent
years.

Poppet values are used in gasoline and diesel engines to control the inlet and
exhaust of air passing through the engine. When the intake values open, air is drawn into
the engine cylinder. After the fuel has been burnt, the exhaust valves then open to let it
leave. In conventional engines, the poppet valves open and close at a constant speed.
Their timings do not depend on how fast the engine is running. At high engine speeds
[e.g., when overtaking a slower vehicle], this starts to become a problem. Large amounts
of air are required by the engine at higher speeds. However, the intake valves may close
before all the air has been given a chance to flow in. On the other hand, if the valves were
calibrated to remain open for longer periods of time, problems start to occur at the lower
engine speeds. In these situations, unburnt fuel may exit from the engine since the valves
are still open. This leads to lower engine performance and increased emissions. By using
advanced systems to alter the opening and closing of engine valves, they have created
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more powerful and clean burning engines that require less fuel and are relatively small in
displacement.

Naturally, talking about reduction of engine fuel consumption means to keep

unvaried, sometimes improved, the performance level of current engine production.
Dealing with engine topics exclusively, improving fuel economy to reduce CO2
emissions means improving the engine thermal efficiency. As it is usual in engine
management, this target can be met following different routes, each of them could be an
effective way with different cost-to-benefit ratio. Often, it could be observed, it is helpful
to adopt numerous solutions contemporaneously. As an example, fast combustion, lean
burn, variable valve timing and actuation, gasoline direct injection and so long may be
reminded. During most of its average life, a road engine is run under low load and low
speed conditions. It is known that load reduction in spark-ignition engines is traditionally
realized by introducing additional losses during the intake stroke by means of a throttle
valve. In these operating points, the engine efficiency decreases from the peak values
(already not very high) to values dramatically lower. The optimization of intake and
exhaust valve timing can provide significant reductions in pumping losses at part load
operation. In this paper, the benefit of engine load control performed by using a simple
variable cam phaser has been analysed and the influence of the VVT strategy on the
combustion process and Engine performance has been evaluated.

1.1 The VVT Engine

The Engine under study derives from a small displacement, 2 valves per cylinder,
MPI engine developed in late 1980s. The objective of this paper is to contribute to the
development of an up-to-date version pursuing, among others, the target of improving
engine fuel economy. To this aim, the adoption of a continuous variable valve timing
(VVT) system, able to optimize engine torque and efficiency, has been considered. In
particular, the VVT technology here proposed is mainly aimed to the load control and the
generation of internal exhaust gas recycle (EGR) rather than to the volumetric efficiency
optimization. Due to economic constraints, the engine architecture with a single camshaft
for the valve actuation has been kept. A continuously variable cam phaser (CVCP), able
to shift the overhead camshaft to retarded positions at constant overlap, has been chosen.
This simple and economic system allows a load control shared between CVCP and
throttle. Delaying all valve events, an intensive backflow at the intake end occurs (reverse

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miller cycle) and a large amount of exhaust gas comes back into the cylinder (internal
EGR).

The Fig. 1.1 shows the graph of Camshaft to retarded Positions at Constant
Overlap. Combining reverse miller cycle and internal EGR a significantly high de-
throttling effect can be achieved, thus reducing the pumping losses at part load and
improving the fuel economy in many driving conditions. Obviously, the engine load
control by means of the CVCP system at fully un-throttled operation is limited by the
EGR tolerance of the engine. In order to improve this engine characteristic at medium and
low loads, when the engine is operated at high EGR rate, a particular exhaust port
geometry, able to generate a variable swirl motion of recirculated exhaust gases, has been
designed. In detail, an exhaust valve masking has been adopted in order to generate an
intensive swirl motion of the re-aspirated exhaust at low valve lifts. Combining this effect
with the swirl motion generated during the late intake process allows obtaining a high
turbulence level at part load, improving the combustion quality and making tolerable high
charge dilutions, some details of the prototype engine are illustrated). Thus, optimized
port-valve designs could provide high turbulence levels and high volumetric efficiency in
order to achieve both satisfying fuel economy at part load and appreciable full load
performance.

Fig. 1.1 Camshaft to Retarded Positions at Constant Overlap Graph

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Chapter 2
LITERATURE SURVEY
Seonyeob Kim et al. [1], Recently, many studies have been conducted on the
conversion of conventional fossil fuels to alternative fuels. Natural gas is one of the best
alternative fuels because it is a low-carbon fuel. In natural gas engines, port fuel
injection is generally adopted rather than direct injection because of the compatibility of
the injection system in a positive ignition engine. However, methane, of which the global
warming potential is 28 times than that of carbon dioxide, is highly likely to emit during
the valve overlap in port fuel injection engines. The methane slip phenomenon could be
reduced by changing the intake and exhaust valve timing. However, few studies have
discussed engine performance and emission characteristics through valve timing changes
in natural gas engines. Therefore, in this study, experiments were conducted under the
valve timing variations with/without boosting in a natural gas engine.

Erik Hockerdal et al. [2], With stricter emission legislations and demands on low
fuel consumption, new engine technologies are continuously investigated. At the same
time the accuracy in the overall engine control and diagnosis and hence also the required
estimation accuracy is tightened. Central for the internal combustion control is the
trapped cylinder charge and composition. Traditionally cylinder charge is estimated using
cycle averaged manifold pressures and engine speed in e.g., two-dimensional look-up
tables. With the introduction of variable valve timing, two additional degrees of freedom
are introduced. To incorporate support for these new dimensions in a traditional look-up
table estimation approach would be rather expensive in terms of model calibration and
collection of empirical data. This is especially true if the cam phasers are given large
enough authority to offer the powerful thermal management capabilities required to fulfil
future emission legislations.

I. Zibani et al. [3], Variable valve timing (VVT) enables the valve events to vary
with RPM for optimum engine performance. It alters the timing on the camshaft using
pneumatic, hydraulic or electromechanical means. The Cameless Stepping Valve system
uses software-controlled valve events. Here, VVT is achieved by advancing/retarding
valve events using only the direction of the piston and interpolated virtual angles on the
flywheel. The engine model used has an optimum RPM of 24000, which translates to a
period of 2.5mS. A 10 angle increment on the flywheel corresponds to 6.9µS. As a result,

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a retardation/advance of 10 would mean that the valve will open/close 6.9µS after the
current/previous TDC. A 9bit real-time digital counter was triggered to count the
calculated angles at every Otto Cycle so that advance/retard is updated at every RPM. In
this project, it was demonstrated that valve event control is possible using interpolation of
virtual angles on the flywheel, replacing a multi-tooth timing wheel. The proposed
technique is more accurate and robust.

Jorrit wronski et al. [4], This paper presents a reciprocating expander concept for
organic Rankine cycle applications using a novel rotating variable timing admission valve
system, enabling the adjustment of the expansion ratio in real time while the expander is
running. An organic Rankine cycle experimental test rig with n-pentane as the working
fluid and a single-cylinder reciprocating piston expander was developed. Experiments
were conducted for evaporation temperatures ranging from 125 °C to 150 °C and
condensation temperatures ranging from 20 °C to 40 °C. The performance of the
reciprocating piston expander was investigated in terms of the torque of the expander,
pressure inside the cylinder, isentropic efficiency of the expander, and net power
produced by the expander. Based on the experimental data, a dynamic model of the
system was formulated in the object-oriented language, Modelica. The model was
validated using the experimental results and then used to predict the performance of the
expander. Special attention was paid to the robust modelling of the valve actuation to
avoid computational inefficiencies caused by singularities of state variables or their
derivatives. The results indicate that the expander produces up to 2.5 kW of electricity
from a low-temperature heat source while operating at pressure ratios ranging from 10 to
16.5 with an isentropic efficiency of approximately 70%. The relative differences
between the model and the measurements of the isentropic efficiency and power output of
the expander per revolution were ±10% and ±30%, respectively.

Julian D. Osorio et al. [5], In this work, a Continuous Variable Valve Timing
(CVVT) system for load control in spark-ignition engines is proposed, analysed, and
compared with a conventional Throttle-controlled Engine. An analytical model for ideal
processes is initially developed to study the performance of both cycles during part-load
operation. Then, irreversibility’s comprising charging dilution effects and heat losses
during compression and expansion strokes are considered to approach a more realistic
engine operation. At full-load, both cycles reach a maximum efficiency corresponding to
that of an Otto cycle. However, a reduction in the efficiency occurs at part-load operation,

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with the CVVT Engine having a higher efficiency with respect to the Throttled Engine
due to its unthrottled load control mechanism, which avoids power consumption caused
by friction during air intake. It is found that charge dilution exerts a strong impact in
the net power output and efficiency of both cycles. Additional reductions in power output
and efficiency are caused by heat losses. At part-load operation, lower temperatures and
pressures are reached in the CVVT Engine, which imply lower mechanical stresses that
favour engine lifetime. It also represents a potential for additional efficiency enhancement
via increasing combustion temperature. Finally, a fuel economy estimation analysis is
carried out to provide quantitative assessment about the economic advantage of the
proposed CVVT Engine. From this analysis, a fuel economy increments of up to 4.1% is
obtained for a CVVT Engine with respect to a Throttled Engine at a 20%–30% load,
which is typical of a real vehicle engine operation.

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Chapter 3
DEVELOPMENT OF VVT TECHNOLOGY
3.1 VVT Technology
Fiat was the first auto manufacturer to patent a functional automotive variable
valve timing system which included variable lift. Developed by Giovanni Torazza in the
late1960s, the system used hydraulic pressure to vary the fulcrum of the cam followers.
The hydraulic pressure changed according to engine speed and intake pressure. The
typical opening variation was 37%.

In September 1975, General Motors patented a system intended to vary valve lift.
GM was interested in throttling the intake valves in order to reduce emissions. This was
done by minimizing the amount of lift at low load to keep the intake velocity higher,
thereby atomizing the intake charge. GM encountered problems running at very low lift,
and abandoned the project Alfa Romeo was the first manufacturer to use a variable valve
timing system in production cars.

The 1980 Alfa Romeo Spider 2.0 L had a mechanical Variable valve timing
system in SPICA fuel injected cars sold in the USA. Later this was also used in the
1983Alfet ta2.0 Quadrifoglio Oro models as well as other cars. Honda's REV motorcycle
engine employed on the Japanese market-only Honda in 1983 provided a technology base
for VTEC.

In 1986, Nissan developed their own form of Variable valve timing with
the engine for their Mid-4 Concept. Nissan chose to focus their Nissan Valve-Timing
Control System mainly at low and medium speed torque production because the vast
majority of the time, engine RPMs will not be at extremely high speeds. The NVCS
system can produce both a smooth idle, and high amounts of low and medium speed
torque. Although it can help a little at the top-end also, the main focus of the system is
low and medium range torque production. TheVG30DE engine was first used in the
model in 1987, this was the first production car to use electronically controlled Variable
valve timing technology.

The next step was taken in 1989 by Honda with the VTEC system. Honda had
started production of a system that gives an engine the ability to operate on two

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completely different cam profiles, eliminating a major compromise in engine design. One
profile designed to operate the valves at low engine speeds provides good road manners,
low fuel consumption and low emissions output. The second is a high lift, long duration
profile and comes into operation at high engine speeds to provide an increase in power
output. The VTEC system was also further developed to provide other functions in
engines designed primarily for low fuel consumption. The first VTEC engine Honda
produced was the B16A which was installed in the Integra, CRX, and Civic hatchback
available in Japan and Europe.

In 1992BMW introduced the VANOS system. Like the Nissan NVCS system it
could provide timing variation for the intake cam in steps, the VANOS system differed in
that it could provide one additional step for a total of three. Then in 1998 the Double
Vanos system was introduced which significantly enhances emission management,
increases output and torque, and offer better idling quality and fuel economy. Double
Vanos was the first system which could provide electronically controlled, continuous
timing variation for both the intake and exhaust valves. In 2001 BMW introduced the
Valvetronic system. The Valvetronic system is unique in that it can continuously vary
intake valve lift, in addition to timing for both the intake and exhaust valves. The precise
control the system has over the intake valves allows for the intake charge to be controlled
entirely by the intake valves, eliminating the need for a throttle valve and greatly
reducing pumping loss. The reduction of pumping loss accounts for more than a 10%
increase in power output and fuel economy.

Ford began using variable valve timing in 1988 for ford sigma engine. Ford
became first manufacture to use Variable valve timing in a pick-up truck with the top
selling ford F- series in the 2004 model year. The engine used was the 5.4L 3-valve triton.
In 2005 General Motors offered the first Variable Valve timing system for pushrod V6
engines, LZE and LZ4.

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3.2 Types of VVT

3.2.1 Honda VTEC

The Fig. 3.1 shows the Components of Honda VTEC Engine. The concept is
incredibly simple. So simple, in fact, that you have to wonder why nobody thought of it
earlier. Basically, each pair of valves has three cam lobes, two that operate the valves at
low-rpm, and a third that takes over at high rpm. During low-rpm operation, the two
rocker arms riding the low-rpm lobes push directly on the top of the valves. In most cases,
the cam profiles of the two intake valves will be slightly different, promoting swirl in the
combustion chamber for better drivability. At high rpm (usually 4500 rpm to 6500 rpm
range, depending on the engine) the ECU sends a signal to an oil control valve that allows
oil pressure to flow into the low-rpm rocker arms. A third, high rpm rocker arm sits
between the two low-rpm arms and follows a much more aggressive lobe. The low-rpm
lobes in this case then actuate the valves through a set of rocker arms, so that the
mechanical connection can be broken if desired. The third, high-rpm lobe also has its own
follower, but it is in a freewheeling state, flopping around and not contributing anything.
As our engine accelerates through its rev range, it passes through the power peak of the
low-rpm lobes.

Fig. 3.1 Components of Honda VTEC Engine

1. Cams 3. Rockers 5.Cylinder

2. Camshaft 4. Valves 6.Intake exhaust
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Then, at the engine speed and throttle position programmed into the computer's
memory map a signal is sent which electronically opens a spool valve, which then directs
oil pressure to a mechanical sliding pin. This pin locks the rocker arms actuating the
valves to the follower on the high-rpm cam lobe. As this grind is steeper and higher than
the other four cams it will supersede them. In a few milliseconds you have completely
altered the valve timing and the engine's power band begins as new.

3.2.2 Toyota VVT

Toyota originally introduced the VVT-i (Variable Valve Timing - intelligent) as a
revolutionary design that increases engine torque and output while addressing
environmental issues. By adjusting the intake valve opening timing according to the
engine speed, more oxygen is supplied through the air intake valve as more fuel is
injected into the combustion chamber. Power and torque are maximized due to larger
scale combustion. This optimized fuel to air ratio ensures the air-fuel mixture is
combusted more thoroughly.

The VVT-I portion of the system continuously varies intake valve timing
throughout the rev range by hydraulically rotating the camshaft relative to its drive
gear. Note that VVT (without the "i") did not do this continuously. The VVL portion of
the system incorporating two distinct cam profiles. However, the actual mechanism is
quite different. Both cam lobes operate a single wide rocker arm that act on both intake
or both exhaust valves. A needle-bearing roller on the arm follows the low-rpm, short-
duration, low-lift lobe, forcing both valves to open and close on that profile. The roller
design and roller bearings on the rocker arm pivot help to minimize valve train
friction. The high-rpm, higher-duration, longer-lift lobe rubs on a hardened steel slipper
follower mounted to the rocker arm with a spring. Even though the high-rpm lobe is
pushing down further than the low-rpm lobe, the spring absorbs the extra movement. At
6000rpm, the ECU sends a signal to an oil control valve at the end of the camshaft that
puts oil pressure behind a lock pin in the rocker arm, sliding the pin under the spring-
loaded slipper follower, locking it to the rocker arm and forcing the arm to follow the
high-rpm cam profile. Toyota's newest version of VVT-I is also quite simple, though it
may look otherwise on initial inspection. Again, the exhaust cam is driven from the crank,
while the intake cam is driven off the exhaust cam. The Fig. 3.2 shows the Engine with
VVT-i Technology

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Fig. 3.2 Engine with VVT-i Technology

This time, the drive is via gears, and a mysterious cylinder behind the drive gear
on intake cam controls cam timing. Inside this mysterious cylinder is a simple three-fluted
rotor that actually drives the cam. By pumping oil into the chambers on either side of the
three flutes, the hydraulic pressure can force the cam to advance or retard. This replaces
the previous VVT-i system, which was basically an incomprehensible little box of gears,
springs and splines.

The VVT-i system can change the intake cam timing over a 60-degree range,
changing valve overlap from absolutely zero (for smooth idle, easy starting and better
cold start performance), to severely overlapped for a natural EGR effect at medium load
(eliminating the need for an Exhaust Gas Recirculation valve), to whatever is ideal for
maximum power at any point on the powerband.

3.2.3 Porsche’s VARIOCAM

The Fig. 3.3 shows the Porsche’s Variocam System. Porsche's VarioCam, used
first on the 968 and know used without the fanfare on all (both) of their engines is as
simple as it gets. With VarioCam, the crank drives the exhaust cam, and the intake cam is
driven, via a short chain, by the exhaust cam. In order to advance and retard the intake
cam, the chain tensioner on that short chain simply shifts up and down, moving the extra
length in the chain from the tight side to the slack side. When the tight side has no extra
chain (i.e., the chain is straight), the intake cam is fully advanced, as more chain is shifted
to the tight side, the cam is retarded.

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Fig. 3.3 Porsche’s Variocam System

3.3 Benefits Of VVT

3.3.1 Smooth Idle

Fig. 3.4 Smooth Idle Graph

The Fig. 3.4 shows the Smooth Idle Graph. At idle rpm, retarding the camshaft
eliminates valve overlap. With the intake valve opening after the exhaust valve has
closed, there is no blow back of exhaust gases to the intake side. Now, combustion is
more stable because of the clean air/fuel mixture. This allows the engine idle smoothly at
a lower rpm and fuel consumption is reduced.

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3.3.2 Torque Improvement in Low to Medium Speed Range

Fig. 3.5 Torque Improvement Graph.

The Fig. 3.5 shows the Torque Improvement Graph. In the low to medium speed
range with a heavy load, the camshaft is advanced increasing the valve overlap. This has
two effects. First, the exhaust gases help pull in the intake mixture. Second, by closing the
intake valve early, the air/fuel mixture taken into the cylinder is not discharged. This
improves volumetric efficiency and increases torque (and therefore horsepower) in the
low and midrange rpm range. The driver notices a more powerful acceleration. Fig. 8
shows early measures of the VVT mechanism intake cam torque (friction) values. The
cam torque for low lift is less than a baseline for low speed and low lift, but greater for
high lifts and high speeds. Figure displays the effects of VVT upon idle speed operation.

3.3.3 EGR Effect

The Fig. 3.6 shows the EGR Effect Graph. VVT eliminates the need for an EGR
valve. As a result of increasing the valve overlap in which the exhaust and intake valves
are both open, the exhaust gas is able to flow to the intake side. Diluting the air/fuel
mixture with exhaust gases reduces the combustion temperature and the production of
NOx. Also, some of the unburned air/fuel mixture present in the exhaust gas will be
burned. Figure compares engine combustion stability (COV of IMEP) between the
baseline and VVT configurations.

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Fig. 3.6 EGR Effect Graph.

3.3.4 Better Fuel Economy

A VVT equipped engine is more efficient and provides better fuel economy from
a variety of factors. Without VVT, the engine would have to be larger and heavier to
produce the same horsepower. Smaller pistons, connecting rods, and crankshaft reduce
friction and mechanical losses. A lighter engine improves vehicle fuel economy.
Improved fuel consumption is also realized because of the further reduction in the intake
stroke resistance. The Fig. 3.7 shows the Better Fuel Economy Graph.

Fig. 3.7 Better Fuel Economy Graph.

In the medium-load operation range, when the valve overlap is increased, the
vacuum (negative pressure) in the intake manifold is reduced. Now, it takes less energy to
move the piston downward on the intake stroke. With the pumping loss reduced during
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the intake stroke, more energy is available to propel the vehicle. At idle, with no valve
overlap, the idle speed is lower improving fuel economy. Figure shows that at 2000 rpm,
the application of the VVT mechanism to this engine (without additional engine design
changes) reduces the Brake Specific Fuel Consumption (BSFC) in the low to middle load
regions by 5 – 7%.

3.3.5 Improved Emission Control Performance

In the light-medium load operation range, VVT increases the valve overlap
creating an internal EGR effect. By opening the intake valve earlier in the exhaust stroke
at a lower rpm allows the exhaust gases to push into the intake manifold mixing with the
fresh air. The return of exhaust gas into the cylinder lowers the combustion temperature,
resulting in NOx reduction. Essentially, VVT will increase the valve overlap to obtain the
same EGR effect as an engine equipped with an EGR valve. In other words, when an
EGR valve on an EGR equipped engine opens is when VVT will increase the valve
overlap. The Fig. 3.8 shows the Emission Control Performance Graph.

Fig. 3.8 Emission Control Performance Graph

Another benefit is that HCs are also reduced. Some of the unburned air/fuel
mixture from the previous cycle returns to the cylinder for combustion. Finally, C02 is
reduced because of the decrease in fuel consumption. Figure presents engine-out HC and
NOx specific emissions at 2000 engine rpm.

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Chapter 4
CONSTRUCTION AND WORKING
4.1 Construction of Variable Valve Timing System
Variable Valve Timing controller:
The Fig. 4.1 shows the Variable Valve Timing Controller. It consists of the
housing driven from the timing chain & the vane coupled with the intake camshaft. The
oil pressure sent from the advance or retard side path at the intake camshaft causes
rotation in the variable valve timing- i controller vane circumferential direction varies the
intake valve timing continuously.

Fig. 4.1 Variable Valve Timing Controller

Fig. 4.2 Camshaft Timing Oil Control Valve

The Fig. 4.2 shows the Camshaft Timing Oil Control Valve. When the engine is
stopped the intake camshaft will be in the most retard state to ensure start ability. When
hydraulic pressure is not applied to the variable valve timing -i controller immediately
after the engine has been started, the lock pin locks the movement of the variable valve

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timing controller to prevent a knocking noise. The camshaft timing oil control valve
controls the spool valve position in accordance with the duty-cycle control from the
engine control module. This allows the hydraulic pressure to be applied to the variable
valve timing -i controller advance or retard side.

4.2 Working of Variable Valve Timing System

In contrast to the fixed valve timing of conventional engines, the Variable Valve
Timing system is a computer-controlled mechanism that continually varies the timing for
opening and closing the intake valves in accordance with the vehicle's operating
conditions.

The Variable Valve timing system is designed to control the intake camshaft
within a range of 50° (of Crankshaft Angle) to provide valve timing i.e., optimally suited
to the engine condition. This improves the torque in all the speed ranges as well as fuel
economy, and reducing exhaust emissions.

This system controls the intake camshaft valve timing so as to obtain balance
between the engine output, fuel consumption & emission control performance. The actual
intake side valve timing is feedback by means of the camshaft position sensor for constant
control to the target valve timing.

The Fig. 4.3 shows the Variable Valve Timing System Design. The Variable
Valve Timing system includes the engine control module, oil control valve and Variable
Valve Timing controller. The engine control module sends a target duty-cycle control
signal to the oil control valve. This control signal regulates the oil pressure supplied to the
Variable Valve Timing controller. Camshaft timing control is performed according to
engine operating conditions such as the intake air volume, throttle valve position and
engine coolant temperature. The engine control module controls the oil control valve,
based on the signals transmitted by several sensors. The Variable Valve Timing controller
regulates the intake camshaft angle using oil pressure through the oil control valve. As a
result, the relative positions of the camshaft and crankshaft are optimized, the engine
torque and fuel economy improve, and the exhaust emissions decrease under overall
driving conditions. The engine control module detects the actual intake valve timing
using signals from the camshaft and crankshaft position sensors, and performs feedback
control. This is how the target intake valve timing is verified by the engine control
module.

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Fig. 4.3 Variable Valve Timing System Design

Fig. 4.4 Working of Variable Valve Timing System

The Fig. 4.4 shows the Working of Variable Valve Timing System. The engine
control module optimizes the valve timing using the Variable Valve timing system to
control the intake camshaft. The Variable Valve Timing system includes the engine
control module, the oil control valve and the Variable Valve Timing controller. The
engine control module sends a target duty-cycle control signal to the oil control valve.

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This control signal regulates the oil pressure supplied to the Variable Valve Timing
controller. The Variable Valve Timing controller can advance or retard the intake
camshaft. After the engine control module sends the target duty-cycle signal to the oil
control valve, the engine control module monitors the oil control valve current to
establish an actual duty-cycle. The engine control module determines the existence of a
malfunction and sets the DTC when the actual duty-cycle ratio varies from the target
duty-cycle ratio.

4.3 Operation of Variable Valve Timing System

The camshaft timing oil control valve selects the path according to the advance,
retard or hold signal from the engine control module. The variable valve timing controller
rotates the intake camshaft in the timing advance or retard position or holds it according
to the position where the oil pressure is applied.
• Advance

The Fig. 4.5 shows the Advance Signals from the Engine Control Module. When
the camshaft timing oil control valve is positioned as illustrated below by the advance
signals from the engine control module, the resultant oil pressure is applied to the vane
chamber of advance side to rotate the camshaft in the timing advance direction.

Fig. 4.5 Advance Signals from the Engine Control Module

• Retard

The Fig. 4.6 shows the Retard Signals from the Engine Control Module. when the
camshaft timing oil control valve is positioned as illustrated below by the retard signals

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from the engine control module, the resultant oil pressure is applied to the vane chamber
of retard side to rotate the camshaft in the timing retard direction.

Fig. 4.6 Retard Signals from the Engine Control Module

• Hold

The Fig. 4.7 shows Operation During Various Driving Condition. After reaching
the target timing, the valve time is held by keeping the cam shaft timing oil control valve
in the neutral position unless the traveling state changes. This adjusts the valve timing at
the desired target position & prevents the engine oil from running out when it is
necessary.

Fig. 4.7 Operation During Various Driving Condition.

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Chapter 5
CONCLUSION AND FUTURE SCOPE
So, after this seminar we come to know that VVT technology is going to become
prominent in road cars as this technology is going to be researched a lot and may be in
few years its cost of production can be brought down to incredible levels. We already
kwon about the benefits of such a system and there should not be anyone who dislikes
this technology, since in today’s eco-friendly world this technology brings a ray of hope
for a cleaner and healthier environment. Already the automobile giants like Honda,
Toyota, BMW, Mercedes-Benz, etc. are spending lots of money on research in this field.
So VVT technology is bound to have a bright future in the automobile industry.

If all this exotic variable valve timing technology is commonplace now, currently
we are limited to either adjusting overlap by moving a standard camshaft, or switching
between two fixed cam profiles. There is no reason (other than cost) why both systems
could not be used in parallel on one engine, but the benefits may be limited. The true
future of variable valve timing is infinite adjustability of both lift and timing. The idea of
opening and closing the valves with large electrical solenoids has been bounced around
for several years.

Many different manufacturers from Cummins to BMW have proposed such

systems, and even made running prototypes. There are a few problems with electronically
operated valves, but let's look at the advantages first. Current gasoline engines control
part throttle airflow via a throttle plate, essentially lowering the air pressure in the intake
manifold by choking it off with a partially closed throttle plate. Variable Valve Timing.
This causes significant pumping losses as the engine fights to suck air in from the
manifold, and ultimately reduces the efficiency of the engine. If you limit airflow by
reducing the time that the intake valve is open, though, pumping losses could be
significantly reduced. At wide open throttle (or full down pedal in the case of a throttle
less engine) the valve timing could be constantly adjusted for maximum power - with no
worries about one valve timing profile having to work from idle and redline like they do
know. Now the downside. Eliminating all of the valve train reduces the cost and
complexity engine and reduces the internal drag, but not as much as you might think.
Opening and closing the valves takes a certain amount of power, whether that power
comes through a timing belt or a wire, it has to come from somewhere.

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Chapter 6
ADVANTAGES, DISADVANTAGES AND ITS
APPLICATIONS
6.1 Advantages
• Higher RPM: The main advantage of having a VVT technology is the increase it will
provide in the revolutions per minute of your engine. That roar you hear when you
step on the gas is the variable valve timing system working hard to keep your engine
running strong.
• Better fuel economy: Engine efficiency has a lot to do with the timing of the exhaust
valve and intake valve. If these valves can be managed and properly timed with VVT
technology, the engine will be able to produce the same power without requiring as
much fuel. If your engine does not require as much fuel, you will see your gas
mileage increase.
• Lower carbon emissions: Every time your engine provides better fuel economy, you
will also see a reduction in carbon emissions. VVT technology doesn’t get enough
credit for its eco-friendly nature. If you live in a state that has required emissions
testing, this technology will increase your chances of helping you pass the test.
• Longer engine life: If you have VVT technology in your engine, this will help keep it
strong for as long as possible. Of course, there are other factors involved in
maintaining a healthy engine as well.

6.2 Disadvantages
• VTEC system are the weight and complexity of the system itself.
• The hydraulic control components of VVT-i are more complicated. Because of the
number of components is large and the points are not cheap.
• only control valve timing, there is no control valve lift function. Therefore, the engine
will only change the suction and exhaust time difference, cannot change the intake.
• The VVT engine is more expensive to produce.
• Insufficient mid-speed torque.
• Not ultimately as powerful as cam-changing VVT, because of the lack of variable lift.

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6.3 Applications
• Toyota
➢ VVT - Toyota 4A-GE 20-Valve engine introduced VVT in the 1992 Corolla
GT-versions.
➢ VVT-i - Continuously varies the timing of the intake camshaft, or both
the intake and exhaust camshafts (depending on application).
➢ VVTL-i - Continuously varies the timing of the intake valves. Varies
duration, timing and lift of the intake and exhaust valves by switching
between two different sets of cam lobes.
• While Variable Valve Timing (VVT) holds the potential to alleviate some of
the compromises normally associated with engine operation over broad speed
and load ranges, generalizing its benefits in a quantitative manner is difficult.
Details of base engine design and the means of VVT execution and engine duty
cycle play major roles in determining the outcome of such an application.
• With the profusion of VVT means available, the matter of selecting an
appropriate system for a given engine and duty cycle is difficult particularly
when there is a host of competing features and technologies.
• This treatment of VVT is based on assessments of compromises associated
with static valve timing and provides a framework for considering VVT as an
engine performance option. Extensive use is made of pressure and geometric
data, and several generalizations are made relative to strategies for
incorporating common VVT systems.

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REFERENCES
[1]. Seonyeob Kim, Effect of boosting on a performance and emissions in a port fuel
injection natural gas engine with variable intake and exhaust valve timing, Energy
Reports, Volume 7, Pages 4941-4950, November 2021.

[2].aErik Höckerdal, Cylinder Charge Estimation in Diesel Engines with Dual

Independent Variable Valve Timing, IFAC-Papers on Line, Volume 52, Issue 5, Pages
636-641, 2019.

[3]. I. Zibani, Variable Valve Timing for a Camless Stepping Valve Engine, Procedia
Manufacture, University of Botswana, Volume 43, Pages 590-597, 2020.

[4]. Jorrit Wronski, Experimental and numerical analysis of a reciprocating piston

expander with variable valve timing for small-scale organic Rankine cycle power
systems, Applied Energy, Volume 247, Pages 403-416, 1 August 2019.

[5]. Julian D, Efficiency enhancement of spark-ignition engines using a Continuous

Variable Valve Timing system for load control, Energy Volume 161, Pages 649-662, 15
October 2018.

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