VVT (Variable Valve Timing): Motion of Cam Phasing Device

MULTIDISCIPLINARY UNIVERSITY

1962 2013 11 Faculties Faculty of Mechanics and Technology, Faculty of Electronics, Communications and Computers, Faculty of Sciences, Faculty of Mathematics, Faculty of Letters, Faculty of Social Sciences, Faculty of Economics, Faculty of Law and Administration, Faculty Physical Education and Sports, Faculty of Theology, Faculty of Education Sciences ~ 12 000 students in bachelor and master degrees, ~ 200 PhD students, 2013 Teaching & Research personal ( ~ 600 persons) o r g a n i z e THE ONE DAY SCIENTIFIC WORKSHOP e n t i t l e d Variable Valve Actuation (VVA). A technique towards more efficient engines 18 April 2013 University of Pitesti, Romania Amphitheatre CC1, B-dul Republicii nr. 71, Pitesti

OPENING SPEECHES

Mihai BRASLASU – Vice Rector of the University of Pitesti, Romania

Thierry MANSANO – Head of Engine Calibration Department of Renault Technologie Roumanie (DCMAP - RTR)

Pierre PODEVIN – Cnam Paris, LGP2ES, EA21, France. Co-organizer

Adrian CLENCI – Head of Automotive and Transports Department – University of Pitesti, Romania. Organizer o r g a n i z e THE ONE DAY SCIENTIFIC WORKSHOP e n t i t l e d Variable Valve Actuation (VVA). A technique towards more efficient engines 18 April 2013 University of Pitesti, Romania Amphitheatre CC1, B-dul Republicii nr. 71, Pitesti PROGRAMME

10h00 – 11h00: Giovanni CIPOLLA, Politecnico di Torino, Italy, former GM Powertrain. Variable Valve Actuation (VVA): why? 11h00 – 12h00: Eduard GOLOVATAI SCHMIDT, Schaeffler Technologies AG, Germany. Consistent Enhancement of Variable Valve Actuation (VVA) 12h00 – 13h30: Lunch Break 14h00 – 15h00: Stéphane GUILAIN, Renault France, Powertrain Design and Technologies Division. VVT/VVA and Turbochargers: which synergies can we expect from these technologies? 15h00 – 16h00: Hubert FRIEDL, AVL GmbH Austria, Powertrain Systems Passenger Cars. Trends in Applications of VVA Systems for Fuel Efficient Powertrain 16h00 – 16h30: Coffee Break 16h30 – 17h30: Romain Le FORESTIER, VOLVO Powertrain, France. Advanced combustion and heavy duty engine integration of a hydraulic camless system 17h30 – 18h30: Adrian CLENCI, University of Pitesti, Romania, Pierre PODEVIN, Le Cnam de Paris, France. VVA technique as a way to improve Spark Ignition Engine efficiency. Results obtained at the University of Pitesti The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

WHY ORGANISING? The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine HISTORY of VARIABLE VALVE ACTUATION at UNIVERSITY of PITESTI

1977: a mechanical cam phasing device (VVT) applied on the gasoline engine of the 4WD ARO vehicle by Professor Vasile Dumitrescu and his team; 1977 - 1990: various VVA solutions were created and tested by Professor Vasile Dumitrescu and his team

1985 - 1990: various VVA solutions by Professor Dumitru Cristea and his team: - variable intake valve lift mechanism by rocker arm’s variable length; - cylinder deactivation by intake&exhaust valves deactivation

1985 – present: several Continuous Variable intake Valve Lift mechanisms were developed by Professor Vasile Hara and his team The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

Variable intake Valve Lift by Professor Vasile Hara and his team UNIVERSITY of PITESTI & le Cnam de Paris 1985 – 1990: 2 engine prototypes (4 in-line cylinders gasoline engine) were built with the aid of Dacia plant 2005: re-launching the research on ViVL by Hara&Clenci in cooperation with le cnam de Paris

A carburetor engine featuring A single point injection engine featuring manual actuation of intake valve law automatic actuation of intake valve law The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

Variable intake Valve Lift by Professor Vasile Hara and his team UNIVERSITY of PITESTI & le Cnam de Paris March 2006: successful operational tests of the throttle-less engine at idle operation

The single point injection engine featuring throttle-less control thanks to the ViVL Stable idle operation @ 800 rpm & λ = 1.6 (lean mixture)

The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

Variable intake Valve Lift by Professor Vasile Hara and his team UNIVERSITY of PITESTI and le Cnam de Paris October 2006 - August 2007: adaptation of a multi-port fuel injection system (intake and exhaust on the same side of the cylinder head) The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

Variable intake Valve Lift by Professor Vasile Hara and his team UNIVERSITY of PITESTI and le Cnam de Paris 2008: adaptation of the prototype ViVL engine on a Dacia Logan car

Ecologic Vehicle by Intake Throttle-less Actuation The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

Variable intake Valve Lift by Professor Vasile Hara and his team UNIVERSITY of PITESTI and le Cnam de Paris September 2012 – April 2013: adaptation of a crossflow engine head (hemispheric combustion chamber) The Scientific Workshop Variable Valve Actuation (VVA). A technique towards more efficient engine

Variable intake Valve Lift by Professor Vasile Hara and his team UNIVERSITY of PITESTI and le Cnam de Paris 1985 - ……. - present

A side mounted camshaft and An overhead camshaft version featuring A crossflow engine head featuring a side overhead valves version featuring bowl-in piston combustion chamber mounted camshaft and overhead valves version wedge type combustion chamber featuring pent-roof combustion chamber o r g a n i z e THE ONE DAY SCIENTIFIC WORKSHOP e n t i t l e d Variable Valve Actuation (VVA). A technique towards more efficient engines 18 April 2013 University of Pitesti, Romania Amphitheatre CC1, B-dul Republicii nr. 71, Pitesti PROGRAMME

Equipe d’accueil EA21 Chimie moléculaire, génie des procédés et énergétique Le 18 avril 2013 Le directeur

M. le professeur Ionel DIDEA Recteur de l'Université de Pitesti 1, Targu Din Vale ‐ Pitesti 11040 ‐ Arges

Objet : Variable Valve Actuation (VVA), A technique towards more efficient engines 18 April 2013 at the University of Pitesti, Romania

M. le Recteur, Mesdames, Messieurs et chers collègues, Cher Mesdames et Messieurs, Je voudrais remercier l'Université de Pitesti et particulièrement A. Clenci de nous associer a cette manifestation. L’agence d’évaluation de la recherche et l’enseignement supérieur français (AERES) a également encouragé début 2013 notre laboratoire à amplifier encore les synergies communes à nos établissements. La réduction de consommation de carburant est un objectif primordial de 1er plan. La distribution variable (VVA) er constitue l’une des possibilités opérationnelles pour améliorer les performances du moteur et réduire les émissions Je vous souhaite un excellent « work shop » qui constitue un événement de 1 plan et qui sans nul doute sera suivi de polluantes. nouvelles actions internationales pérennes communes à l’ensemble de la profession. Vous pouvez compter sur mon appui actif et de celui de l’ensemble du laboratoire.

A l'instigation du département Automobiles et Transports de l'Université de Pitesti et de l’équipe de turbomachines et Je vous souhaite, M. le recteur, mesdames, Messieurs et chers collègues un excellent séminaire. moteurs du Cnam, une collaboration entre nos établissements a été engagée dès 1999 dans le domaine des moteurs à combustion interne et des machines thermiques appliqués au transport de surface. Bien cordialement, Georges Descombes

Le fruit de cette collaboration a significativement été développé et confirmé au cours de la décennie écoulée par des Paris, le 18 avril 2013 conventions cadre reconduites régulièrement entre nos deux établissements en adéquation avec nos missions respectives : la formation à distance, la recherche technologique et l’innovation, la diffusion de la culture scientifique et technique.

Recherche et diffusion des connaissances La participation au titre de chercheurs associés de l’Université de Pitesti à notre laboratoire (EA21) est soutenue par nos établissements qui se sont impliqués dans ces programmes en finançant plusieurs brevets. Deux thèses en cotutelle ont également été soutenues (2006 et 2012).

Ces travaux conduisent régulièrement à des publications communes et à des communications dans des congrès internationaux. Il convient de souligner deux conférences réalisées dans le cadre des visioconférences annuelles organisées par le Cnam et ayant pour thème le moteur à taux de compression variable et la distribution variable. Un article conjoint a été publié récemment dans la collection les Techniques de l'Ingénieur.

Je remercie également le collectif du réseau commun de compétences qui est appuyé de manière pérenne par les partenaires ADEME, EURECO, ERASMUS, OSEO et CNCISM.

International committee

Prof. G. DESCOMBES - Cnam - France Prof. G. DUMITRASCU - UTI - Roumanie Prof. M. FEIDT – U de Lorraine – France Prof. C. FERROUD – Cnam - France Prof. D. GENTILE - Cnam - France Prof. B. HORBANIUC - UTI - Roumanie Prof. I. IONEL - UPT – Roumanie Prof. V. LAZAROV - TUS - Bulgarie Prof. C. MARVILLET - Cnam - France Prof. G. POPESCU - UPB - Roumanie Prof. C. PORTE - Cnam - France Prof. D. QUEIROS-CONDE - U Paris Ouest - France Prof. I. SIMEONOV - BAS - Bulgarie

Siteweb : http://turbo-moteurs.cnam.fr/cofret2014/ Contact : [email protected] Topics of the congress

1. Thermodynamics - Heat and mass transfer Combustion and gas dynamic 2. Process Engineering 3. Thermal machines 4. Renewable and low-carbon energy, Polygeneration, Electricity as energy carrier, Energy storage, Management and control of energy flow, Economy and Energy 5. Environment and Sustainable Development, Recycling, New Energy Resources 6. Green chemistry 7. Environmental education and training Environmental legislation

Siteweb : http://turbo-moteurs.cnam.fr/cofret2014/ Contact : [email protected] Thèmes du colloque

1. Thermodynamique , Transfert de chaleur et de masse, Combustion et Gazodynamique. 2. Génie des Procédés. 3. Machines thermiques. 4. Energie renouvelables et décarbonée, Polygénération, Electricité vecteur énergétique, Stockage de l’énergie, Gestion et contrôle des flux d'énergie, Economie et Energétique. 5. Environnement et Développement Durable, Recyclage, Nouvelles Ressources Energétiques. 6. Chimie verte. 7. Enseignement et formation environnemental Législation environnementale .

Siteweb : http://turbo-moteurs.cnam.fr/cofret2014/ Contact : [email protected] Exploratory Workshop: Development DE Engineering “Variable Valve Actuation (VVA). Consulting A technique towards more efficient engines” for Energy

ETC in Torino University of Pitesti, Romania

Giovanni Cipolla GM-PoliTo Institute for Automotive Research & Education (IARE) Director Politecnico di Torino, Italy

DE ETC by G. Cipolla 18 April 2013 1 Variable Valve Actuation (VVA) : WHY ?

Lecture topics :

 ICE (Internal Combustion Engine) control requirements

 Vxy (Variable systems) needs & options in Automotive ICEs

 VVA (Variable Valve Actuation) rationales for ICE

DE ETC by G. Cipolla 18 April 2013 2 Variable Valve Actuation (VVA) : WHY ?

Lecture topics :

 ICE (Internal Combustion Engine) control requirements

 Vxy (Variable systems) needs & options in Automotive ICEs

 VVA (Variable Valve Actuation) rationales for ICE

DE ETC by G. Cipolla 18 April 2013 3 ICE ‐ 4T (4 strokes) operation

DE ETC by G. Cipolla 18 April 2013 4 Otto, Diesel & Sabathè cycles thermodynamic efficiency vs CR (Compression Ratio)

Spark Ignition (SI) ycle engines thè c Saba

cle le l cy yc ese c Di tto O

Compression Ignition (CI) engines Thermodynamic efficiency Thermodynamic

Compression Ratio (CR) DE ETC by G. Cipolla 18 April 2013 5 Intake flow behavior vs crank angle over engine speed range

Int/Exh valves Int. valve overlap closing shift

EVC

]

[

i Int/Exh Int. valve

oc valves closing

e overlap shift

r i

Crank angle [°] Back flow Rejected flow DE ETC by G. Cipolla 18 April 2013 6 “Full Load” ICE operation conditions

Power Torque Power

Torque

Speed (rpm) DE ETC by G. Cipolla 18 April 2013 7 Efficiencies trends of ICE [ f (rpm, pme) ] comb vol vol comb

mech

mech Efficiency

total total

bmep (bar) rev’s (rpm) DE ETC by G. Cipolla 18 April 2013 8 IC Engine map (i.e. “overall efficiency” or “specific fuel consumption”)

DE ETC by G. Cipolla 18 April 2013 9 Areas of ICE in‐vehicle operating conditions on Engine map

TORQUE

“Performance” & “Usual” Motorway & driving Urban/Extra‐urban driving

Homologation Driving Cycle

RPM DE ETC by G. Cipolla 18 April 2013 10 Variable Valve Actuation (VVA) : WHY ?

Lecture topics :

 ICE (Internal Combustion Engine) control requirements

 Vxy (Variable systems) needs & options in Automotive ICEs

 VVA (Variable Valve Actuation) rationales for ICE

DE ETC by G. Cipolla 18 April 2013 11 ICE control “3 layers variability & control” scenario for in‐vehicle ICE optimization

Throttle Fuel Mani‐ folds Turbo CR Valves Exhaust

DE ETC by G. Cipolla 18 April 2013 12 Variable Compression Ratio (VCR)

DE ETC by G. Cipolla 18 April 2013 13 Throttling & Throttle Body

DE ETC by G. Cipolla 18 April 2013 14 Variable Intake System (VIS)

DE ETC by G. Cipolla 18 April 2013 15 Variable Geometry Compressor (VGC)

OVERSPEED

SURGE

CHOKING

DE ETC by G. Cipolla 18 April 2013 16 Variable Valve systems (VVx)

 VVT (Variable Valve Timing): motion of cam phasing device

 VVL (Variable Valve Lift): switching to different cam profiles

 VVA (Variable Valve Actuation): combined VVT & VVL features

electromagnetic systems  Camless actuation { electrohydraulic systems

Phasing Duration Lift Phasing, Lift and Opening Duration DE ETC by G. Cipolla 18 April 2013 17 Waste Gate Turbo (WGT)

DE ETC by G. Cipolla 18 April 2013 18 Variable Geometry Turbine (VGT)

DE ETC by G. Cipolla 18 April 2013 19 Exhaust Gas Recirculation (EGR)

Inlet Throttle VGT Turbocharger Aftertreatment system Air clea C T ner AFM  DUAL LOOP EGR SYSTEM EGR Valve  DUAL LOOP EGR SYSTEM

Intercooler

 LOWLOW PRESSURE PRESSURE EGR EGR SYSTEM SYSTEM

 HIGHHIGH PRESSURE PRESSURE EGR EGR SYSTEM SYSTEM

DE ETC by G. Cipolla 18 April 2013 20 Variable Exhaust System (VES) efficiency

“4 in 1” indipendent Volumetric manifold pipes

Engine speed (RPM) DE ETC by G. Cipolla 18 April 2013 21 Variable Valve Actuation (VVA) : WHY ?

Lecture topics :

 ICE (Internal Combustion Engine) control requirements

 Vxy (Variable systems) needs & options in Automotive ICEs

 VVA (Variable Valve Actuation) rationales for ICE

DE ETC by G. Cipolla 18 April 2013 22 Longitudinal sound waves in air & gas

DE ETC by G. Cipolla 18 April 2013 23 ICE like Organ‐Trumpet‐Trombone music instruments

DE ETC by G. Cipolla 18 April 2013 24 ICE wave generation & matching with pipe frequency

Pressure waves situation at ICE “design point” rev’s

DE ETC by G. Cipolla 18 April 2013 25 Pressure waves matching during gas exchange over the whole ICE speed range Pressure waves situation out of ICE “design point” rev’s Valve timing sensitivity on ICE fuel economy & emissions

DE ETC by G. Cipolla 18 April 2013 26 Variable Valve systems (VVx)

Phasing Duration

Phasing, Lift and Lift Opening Duration DE ETC by G. Cipolla 18 April 2013 27 WOT torque shaping

VVT High performance (over whole speed range)

“narrow” overlap High low‐end torque (for driveability)

“large” overlap High max power large narrow (for performance)

DE ETC by G. Cipolla 18 April 2013 28 Unthrottled load control

Conventional Early intake throttling valve closing

DE ETC by G. Cipolla 18 April 2013 29 Charge motion, Kinetic energy and Combustion optimization by means of Swirl & Tumble control

Flow field (throttled) K‐epsilon (VVA) DE ETC by G. Cipolla 18 April 2013 30 “effective” VCR effect (at fixed “geometrical” CR) by means of IVC shift

Influence of Intake Valve Closing (IVC) on effective compression ratio at low speed

DE ETC by G. Cipolla 18 April 2013 31 Operation with Miller Atkinson cycle (i.e. ER > CR)

18 April 2013 by G. Cipolla 32 Internal EGR

1. a post-opening of the exhaust valve during the intake phase 2. a pre-opening of the intake valve during the exhaust phase

10 9 8 7 6 1 5 4 3 3 Valve lift [mm] 2 1 0 0 90 180 270 360 450 540 630 720 CA [deg]

10 9 8 7 6 5 4 3 3 Valve lift [mm] 2 2 1 0 0 90 180 270 360 450 540 630 720 CA [deg] DE ETC by G. Cipolla 18 April 2013 33 Emissions, fuel consumption & performance trade‐off (by IVC control)

DE ETC by G. Cipolla 18 April 2013 34 Engine‐Brake effect (for Diesel)

INTAKE NORMAL EXHAUST OPERATION

(mm) ENGINE BRAKE

OPERATION lift

Valve

Engine crank angle (CA)

DE ETC by G. Cipolla 18 April 2013 35 Variable Valve Actuation (VVA) : Closing Remarks

VVA systems offer great opportunities to fulfill such requirements with relatively simple, reliable & economic engineering solutions DE ETC by G. Cipolla 18 April 2013 36 Exploratory Workshop: Development DE Engineering “Variable Valve Actuation (VVA). Consulting A technique towards more efficient engines” for Energy

ETC in Torino University of Pitesti, Romania

Giovanni Cipolla GM-PoliTo Institute for Automotive Research & Education (IARE) Director Politecnico di Torino, Italy

DE ETC by G. Cipolla 18 April 2013 37 Consistent Enhancement of Variable Valve Actuation

Prof. Dr.-Ing. Kurt Kirsten, Eduard Golovatai-Schmidt Research & Development, Engine Systems Division Schaeffler AG & Co. KG Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of Improvement of Conventional Combustion Engines

5 Variable Valve Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 2 Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of Improvement of Conventional Combustion Engines

5 Variable Valve Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 3 Consistent Enhancement of Variable Valve Actuation Motivation to use Variable Valve Trains

Mean Values for CO2 Emissions

270 Actual Data

250 Nearest Targets Enacted 230 Proposed Targets

210 Australia

per Kilometer NEDC test 190 2 USA China 170

Grams CO EU 150 EU South Korea 130 Japan 110

90 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020

Based on ICCT March 2010

Universitatea Pitesti, 18.04.2013 Page 4 Consistent Enhancement of Variable Valve Actuation Efficiency Chain in a Gasoline Engine

100%100% 89%89% 87%87% 32%32% 21%21% 18%18% 14%14% Petrol Mechanical Energy Mechanical Crude Oil Engine Tyres Propulsion Station after Combustion Energy

EE NN EE RR GG YY -4% Braking Losses -3% Powertrain Losses -2,5% Auxiliary Drive

-8,5% Friction

Sphere of Influence of Valve Train -25% Heat Losses Exhaust Gas

-25% Heat Losses Coolant -5, -8 % Charge Cycle -2% Convection

-11% Raffinery/Transport Universitatea Pitesti, 18.04.2013 Page 5 Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of Improvement of Conventional Combustion Engines

5 ConclusiveVariable Valve Remarks Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 6 Consistent Enhancement of Variable Valve Actuation Technologies for future Gasoline Engines

Variable Charge Motion Most of the Gasoline engine technologies Variable Valve Variable Valve under development Actuation Improved are heading for Engine improved thermal Reduced GDI Efficiency efficieny parasitic Stratified parasitic losses, improved Controlled Controlled energy Auto-ignition Auto-ignitionAuto-ignition management management Improved friction and energy management Cylinder as add-on to any Deactivation Shifting of technology Operation Super / TurboTurbo-- Points Charging

Universitatea Pitesti, 18.04.2013 Page 7 Consistent Enhancement of Variable Valve Actuation Fuel Economy Improvement by Shifting of Operation Points

Variable Charge Naturally Aspired Engine Charged Engine Motion 20 20 BMEP [bar] BMEP [bar] 18 18 Variable Valve Actuation 16 16

14 14 GDI Stratified 12 12

10 10 120km/h Controlled Auto-ignition 8 8 Auto-ignition 120km/h 90km/h 6 6 Cylinder 90km/h 4 4 Deactivation 2 2

Super / TurboTurbo-- 0 0 Charging 1.000 2.000 3.000 4.000 5.000 6.000 1.000 2.000 3.000 4.000 5.000 6.000

Engine Speed [rpm] Engine Speed [rpm]

Universitatea Pitesti, 18.04.2013 Page 8 Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Differentdifferent VariableVariable ValveValve TrainsTrains

4 Degree of Improvement of Conventional Combustion Engines

5 ConclusiveVariable Valve Remarks Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 9 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Mean Consumption Values for CO2 Loss Distribution Emissions max Throttled De-Throttled

 bLaWe

 bLaWe Friction

Charge Cycle  bWW Process  bPA

min

Universitatea Pitesti, 18.04.2013 Page 10 Consistent Enhancement of Variable Valve Actuation Required Variabilities Torque

B AA

Max. Torque Max. Power Maximum Volumetric Efficiency Early Closure (Short Valve Event) Full Lift C Late Closure Greater Overlap

Optimization of Pumping Losses

Optimization of Pumping Losses (Combustion Optimization) D F Combustion Optimization (Charge Motion) Engine Speed

Universitatea Pitesti, 18.04.2013 Page 11 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Miller

Atkinson Port Deactivation IC’

Valve Phasing IC Cylinder Deactiv. Event Length

De-Throttling Concept Improved Cycle (Cooling Effect  EIC)

Universitatea Pitesti, 18.04.2013 Page 12 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Miller Atkinson

IC’

Port DeactivationDeactivation Valve Phasing Cylinder Deactiv. IC Event Length

De-Throttling Concept Excess Gas Mass is recharged during Compression

Universitatea Pitesti, 18.04.2013 Page 13 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Miller Atkinson Port Deactivation

Swirl Conventional Valve Phasing Port Intake Port Pool Cylinder Deactiv. Event Length

Stable and effective Combustion

Universitatea Pitesti, 18.04.2013 Page 14 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Miller Atkinson Port Deactivation IC’ Valve Phasing Swirl Conventional Intake Port Pool Port IC

Cylinder Deactiv. Event Length

Combination of De-Throttling and Charge Motion

Universitatea Pitesti, 18.04.2013 Page 15 Consistent Enhancement of Variable Valve Actuation Swirl Number and Flow Coefficient Mappings

Swirl Number cu / ca [-] Flow Coefficient αk

8 8

8 0.10 2.02.0 0.1000.100 7 7 7 0.09 0.0900.090 6 6 2.52.5 6 0.08 0.080 3.03.0 5 0.080 5 3.53.5 5 0.07 4.04.0 4 0.0700.070 5.05.0 0.06 4 6.06.0 3.5 4 0.0600.060 7.0 0.05 7.0 3 0.0500.050 8.0 3 8.0 3 0.04 0.0400.040 ft Swirl Port [mm]

2.5 ft Swirl Port [mm] i i 0.030 0.03 2 2 2 0.030 2.52.5 0.020 1.5 0.020 0.02 1 1

Valve L 2.0 2.0 Valve L 0.010 1 0.010 0.01 1.0 0 1.0 1.51.5 0 0 1 2 3 4 5 6 7 8 0 1 2 3 4 5 6 7 8

Valve Lift Charge Port [mm] Valve Lift Charge Port [mm]

Source: Carsten Kopp, Dissertation 2006, Magdeburg

Universitatea Pitesti, 18.04.2013 Page 16 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Miller b be min e max Atkinson Port Deactivation

Valve Phasing be min Drag Curve Cylinder Deactiv.

be min

Event Length

Shift of Area of Operation De-throttling and Improvement in High Cycle Efficiency

Universitatea Pitesti, 18.04.2013 Page 17 Consistent Enhancement of Variable Valve Actuation Motivation and Basics

Miller Atkinson Cylinder 1 Cylinder 3 Cylinder 4 Port Deactivation Exhaust Gas Reverse Flow Valve Phasing Cylinder Deactiv. PSR PExhaustGas Event Length

Intake Exhaust Opening Closing

Avoid Interacting of Exhaust Ports (I4 Engine) Improve EGR Scavenging

Universitatea Pitesti, 18.04.2013 Page 18 Consistent Enhancement of Variable Valve Actuation Overview of Valve Train Variabilities

Variable Valve Train

Phasing Lift and Timing

Continuous Discrete (switchable) Continuous

Hydraulic Two-Step Electro-Magnetic Electro-Mechanical Tappet Pivot Element Mechanical Finger Follower e.g. Valvetronic Shifting Cam Electro-Hydraulic Roller Lifter UniAir Three-Step Rocker Arm Shifting Cam

Universitatea Pitesti, 18.04.2013 Page 19 Consistent Enhancement of Variable Valve Actuation Overview of Schaeffler Valve Train Variabilities

SwitchableSwitchable Switchable Pivot Switchable Roller Shifting Cam TappetTappet Element Finger Follower Lobe

Electro-Hydraulic Actuated

Electro-Mechanical Actuated (Enlarged Temperature Range)

Profile Switching

Valve Deactivation (1 Valve per Cylinder)

Cylinder Deactivation (All Valves per Cylinder)

Internal EGR (Recharge)

Internal EGR (Recapture)

Crossing of Valve Events

2-Step

3-Step

Universitatea Pitesti, 18.04.2013 Page 20 Consistent Enhancement of Variable Valve Actuation Overview of fully variable Valve Train Variabilities

Mechanical Electro-Magnetic Electro-Hydraulic

INA BMW Toyota Nissan Presta Valeo INA / FIAT Sturman EcoValve Valvetronic II Valvematic VVEL DeltaValveControl E-Valve UniAir/ HVA MultiAir

Suzuki Yamaha Delphi Mahle Fiat Toyota FEV AVL / Lotus SNVT CVVT VVA VLD 3D-CAM 3D-CAM MV2T Bosch AVT EHVT

Hilite Meta Mitsubishi Honda INA Univalve VVH MIVEC A-VTEC 3CAM

= Systems in Mass Production

Universitatea Pitesti, 18.04.2013 Page 21 Consistent Enhancement of Variable Valve Actuation Complete Vehicle Simulation

NEDC

el F Fu req ap D uen ne M ion ist cy ngi pt ribu E sum tion Con

Engine Map Fuel Consumption  enhanced models (gas exchange and high pressure process)

Universitatea Pitesti, 18.04.2013 Page 22 Consistent Enhancement of Variable Valve Actuation Evaluation of Potential: Procedure

bar Basis Motor NEDC Downsizing Concept (turbocharged 4 Cylinder-DI-Engine)

Vehicle Model

Medium-Sized Vehicle

Manual Transmission min -1 (Speed)

Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Evaluation of Potential of different 2-Step Switching Stages 2-Step (CDA) Valve Lift

3-Step No Lift No Lift Optimization 3-Step Effort (Cylinder selective)

Universitatea Pitesti, 18.04.2013 Page 23 Consistent Enhancement of Variable Valve Actuation Example of Optimization

Fuel Consumption Improvement relative to Base Version t in % 20 10.0 9.5 bar 9.0 8.5 8.0 16 7.5 7.0 6.5 14 6.0 5.5 5.0 12 4.5 4.0 3.5 10 3.0 2.5 hV= 6,2 - 7,4 mm 2.0 8 1.5 BMEP 1.0 1.9 0.9 3.4 0.8 6 0.7 hV= 4,4 - 4,7 mm 4.8 0.6 hV= 3,5 mm 0.5 4 6.0 0.4 0.3 9.9 9.4 6.5 0.2 2 10.8 9.6 9.6 0.1 9.3 0.0

0 0 500 1000 1500 2000 2500 min-1 3500

Speed

Universitatea Pitesti, 18.04.2013 Page 24 Consistent Enhancement of Variable Valve Actuation Example of Optimization

-1 90 n = 2100 min , BMEP= 1,1bar

BMEP g/kWh ºCA Valve Lift ° Exhaust 70 Gas Rate

60 Intake

50 Phase of 40

30 Inlet Lowest Consumption Valve Lift Pressure Crank Angle

20 2 3 4 5 6 7 mm 9 Lift of Intake

Universitatea Pitesti, 18.04.2013 Page 25 Consistent Enhancement of Variable Valve Actuation Example of Optimization

140

ºCA

Valve Lift 100 Crank Angle

40 Exhaust Gas Rate in % 20 Valve Lift

Phase of Intake Crank Angle

0 1 2 3 4 5 6 7 8 mm 10

Valve Lift ▪ Improved Gas Properties Internal EGR (Residual Gas → Reduction of Proces Temperature

↑) → Reduction of Energy Losses to Coolant ▪ But: Increase of Combustion Duration

Universitatea Pitesti, 18.04.2013 Page 26 Consistent Enhancement of Variable Valve Actuation Example of Optimization

140

ºCA 3636

Valve Lift 100 38 Crank Angle 38 4040

80 4242

60 44 4646 44

4848 40 5050 5252 5454 20 Valve Lift

Phase of Intake Combustion Duration in ºCA Crank Angle

0 1 2 3 4 5 6 7 8 mm 10

Valve Lift

Universitatea Pitesti, 18.04.2013 Page 27 Consistent Enhancement of Variable Valve Actuation Example of Optimization

140

ºCA

350350 Valve Lift 100 Crank Angle

450450

60 700700

950950 Valve Lift 20

Phase of Intake Inlet Pressure in mbar Crank Angle

0 1 2 3 4 5 6 7 8 mm 10

Valve Lift

Universitatea Pitesti, 18.04.2013 Page 28 Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of improvementImprovement of Conventional Combustion Engines

5 ConclusiveVariable Valve Remarks Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 29 Consistent Enhancement of Variable Valve Actuation Degree of improvement of Conventional Combustion Engines

2-Step (all Cylinders)

100% -5,7% -6% -10,2% -11%

3-Step (all Cylinders)

Cylinder Deactivation

3-Step 2-Step 3-Step (Cylinder sel.) 3-Step (Cylinder 3-Step (Cylinder sel.) 2-Step (CDA) Basis selective)

NEDCNEDC

Universitatea Pitesti, 18.04.2013 Page 30 Consistent Enhancement of Variable Valve Actuation Results with customer-specific Drive Profiles

The Hyzem cycles consist of an urban cycle, an extra-urban cycle, and a highway cycle.

Higher dynamics than NEDC.

Universitatea Pitesti, 18.04.2013 Page 31 Consistent Enhancement of Variable Valve Actuation Degree of improvement of Conventional Combustion Engines

NEDC

100% -10,2% -11% -3,3% -7,4%

Hyzem

Cylinder Deactivation

3-Step 2-Step 3-Step (Cylinder 3-Step (Cylinder sel.) 2-Step (CDA) (Cylinder (CDA) 3-Step (Cylinder sel.) Basis selective) selective)

NEDCNEDC HyHyzemzem

Universitatea Pitesti, 18.04.2013 Page 32 Consistent Enhancement of Variable Valve Actuation Potential for Consumption Improvements

Friction Improvements

2-3% Friction Reduction

2-3% Demand Controlled Accessories

Thermodynamic Improvements Further Improvements

<3% 1-2% Thermo-Management Diesel Combustion System Optimization <7% 5-8% Downsizing Gasoline

Pumping Losses 4-6% 3-5% Stop-Start Function Gasoline

Universitatea Pitesti, 18.04.2013 Page 33 Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of Improvement of Conventional Combustion Engines

5 VariableConclusive Valve Remarks Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 34 Consistent Enhancement of Variable Valve Actuation Principle of Sequential Turbocharging

Conventional 2-Stage T/C With Split Exhaust Ports

Exhaust Port Group 1

Intercooler Intercooler Exhaust Port Group 2

Control Valve

Bypass Valve Bypass WG 1 WG 1 Valve High Press. T/C High Press. T/C WG 2 WG 2 Bypass Valve Bypass Low Press. T/C Valve Low Press. T/C

Universitatea Pitesti, 18.04.2013 Page 35 Consistent Enhancement of Variable Valve Actuation Activation of Ports for Sequential Turbocharging

EPG 1 Activ EPG 2 Activ EPG 1+2 Activ

EPG 1 EPG 1 EPG 1

EPG 2 EPG 2 EPG 2

Universitatea Pitesti, 18.04.2013 Page 36 Consistent Enhancement of Variable Valve Actuation Sequential Activation of Exhaust Ports

EPG 2

BMEP EPG 1

Engine Speed

Universitatea Pitesti, 18.04.2013 Page 37 Consistent Enhancement of Variable Valve Actuation Sequential Activation of Exhaust Ports

EPG 1+2

BMEP EPG 2

EPG 1

Engine Speed

Universitatea Pitesti, 18.04.2013 Page 38 Consistent Enhancement of Variable Valve Actuation Exhaust Valve Opening

Lower Engine Speed

Exhaust Valve Group 1 8 Short event, low lift Exhaust gas removal from cylinder, 6 Loading of primary T/C

4 Exhaust Valve Group 2 Valve Lift [mm] 2 Late phasing, variable lift and event EGR scavenging, loading secondary T/C 0 T/C 0 90 180 270 360 450 540 630 720

Crank Angle

Universitatea Pitesti, 18.04.2013 Page 39 Consistent Enhancement of Variable Valve Actuation Exhaust Valve Opening

Middle to High engine Speed

Exhaust Valve Group 1+2 8 Similar to basis engine Exhaust gas removal from cylinder, 6 Loading of both T/C

Valve Lift [mm] 2

0 0 90 180 270 360 450 540 630 720

Crank Angle

Universitatea Pitesti, 18.04.2013 Page 40 Consistent Enhancement of Variable Valve Actuation Benefits of Sequential Turbocharging

17 Basis engine with T/C

15 Conventional sequential T/C Sequential T/C with splited ports BMEP [bar]

11 1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

Significant increase of Low-End-Torque compared to turbocharged basis engine (smaler turbine).

Additional Low-End-Torque enhancement (compare green and blue), due to better exhaust gas scavenging and lower enthalpy.

Universitatea Pitesti, 18.04.2013 Page 41 Consistent Enhancement of Variable Valve Actuation Agenda

1 Motivation to Use Variable Valve Trains

2 Process of Conventional Combustion Engines

3 Overview of Different Variable Valve Trains

4 Degree of Improvement of Conventional Combustion Engines

5 Variable Valve Train in Combination with Sequential Turbocharging

6 Conclusive Remarks

Universitatea Pitesti, 18.04.2013 Page 42 Consistent Enhancement of Variable Valve Actuation Conclusions

ConclusiveConclusive RemarksRemarks

NobodyNobody knowsknows exactlyexactly whatwhat thethe powertrpowertrainain wworldorld willwill reallyreally looklook likelike inin 20202020 andand beyondbeyond But:But: TheThe potentialpotential forfor furfurttherher inninnovaovations,tions, andand thethe associatedassociated opporopporttunitiesunities forfor reducingreducing CO2CO2 emissionsemissions areare highhighlyly promisingpromising andand farfar fromfrom beeingbeeing exhaustedexhausted VariableVariable valvevalve trtrainain technologytechnology isis aa keykey elementelement inin realizingrealizing furfurttherher improvementsimprovements VariableVariable valvevalve trtrainain leveragesleverages otherother ICEICE technologiestechnologies lilike:ke: turbocharging,turbocharging, cylindercylinder deactivation,deactivation, afterafterttreatment,reatment, etc.etc. DriveDrive cyclecycle andand drivedrive traintrain layoutlayout needneed toto bebe includedincluded toto comecome toto aa finalfinal evaluationevaluation TheThe assessmentassessment ofof imprimprovementovement potepotentialntial alsoalso needneed toto considerconsider thethe impactimpact andand aspectsaspects ofof thethe monitoringmonitoring andand controlcontrol technologytechnology

Universitatea Pitesti, 18.04.2013 Page 43 Eduard Golovatai-Schmidt Research & Development, Engine Systems Division Schaeffler AG, Herzogenaurach

Universitatea Pitesti, 18.04.2013 Page 44 VVA and Turbochargers: possible synergies for Gazoline engines?

Stéphane GUILAIN Technical Expert in PWT Aerodynamics and Engine Air Filling

VVA Workshop – 2013 April 18th

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY 1 Introduction Plan Looking for PMEP reduction through 2 VVA or Turbo ? VVA & Turbo: improving the scavenging 3 at low engine speed with 4 cylinder engines VVA & Turbo: improving the scavenging 4 at low engine speed with 3 cylinder engines 5 Conclusions

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY 1 Introduction

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY PLAN

1 Introduction Need of Fuel Consumption decrease . CAFE Targets require optimization of all components 2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 4 PLAN

1 Introduction Need of Fuel Consumption decrease

. FE to CO2 gap have to be kept under control for customers 2 VVA/Turbo & PMEP Outrage:Motor Press How Evaluatesmanufacturers Real are World fiddling. Fuel The Efficiency Fuel Economy Lie 3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion 77 74 Comparison Road Distribution 63 [% km] 37 ed 40 39 37 cheat 23 26 35

liated pal Urban Rural Highway Extra-Urba NEDC (Rural+Highw t hones MBVT Autobild Source: Autobild 05.09.200

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 5 PLAN Turbocharged Gazoline Engine and 1 Introduction Fuel consumption improvement

2 VVA/Turbo & PMEP Torque 55 250 249 3 VVA/Turbo & Scavenging with 4 cyl. 44 33 27 4 VVA/Turbo 11 & Scavenging 280 with 3 cyl.

5 Conclusion PME [bar] PME 22

Colors = BSFC Levels Engine 0 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 speed N [rpm]

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 6 PLAN VVA and turbocharger contributions on BSFC Map 1 Introduction

2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 7 PLAN Illustration of VVA and turbocharger contributions 1 Introduction

2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging TCE 115 TCE 90 with 3 cyl. .4 cyl engine / 16 valves .3 cyl engine / 12 valves 5 Conclusion .1.2 L .0.9 L

.Bore x Stroke : 72.2 /73.1 .Bore x Stroke : 72.2 x 73.1

.Compression Ratio : 9.5 :1 .Compression Ratio : 9.5 :1

.GDI .MPI

.2 VVT .1 intake VVT

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 8 Looking for PMEP reduction through 2 VVA ou Turbo ?

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY PLAN

1 Introduction VVA + open wastegate in partial load . Interest to open the wastegate in NA region

2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

BSFC reduction in partial load (VVA/turbo) thanks pumping losses reduction

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 10 PLAN

1 Introduction VVA + opened wastegate at partial load . The drawback : Turbo speed

2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

Every time, PMEP and BSFC are improved thanks turbocharger or VVA. The turbo speed is reduced

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 11 PLAN

1 Introduction VVA + opened wastegate at partial load . A drawback: the transient behavior

2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

BSFC reduction in partial load ( for instance VVA/turbo) and transient improvement are opposite => Need to promote counter- measures to help the transients at low end speed

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 12 VVA & Turbo : improving the scavenging 3 at low end speed with 4 cylinder engines

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY PLAN

1 Introduction VVA/Turbo and 4 cylinder engines . 4 cylinder issue: scavenging period closed to exhaust

2 VVA/Turbo blowdown & PMEP 1500 rpm 5500 rpm

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

Pint < Pcyl< Pexh With no VVT, due to the fixed timing imposed by idle conditions, Exhaust. Intake. savenging is impossible TDC Intake Air + Burnt gas Exhaust valve duration is shorten to reduce the backflow during overlap period

BDC

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 14 PLAN

1 Introduction VVA/Turbo and 4 cylinder engines . The 4 cylinder issue: Interest to have VVTs at low engine 2 VVA/Turbo speeds 1500 rpm & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

Pint > Pcyl> Pexh

Exhaust. Intake.

TDC Intake Air + Burnt gas Late EVO => scavenging is possible

BDC

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 15 PLAN

1 Introduction VVA/Turbo and 4 cylinder engines . Solving 4 cylinder issue: using VVTs at low engine speeds 2 VVA/Turbo 1500 rpm & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

Pint > Pcyl> Pexh

Exhaust. Intake.

TDC Intake Air + Burnt gas even late EVO

=> scavenging is reinforced BDC

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 16 PLAN

1 Introduction VVA/Turbo and 4 cylinder engines . Solving 4 cylinder issue: using VVTs at low engine speeds

2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

Thanks to the increase of The plenum volumetric efficiency, boost pressure is enhanced.

Torque at 1000 rpm can be improved up to 20 %

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 17 PLAN

1 Introduction VVA/Turbo and 4 cylinder engines . Solving 4 cylinder issue: increasing the scavenging potential

2 VVA/Turbo through exhaust manifold & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

Twinscroll

Separation wall

Twinscroll turbine housing allow to An emerging alternative: separate consecutive cylinders. Having the separation only An issue: casting thin walls of within the manifold twinscroll housing for small engines

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 18 PLAN

1 Introduction VVA/Turbo and 4 cylinder engines . Solving 4 cylinder issue: Effect of separation wall in turbine

2 VVA/Turbo housing & PMEP 1500 rpm 5500 rpm

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging without with 3 cyl.

5 Conclusion with

A synergy of 2-4 % of torque can be promoted between 1000 to 1750 rpm and better transient

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 19 PLAN VVA/Turbo and 4 cylinder engines 1 Introduction . VVT + Turbo in transient.

2 VVA/Turbo 1500 rpm & PMEP

3 VVA/Turbo & Scavenging with 4 cyl. Huge synergy between VVts and turbochargers 4 VVA/Turbo through the scavenging & Scavenging with 3 cyl. process.

5 Conclusion Turbocharger behavior is transformed.

A difficulty : Knowing accuratly the trapped air mass to adapt injection duration

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 20 VVA & Turbo : improving the scavenging 4 at low end speed with 3 cylinder engines

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY PLAN

1 Introduction VVA/Turbo and 3 cylinder engines . 3 cylinder engines: natural favourable situation

2 VVA/Turbo 1500 rpm & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion Pint > Pcyl> Pexh

Exhaust. Intake.

TDC Intake Air + Burnt gas Scavenging is natural with 3 cylinder engine BDC

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 22 PLAN

1 Introduction VVA/Turbo and 3 cylinder engines . 3 cylinder engines: natural favourable situation

2 VVA/Turbo 5500 rpm & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion Pint > Pcyl> Pexh

Exhaust. Intake. Due to the TDC Intake Air + Burnt gas shape of the pulsations,

we are close to

BDC scavenge at max power

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 23 PLAN

1 Introduction VVA/Turbo and 3 cylinder engines . In transient 2 VVA/Turbo & PMEP

3 VVA/Turbo Huge synergy between & Scavenging with 4 cyl. VVts and turbochargers through the scavenging 4 VVA/Turbo process. & Scavenging with 3 cyl. Turbocharger behavior 5 Conclusion is also transformed.

Same difficulty: knowing the trapped mass flow rate and thus the trapped in-cylinder Air/fuel ratio

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 24 PLAN

1 Introduction VVA/Turbo and 3 cylinder engines . Scavenging and MPI engine: take care to emissions and BSFC 2 VVA/Turbo & PMEP

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion

With MPI engine, fuel is included within the scavenged air and goes directly to the exhaust VVT Actuation have to be limited in time

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 25 5 Conclusion

DIM DCT – DESV (SGN) April 18th 2013 RENAULT PROPERTY PLAN

1 Introduction Conclusion . Huge synergies between turbo and VVTs

2 VVA/Turbo & PMEP Torque

250 249 3 VVA/Turbo The scavenging have to be & Scavenging promoted with 4 cyl. 27 44 Natural with 3 cyl engines

4 VVA/Turbo Some limitations with MPI & Scavenging 280 engines with 3 cyl.

5 Conclusion Big Limitations PME [bar] PME potential with the 22 in steady transient state behavior

Colors = BSFC Levels Engine 0 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 speed N [rpm]

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 27 PLAN

1 Introduction Conclusion . Optimal setting for full VVA System at full load

2 VVA/Turbo Engine & PMEP 4 cylinder Engine 3 cylinder speed speed

3 VVA/Turbo & Scavenging with 4 cyl.

4 VVA/Turbo & Scavenging with 3 cyl.

5 Conclusion Exhaust Intake Exhaust Intake

Crank Crank angle angle DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 28 PLAN

1 Introduction Conclusion . Perspectives of future researches 2 VVA/Turbo . Potential improvement of steady state BSFC and transient & PMEP behavior

3 VVA/Turbo & Scavenging . Wall separation of turbine housing of 4 cylinder engines with 4 cyl. . Trapped Air & fuel mass estimation under transient 4 VVA/Turbo conditions & Scavenging with 3 cyl.

5 Conclusion

DIM CONFIDENTIAL DCT – DCFM (SGN) April 18th 2013 RENAULT PROPERTY 29

TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Presentation for University of Pitesti VVA Workshop Pitesti, 18th April 2013

Dr. Hubert FRIEDL

Product Manager Powertrain Engineering AVL List GmbH, Austria INTRODUCING AVL

AVL is the world’s largest private and independent engineering company

Development of powertrain systems with internal combustion engines

Software for engine and vehicle simulation

Instrumentation and test systems for engine and Prof.Prof. HelmutHelmut ListList vehicle development OwnerOwner andand CEOCEO

Pitesti-VVT Workshop, H. Friedl, 2013 2 AVL COVERS ALL CUSTOMER SEGMENTS

Engineering

Passenger Cars 2-Wheelers Racing

Simulation

Construction Agriculture Commercial Vehicle

Testing

Locomotive Marine Power Plants

Pitesti-VVT Workshop, H. Friedl, 2013 3 AVL – TECHNICAL CENTERS POWERTRAIN

Ann Arbor,MI UK Haninge Södertalje Headquarters Graz Sweden Moscow

Plymouth, MI Korea Tokio Nagoya

Lake Forest, CA China

Sao Paulo Germany France India

Munich Regensburg Stuttgart Ingolstadt Remscheid Turkey Australia Pitesti-VVT Workshop, H. Friedl, 2013 5 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Presentation for University of Pitesti VVA Workshop Pitesti, 18th April 2013

Dr. Hubert FRIEDL

Product Manager Powertrain Engineering AVL List GmbH, Austria TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Content of Presentation: 1. Market Trends •Global PC Production Survey •VVA Market Penetration 2. Challenges due to Forthcoming Regulations •CO2 Reduction •Legislation and Test Procedures (WLTP, RDE) 3. Technology - Examples of VVA Applications •Cam Phaser: CBR, Cylinder Deactivation •Profile switching: TGDI - Turbocharged GDI •Variable Valve Lift: CSI - Compression and Spark Ignition 4. Summary and Outlook

Pitesti-VVT Workshop, H. Friedl, 2013 8 GLOBAL ENGINE PRODUCTION BY REGION (PC and LCV, Status 10-2012) ROW CHINA REST OF ASIA SOUTH AMERICA  Ca. 20% drop in engine production by 2009 SOUTH KOREA NORTH AMERICA  2011 significant impact due to Japan downtime 100 JAPAN WEST EUROPE  2013 moderate growth expectation EU, US and Asia INDIA EAST EUROPE  China maintain strongest growth regions 90

60 Asia

40 Mio. units produced Mio. units 30 America

10 Europe 1995 2000 2005 2010 2015

Source: IHS 10/2012 Pitesti-VVT Workshop, H. Friedl, 2013 9 GLOBAL ENGINE PRODUCTION BY PROPULSION TECHNOLOGY (PC and LCV, Status 10-2012) DIESEL CHARGED ALCOHOL FUEL DIESEL NA GASOLINE GDI  Market penetration for new propulsion technologies CNG/LPG GASOLINE PFI Full HYBRID GASOLINE charged (e.g. Hybrid, Electro Vehicles) usually is slow (>10 years) 100 ELECTRIC

80 Diesel 70

60 GDI 50

40 Mio. units produced Mio. units

30 Significant Technology Evolution: Gasoline  Strong growth of GDI direct injection and 20 Turbocharging expected for gasoline engines  CNG, E100, Hybrid and EV forecasted to globally 10 grow stronger than PC-Diesel charged 1995 2000 2005 2010 2015

Source: IHS 10/2012 Pitesti-VVT Workshop, H. Friedl, 2013 10 GLOBAL VEHICLE PRODUCTION PER REGION AND BY PROPULSION TECHNOLOGY

100 Diesel 90 H2/Electric Full Hybrid  Europe: Future growth expected in SI and alternative technologies 80 CNG/LPG  NAFTA: Growth expected for Hybrids and Flex Fuel E100 70  China: Growth forecasted mainly with conventional technology E85  Japan/Korea: growth with Hybrids, shrinking (local) production 60 Gasoline

40 Engines Produced 30

10 2012 2019 2012 2019 2012 2019 2012 2019 2012 2019 2012 2019 2012 2019 Global 2007 CHINA 2007 NAFTA 2007 EUROPE 2007 Region/Year Source: IHS 10-2012

Pitesti-VVT Workshop, H. Friedl, 2013 S. AMERICA 2007 11

JAPAN/KOREA 2007 S. ASIA + ROW 2007 VALVETRAIN TECHNOLOGY SHARES FOR GASOLINE PASSENGER CARS BUILT IN EUROPE

SI Engines without VVT/VVL Source: IHS 2013 14 Valve Lifting only Cam Changing only Cam Phasing only Million 12 Cam Phasing/Valve Lifting Cam Phasing/Cam Changing 10

0 2011 2012 2013 2014 2015 2016 2017 2018 2019

Pitesti-VVT Workshop, H. Friedl, 2013 12 VALVETRAIN TECHNOLOGY SHARES FOR GASOLINE PASSENGER CARS BUILT IN JAPAN

12 SI Engines without VVT/VVL Source: IHS 2013 Valve Lifting only

Million Cam Changing only 10 Cam Phasing only Cam Phasing/Valve Lifting Cam Phasing/Cam Changing 8

0 2011 2012 2013 2014 2015 2016 2017 2018 2019

Pitesti-VVT Workshop, H. Friedl, 2013 13 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Pitesti-VVT Workshop, H. Friedl, 2013 15 DEPLOYMENT OF VEHICLE CO2-AVERAGE IN EUROPE 240

CO Fleet Average in Europe 220 2 Fleet average improvement strongly affected by Gasoline scrapping bonus 2009 (focus on smaller cars) Diesel 200  still far distance to 2020 targets All Fuels 180 (g/km) NEDC 160 in

CO2 140 137 g/km CO2 Target for 2015

120

100 CO2 Target for 2020

80 Source: EEA Report, Monitoring CO2 emissions from new passenger cars in the EU; summary of data for 2011, published 2012 1990 1995 2000 2005 2010 2015 2020

Pitesti-VVT Workshop, H. Friedl, 2013 16 MARKET DISTRIBUTION OF VEHICLE SEGMENT GROUPS AND SHARE OF DIESEL - EUROPE

Diesel

Source: IHS and AutomotiveWorld 2011

Pitesti-VVT Workshop, H. Friedl, 2013 17 CO2 EMISSION OF PASSENGER CARS VERSUS VEHICLE WEIGHT AND PROPOSED CO2 LIMITS

450 Gasoline NA

400 Diesel 350 Gasoline Turbo 300 Gasoline Hybrid 250 CNG Turbo 200 China Stage 3 150 revised - CO2 [g/km] EU-proposed CO2 CO2 Emissionin NEDC [g/km] 100 Limit

0 500 1000 1500 2000 2500 Source: AR 2012 Vehicle Curb Weight [kg]

Pitesti-VVT Workshop, H. Friedl, 2013 18 Light Duty Emission Legislation EU Limits

EU-1 EU-2 EU-3 EU-4 EU-5 EU-5+ EU-6 Emission 1992 1996 2000 2005 2009 2011 2014

CO mg/km 2720 1000 640 500 500 500 500 Compression HC + NOx mg/km 970 700 560 300 230 230 170 Ignition mg/km Engines NOx 500 250 180 180 80 (Diesel) PM mg/km 140 80 50 25 5 4.5 4.5 PN #/km 6E11 6E11

CO mg/km 2720 2200 2300 1000 1000 1000 1000 HC mg/km 200 100 100 100 100 Positive HC + NOx mg/km 970 500 Ignition mg/km Engines NOx 150 80 60 60 60 (Gasoline) NMHC mg/km 68 68 68 PM only GDI mg/km 5 4.5 4.5 PN #/km 6E12 Moderate Reduction (<30%) Large Reduction (>30%) • The main challenge for Gasoline Engine with EU6 is not the nominal limit of Gaseous Emissions, but the significantly more strict Diagnostic Requirements, PN limit 6E11 by 2018 for all PC Pitesti-VVT Workshop, H. Friedl, 2013 19 PC Emission Legislation - Expected Changes

2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023

EU 6b EU 6c EU 7

NEDC (Emissions) WLTP (Emissions) NEDC (CO2) WLTP (CO2)

RDE (monitoring) RDE (compl. factors open) RDE (stringent compl. factors)

PFI: no limit

DI: 6*1011 /km (6*1012 on dem.) tbd (WLTP); mod. procedure? CI, DI: 6*1011 /km CI: 6*1011 /km

130 g/km (or adapted to WLTP) 95 g/km (or adapted to WLTP)

Source: 110. MVEG, ACEA: Summary of Euro 6 open issues, 25.10.2011, adopted discussed, no proposal available http://ec.europa.eu/clima/policies/transport/vehicles/index_en.htm, Commission Regulation: No 459/2012 of 29.5.2012, 6th EU-WLTP Meeting , adopted proposal rumors EUROPEAN COMMISSION: Possible scenarios of implementation WLTC Pitesti-VVT Workshop, H. Friedl, 2013 into European type approval legislation, 10.04.2012 20 PC Emission Legislation – Type Approval

or WLTP PEMS RTC (world light duty test (portable emission (random test cycles) procedure) measurement) •driven by OEMs on their WLTP NEDC •driven by EC cost acceleration m/s2 1.8 1.0 •on board measurement •OEMs need to prove similar mean velocity km/h 46 33 •real on-road driving results as PEMS idle share % 13 23 •real temp. condition •tested at chassis dyno •curr. no PN measurement •random based on EU •possibly HC excluded database (20.000 trips)

Pitesti-VVT Workshop, H. Friedl, 2013 22 Load Collective NEDC vs. RDE

RandomTest

Md - Nm Prio 2 Options for RDE:

•Random test cycle: Chassis Dyno Random Test Simulation Prio 1 PEMS: all modes possible •PEMS: Measurement in customer driving with PEMS

NEDC  Decision open

N - upm

Pitesti-VVT Workshop, H. Friedl, 2013 23 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Pitesti-VVT Workshop, H. Friedl, 2013 25 TECHNOLOGIES AND POTENTIALS FOR EFFICIENCY IMPROVEMENT OF PASSENGER CARS

Hybrid-Drives, Friction Optimization Navigation Aerodynamics Electrification Low Friction Lube Oil Weight Start/Stop

Intelligent Alter- Fuel nator Control Tires Downsizing and Turbocharging Dual Clutch, Automatic Transm.

Fully variable Braking Energy Valvetrain Recuperation Electrified

Auxiliary Drives Photo Source: Esso Exxon Direct Injection and Lean Mixture Thermal-Management, Air Conditioning Heat Recovery

Pitesti-VVT Workshop, H. Friedl, 2013 26 GASOLINE ENGINE TECHNOLOGY

Cylinder Dectivation Boosting -Mechanical -2-stage -Electronical -electric boosting -water cooled VGT

Variable Valvetrain Combustion System -2-step / 3-step -high BMEP TGDI -fully flexible -Low PN -CNG-DI

cont. 3-step 2-step l/h lift 2-step high lift low lift

Variable Crank Train Exhaust Gas Cooling -Var. Compression ratio - External cooled EGR -Var. Expansion ratio - Cooled / integrated “Smart Hybridization” manifold -electric auxiliaries -48V systems

Pitesti-VVT Workshop, H. Friedl, 2013 27 Future Gasoline Engine

Cam phasing, CDA

GDI homogeneous Turbocharging Current Micro hybrid Main stream

High charge motion Premium Niche appl. Cooled EGR, cooled exhaust

Variable valvetrain (Miller, Atkinson)

GDI stratified lean

Means to increase EGR rate

Var. compression ratio, var. expansion

Alt. combustion (HCCI, qual. control)

Mild hybrid

Full hybrid

Plug-in hybrid (certification!?)

E-vehicle; range extender

Pitesti-VVT Workshop, H. Friedl, 2013 Time 28 Overview Variable Valve Timing/Lift/Duration

Variable Valve Actuation can be segmented into Variable Valve Timing (Phasing) as well as variating the Valve Lift and Opening Duration Variable cam-phasing Variable valve lift Fully-variable lift curve Valve lift Valve lift Valve lift

Crank angle Crank angle Crank angle

Variable Charge Motion, Charged GDI Controlled Auto Ignition Cylinder Deactivation

Pitesti-VVT Workshop, H. Friedl, 2013 29 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Pitesti-VVT Workshop, H. Friedl, 2013 30 VARIABLE CHARGE MOTION SYSTEM PATENTED AS AVL - CONTROLLED BURN RATE

CBR 1 Port deactivation o on by slider or - o External butterfly valve ff EGR Feed Tangential- Twin spray - port injector Neutral port CBR 2 Internal EGR Feed by means of Cam Phaser swirl veryvery stablestableTangential combustioncombustion- Neutral andand- port tolerancetolerance forforport highhigh EGR-ratesEGR-ratesport enableenable lowlow fuelfuel consumptionconsumption

Pitesti-VVT Workshop, H. Friedl, 2013 31 VARIABLE CHARGE MOTION SYSTEMS - Examples of Series Applications

CBR 1 CBR 2

Source: FIAT Source : Opel

Pitesti-VVT Workshop, H. Friedl, 2013 32 Evolution of AVL´s CBR - Technology by “Intelligent Simplification” CBR 1 CBR 2 CBR 3 n Spec. port design n Spec. port design n Spec. port design n 1 EGR Valve n 1 (2) Cam Phaser n 1 (2) Cam Phaser n 1 EGR-Distrib. System n 1 Low Cost Slider n Exh. valve masking n 4 Flaps n 1 Lever n 4 Axles + Levers n 1 Actuator (on-off) n 1 Connecting System n 1 Actuator (on-off)

Internal EGR Feed by means of Cam Phaser

Pitesti-VVT Workshop, H. Friedl, 2013 33 APPLYING LATE ATKINSON CYCLE WITH AVL CBR II SYSTEM

Shift of Intake and Exhaust Camshaft, Open Valve Injection Part Load Operation

Exh. Cam Int. CamEGR Int. Cam AspirationExh. Cam Backflow

10 High Load 9 Exhaust

8 Intake

7 Low Load 6 Exhaust

5 Intake

4 Valve Lift (mm) Lift Valve Valve Lift (mm)

0 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500 520 540 560 580 600 620 640 CrankshaftCrank Position Position (deg. (deg.CrA) CrA ) Injection Timing at High Load Injection Timing at Low Load (Stratification at BDC)

Pitesti-VVT Workshop, H. Friedl, 2013 34 The Principle of 2-Valve CBR – Impact of Valve Masking for Swirl Generation

Intake Swirl Exhaust Port (with Masking)

2-Valve CBR System successfully in series application since many years Exhaust Swirl

i i Spark Plug

 HighHigh chargecharge motionmotion isis FF

l l

oo enablerenabler forfor highhigh EGR-ratesEGR-rates ww

 intake dethrottling for i  intake dethrottling for i rr Intake

ee lowlow pumpingpumping losseslosses cc t t i i (Tangential Port) oo

nn Pitesti-VVT Workshop, H. Friedl, 2013 35 CONTROLLED BURN RATE III - CBR 3rd Generation

Features of CBR III for 2- and 4-Valve Engines: • No port deactivation • Internal EGR and Atkinson Cycle by cam phase shifter(s) • Swirl/Tumble generation by tangential intake and exhaust ports • Swirl/Tumble enhanced with masking and asymetric exhaust valve lift with 4-valve engines

Fuel economy improvement: approx. 3 - 5 %

Good example of „Intelligent Simplicity“

Pitesti-VVT Workshop, H. Friedl, 2013 36 CYLINDER DEACTIVATION (Valves fully closed, piston and cylinder act as spring) Honda V6 Odyssey (USA) VW Golf/Polo 1.4 TSI

Potential for FC Improvement for Cylinder Deactivation: •transient operation: up to 7% •constant speed: up to 20% strongly depending on engine size and NVH restrictions

Pitesti-VVT Workshop, H. Friedl, 2013 37 AVL´s ELECTRONIC CYLINDER DEACTIVATION

PRINCIPLE OF WORK FOR V6-ENGINE Mind:Mind: purelypurely electronicelectronic × nono mech.mech. valvevalve × closingclosing devicesdevices × Left Cylinder Bank: ti = 2 x ti average ti = 0 Right Cylinder Bank: Cam timing for minimum + friction Cam timing for minimum fuel consumption pumping losses

Intake and Exhaust Valve Lift Curves Intake and Exhaust Valve Lift Curves

8 8

7 7

6 6

5 5

4 4

3 3 Valve Lift [mm] Valve Lift [mm] Lift Valve 2 2

1 1

0 0 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680 Crank Shaft Position [°CRA] Crank Shaft Position [°CRA]

AVL patent application Gas exchange TDC Gas exchange TDC Pitesti-VVT Workshop, H. Friedl, 2013 38 “4=2” – Cost Effective Electronic Cylinder Deactivation for 4-Cylinder Engines

Cylinder deactivation just by Exhaust system with complete flow fuel cut off seperation up to catalyst

Cylinder group 1 ti = 0

Sealing mat Air Exhaust placed in groove Cylinder group 2 Separating wall ti = 2 x ti - be

Single brick catalyst

Pitesti-VVT Workshop, H. Friedl, 2013 AVL patent application 39 Electronic Cylinder Deactivation: 4 Cylinder; Fuel Consumption Optimisation

1010 9 8 8 7 4 cyl; 2000/1; BSFC 6 6 ECDA;2000/1; BSFC 25% residual gas 5 tolerance limit for 4 cyl. 4

4 Lift [mm] Valve 4 cyl; 2000/1; RG 3 660 ECDA; 2000/1; RG 40 2

Valve Lift -Valve Lift mm 2 1 640 35 0 0 40 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680 40 120 200 280Crank 360 Position [°CrA]440 520 600 680 620 30 Crank Position - °CrA 600 25 Engine uses single cam phaser; intake and exhaust valves can be 580 20 retarded parallel. 560 15 In part load both valves are operated BSFC - g/kWh in retarded position (low pumping 540 10

losses and internal EGR) - Gas Content Residual % 520 5

500 0 350 360 370 380 390 400 410 420 Overlap Position - °aTDC

Pitesti-VVT Workshop, H. Friedl, 2013 40 Electronic Cylinder Deactivation: 4 Cylinder; Fuel Consumption Optimisation

1010 9 8 8 7 Residual gas tolerance 4 cyl; 2000/1; BSFC 6 6 limit outside operating ECDA;2000/1; BSFC 5 area for 2 cyl. 4

4 Lift [mm] Valve 4 cyl; 2000/1; RG 3 660 ECDA; 2000/1; RG 40 2

540 benefit 10% 10

losses and internal EGR) - Gas Content Residual % 520 5

500 0 350 360 370 380 390 400 410 420 Overlap Position - °aTDC

Pitesti-VVT Workshop, H. Friedl, 2013 41 Electronic Cylinder Deactivation: Toggling = Switching between the 2 Cylinder Banks to maintain Catalyst active

Bank 2 120 Bank 1 80 900 40 800 0 700

600 Vehicle Speed – km/h 500 400 900 300 800 T before Cat -T before °C 200 700 100 600 0 500 400 300 200 Pre Cat -T in °C 100 0 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 Time - s Temperature in Cat controlled above 400°C POWERFUL – Low Consumption Demo Vehicle

Intake Swirl Fiat Punto EVO Exhaust (Masking)

FIRE 2V CBR III Engine 1,4l 4 cyl. 2 valve 0,9l 2 cyl. 4 valve Electronic Cylinder 180 Deactivation 2 cyl is better with MT Exhaust Swirl Friction Reduction 160 Intake Spark Plug Equal FC with AMT! (Tangential140 Electric Supercharging Port) 120 Robotised Gearbox with 1010 9 100 long gear ratios 8 8 7 Drag Reduction 6 6 80 5

4 < 100 g/km CO2 4 [mm] Lift Valve 60 3 CO2 Emission - Emission CO2 g/km 2 Var. Oil Pump Valve - Lift mm 2 40 1 MT 0 0 MT 4020 80 120 160 200 240 280 320 360 400 440 480 520 560 600 640 680 40 120 200 280Crank 360 Position [°CrA]440 520 600 680 0 Crank Position - °CrA

Clutch Actuator and Control Unit Gear Actuator

Underbody Cover

DLC Shimless Tappets 700

600

500

400 E- Supercharger y = 0.025x2 + 0.6923x + 93.949 300

Force -Gearshift N Measured Coast Down Clutch Lever Target Coast Down Marelli Production AMT 200 Original Coast Down 100 Poly. (Measured Coast Down) 0 Project N° SCP8-GA-2009-234032 0 50 100 150 Vehicle Speed - km/h Pitesti-VVT Workshop, H. Friedl, 2013 43 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Pitesti-VVT Workshop, H. Friedl, 2013 44 Switchable valve lift systems including Cylinder deactivation

Switchable Valve Lift systems in production

Porsche Mitsubishi AUDI AVS Mercedes Volvo Honda VW CDA AMG Honda Mazda

Source: enTec CONSULTING, Haus der Technik, 2009

Pitesti-VVT Workshop, H. Friedl, 2013 45 GLOBAL SHARE OF BOOSTED GASOLINE ENGINES PER LEADING BRANDS IN THIS CATEGORY

Share of charged Engines of each OEM´s Global Production - Gasoline 100%

AUDI BMW • Share of boosted Gasoline 80% +MINI engines also dependent on VW product portfolio (entry level 60% vehicles  NA) Daimler • Daimler following NA-GDI 40% Ford stratified charge FIAT GMGM • BMW most aggressive in 20% downsizing even with lower PSAPSA cylinder number

Source: IHS 09/2011 0% 2009 2010 2011 2012 2013 2014 2015 2016 2017

Pitesti-VVT Workshop, H. Friedl, 2013 46 BMEP BENCHMARK WITH PASSENGER CAR GDI-TC

28 BMW 2.0 N20 26 Technical Features

24 Var. Char- Cam- Valve Exh. 22 Engine ging phaser Lift / mani- Charge fold 20 Motion

ive Pressure [bar] BMW 1 TC IN Sheet 18 2.0 Twin - IN+EX conti- metal N20 scroll nuos welded fekt 16 TC

14 AUDI 1.8 1 TC EX 2- T Single IN+EX step + Inte- EA888- scoll Tumble grated 12 Gen 3 1 flap- 10 Alfa 1.8 1 TC CI Fam.B Single IN-EX - welded 1.75 TBI scroll Brake Mean Ef 8

6 1000 2000 3000 4000 5000 6000 Engine Speed [rpm]

Pitesti-VVT Workshop, H. Friedl, 2013 47 BMEP BENCHMARK WITH PASSENGER CAR GDI-TC

28 26 Technical Features

24 Var. Char- Cam- Valve Exh. 22 Engine ging phaser Lift / mani- Charge fold 20 BMW 2.0 Motion ive Pressure [bar] N20 BMW 1 TC IN Sheet 18 2.0 Twin - IN+EX conti- metal N20 scroll nuos welded fekt 16 TC

14 AUDI 1.8 1 TC EX 2- Audi 1,8 T T Single IN+EX step + Inte- EA 888 Gen 3 EA888- scoll Tumble grated 12 Gen 3 1 flap- 10 Alfa 1.8 1 TC CI Fam.B Single IN-EX - welded 1.75 TBI scroll Brake Mean Ef 8

6 1000 2000 3000 4000 5000 6000 Engine Speed [rpm]

Pitesti-VVT Workshop, H. Friedl, 2013 48 BMEP BENCHMARK WITH PASSENGER CAR GDI-TC

30 Technical Features 28 Alfa 1.8 Var. Fam.B 1.75 TBI Char- Cam- Valve Exh. 26 Engine ging phaser Lift / mani- 80 kW/l >90 kW/l Charge fold 24 Motion BMW 1 TC IN Sheet 22 2.0 Twin - IN+EX conti- metal N20 scroll nuos welded 20 BMW 2.0 TC ive Pressure [bar] N20 AUDI 1.8 1 TC EX 2- 18 T Single IN+EX step + Inte- EA888- scoll Tumble grated fekt 16 Gen 3 1 flap- Alfa 1.8 1 TC CI 14 Audi 1,8 T Fam.B Single IN-EX - welded EA 888 Gen 3 1.75 TBI scroll 12

10 Alfa 1.8: Sophisticated software as enabler for aggressive scavenging Brake Mean Ef 8  competitive performance w/o 6 expensive components (variable valve 1000 2000 3000 4000 5000 6000 lift, Twinscroll-TC, etc.) Engine Speed [rpm]

Pitesti-VVT Workshop, H. Friedl, 2013 49 EVOLUTION OF TURBOCHARGED GDI

20 Significant improvements by: 18 •refined combustion systems

16 BMEP [bar]

BMEP [bar] •increased functionality of the MY 2005 14 valve train MY 2007 12 MY 2009 •improved exhaust gas cooling 2 2 0 0 0 1 MY 2010 (water cooled / integrated 5 3 MY 2013 exhaust manifold, water 340 cooled turbine housing)

320

300

280 BSFC [g/kWh] BSFC [g/kWh] 260

240 RON 95 220 1000 2000 3000 4000 5000 6000 Engine Speed [rpm] Pitesti-VVT Workshop, H. Friedl, 2013 50 Cam Timing for TGDI: Exhaust VVL; Intake VVL for Miller

IN‐Lo Short exhaust camshaft for scavenging at low IN‐Hi engine speed EX‐Lo Long exhaust camshaft EX‐Hi for part load and high speed

Early intake closing for Miller

Pitesti-VVT Workshop, H. Friedl, 2013 53 BSFC Maps of Current and future GTDI Technology

Contribution from VVA Systems: 180 VVL for Exhaust 160 Miller VVL for Intake

0 140 5

0 2 5 6 7 120 2 2 180 100 160 80

140 0 Engine Torque [Nm] Engine Torque 60 5 300 2 120 40 2 35 5 100 0 20 0 80 0 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 Engine Speed [rpm]Engine Torque [Nm] 60 230 240 40 5 27 300 FutureFuture enginesengines20 offeroffer widerwider 3sweetsweet50 spotspot area and more0 favorable full load area and more1000 favorable1500 2000 2500 3000 full3500 load4000 4500 5000 5500 6000 Engine Speed [rpm] Pitesti-VVT Workshop, H. Friedl, 2013 54 7-Speed Transmission with Current and Future Engines

7-Speed Transmission 7-Speed Transmission 10 10

Best Efficiency

8 8 N N k k 6 6

4 4 Traction Force – Traction Force –

2 2

Road Load Road Load 0 0 0 20 40 60 80 100 120 140 160 180 200 0 20 40 60 80 100 120 140 160 180 200 Vehicle Speed – km/h Vehicle Speed – km/h

Pitesti-VVT Workshop, H. Friedl, 2013 55 4-Speed Transmission enhanced with e-Motor

Hybridization allows electric driving at low power requirements + where the ICE would otherwise operate recharging inefficiently operation

Road Load 0 20 40 60 80 100 120 140 160 180 200 Vehicle Speed – km/h

Pitesti-VVT Workshop, H. Friedl, 2013 56 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Pitesti-VVT Workshop, H. Friedl, 2013 58 Principles and Functional Categories of CVVL Systems (Continuously Variable Valve Lift)

Direct Acting VVL Mechanic or CVVL (Continuously Variable Electrohydraulic Valve Lift) Systems shall offer unlimited flexibility for: •de-throttling in part load •controlling timing/duration Electromagnetic within complete map. EMVT (camless) Besides of system oncost the energy demand as well as operational safety has to be considered very carefully. Electrohydraulic EHVS (camless)

Pitesti-VVT Workshop, H. Friedl, 2013 59 CSI Engine (Compression and Spark Ignition)

Electro hydraulic Spark Plug for solenoid valve for conventional spark internal EGR control ignited mode

Cam phaser intake

EHVAAVL - tappetEHVA tappet

Switchable tappet intake

Gasoline direct Piston shape for injection strat. idle operation Pitesti-VVT Workshop, H. Friedl, 2013 63 CSI ENGINE LAYOUT – OPERATION STRATEGY Operation range and different combustion modes

Exhaust Valves Intake Valves 1x Exhaust Valve hydraulically Direct Injection

HCSI - = 1,0

BMEP HCSI -  = 1,0 + int. EGR

HCCI -  > 1,0

Engine Speed SCSI -  > 1,0

Pitesti-VVT Workshop, H. Friedl, 2013 64 COMBUSTION MODE TRANSITION Smooth transient by applying transition algorithm

SI HCCI

20 15 10 5 0 -5 -10 MFB50% [deg CA] -15 Switching algorithm activ (0.7s) -20 10

Cyl. press. rise [bar/°CA]Cyl. 0 40 45 50 55 60 65 70 75 80 Cycle Pitesti-VVT Workshop, H. Friedl, 2013 66 TRENDS IN APPLICATION OF VVA SYSTEMS FOR FUEL EFFICIENT POWERTRAIN

Pitesti-VVT Workshop, H. Friedl, 2013 67 MARKET & TECHNOLOGY TRENDS GASOLINE ENGINES

Technology

Cam Phaser Huge diversivication Reduced parasitic Variable Valve Lift of base technologies losses 2 / 3 Step Variable Valve Lift Friction reduction + Improved Continuous thermal Cylinder energy management management Deactivation as add-on for all Energy NA Homogeneous recovery GDI technologies TC Homogeneous Start / Stop MPI / GDI Hybridization GDI Stratified Highly sensitive …… Controlled Auto balancing of cost- Ignition to benefit-ratio

Pitesti-VVT Workshop, H. Friedl, 2013 68 MARKET & TECHNOLOGY TRENDS GASOLINE ENGINES (April 2013)

Micro PC Small PC Medium PC Large PC General Market Technology Engines Engines Engines Engines LDT / MDT Truck Trends: < 1,0 l 1,0 - 1,5 l 1,5 - 2,4 l > 4 cyl

Cam Phaser New /current Variable Valve Lift Mainstream: 2 / 3 Step

Variable Valve Lift Continuous Cylinder Deactivation

NA Homogeneous GDI

TC Homogeneous MPI / GDI

GDI Stratified ? ?? ??

Controlled Auto Ignition ?? ?? ?? note: general worldwide trends, local trends might differ Pitesti-VVT Workshop, H. Friedl, 2013 69 NEDC FUEL ECONOMY POTENTIAL RELATED TO FORMER AND NEW BASELINE TECHNOLOGY LEVEL

Technology Former Baseline: NewNew Baseline:Baseline: 4V – NA MPFI 4V4V –GDI–GDI –TCI–TCI

Cam Phaser 2 – 4 % --

Variable Valve Lift 2 – 3 % 2 / 3 Step 5 – 8 % 2 – 3 % Variable Valve Lift 3 – 5 % Continuous 6 – 10% 3 – 5 % Cylinder Deactivation 4 – 8% 33 –– 66 %% NA Homogeneous 1 – 3% GDI -- Miller/high

TC Homogeneous EGR as MPI / GDI 5 – 14% -- alternative for stratified GDI Stratified 10 – 15% 44 –– 88 %% lean 5-10% Controlled Auto 8 – 13% 33 –– 77 %% Ignition New Gasoline Base Technology Options for Further Improvement

Pitesti-VVT Workshop, H. Friedl, 2013 70 Conclusion, Outlook for Future VVA Systems

• Technology will continue to extend the efficiency of internal combustion engines. • It is assumed that most of future engines will have VVA system in very different degree of sophistication and complexity. • Switchable valve lift quickly will rise in numbers, cam phaser will become standard with gasoline engines (Diesel will follow with smaller extent) • Competition of VVA systems will continue, but not as stand alone feature, but even more to provide benefits complementary to other technologies. • System oncost for mechanics and controls, as well as energy consumption of VVA system have to be assessed very carefully.

Pitesti-VVT Workshop, H. Friedl, 2013 71 ThankThank youyou veryvery muchmuch

Pitesti-VVT Workshop, H. Friedl, 2013 forfor youryour kindkind attentionattention72 !!

Abbreviations (1/3)

ADD Aggressive Downsized Diesel AER All Electrical range BMEP Brake Mean Effective Pressure (spec. value for engine torque) BSFC Brake Specific Fuel Consumption CAI Controlled Auto Ignition (general expression for HCCI) CBR Controlled Burn Rate (AVL patented combustion system for var. charge motion) CNG Compressed natural Gas CSI Compression and Spark Ignition (AVL patented comb. system featuring HCCI) DDE Derated Diesel Engine DeNOx Nitrogen oxide reducing catalyst DVCP Double Variable Cam Phaser DPF Diesel Particulate Filter EGR Exhaust Gas Recirculation EURO6 European Emission Limit Stage 6 EV Electric Vehicle FE Fuel Economy

Pitesti-VVT Workshop, H. Friedl, 2013 74 Abbreviations (2/3)

FTP Federal Test Procedure (USA) GDI Gasoline Direct Injection Gen.1 Generation 1 (first development stage of engine technology) HCCI Homogeneous Charge Compression Ignition HSDI High Speed Direct Injected (Diesel) ITW Vehicle Inertia Test Weight (curb weight) LNT Lean NOx Trap LPG Liquified Petrol Gas MPI Multipoint Port Fuel Injection MPV Multi Purpose Vehicle MY Model Year NA Naturally Aspirated NEDC New European Driving Cycle OBD On Board Diagnosis OEM Original Equipment Manufacturer (=brand) ROW Rest of the World

Pitesti-VVT Workshop, H. Friedl, 2013 75 Abbreviations (3/3)

PEMS Portable Emission Measurement System RDE Real Driving Emission RPM Revolutions per Minute (engine speed) SCR Selective Catalytic Reduction (for NOx) SI Spark Ignited SULEV Super Ultra Low Emission Vehicle (US, California Emission Standard) SUV Sport Utility Vehicle TCI Turbo Charged Intercooled TWC 3-Way Catalyst VVL Variable Valve Lift VVT Variable Valve Timing WLTP World Harmonised Light Duty Vehicle Test Procedure

Pitesti-VVT Workshop, H. Friedl, 2013 76 Pitesti-VVT Workshop, H. Friedl, 2013 77 Advanced combustion and engine integration of a Hydraulic Valve Actuation system

Romain LE FORESTIER

Volvo Group Trucks Technology VVA conference - University of Pitesti - Romania 1 April 18th 2013 Content

 Introduction  Engine concept  Results – Miller cycle on A25 (1200 rpm – 25% load) – Miller cycle results B25 and C25 (1500 rpm & 1800 rpm – 25% load) – Optimization on B25 and B50 (1500 rpm - 25% and 50% load)  Conclusion on pHCCI combustion  Hydraulic Valve Actuation features  Next tests

Volvo Group Trucks Technology Content

Volvo Group Trucks Technology + Clean with 3-way + High efficiency Catalyst - Emissions off NO - Background Poor low & part load x and soot Combustionefficiency concepts

Spark Ignition (SI) Compression Ignition engine (Gasoline, Otto) (CI) engine (Diesel)

+ High efficiency Homogeneous Charge - Combustion control Compression Ignition - Power density + Ultra low NOx (HCCI)

Partly Spark Assisted Homogeneous Compression Ignition Compressed (SACI) Combustion Gasoline HCCI Ignition (pHCCI) + Injection controlled - Less emissions Volvo Group Trucks Technology Source: Bengt Johansson, Lund Univ. advantage pHCCI = PCI = PPC = PCCI…

• pHCCI: One name of several for low NOx/ low soot combustion region

Volvo Group Trucks Technology Content

Volvo Group Trucks Technology Engine Concept – HVA VGT-EGR SST

• Engine: Volvo Diesel 10,8L displacement. US04 base

• 360hp at 1800 rpm; 1750 Nm at 1200 rpm

• FIE: Bosch APCRS B-sample- 6x745cc/30sx140°

• Cylinder unit: piston ratio 16:1

• Air management: VGT – short route EGR

• Valvetrain: hydraulic valve actuation

Volvo Group Trucks Technology Content

Volvo Group Trucks Technology • Use of Miller effect by modifying the IVC (Intake Valve Closing), equivalent in this case to modify the Intake Valve Opening duration

1.2 Classic mechanical intake valve Intake and Exhaust Valve lifts 14 Classic mechanical exhaust valve Close angle 340°, duration 200° Mechanical classic lifts vs. Camless lifts Open angle 380°, duration 75° 121 Open angle 380°, duration 160° Open angle 380°, duration 245°

10 0.8 Exhaust valve Intake valve 8

0.6 lift [mm] 6

0.4 4 Earl Miller Late Miller

0.22

0 0 0 45 90 135 180 225 270 315 360 405 450 495 540 585 630 675 720 Crank1 Angle

Volvo Group Trucks Technology 17 16 15 14 • Effective compression ratio range 13 from 10 to 16 with both Early and 12 Late Miller effect 11 10

Effective Compression Ratio 9 70 90 110 130 150 170 190 210 230 250 Intake valve opening duration [°CA] 80

Reference 60 • A25. Impact on cylinder pressure at Early Miller top dead center with an early Miller Injector pulse 50

setting: 90° intake valve opening 40 duration instead of 160° 30

Cylinder Pressure [bar] Pressure Cylinder 20

0 -60 -40 -20 0 20 40 60 Crank angle degree Volvo Group Trucks Technology • Intake Valve Opening duration sweep on A25 1200 rpm – 25% Load • All other parameters kept constant Soot BSFC 100 15

50 10

0 5 70 90 110 130 150 170 190 210 230 250 -50 0 Relative Soot [%] relativ BSFC [%] 70 90 110 130 150 170 190 210 230 250 -100 -5 Intake valve opening duration [°CA] Intake valve opening duration [°CA]

EGR 20 NOx 40

10 35 0 30 -10 70 90 110 130 150 170 190 210 230 250 EGR [%] EGR -20 25

Relative Nox [%] Relative -30 20 -40 70 90 110 130 150 170 190 210 230 250 Intake valve opening duration [°CA] Intake valve opening duration [°CA] SNOx AVL439 soot BSFC Temp af.turb. A25 - 1200 rpm 438 Nm - 5 bar BMEP %%%°C reference 160°CA inlet valve opening duration reference reference reference 315 Early Miller 90°CA inlet valve opening duration -5 -54 +6 419 Late Miller 240°CA inlet valve opening duration -28 -59 +4 395

Volvo Group Trucks Technology A25 1200 rpm - 25% load 3500 250 3000 200 2500 CO 2000 150 HC 1500 100 1000 Relative HC[%] Relative Relative CO [%] CO Relative 50 500 0 0 70 90 110 130 150 170 190 210 230 250 Intake valve opening duration [°CA]

• HC and CO increase with early and late Miller

A25 1200 rpm - 25% load - Exhaust temp. After turbine 500

450

400

turbine [°C] 350 Exhaust temp after 300 70 90 110 130 150 170 190 210 230 250 Intake valve opening duration [°CA] • Temperature after turbine increase with Miller

Volvo Group Trucks Technology Rate of Heat Release comparison between Early Miller 90°CA intake duration and no Miller (160°CA intake duration) ROHR filt.reference 160° intake duration J/°CA ROHR filt.90° intake duration J/°CA EGR = 34% for reference 1000  = 16 injection rate 50 900  = 1.7 45 CombEff = 99.80% 800 40 EGR = 25% for 90° intake duration 700  = 12 35 600  = 1.2 30 CombEff = 98.84% 500 25 400 20

rate [mm3/ms] 300 15 Injector current [AU] 200 10 RoHr [J/CAD] and Injection and Injection RoHr [J/CAD] 100 5 0 0 -5 0 5 10 15 20 Crank Angle Degree

Volvo Group Trucks Technology • Intake Valve Opening duration sweep on B25 and C25 • Exhaust Valve lift, injection timing, VGT position, injection pressure are kept constant

SNOx AVL439 soot BSFC Temp af.turb. B25 - 1500 rpm 418 Nm - 4.8 bar BMEP %%%°C reference 160°CA inlet valve opening duration reference reference reference 301 Late Miller 240°CA inlet valve opening duration -33 -45 +4 390

SNOx AVL439 soot BSFC Temp af.turb. C25 - 1800 rpm 358 Nm - 4.1 bar BMEP %%%°C reference 160°CA inlet valve opening duration reference reference reference 289 Early Miller 110°CA inlet valve opening duration -8 -98 +3 365 Late Miller 230°CA inlet valve opening duration -3 -88 +2 356

Volvo Group Trucks Technology • Injection timing sweep on B25 with the pre-defined late Miller setting: 230° CA intake valve opening duration instead of 160° • VGT position, injection pressure are kept constant

B25: Main Timing swing on Late Miller setting ROHR filt. Timing 10°BTDC ROHR filt.reference ROHR filt. Timing -3°BTDC 700 Injection rate Main Timing 10°BTDC 12 Injection rate Main Timing 2°BTDC B25 1500 rpm - 418 Nm; Optimization around initial Miller Injection rate Main Timing -3°BTDC 600 Inj. Pulse Main Timing 10°BTDC optimum setting Inj. Pulse Main Timing 2°BTDC 10 20 Inj. pulse Main Timing -3°BTDC 0 500 8 -4 -2 0 2 4 6 8 10 12 -20 400 -40 6 300

-60 [J/°CA] ROHR Main Timing Swing 4

Relative Soot [%] -80 reference w/o Miller before optimization 200 reference w/o Miller after optimization

-100 2 Injector pulse and injection rate Main Timing [°CA BTDC] 100

0 0 -15 -10 -5 0 5 10 15 20 25 30 B25 1500 rpm - 418 Nm; Optimization around initial Miller Crank angle degree optimum setting 70 ] 60 Main Timing Swing 50 reference w/o Miller before optimization reference w/o Miller after optimization 40 30 20 10 Relative SNOx [% 0 -4-2024681012 Main Timing [°CA BTDC]

Volvo Group Trucks Technology B25 1500 rpm - 418 Nm; Optimization around initial Miller optimum setting: 230°CA intake valve opening duration instead of 160°CA Main Timing Swing 60 reference w/o Miller before optimization 40 reference w/o Miller after optimization 20 EGR swing with Main Timing -3°CA BTDC 0 -100 -50-20 0 50 3 4 EGR = 33% 6°CA  = 1.54 -40 8°CA 2 10°CA CombEff = 98.67 -60% 0 -80 -1 -2 -3°CA

Relative Soot [%] Relative Soot -100 SNOx [%]

SNOx AVL415S Soot BSFC Temp af.turb. B25 - 1500 rpm 418 Nm - 4.8 bar BMEP %%%°C

reference 160°CA inlet valve opening duration, Main Timing 2°BTDC reference reference reference 282

Late Miller 230°CA inlet valve opening dur. after opt., Main Timing -3°BTDC -64 -82 +14 393

Volvo Group Trucks Technology • 1st: Injection pressure increase on B50 with late Miller setting • 2nd: Injection timing sweep • 3rd: EGR increase

B50 1500 rpm - 50% load; Optimization around initial B25 Miller optimum setting: 230°CA intake valve opening duration 1650 bar 20 0 2000 bar -20-100 -80 -60 -40 -20 0 20 40 60 2°CA -5°CA 0°CA Relative [%] Soot -40 reference B50 w/o Miller 4°CA BTDC -60 Prail increase starting from B25 Miller settings Main Timing Swing -80 EGR swing at -5°CA Main Timing reference B50 w/o Miller -100 Relative SNOx [%]

Volvo Group Trucks Technology B50. Late Miller setting, late Main Injection, high EGR Cylinder pressure; 2000 bar injection pressure; Timing -5°BTDC Injector pulse 90 RoHR 600 Injection rate 80 500 70

60 400

50 300 40

30 200

Cylinder pressure [bar] pressure Cylinder 20 and Injection rate [mm3/ms] 100 Rate Of Heat Release [J/°CA] 10

0 0 -30 -20 -10 0 10 20 30 40 50 60 Crank angle degree

Volvo Group Trucks Technology Content

Volvo Group Trucks Technology Conclusion from 2005-2007 tests

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

Volvo Group Trucks Technology Content

Volvo Group Trucks Technology HVA system architecture

Low pressure tank

Medium pressure rail

Low pressure tank High pressure rail

• One electro-hydraulic actuator per valve • Independent oil circuit with low viscosity oil • Engine separated oil pump • Dedicated control unit (VDM+) • High pressure circuit for power (100 / 210 bar) • Medium pressure circuit for control (30 / 35 bar) • Low pressure circuit for pump loop (1 bar)

Volvo Group Trucks Technology HVA system control

SENSOR BOX ANALOG FILTERING BOX SENSOR Offset (0V)  3kHz filtering frequency Amplification (0-2V)  1 pole (-20dB/dec)

ANALOG/DIGITAL CONVERTER  10kHz sampling

FEEDBACK/FEEDFORWARD CONTROLLERS  Valve open timing Vent and supply  Valve lift command valves command  Debounce depth LIFT CONVERTER  Debounce duration  2nd order polynomial fit  Valve close timing  Landing knee command  Landing rate command

VALVE LIFT CALIBRATION OPEN LOOP MAPS  Seat (0mm)  Boost stop (3,5mm)  Hardstop (12mm)

Volvo Group Trucks Technology HVA system flexibility

• Valve lift timing and duration

10 Valve lift (mm) 9,5 9 8,5 8 7,5 7 6,5 6 5,5 5 4,5 4 3,5 3 2,5 2 1,5 1 0,5 0 -0,5-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 -140 -120 -100 -80 -60 Crankshaft angle (deg) Volvo Group Trucks Technology HVA system flexibility

• Valve lift timing and duration • Valve lift height • Valve landing velocity

10 Valve lift (mm) 9,5 9 8,5 8 7,5 7 6,5 6 5,5 5 4,5 4 3,5 3 2,5 2 1,5 1 0,5 0 -0,5-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 -140 Crankshaft angle (deg) Volvo Group Trucks Technology HVA system flexibility

• Valve lift timing and duration • Valve lift height • Valve landing velocity • Valve events per cycle 10 Valve lift (mm) 9,5 9 8,5 8 7,5 7 6,5 6 5,5 5 4,5 4 3,5 3 2,5 2 1,5 1 0,5 0 -0,5-360 -300 -240 -180 -120 -60 0 60 120 180 240 300 360 Crankshaft angle (deg) Volvo Group Trucks Technology HVA system flexibility

• Valve lift timing and duration • Valve lift height • Valve landing velocity • Valve events per cycle • Valve opening velocity

10 Valve lift (mm) 9,5 172bar 138bar 9 8,5 8 7,5 7 6,5 6 5,5 5 4,5 4 3,5 3 2,5 2 1,5 1 0,5 0 -0,5-360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 Crankshaft angle (deg) Volvo Group Trucks Technology HVA system flexibility

• Valve lift timing and duration • Valve lift height • Valve landing velocity • Valve events per cycle • Valve opening velocity • Intake valve opening 10 Valve lift (mm) 9,5 9 8,5 8 7,5 7 6,5 6 5,5 5 4,5 4 3,5 3 2,5 2 1,5 1 0,5 0 -0,5-420 -400 -380 -360 -340 -320 -300 -280 -260 -240 -220 -200 -180 -160 Crankshaft angle (deg) Volvo Group Trucks Technology HVA system performances

• Comparison with cam-driven valve lifts

Mechanical actuation versus hydraulic actuation at low engine speed

Mechanical actuation versus hydraulic actuation at high engine speed

Volvo Group Trucks Technology HVA system performances

• Accuracy and repeatability

Lift accuracy: +/- 0,2 mm (<3,5mm) +/- 0,5 mm (>3,5mm)

Open flank duration: < 3 ms Open flank duration: < 3 ms

Open timing accuracy: +/- 2 crdeg Close timing accuracy: +/- 3 crdeg

Volvo Group Trucks Technology Content

Volvo Group Trucks Technology Since 2007, confidential tests performed

• Cylinder de-activation • What is the impact on fuel? • How much does it improve heat-up • How many cylinders shall be de-activated? • At which load is cylinder de-activation beneficial?

• Exhaust valve re-opening during intake stroke • Is it beneficial with VGT or FGT? • What is the impact in transient? • At which load is exhaust valve re-opening beneficial? • How much can it limit exhaust temperature?

• Miller effect using exhaust valve instead of intake valve • Is it beneficial for Early and/or for late Miller? • What is the impact on NOx? • What is the impact on fuel?

Volvo Group Trucks Technology Thank you! VVA technique as a way to improve SIE efficiency. Results obtained at the University of Pitesti in close cooperation with le Cnam Paris

1,2Adrian CLENCI, 2Pierre PODEVIN

1University of Pitesti, Automotive and Transports Department 2 Le Cnam de Paris, LGP2ES, EA21

Adrian CLENCI 18/04/2013 VVA technique as a way to improve SIE efficiency. Results obtained at the University of Pitesti in cooperation with Cnam Paris

 Introduction

Experimental results

CFD Simulation

Conclusions

Adrian CLENCI 18/04/2013 2/24 INTRODUCTION

Internal Combustion Engine = (still) the main energy source for ensuring road mobility

Problem: Negative impact on the environment (fuel consumption and pollution)

EU Regulation no 443/2009 130 g CO2/km in 2015 & 95 g CO2/km in 2020

Adrian CLENCI 18/04/2013 3/24 INTRODUCTION

Adrian CLENCI 18/04/2013 4/24 INTRODUCTION

Overall engine efficiency needs to be improved rather under low loads and speeds where the overall efficiency decreases from the not very high peak values (35%) to dramatically lower values (< 10%)

Engine operation area during NEDC – sfc[g/KWh] @ NA engine

VARIABLE VALVE ACTUATION

Adrian CLENCI 18/04/2013 5/24 INTRODUCTION Sinergy

Adrian CLENCI 18/04/2013 6/24 INTRODUCTION

HARA ViVL Variable intake Valve Lift

OHV OHC

Adrian CLENCI 18/04/2013 7/24 VVA technique as a way to improve SIE efficiency. Results obtained at the University of Pitesti in cooperation with Cnam Paris

Introduction

 Experimental results

CFD Simulation

Conclusions

Adrian CLENCI 18/04/2013 8/24 EXPERIMENTAL RESULTS Main parameters of the HARA ViVL PFI SI engine prototype

Number of cylinders 4 Stroke [mm]/Bore[mm] 77/76 Volumetric Compression Ratio 9.0 Combustion chamber Wedge type; 2 valves Maximum Valve Lift, MVL [mm] 7.5 Exhaust Valve Law Exhaust Valve Opening, EVO [°CA BBDC] 73 Exhaust Valve Closing, EVC [°CA ATDC] 42 Maximum Valve Lift, MVL [mm] 1.165 Minimum Intake Valve Law Intake Valve Opening, IVO[°CA ATDC] 19 (Hmin) Intake Valve Closing, IVC [°CA ABDC] 29 Maximum Valve Lift, MVL [mm] 8.275 Maximum Intake Valve Law Intake Valve Opening, IVO [°CA BTDC] 15 (Hmax) Intake Valve Closing, IVC [°CA ABDC] 73

Adrian CLENCI 18/04/2013 9/24 EXPERIMENTAL RESULTS Lifting laws Idle operation @ 800 rpm. Stoechiometric operation 9 Hmax BDCTDC BDC 8

Variable 4 E x h a u s t I n t a k e Valve Lift [mm] Valve Lift

2 Hmin 1

0 0 60 120 180 240 300 360 420 480 540 600 660 720 [ºCA]

Adrian CLENCI 18/04/2013 10/24 EXPERIMENTAL RESULTS Instrumentation of the engine Idle operation @ 800 rpm. Stoechiometric operation

Adrian CLENCI 18/04/2013 11/24 EXPERIMENTAL RESULTS Fuel consumption. Cyclic dispersion

Idle operation 800 rpm Stoechiometric operation

1.4 25% 28 Ch[Kg/h] Hmax 22.9% Hmax Hmin Hmin 20.9% 1.2 20.4% 24 Improvement[%] 19.9% 20.2% 20% 18.2% 18.2% 18.1% 1.0 20 15.6% ] 14.4% 15% 0.8 t[% 16 en P[%] em v VIME o r 0.6 o 12

10% C Imp

0.4 8

5% 0.2 4

0.0 0% 0 30 25 20 15 10 5 0 -5 -10 -15 30 25 20 15 1050 -5 -10-15 IA[ºCA] IA[ºCA]

Adrian CLENCI 18/04/2013 12/24 EXPERIMENTAL RESULTS Indicated diagrams. Heat release

IA = 30° CA Throttle plate opening: 20,8° Hmin 21,6° Hmax

IA = 30° CA - Higher peak pressure ECR = 8.1 for Hmin and 5.8 for Hmax

- Higher RoHR

- Earlier EoC

Adrian CLENCI 18/04/2013 13/24 EXPERIMENTAL RESULTS Conclusions

An improved engine operation at idle for the minimum intake valve law

Causes: - increased intake flow velocity  increased turbulence   improving of the fuel-air mixing process - a lower amount of residual burned gas as a consequence of a lower IEGR intensity

These two factors led to a better and more repeatable combustion

In order to see the detailed phenomena about the intake flow velocity, a CFD study was launched.

Adrian CLENCI 18/04/2013 14/24 VVA technique as a way to improve SIE efficiency. Results obtained at the University of Pitesti in cooperation with Cnam Paris

Introduction

Experimental Results

 CFD Simulation

Conclusions

Adrian CLENCI 18/04/2013 15/24 CFD SIMULATION Geometry. Meshing. Calculation.

Dynamic Simulation with 0° CA/TDC : ANSYS-FLUENT: 1 231 195 elements i.e. the airflow is driven entirely by the motion of the piston and valves

Turbulence model: k-ε Realizable 180° CA/BDC : 1 589 954 elements

Adrian CLENCI 18/04/2013 16/24 CFD SIMULATION Results. Pressure curves. CFD model validation

The motored engine @ 800 rpm was simulated…

…for a 20.8º throttle opening for the 2 situations: Hmin and Hmax

Adrian CLENCI 18/04/2013 17/24 CFD SIMULATION Results. Flow velocity fields

Hmin:

αWSA_max = –272°CA

WSA_max = 160 m/s

Hmax:

αWSA_max = –315°CA

WSA_max = 32 m/s

Adrian CLENCI 18/04/2013 18/24 CFD SIMULATION Results. In-cylinder air mass

CFD_Hmin CFD_Hmax

7 ] bar [ 6 l y c p 5

-375 -350 -325 -300 -275 -250 -225 -200 -175 -150 -125 -100 -75 -50 -25 0 [ºCA] A compromise should be done between internal aerodynamics, pumping and filling efficiency

Adrian CLENCI 18/04/2013 19/24 CFD SIMULATION Results. Large scale movements - Swirl

Fluid particles trajectories

 SN  In2  

Hmax Hmin

the trajectories described by the particles are longer at Hmin, as a result of the intensification of swirl motion

Adrian CLENCI 18/04/2013 20/24 CFD SIMULATION Results. Turbulent Kinetic Energy & Turbulent Intensity

7 80 75.87 6.21 70 5.92 6

59.46 60 5 Hmin 50 Hmax Hmin 4 Hmax 40 IT[%]

TKE[m2/s2] 3 30 2.47 2.16 1.97 2 20 1.21 10.35 10.09 1 0.81 0.75 10 6.94 2.44 1.05 0.92 0 0 α_Wmax_air α_intake MVL End of intake stroke End of compression α_Wmax_air α_intake MVL End of intake stroke End of compression stroke stroke

Adrian CLENCI 18/04/2013 21/24 VVA technique as a way to improve SIE efficiency. Results obtained at the University of Pitesti in cooperation with Cnam Paris

Introduction

Experimental Results

CFD Simulation

 Conclusions

Adrian CLENCI 18/04/2013 22/24 CONCLUSIONS

Gasoline engine evolution

Ignition

Air-fuel ratio

Variable Valve Actuation

Fuel economy + Pollution reduction

Adrian CLENCI 18/04/2013 23/24 Thank you! Merci ! Grazie! Danke Schon!

Multumesc !

Adrian CLENCI

[email protected], [email protected] University of Pitesti, Automotive and Transports Department Le Cnam de Paris, LGP2ES, EA21

Adrian CLENCI 18/04/2013 24/24