BÀI GIẢNG

CƠ CẤU PHÂN PHỐI KHÍ

ĐIỀU KHIỂN ĐIỆN TỬ
 Mục tiêu của học phần
• Nắm được cơ bản về cơ cấu phân phối khí
động cơ đốt trong
• Phân tích được vai trò của pha phân phối khí
đối với chu trình công tác của động cơ
• Hiểu được cơ cấu phân phối khí thông minh
• Nắm bắt, phân tích và đánh giá các hệ thống
phân phối khí điều khiển điện tử được trang bị
trên động cơ đốt trong trên các ô tô hiện đại
 Chương 1

GIỚI THIỆU CHUNG VỀ CƠ CẤU PHÂN

PHỐI KHÍ TRÊN ĐỘNG CƠ ĐỐT TRONG
 1.1. Cụng dụng và phân loại
1. Cơ cấu phân phối khí dùng xupap:
 1.1. Cụng dụng và phân loại
2. Cơ cấu phối khí kiểu van trượt:
 1.1. Cụng dụng và phân loại
3. Cơ cấu phân phối khí kiểu phối hợp
 1.2. Yêu cầu
- Đóng mở xupap đúng thời gian quy định và
đảm bảo độ kín khít
- Độ mở đủ lớn để dòng khí lưu thông
- Làm việc êm dịu, tuồi thọ và độ tin cậy cao
- Thuận tiện trong việc bảo dưỡng, sửa chữa
động cơ và giá thành chế tạo hợp lý
 1.3. Các phương án bố trí xupap và dẫn
động cơ cấu phối khí
1. Bố trí xupap đặt:
 1.3. Các phương án bố trí xupap và dẫn
động cơ cấu phối khí
2. Bố trí xupap treo:

OHV SOHC DOHC

(overhead valve) (Single overhead camshaft) (Double overhead camshaft)
 Cơ cấu phân phối khí dùng Cơ cấu phân phối khí dùng
xuppap treo xuppap đặt

Buồng cháy gọn, đảm bảo nạp

đầy và sạch hơn, dễ kiểm tra Đơn giản, gọn nhẹ, dẫn
Ưu điểm
điều chỉnh khe hở nhiệt của động xupap dễ dàng
các xupap

Cấu tạo phức tạp, tăng chiều

Nạp không đầy, thải không
Nhược điểm cao động cơ, kết cấu nắp xilanh sạch
phức tạp, khó đúc và gia công

Dùng trên các động cơ xăng

Phạm vi, Dùng cho toàn bộ động cơ
4 kỳ kiểu cũ, có tỉ số nén
diesel và hầu hết động cơ xăng 4
ứng dụng thấp hoặc trên ĐC 4 kỳ chạy
kỳ
bằng dầu hỏa

Kết quả: Cơ cấu phân phối khí dùng xuppap treo được dùng phổ biến hơn
 OHV  SOHC hoặc OHC DOHC
Ưu  Kết cấu các bộ phận dẫn  cơ cấu phối khí trở nên đơn  kết cấu cơ cấu phân phối 
điểm động đơn giản (khoảng  giản hơn, nắp máy nhỏ gọn,  khí sẽ đơn giản hơn. 
cách giữa cam – trục khuỷu   dễ điều chỉnh khe hở nhiệt  Không gian phía trên nắp 
không lớn ) hơn, giảm được lực quán  máy cũng rộng rãi hơn 
Bề mặt công tác của cam và  tính, các tổn hao cơ khí và  thuận tiện cho việc thiết 
con đội được bôi trơn tốt  kích thước lò xo xu-páp,  kế các góc đặt xu páp, 
nhờ dầu vung té trong hộp  cho phép tăng tốc độ động  tăng kích thước xu páp, 
cacte cơ đảm bảo hình dáng 
buồng cháy được tối ưu, 
dễ dàng áp dụng các hệ 
thống điều khiển đóng 
mở xu-páp thông minh

Nhược  Kết cấu thân động cơ phức  kết cấu dẫn động sẽ rất   khối lượng hệ thống 

điểm tạp.Cần nhiều chi tiết trung  phức tạp (nếu nhiều xu-páp  phân phối khí tăng, kết 
gian để dẫn động trục cam  trên một xy-lanh). Sử dụng  cấu phức tạp, tốn nhiều 
và xu-páp treo, lực quán  trục cam đơn để dẫn động  công suất quay trục cam 
tính sẽ rất lớn,  gây tiếng ồn  cả xu-páp xả và xu-páp nạp  và giá thành cao
lớn sẽ không thuận lợi cho các 
hệ thống điều khiển đóng 
mở xu-páp thông minh
1.3. Các phương án bố trí xupap và dẫn
động cơ cấu phối khí
3. Dẫn động xupap
 1.3. Các phương án bố trí xupap và dẫn
động cơ cấu phối khí
4. Phương án dẫn động trục cam
Bằng bánh răng Bằng xích

Bằng trục Bằng đai
1.4. Kết cấu các chi tiết chính của cấu phân
phối khí
1.4.1. Xupap
1.4.2. Đế xupáp
1.4.3. Lò xo và đĩa lò xo
1.4.4. Cơ cấu xoay xupap
Nguyên lý cơ cấu xoay xupap
 Chương 2

CƠ CẤU PHÂN PHỐI KHÍ

THÔNG MINH
 2.1. Pha phân phối khí
• Động cơ H6 của Porsche được áp dụng công nghệ điều khiển pha
phối khí thông minh để giảm mức tiêu thụ nhiên liệu, nồng độ khí
thải và tăng khả năng tăng tốc của xe
Chu trình công tác của động cơ
Quá trình nạp thải
Thời điểm mở xupáp thải
Tiết diện thời gian
2.2. Pha phân phối khí thông minh
Các chế độ hoạt động của động cơ
Pha phân phối khí điều khiển cam nạp
 Không tải

Tải nhỏ

Tải trung bình
Pha phân phối khí điều khiển kép
Pha phân phối khí và biên dạng cam thông
minh
At engine start, and high load
At Cruise
2.3. Cơ cấu phân phối khí thông minh

VARIABLE VALVE TIMING

INTELLIGENT SYSTEM
VARIABLE VALVE TIMING
 HISTORY
• The  earliest  variable  valve  timing  systems  came  into  existence  in 
the  nineteenth  century  on  steam engines.  Stephenson valve gear, 
as used on early steam locomotives supported variable cutof, that 
is,  changes  to  the  time  at  which  the  admission  of  steam  to  the 
cylinders  is  cut  of  during  the  power  stroke.  Early  approaches  to 
variable  cutof  coupled  variations  in  admission  cutof  with 
variations  in  exhaust  cutof.  Admission  and  exhaust  cutof  were 
decoupled  with  the  development  of  the  Corliss valve.  These  were 
widely  used  in  constant  speed  variable  load  stationary  engines, 
with  admission  cutof,  and  therefore  torque,  mechanically 
controlled  by  a  centrifugal governor.  As  poppet valves  came  into 
use,  simplified  valve  gear  using  a  camshaf  came  into  use.  With 
such engines, variable cutof could be achieved with variable profile 
cams that were shifed along the camshaf by the governor. 
• The  earliest  Variable  valve  timing  systems  on  internal  combustion 
engines were on the Lycoming R-7755 hyper engine, which had cam 
profiles that were selectable by the pilot. This allowed the pilot to 
choose  full  take  of  and  pursuit  power  or  economical  cruising 
speed, depending on what was needed.
 Introduction
Conventional engines
no relation between valve timing and engine speed
problems creep in at high rpm’s
if valve is set for high rpm problems occur at low
rpm’s
VVT engines
variable valve timing engines
they can vary: 1)lift of valve 2)timing of valves
3)phase shift of valve timing
4)valve overlap
 Need for VVT

at high speeds more air for more power and

combustion
at low speeds prevention of leakage of charge and
fuel efficiency
get good mileage
clean emission
 Development of VVT

HONDA - debut in 1991 in Honda NSX

TOYOTA – follower eg. Corolla
Nissan, Porsche, BMW, Ferrari followed
but not all were same with each having their own
improvisations
 Types of VVT

Honda VTEC – Variable valve Timing and Electronic

lift Control
Toyota VVT-i – Variable Valve Timing with
Intelligence
Nissan VVL - Variable Valve Lift
Porsche Vario Cam
Ferrari Valve Timing Advance
HONDA VTEC
3 cam lobes for 2 intake or exhaust valves
one high rpm cam - high profile
two low rpm cams – low profile
correspondingly three rocker arms
center one is free to move
at high rpm’s sensors send signals to ECU
ECU opens oil control valve
oil pressure couples all three rocker arms together
valves move according to third cam profile
timing is increased
 this was DOHC VTEC
Honda later developed SOHC VTEC
• only intake valves had VTEC
then i-VTEC
• this system induced swirl
• ECU monitors : engine speed , cam position ,
manifold pressure
• this advances or retards the cam
• reduces exhaust emissions
 Toyota’s VVT-i

VVT- I completely different technique

exhaust cam driven by crankshaft
intake cam driven by exhaust cam via drive gears
a cylinder behind drive gears of intake cams
controls cam timing
can change cam timing by 60 degrees
controlling overlap from 0 to severe overlap at
medium load to ideal for maximum power
 Nissan VVL

consists of two cam lobes with different profiles

both cams operate 2 intake or exhaust valves
needle bearing roller mechanism
oil pressure pushes needle below the spring loaded
slipper and follows high profile cam
BMW’s solenoid valve
BMW’s mechanical
Ferrari’s system

3-D profile
one end least aggressive cam
other end most aggressive
shaft moves by hydraulic pressure
 Benefits
smooth idle
• valve overlap retarded to zero
• so pure mixture thus stable combustion
• low fuel consumption
torque improvement
• low to mid-range torque is increased
• by increasing valve overlap
• exhaust sucks charge and due to early closing
charge does not escape
• quicker response to sudden power requirements
 EGR effect
• EGR valve used in conventional engine not
required here
• exhaust mixes with charge and dilutes it
• so low combustion temp. and low NOx production
• also unburnt gases in exhaust will get completely
burnt
 better fuel economy
• approx. 20% increase
• due to fact that smaller VTEC engine produces
equal power to that of non-VTEC larger engine
Improved emission control
• No Nox production due to EGR effect
• due to low fuel consumption low CO2 emission
 Future

Electronically operated valve mechanism

Infinitely variable valve timing
Conclusion
VVT is going to be affordable to the
common man in a few years
Very useful technology in this age of
diminishing fuel resources
Lots of R&D to be spent by companies
 Chương 3

HỆ THỐNG PHÂN PHỐI KHÍ VVT-i

CỦA TOYOTA
VARIABLE VALVE TIMING
INTELLIGENT SYSTEM
WHAT IS VVT ?

• Variable Valve Timing (VVT) ,is a generic term for an 
automobile piston engine technology
• VVT allows the lif or duration or timing (some or all) 
of the intake or exhaust valves (or both) to be 
changed while the engine is in operation
• Two stroke engines use a power valve system to get 
similar results to VVT.  
WHAT IS VVT-i
• The VVT-i system is designed to control the intake 
camshaf with in a range of 50°(of Crankshaf 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 camshaf valve timing 
so as to obtain balance between the engine output, 
fuel consumption & emission control performance. 
The actual intake side valve timing is feed back by 
means of the camshaf position sensor for constant 
control to the target valve timing.
CONSTRUCTION
The Variable Valve Timing (VVT) system includes
 ECM
 OCV
 VVT controller

• The ECM sends a target duty-cycle control signal to the OCV. This control 
signal regulates the oil pressure supplied to the VVT controller. Camshaf 
timing control is performed according to engine operating conditions such 
as the intake air volume, throttle valve position and engine coolant 
temperature. 

• The ECM controls the OCV, based on the signals transmitted by several 
sensors. The VVT controller regulates the intake camshaf angle using oil 
pressure through the OCV. As a result, the relative positions of the 
camshaf and crankshaf are optimized, the engine torque and fuel 
economy improve, and the exhaust emissions decrease under overall 
driving conditions. The ECM detects the actual intake valve timing using 
signals from the camshaf and crankshaf position sensors, and performs 
feedback control.
This is how the target intake valve timing is verified by the ECM.
•The ECM optimizes the valve timing using the VVT system to control the 
intake camshaf. The VVT system includes the ECM, the OCV and the VVT 
controller. The ECM sends a target duty-cycle control signal to the OCV. 
This control signal regulates the oil pressure supplied to the VVT 
controller. The VVT controller can advance or retard the intake camshaf.
 1.VVT-i Controller
• It consist of the housing driven from the timing chain & the vane coupled with the 
intake camshaf.
• The oil pressure sent from the advance or retard side path at the intake camshaf 
causes rotation in the VVT-i controller vane circumferential direction to vary the 
intake valve timing continuously. 

• When the engine is stopped the intake camshaf will be in the most retard state to 
ensure start ability.
• When hydraulic pressure is not applied to the VVT-i controller immediately afer the 
engine has been started, the lock pin locks the movement of the VVT-i controller to 
prevent a knocking noise.
 
2.Camshaft Timing Oil Control valve
• The  camshaf  timing  oil  control  valve  controls  the  spool  valve  position  in 
accordance  with  the  duty-cycle  control  from  the  ECM.This  allows  the  hydraulic 
pressure to be applied to the VVT-i controller advance or retard side 
OPERATION
• The camshaf timing oil control valve selects the path according to the advance, 
retard or hold signal from the ECM.The VVT-i controller rotates the intake camshaf 
in the timing advance or retard position or holds it according to the position where 
the oil pressure is applied.
• In  proportion  to  the  engine  speed,  intake  air  volume  throttle  position  and 
water  temperature,  the  ECM  calculates  optimal  valve  timing  under  each 
driving  condition  &  controls  the  camshaf  timing  oil  control  valve.  In 
addition  ECM  uses  signal  from  the  camshaf  position  sensor  &  the 
crankshaf  position  sensor  to  detect  the  actual  valve  timing,  thus 
performing feedback control to achieve the target valve timing
ADVANTAGES of vvt-i

• Improved torque & output
• Battery & fuel economy
• Reduced nitrogen oxide & hydrocarbon 
emissions
Applications of VVT-i

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 camshaf, 
or both the intake and exhaust camshafs (depending on 
application).
     VVTL-i - Continuously varies the timing of the intake valves. 
Varies duration, timing and lif of the intake and exhaust 
valves by switching between two diferent sets of cam lobes 
Toyota VVTL-i Variable Valve Timing & Lift
- Intelligent
• The latest Toyota system, VVTL-i, ends up
working in much the same fashion as the
Honda V-Tec in that it uses a mechanical
device to swap over between a 'small' cam for
low & medium revs and a 'big' cam for high
revs.
•Based on the VVT-i system, the VVTL-i system has adopted a cam
change over mechanism that varies the amount of lift of the intake and
exhaust valves while the engine is operating at high speeds. In addition to
achieving higher engine speeds and higher outputs, this system enables
the valve timing to be optimally set, resulting in improved fuel economy.
•When the engine is operating in the low-to mid-speed range, the low-and
medium-speed cams of the camshafts operate to move the two valves via
the rocker arms. Then, when the engine is operating in the highspeed
range, the signals from the sensors cause the ECM to change the
hydraulic passage of the oil control valve (for variable valve timing and
lift), thus changing to the operation of the high-speed cams. Thus, the lift
of the intake and exhaust valves increases, allowing the introduction of a
greater volume of air-fuel mixture, and the discharge of a greater volume
of exhaust gases. As a result, the engine operates at higher speeds and
higher outputs.
•The construction and the operation of the valve timing control are
basically the same as in the VVT-i system.
Sơ đồ điều khiển
Nguyên lý điều khiển
 Cam Changeover Mechanism (Rocker
Arm Type)
a. Construction
• A rocker arm type cam changeover mechanism has
been adopted. The main components of the rocker arm
type are the rocker arm, rocker arm pad, rocker arm
pin, and the rocker shaft.
• This mechanism is provided for both the intake and
exhaust camshafts, with each connected to its
respective rocker arm shaft.
• Both the intake and exhaust camshafts contain low-and
medium-speed cams and high-speed cams.
Kết cấu trục cam
 b. Operation

• When the engine coolant temperature is higher than 60C and the
engine speed is higher than 6000 rpm, this system changes the
operation of the low-and medium-speed cams on the camshafts to
the high-speed cams.
• When the engine is operating in the low-to mid-speed range (below
6000 rpm), the low-and medium speed can pushed the needle roller
of the rocker arm down to operate the two valves. At this time, the
high-speed cam is also pushing down on the rocker arm pad, but
because the rocker arm pad moves freely, this movement does not
cause the rocker arm and the valves to move. Thereafter, when the
engine reaches a high speed (over 6000 rpm), the hydraulic
pressure pushes the rocker arm pin out to lock the bottom of the
rocker arm pad. Because the high-speed cam has a greater cam lift
than the low and medium-speed cam, this time, the high-speed cam
operates the two valves via the rocker arm pad and the rocker arm.
 Tốc độ thấp và trung bình

• This is the VVTL-i in the low/medium rev setting. The small cam lobe
runs on a small follower which itself is a part of a 'U' shaped device
that operates both valves. The big cam runs on its own follower, but
that follower has nothing to work against .... at the moment.
 Tốc độ cao

• The device has now swapped over to high rev operation, and if you
look at the right hand diagram you can see how hydraulic pressure
has moved a small pin under the big cam's follower, thus making the
connection and so making the valves follow the big cam's profile.
Cấu tạo hệ thống VVTL-i
 Oil Control Valve
(Variable Valve Timing and Lift)
Nguyên lý điều khiển
 Thông số kỹ thuật VVTL-i
Exhaust Inlet
Open Close Duratio Lobe  Lif  Open Close Duratio Lobe  Lif 
BBDC ATDC n centre (mm) BTDC ABDC n centre (mm)

Low  34° 14° 228° 110° 7.6 -10 to  58 to  228° 124 -  7.6
RPM 33° 15° 81°

High  56° 40° 276° 108° 10.0 15 to  97 to  292° 131 -  11.2
RPM 58° 54° 88°
VALVEMATIC TOYOTA
Low lift
High Lift
Cấu trúc Valvematic
Video
 Dual VVT-i
• In 1998, Dual VVT-i which adjusts timing on both intake and exhaust
camshafts was first introduced on the RS200 Altezza's 3S-GE engine.

Dual VVT-i is also found in Toyota's new generation V6 engine, the 3.5-liter
2GR-FE first appearing on the 2005 Avalon. This engine can now be found
on numerous Toyota and Lexus models. By adjusting the valve timing
engine start and stop occurs virtually unnoticeably at minimum compression.
In addition fast heating of the catalytic converter to its light-off temperature
is possible thereby reducing hydrocarbon emissions considerably.

Toyota's UR engine V8 also uses this technology. Dual VVT-i was later
introduced to Toyota's latest small 4-cylinder ZR engines found in compact
vehicles such as the new Toyota Corolla and Scion XD and in larger 4-
cylinder AR engines found in the Camry and RAV4.
 VVT-iE
• VVT-iE (Variable Valve Timing - intelligent by Electric motor) is a version of Dual
VVT-i that uses an electrically operated actuator to adjust and maintain intake
camshaft timing.[2] The exhaust camshaft timing is still controlled using a
hydraulic actuator. This form of variable valve timing technology was developed
initially for Lexus vehicles. This system was first introduced on the 2007MY
Lexus LS 460 as 1UR engine. The 1UR engine which was the first to featureVVT-
iE

The electric motor in the actuator spins together with the intake camshaft as the
engine runs. To maintain camshaft timing, the actuator motor will operate at the
same speed as the camshaft. To advance the camshaft timing, the actuator motor
will rotate slightly faster than the camshaft speed. To retard camshaft timing, the
actuator motor will rotate slightly slower than camshaft speed. The speed
difference between the actuator motor and camshaft timing is used to operate a
mechanism that varies the camshaft timing. The benefit of the electric actuation is
enhanced response and accuracy at low engine speeds and at lower temperatures.
Furthermore, it ensures precise positioning of the camshaft for and immediately
after engine starting, as well as a greater total range of adjustment. The
combination of these factors allows more precise control, resulting in an
improvement of both fuel economy, engine output and emissions performance.
 Chương 4

HỆ THỐNG PHÂN PHỐI KHÍ VTEC

CỦA HONDA
 4.1. Giới thiệu VVT của Honda
– VTEC (Variable Valve Timing and Lift Electronic Control)
I already gave a quick overview of this technology. It electronically selects between two
different camshaft profiles based on the engine’s RPMs. This can change the lift,
duration and valve timing.
– VTEC-E (Variable Valve Timing and Lift Electronic Control for Efficiency)
As its name implies, this is an improvement of the original VTEC to provide efficiency
in the whole RPM range. This was done using an hydraulic controlled sliding pin to
change the valve lift.
– 3-Stage VTEC (3-Stage Variable Valve Timing and Lift Electronic Control)
All of the previous implementations had just two camshaft profiles which were
operating in low and high RPMs respectively. This one included a third one to achieve
more performance in middle RPMs.
– i-VTEC (Intelligent Variable Valve Timing and Lift Electronic Control)
Apart from the 2-stage VTEC, this implementation also supports an additional lifting of
the intake valves using sliding pins which are also ECU, electronically controlled.
– i-VTEC with VCM (Intelligent Variable Valve Timing and Lift Electronic Control with
Variable Cylinder Management) Similar to the previous one with the addition of VCM.
The latter technology will keep some cylinders deactivated by simply keeping all of
their intake and exhaust valves closed if the required power is produced without them.
This was an additional fuel consumption management system.
 Honda
– i-VTEC i (Variable Valve Timing and Lift Electronic
Control for Injection) Simiar to i-VTEC but designed
especially for direct fuel injection engines.
– AVTEC (Advanced VTEC) The newest Honda VVT
technology which despite VTEC’s initial operation, it
provides continuous variable valve timing throughout the
whole RPM range using various sensors that are connected
to the vehicle’s ECU.
– HYPER VTEC (Hyper Variable Valve Timing and Lift
Electronic Control) This was the first ever VVT
implementation for motorcycles, it features an additional
intake valve that remains closed until an RPM limit is
reached.
 4.2. VTEC
VTEC (Variable Valve Timing and Lift Electronic
Control) is a valvetrain system developed by Honda to
improve the volumetric efficiency of a four-stroke
internal combustion engine. The VTEC system uses two
camshaft profiles and electronically selects between the
profiles. It was invented by Honda R&D engineer
Ikuo Kajitani, and was the first system of its kind. Different
types of variable valve timing and lift control systems have
also been produced by other manufacturers (MIVEC from
Mitsubishi, AVCS from Subaru, VVT-i/VVTL-i from Toyota
, VarioCam Plus from Porsche, VVEL from Nissan
 4.2.1. LỊCH SỬ

VTEC, the original Honda variable valve control system, originated from REV
(Revolution-modulated valve control) introduced on the CBR400 in 1983 known as
HYPER VTEC. In the regular four-stroke automobile engine, the intake and
exhaust valves are actuated by lobes on a camshaft. The shape of the lobes
determines the timing, lift and duration of each valve. Timing refers to an angle
measurement of when a valve is opened or closed with respect to the piston
position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration
refers to how long the valve is kept open. Due to the behavior of the working fluid
(air and fuel mixture) before and after combustion, which have physical limitations
on their flow, as well as their interaction with the ignition spark, the optimal valve
timing, lift and duration settings under low RPM engine operations are very
different from those under high RPM. Optimal low RPM valve timing, lift and
duration settings would result in insufficient filling of the cylinder with fuel and air
at high RPM, thus greatly limiting engine power output. Conversely, optimal high
RPM valve timing, lift and duration settings would result in very rough low RPM
operation and difficult idling. The ideal engine would have fully variable valve
timing, lift and duration, in which the valves would always open at exactly the right
point, lift high enough and stay open just the right amount of time for the engine
speed in use.
 LỊCH SỬ
• VTEC was initially designed to increase the power output of an engine
to 100 PS/liter or more while maintaining practicality for use in mass
production vehicles. Some later variations of the system were designed
solely to provide improvements in fuel efficiency.
• Japan levies a tax based on engine displacement, and Japanese auto
manufacturers have correspondingly focused their R&D efforts toward
improving the performance of smaller engine designs through means
other than displacement increases. One method for increasing
performance into a static displacement includes forced induction, as with
models such as the Toyota Supra and Nissan 300ZX which used
turbocharger applications and the Toyota MR2 which used a
supercharger for some model years. Another approach is an
unconventional engine design, such as the rotary engine used in the
Mazda RX-7 and RX-8. A third option is to change the cam timing
profile, of which Honda VTEC was the first successful commercial
design for altering the profile in real-time.
The VTEC system equips the engine with multiple camshaft profiles
optimized for both low and high RPM operations. In basic form, the single
cam profile of a conventional engine is replaced with two profiles: one
optimized for low-RPM stability and fuel efficiency, and the other designed
to maximize high-RPM power output. The switching operation between the
two cam lobes is controlled by the ECU which takes account of engine oil
pressure, engine temperature, vehicle speed, engine speed and throttle
position. Using these inputs, the ECU is programmed to switch from the
low lift to the high lift cam lobes when the conditions mean that engine
output will be improved. At the switch point a solenoid is actuated which
allows oil pressure from a spool valve to operate a locking pin which binds
the high RPM cam follower to the low RPM ones. From this point on, the
poppet valve opens and closes according to the high-lift profile, which
opens the valve further and for a longer time. The switch-over point is
variable, between a minimum and maximum point, and is determined by
engine load. The switch-down back from high to low RPM cams is set to
occur at a lower engine speed than the switch-up (representing a hysteresis
cycle) to avoid a situation in which the engine is asked to operate
continuously at or around the switch-over point
• The older approach to timing adjustments is to
produce a camshaft with an engine timing profile
that is better suited to high-RPM operation. The
improvements in high-RPM performance occur
in trade for a power and efficiency loss at lower
RPM ranges, which is where most street-driven
automobiles operate a majority of the time.
Correspondingly, VTEC attempts to combine
high-RPM performance with low-RPM stability
Nguyên lý
4.3. DOHC VTEC
 4.3.1. Giới thiệu
• Introduced as a DOHC system in the 1989 Honda Integra which
used a 160 bhp (120 kW) variant of the B16A engine (B16A1). The
US market saw the first VTEC system with the introduction of the
1991 Honda NSX, which used a 3 liter DOHC VTEC V6 with
280 bhp (210 kW). DOHC VTEC engines soon appeared in other
vehicles, such as the 1992 Acura Integra GS-R (B17A1 1.7 liter
engine), and later in the 1992 Honda Prelude VTEC (H22A 2.2 liter
engine with 195 hp) and Honda Del Sol VTEC (B16A2 1.6 liter
engine). The Integra Type R (1997–2001) available in the Japanese
market produces 200 bhp (149 kW; 203 PS) using a B18C5 1.8 liter
engine. Honda has also continued to develop other varieties and
today offers several varieties of VTEC, such as i-VTEC and i-VTEC
Hybrid.
4.3.2. Kết cấu DOHC VTEC
4.3.3 i-VTEC
VTC
Chiều dài đường ống nạp có thể được điều
chỉnh
Tính năng của i-VTEC
• (intelligent-VTEC) introduced continuously variable camshaft
phasing on the intake cam of DOHC VTEC engines. The
technology first appeared on Honda's K-series four cylinder
engine family in 2001 (2002 in the U.S.). In the United States,
Honda first debuted the technology on the 2002 Honda CR-V.
• Valve lift and duration are still limited to distinct low- and
high-RPM profiles, but the intake camshaft is now capable of
advancing between 25 and 50 degrees (depending upon
engine configuration) during operation. Phase changes are
implemented by a computer controlled, oil driven adjustable
cam gear. Phasing is determined by a combination of engine
load and rpm, ranging from fully retarded at idle to somewhat
advanced at full throttle and low RPM. The effect is further
optimization of torque output, especially at low and midrange
RPM.
• The K-Series motors have two different types of i-VTEC systems
implemented. The first is for the performance motors like in the
RSX Type S or the Civic Si and the other is for economy motors
found in the CR-V or Accord. The performance i-VTEC system
is basically the same as the DOHC VTEC system of the B16A's;
both intake and exhaust have 3 cam lobes per cylinder. However
the valvetrain has the added benefit of roller rockers and
continuously variable intake cam timing. Performance i-VTEC is
a combination of conventional DOHC VTEC with VTC.
• The economy i-VTEC is more like the SOHC VTEC-E in that the
intake cam has only two lobes, one very small and one larger, as
well as no VTEC on the exhaust cam. The two types of motor are
easily distinguishable by the factory rated power output: the
performance motors make around 200 hp (150 kW) or more in
stock form and the economy motors do not make much more than
160 hp (120 kW) from the factory.
• In 2003, Honda introduced an i-VTEC V6 (an update of the J-series) that includes
Honda's cylinder deactivation technology which closes the valves on one bank of
(3) cylinders during light load and low speed (below 80 km/h (50 mph)) operation.
According to Honda "VCM technology works on the principle that a vehicle only
requires a fraction of its power output at cruising speeds. The system electronically
deactivates cylinders to reduce fuel consumption. The engine is able to run on 3,4,
or all 6 cylinders based on the power requirement. Essentially getting the best of
both worlds. V6 power when accelerating or climbing, as well as the efficiency of
a smaller engine when cruising." The technology was originally introduced to the
US on the Honda Odyssey minivan, and can now be found on the Honda Accord
Hybrid, the 2006 Honda Pilot, and the 2008 Honda Accord. Example: EPA
estimates for the 2011 (271hp SOHC 3.5L) V6 Accord are 24mpg combined vs. 27
in the two 4 cylinder equipped models.
• i-VTEC VCM was also used in 1.3L 4-cylinder engines used in Honda Civic
Hybrid.
•
i-VTEC i
• It is a version of i-VTEC with direct injection.
• It was first used in 2003 Honda Stream.
4.4. SOHC VTEC
 4.4.1. Giới thiệu

• As popularity and marketing value of the VTEC system grew, Honda applied the
system to SOHC (Single Over Head Cam) engines, which share a common
camshaft for both intake and exhaust valves. The trade-off was that Honda's SOHC
engines only benefitted from the VTEC mechanism on the intake valves. This is
because VTEC requires a third center rocker arm and cam lobe (for each intake and
exhaust side), and in the SOHC engine, the spark plugs are situated between the two
exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally, the
center lobe on lized by either the intake or the exhaust, limiting the VTEC feature to
one side.
• However, beginning with the J37A4 3.7L, SOHC V6 engine introduced on all 2009
Acura TL SH-AWD models, SOHC VTEC was incorporated for use with intake and
exhaust valves. The intake and exhaust rocker shafts contain primary and secondary
intake and exhaust rocker arms, respectively. The primary rocker arm contains the
VTEC switching piston, while the secondary rocker arm contains the return spring.
The term "primary" does not refer to which rocker arm forces the valve down
during low-RPM engine operation. Rather, it refers to the rocker arm which
contains the VTEC switching piston and receives oil from the rocker shaft.
• The primary exhaust rocker arm contacts a low-profile camshaft lobe during low-RPM engine
operation. Once VTEC engagement occurs, the oil pressure flowing from the exhaust rocker
shaft into the primary exhaust rocker arm forces the VTEC switching piston into the secondary
exhaust rocker arm, thus locking both exhaust rocker arms together. The high-profile camshaft
lobe which normally contacts the secondary exhaust rocker arm alone during low-RPM engine
operation is able to move both exhaust rocker arms together which are locked as a unit.
• The secondary intake rocker arm contacts a low-profile camshaft lobe during low-RPM engine
operation. Once VTEC engagement occurs, the oil pressure flowing from the intake rocker
shaft into the primary intake rocker arm forces the VTEC switching piston into the secondary
intake rocker arm, thus locking both intake rocker arms together. The high-profile camshaft
lobe which normally contacts the primary intake rocker alone during low-RPM engine
operation is able to move both intake rocker arms together which are locked as a unit.
• The difficulty of incorporating VTEC for both the intake and exhaust valves in a SOHC engine
has been removed on the J37A4 by a novel design of the intake rocker arm. Each exhaust valve
on the J37A4 corresponds to one primary and one secondary exhaust rocker arm. Therefore,
there are a total of twelve primary exhaust rocker arms and twelve secondary exhaust rocker
arms.
• However, each secondary intake rocker arm is shaped similar to a "Y" which allows it to
contact two intake valves at once. One primary intake rocker arm corresponds to each
secondary intake rocker arm. As a result of this design, there are only six primary intake rocker
arms and six secondary intake rocker arms.
Xuất hiện vào năm 1992 trên 1,6 lít Civic Esi, nó cung cấp một sức mạnh của 125 mã lực tại 6500 vòng / phút và mô-men xoắn 142
Nm tại 5200 vòng / phút. Như DOHC VTEC, nó cung cấp 90% mô-men xoắn của nó (hoặc 127 Nm) từ năm 2000 đến 6600 vòng /
phút.
Trên công cụ này, van biến thang máy và được thực hiện chỉ nhập học.
Các trục cam được cung cấp với webcam cho mỗi xi lanh 5. Hai cánh tay rocker và các rocker 3 yêu cầu phát với hai van nạp.
Chỉ huy các yếu tố tham gia VTEC cũng giống như động cơ DOHC VTEC:
- Chế độ ăn uống và động cơ tải
- Tốc độ xe
- Nhiệt độ của chất lỏng làm mát.
Những bản vẽ giải thích sự sắp xếp của cam trên trục cam, và các hoạt động.
 4.4.2. VTEC-E
• Năm 1993, Honda tung ra động cơ SOHC VTEC mới: VTEC-E, E cho nền kinh tế.
• Động cơ này hoạt động với một hỗn hợp rất nạc. Điều đó đã không ngăn chặn anh ta có một
sức mạnh đáng nể với động cơ (90 mã lực 1.5L).
• Dưới 2500 vòng / phút, hỗn hợp là rất nghèo, nhiều hơn so với một công cụ (khoảng 1,6
lần). Đó là chỉ từ 2500 vòng / phút hỗn hợp trở nên "bình thường". Hỗn hợp không khí / nhiên
liệu được tối ưu hóa bằng cách quản lý dựa trên tốc độ động cơ, vị trí bướm ga, nhiệt độ nước
và các thông số khác.
• 1soupape đầu vào 2 là gần như phá vỡ dưới mức 2500 vòng / phút (van thứ hai). Để khởi động
một đĩa cam. Các chức năng chính bình thường với một van nâng 12 lần so với van thứ cấp.
• Ngoài ra, các buồng đốt đã được nghiên cứu một cách cẩn thận để tối ưu hóa quá trình đốt cháy.
• Một đặc tính của VTEC-E động cơ, cánh tay rocker được trang bị một kim mang trên webcam
phía. Chúng làm giảm hoặc thậm chí loại bỏ, ma sát, trong đó tiếp tục cải thiện hiệu suất.
• Như VTEC SOHC, VTEC chỉ hoạt động nhập học. Khi anh chộp, hai cánh tay rocker trong tình
đoàn kết và hai van nạp sau đó có thang máy cùng.
• Các cặp vợ chồng đạt 90% giá trị đỉnh của nó từ 1000 vòng / phút và lên đến 5700 vòng / phút.
• Công nghệ này cho phép thấp hơn so với động cơ diesel với mức tiêu thụ điện năng như nhau:
5.9l / 100 km trong kết hợp.
• VTEC-E is a variation of SOHC VTEC which was used to
increase efficiency at low RPM. At low RPM, one of the two
intake valves is only allowed to open a very small amount,
increasing the fuel/airatomization in the cylinder and thus
allowing a leaner mixture to be used. As the engine's speed
increases, both valves are needed to supply sufficient mixture. A
sliding pin, which is pressured by oil, as in the regular VTEC, is
used to connect both valves together and allows the full opening
of the second valve. The engine runs at normal performance
using the second cam position that would typically be tuned for
high-RPM performance in other two-stage VTEC designs.
4.4.3 3-STAGE VTEC
 3-Stage VTEC is a version that employs 3 different cam profiles to
control intake valve timing and lift. Due to this version of VTEC being
designed around a SOHC valve head, space was limited and so VTEC can
only modify the opening and closing of the intake valves. The low-end fuel
economy improvements of VTEC-E and the performance of conventional
VTEC are combined in this application. From idle to 2500-3000RPM,
depending on load conditions, one intake valve fully opens while the other
opens just slightly, enough to prevent pooling of fuel behind the valve, also
called 12 valve mode. This 12 Valve mode results in swirl of the intake
charge which increases combustion efficiency resulting in improved low
end torque and better fuel economy. At 3000-5400 RPM, depending on
load, one of the VTEC solenoids engages which causes the 2nd valve to
lock onto the first valve's camshaft lobe. Also called 4 valve mode, this
method resembles a normal engine operating mode and improves the mid-
range power curve. At 5500-7000 RPM, the second VTEC solenoid
engages (both solenoids now engaged) so that both intake valves are using
a middle, third camshaft lobe. The third lobe is tuned for high performance
and provides peak power at the top end of the RPM range.
 AVTEC
• The AVTEC (Advanced VTEC) engine was first
announced in 2006.It combines continuously variable
valve lift and timing control with continuously variable
phase control. Honda originally planned to produce
vehicles with AVTEC engines within next 3 years.
• Although it was speculated that it would first be used in
2008 Honda Accord, the vehicle instead utilizes the
existing i-VTEC system.
• A related US patent (6,968,819) was filed in 2005-01-
05.
 Chương 5

VarioCam Plus
Porsche
 Cylinder head
• The introduction of VarioCam Plus necessitated a new
design of the cylinder head and the camshaft control. As in
the previous model the cylinder head is in three parts,
consisting of basic cylinder head, bucket tappet guide
housing and cylinder head cover. The oil protection tubes
are now part of the bucket tappet guide housing and are
sealed at the cylinder head cover side with fitted sealing
rings.
• The valve springs of the exhaust valves are single valve
springs and of tapered design, the intake valves are
designed as a double valve spring set due to the increased
forces. For immediate lubrication of tappets when starting
engine, the bucket tappet housing is provided with oil
chambers on the intake side.
 Cylinder head gasket
• The multi-layer steel gasket is covered with
high-temperature-resistant plastic in order to
enhance the sealing quality of its surface.
• The advantage of this steel gasket is that heat
can be dissipated from the cylinder head very
efficiently.
 Chain drive

• A separate intake and exhaust camshaft is used for each

cylinder bank. These camshafts are driven directly by a
double roller chain. The chains are guided by plastic guide
rails and hydraulic chain tensioners located at the tensioned
endof the chain.
• The intake camshafts in the new 911Carrera also have a
valve stroke control on the intake side in addition to the
VarioCam Plus system (the system is described in a separate
section). The respective solenoid valves are fitted in the
cylinder head.
• This optimises the compromise between maximum power
output and maximum torque while simultaneously reducing
fuel consumption and improving running smoothness of the
engine. A driving flange for the oil suction pump is attached
on the input side of each exhaust camshaft.
 Camshafts
• The camshafts are hard-chilled components
and hollow-cast to reduce weight. The shank
diameter of all camshafts is 26 mm. The intake
valve stroke is variable (3.0 mm or 10.0 mm).
 Variable camshaft timing with valve
stroke control (VarioCam Plus)
• The demands placed on the design of an engine, i.e.
increased performance, improved driving comfort,
observance of legal emission limits and reduced fuel
consumption, result in contradictory construction
criteria.
• The idea behind the development of the VarioCam Plus
was to create a variable engine which can be optimised
both for maximum performance and for frequent use in
urban traffic or on main roads. A system to adjust the
intake camshaft to vary the opening and closing time
combined with a valve stroke adjustment system is the
solution to this problem.
 Control element for camshaft
• The camshaft adjuster is based on the principle of a vane
cell djuster. The control unit determines the current
position of the camshaft in relation to the crankshaft
(actual angle) using the engine speed and hall sensor
signal.
• The position control in the control unit receives the
desired angle via the programmed map values (engine
speed, load, engine temperature). If the desired angle and
actual angle differ, a controller in the Motronic actuates
the 4-way proportioning valve to the desired position.
1 - Speed sensor-
2 - Hall sensor
3 - Camshaf actual angle
4 - Camshaf control
5 - Desired angle
tmot - Engine temperature
Ml - Engine load
N - Engine speed
9 - 4-way proportioning valve
10 - Control element for 
camshaf
 Vane cell adjuster
• The vane cell adjuster mainly consists of the stator (red, above the chain
sprocket,crankshaft-fixed), the rotor (green, camshaft-fixed) and the
inserted vanes (yellow, inserted in rotor) and two covers. The stator is
fitted with the chain sprocket on the outer diameter. It interlocks with the
crankshaft via the chain drive. The rotor is securely bolted to the
camshaft. Repositioning between rotor and stator is possible (inner
bearing of adjuster). This repositioning is limited by the vanes inserted
into the rotor and by the stops on the stator. The vanes also split the
recesses on the stator into two chambers each. These chambers can be
filled with oil via oil holes and oil guides in the rotor. To ensure efficient
sealing, small springs are fitted between vanes and rotor. The chambers
are each sealed laterally by a chain sprocket fixed cover. The adjuster is
locked at a stop (retard stop).
• For this a spring-loaded pin in the retard stop of the adjuster moves into a
hole in the cover. This creates a interlocking connection between the stator
and rotor during the engine starting process. Noise during this oil-
pressure-free period is avoided by this locking process.
Shifting options of VarioCam Plus system
 Functional description of valve stroke adjustment
• The valve stroke adjustment system consists of switchable
flat-base tappets which are actuated by means of an
electrohydraulic 3/2-way valve. Since two different cam
shapes are used on the camshaft, it is possible to select the
different cams (by switching the flat-base tappets) so that
their respective valve stroke characteristics act on the
engine.
• These flat-base tappets are mounted on the inlet side of the
engine. The flat-base tappets consist of two nested tappets
which can be interlocked hydraulically by means of a pin.
Once interlocked, the inner tappet comes into contact with
the small cam and the outer tappet with the large cam. An
element for compensating the valve clearance is always
integrated in the power flow of the tappet.
 Solenoid hydraulic valve

• The solenoid hydraulic valve is designed as a 4-way proportioning

valve and depending on the control unit command, connects one of
the two control lines (A/B) with the oil pressure feed line (P) and
also opens the other line to allow the oil to flow out into the
crankcase (T-line) If the A-line is pressurised with oil, the adjuster
is turned in the advanced direction. If the Bline is pressurised with
oil, the adjuster is turned in the retard valve timing direction.
• In the centre position, both control lines are closed. The camshaft
is held in the desired position.
• Furthermore, any intermediate position in between the three switch
positions described above is adjustable via the control unit. This
not only allows for very rapid processing of the adjustment
position, but also very slow processing with The 4-way
proportioning valve therefore determines the adjustment direction
and the adjustment speed of the adjuster.
 Non-return valve

• Due to the valve operation, the camshaft requires a high drive torque at
times, at other times the camshaft runs independently (changer-over
torque). If a non-return valve is operated in the P-line and the 4-way
valve is energised (adjustment in advanced valve timing direction), the
adjuster, with the camshaft running on, independently draws oil via the
feed line, the 4-way proportioning valve and the non-return valve. If the
camshaft then stays behind due to the high drive torque, the non-return
valve closes and the oil cannot escape. During this period, the camshaft
is taken over the oil cushion by the chain sprockets, as when free-
wheeling. The advancing and retarding of the camshaft repeats itself, so
that the camshaft independently moves progressively towards advanced
valve timing. As the above described principle only functions on very
leak-tight adjustment systems and lowfriction valve gears, oil pressure is
required. To avoid the necessity of an extremely large oil pump, the
above described principle is exploited, with a hot engine and low engine
speed i.e. with low oil pressure, through the use of the non-return valve.
The non-return valve is used to increase the
1 - Adjustment direction, retard
2 - Adjustment direction, advance
3 - Camshaft adjuster
4 - 4-way valve
5 - Non-return valve
6 - Oil pump
7 - Oil sump
• The variable camshaft timing has a variable
adjustment range of 0 - 40°. The valve
stroke control facilitates decreased or
increased valve strokes. When idling or
near idling, the engine control is optimised
by switching the intake valve stroke to a
small cam with 3.6 mm and an adjustment
of the valve timing for minor valve overlap.
This results in a frictional loss reduction
owing to the small valve stroke, decreased
charge-exchange losses by extremely
decreased opening times and few exhaust
fumes from previous combustion in the
combustion chamber for an even and rapid
combustion. These measures produce a
clear reduction in consumption together
with noticeably improved idling quality.
• In full-load conditions, a high
torque and high peak power
output is achieved through low-
loss charge exchange process and
precision designed cam contour at
an intake valve stroke of 11 mm.
Furthermore, the opening and
closing times of the valve lift are
also adjusted towards advanced.
• As the valve timing is variable,
the decreased valve stroke can be
maintained in the partial load
range and the valve overlap can
be optimised.
1 - Oil sump 9 - Crankshaf
2 - Oil intake snorkel 10 - Oil return pump
3 - Oil pump 11 - Chain tensioner
4 - Pressure relief valve 12 - Oil pressure sensor
5 - Full-flow oil filter 13 - Valves
6 - Intermediate shaf 14 - Oil level probe
7 - Oil/water heater  15 - Hydraulic valve 
exchanger tappet
8 - Camshaf 16 - Oil temperature 
sensor
 Chương 5

Audi ValveLift
 Chương 6
Cơ cấu phân phối khí Vanos
và Valvetronic của BMW
• VANOS = VAriable NOckenwellen Steuerung (or,
variable camshaft timing).

VANOS is a hydraulic system that advances or

retards the timing of the intake & exhaust cams to
optimise the engine for either fuel economy or
power. The seals that allow the hydraulics to operate
get cooked after a very short time, which cause the
VANOS to malfunction. Costs you fuel and power.
 VANOS/Double-VANOS.
• Smoother idling, greater torque, elastic power: double-VANOS varies the camshaft timing
to optimise power output throughout the rev range. Whatever your speed, you benefit
from better performance, improved fuel efficiency and lower emissions.
• The name VANOS is derived from the German term "variable Nockenwellensteuerung",
meaning variable camshaft control. The double-VANOS system continuously adjusts the
camshaft positions for both the intake and the exhaust valves. This results in significantly
higher torque at low engine speeds and more power at higher engine speeds, while also
reducing fuel consumption and emissions.
• At lower engine speeds, the position of the camshaft is moved so the valves are opened
later, as this improves idling quality and smooth power development. As the engine speed
increases, the valves are opened earlier: this enhances torque, reduces fuel consumption
and lowers emissions. At high engine speeds, the valves are opened later again, because
this allows full power delivery.
• Double-VANOS also controls the amount of exhaust gas that is re-circulated back to the
intake manifold, enhancing fuel economy. The system uses a special set of parameters in
the engine's warming-up phase in order to help the catalytic converter reach its ideal
operating temperature more quickly, lowering emissions. The entire process is controlled
by the vehicle's Digital Motor Electronics (DME). BMW first introduced the
breakthrough VANOS technology in 1992. Double-VANOS entered production in 1997.
 Vanos
• VANOS is a combined hydraulic and mechanical camshaft control device
managed by the car's DME engine management system.
• The VANOS system is based on an adjustment mechanism that can modify
the position of the intake camshaft versus the crankshaft. Double-VANOS
adds an adjustment of the intake and outlet camshafts.
• VANOS operates on the intake camshaft in accordance with engine speed
and accelerator pedal position. At the lower end of the engine-speed scale,
the intake valves are opened later, which improves idling quality and
smoothness. At moderate engine speeds, the intake valves open much earlier,
which boosts torque and permits exhaust gas re-circulation inside the
combustion chambers, reducing fuel consumption and exhaust emissions.
Finally, at high engine speeds, intake valve opening is once again delayed, so
that full power can be developed.
• VANOS significantly enhances emission management, increases output and
torque, and offers better idling quality and fuel economy. The latest version
of VANOS is double-VANOS, used in the new M3.
• VANOS was first introduced in 1992 on the BMW M50 engine used in the 5
Series.
• Double-VANOS (double-variable camshaft control) significantly
improves torque since valve timing on both the intake and outlet
camshafts are adjusted to the power required from the engine as a
function of gas pedal position and engine speed.
• On most BMW engines that use a single VANOS, the timing of the
intake cam is only changed at two distinct rpm points, while on the
double-VANOS system, the timing of the intake and exhaust cams
are continuously variable throughout the majority of the rpm range.
• With double-VANOS, the opening period of the intake valves are
extended by 12 degrees with an increase in valve lift by 0.9 mm.
• Double-VANOS requires very high oil pressure in order to adjust
the camshafts very quickly and accurately, ensuring better torque at
low engine speeds and better power at high speeds. With the amount
of un-burnt residual gases being reduced, engine idle is improved.
Special engine management control maps for the warm-up phase
help the catalytic converter reach operating temperature sooner.
• Double-VANOS improves low rpm power, flattens the torque curve, and
widens the powerband for a given set of camshafts. The double-VANOS
engine has a 450 rpm lower torque peak and a 200 rpm higher horsepower
peak than single-VANOS, and the torque curve is improved between 1500
- 3800 rpm. At the same time, the torque does not fall off as fast past the
horsepower peak.
• The advantage of double-VANOS is that the system controls the flow of
hot exhaust gases into the intake manifold individually for all operating
conditions. This is referred to as "internal" exhaust gas re-circulation,
allowing very fine dosage of the amount of exhaust gas recycled.
• While the engine is warming up, VANOS improves the fuel/air mixture
and helps to quickly warm up the catalytic converter to its normal
operating temperature. When the engine is idling, the system keeps idle
speeds smooth and consistent thanks to the reduction of exhaust gas re-
circulation to a minimum. Under part load, exhaust gas re-circulation is
increased to a much higher level, allowing the engine to run on a wider
opening angle of the throttle butterfly in the interest of greater fuel
economy. Under full load, the system switches back to a low re-circulation
volume providing the cylinders with as much oxygen as possible.
 VALVETRONIC
• Enjoy better performance while consuming less fuel: Valvetronic lets you get even
more driving pleasure from your BMW engine.
• This highly advanced technology replaces the conventional throttle butterfly with a
electrical mechanism that controls the amount of lift of the individual intake valves
on each cylinder. Your engine is able to breathe freely, delivering better
performance while using less fuel.
• The performance of the engine is more efficient and immediate, thanks to the
elimination of the pumping losses and air-flow disturbance caused by a
conventional throttle butterfly. Instead, air can flow through the intake manifold
freely, and Valvetronic precisely regulates the quantity of air entering the cylinders.
• Valvetronic uses a stepper motor to control a secondary eccentric shaft fitted with a
series of intermediate rocker arms, which in turn control the degree of valve lift.
The throttle butterfly is no longer needed as a means of controlling the air supply -
though for safety reasons it is still fitted as an emergency back-up.
• By optimising the fuel/air mix process, Valvetronic produces fuel savings of up to
10 percent (based on the ECE driving cycle). In addition, Valvetronic improves
cold start behaviour, lowers exhaust emissions and provides smoother, more
immediate power.
• 01 VANOS adjust unit on exhaust side

02 Exhaust camshaft

03 Roller cam follower

04 Hydraulic valve adjuster HVA

05 Valve spring on exhaust side

06 Exhaust valve

07 Intake valve

08 Hydraulic valve adjuster HVA

09 Valve spring on intake side

10 Roller cam follower

11 VALVETRONIC servomotor

12 Eccentric shaft

13 Spring

14 Intermediate lever

15 Intake camshaft

16 VANOS adjust unit on intake side

 BMW 735i/735Li

• Engine: 90° Alloy V8, Valvetronic, Bi-Vanos

Capacity: 3,600cc
Power: 200kW (272hp) @ 6200rpm
Torque: 360Nm (265lb/ft) @ 3700rpm
Bore/Stroke: 84 x 81.2
Compression Ratio: 10.5:1
Transmission: ZF 6 speed automatic
Km/hr per 1000rpm (1st to 6th gear):
8.5/15.1/23.2/30.9/40.5/51.1
0-100km/hr: 7.5 seconds
Top Speed: 250km/hr
Fuel Usage (urban cycle): 15 litres/100km
Fuel Usage (extra-urban): 8.2 litres/100km
Fuel usage (average): 10.7 litres/100km
 BMW 745i/745Li
• Engine: 90° Alloy V8, Valvetronic, Bi-Vanos
Capacity: 4,398cc
Power: 245kW (333hp) @ 6100rpm
Torque: 450Nm (330lb/ft) @ 3600rpm
Bore/Stroke: 92 x 82.7
Compression Ratio: 10.5:1
Transmission: ZF 6 speed automatic
Km/hr per 1000rpm (1st to 6th gear):
9.1/16.2/25.0/33.3/43.6/55.0
0-100km/hr: 6.3 seconds
Top Speed: 250km/hr
Fuel Usage (urban cycle): 15.5 litres/100km
Fuel Usage (extra-urban): 8.3 litres/100km
Fuel usage (average): 10.9 litres/100km