Recent Developments in P/M Variable-Valve-Timing Systems for Automobiles

Heinrich Wiedemann, Patrice Delarbre, Bernd Engelmann, Michael Krehl & Lorenz S. Sigl Sinterstahl GmbH Fssen, Germany www.sinterstahl.com

Abstract The basics and historic developments of variable valve timing (VVT) systems are briefly discussed. VVT systems reduce the fuel consumption and the subsequent formation of exhaust gases and improve the performance of engines, especially the torque characteristics at low rpm. The actual generation of VVTs in series production employs the vane-type concept, which uses complex shaped components with tight tolerances. Such parts require materials, which combine moderate strength and high wear resistance with the feasibility for mass-production. These requirements are best met by steels manufactured by the powder metallurgy (P/M) route. Using lean manufacturing processes, P/M steels exhibit all required properties and offer unrivaled economic viability. Thus VVTs are a new and highly attractive market for automotive P/M-suppliers. Finally, an outlook on the market potential for VVTs is given. 1. Introduction The automotive industry is constantly making efforts to reduce the fuel-consumption and to improve the performance characteristics of engines. Until recently, the timing between engine crankshaft and camshaft was fixed. When designing the valve-timing, developers had to compromise between engine characteristics in terms of fuel consumption, torque-progress, maximum power, idle stability and emission characteristics with respect to all working conditions of an engine. These tight restrictions motivated engineers to look for solutions, which allow additional degrees of freedom for the camshaft during operation of an engine. A key step in this direction is the use of variable valve timing (VVT)-systems. 2. Functional Principles of Current VVTs From the very beginning, engine developers have tried to include a means of variable valve timing. The first patent application for a rotary displacement of a spark-ignition engines camshaft was submitted in 1918 by Haltenberger [1]. Since then, hundreds of patents for camshaft adjustment systems have been issued, but only three construction principles have made their way to series production. These camphasers use either mechanical or hydraulic functional principles.

Axial Movement of a Piston with Helical Gear Teeth These systems are based on the functional principle of a spur/helical gear sleeve (Fig. 1). When starting the engine and in idle mode, a return spring (10) keeps the system safely in the first valve timing position. When engine oil pressure acts on the piston (9) against the load exerted by the spring, the helical cut gear spline teeth (3) will translate the axial displacement of the piston into a rotational movement. This causes rotation of the camshaft (1) relative to the drive sprocket (4) and thus relative to the crankshaft. For adjusting the oil-supply, different types of control-valves are used.

Figure 1: Helical spline system [2]

Camshaft Chain Adjustment These adjustment systems employ a small chain between the intake- and exhaust-camshaft (Fig.2). Moving the chain tensioner upwards or downwards by an oil-pressurized piston will vary the phase angle between the shafts. In this configuration, usually the exhaust-camshaft is directly driven by the crankshaft and the intake camshaft can be repositioned by the adjuster. This solution is quite compact and costeffective, but permits only one camshaft to be adjusted.

Figure 2: Camshaft chain adjuster [3]

Vane Type Systems Another class of camshaft adjustment systems uses the vane-type actuator (Fig.3). The housing (stator) [1] is driven by the crankshaft and the rotor [2] inside is attached firmly to the camshaft. Oil-chambers couple these two elements hydraulically. One-sided loading of the vanes [3] of the rotor by oil-pressure will translate into a relative angular motion between stator and rotor.

Figure 3: Vane Type VVT-system [4] Vane type systems offer a robust, compact and very cost-effective solution, permitting successful application in smaller, high-volume engines. Apart from the concepts discussed above, other designs are known (planetary gearbox, differential gearbox, centrifugal power adjustment, etc.). Currently, none of these systems is relevant for series-production applications. 3. VVT Generations in Series Production The First Generation: Black & White-Systems The first variable valve timing system for mass production was presented some twenty years ago, and employed two possible cam-positions (black & white systems). Most of these systems are based on the spur/helical gear principle (Alpha Romeo, DaimlerChrysler, Ford, Jaguar, Nissan, Porsche, Toyota) and are integrated into conventional toothed belt or chain timing gear drives. Another family is based on the camshaft chain adjustment system (Porsche, Audi, VW). The black & white cam-phaser allows the camshaft to be moved into two positions. It shows significant benefits as compared to previous fixed cam-drives. The intent of these systems was to increase the maximum power by retarding the closure of the inlet valve. Also smooth engine operation is improved at low speed, allowing reduction of the engines idle speed, which implicitly has a positive impact on untreated exhaust emissions. The torque characteristics exhibits two maxima as a result of the two camshaft positions.

The Second Generation: Continuously Variable Valve Timing Applying continuously variable adjustment to the spur/helical gear system is regarded as the second design generation. The first application of this kind was BMWs VANOS system [5]. The angular position of the camshaft is measured by a sensor and is compared to the desired position being determined from the engines load, speed and temperature. A valve is actuated to reposition the camshaft to the required position. The main goal for the second-generation systems is to increase the maximum power and torque over a wide range of engine speeds. Exhaust gas quality and idling are also improved. The VANOS system employs several parts (including helical ones) made by powder-metallurgy processes, which offer a reasonable solution in terms of cost. The Third Generation: Vane Type Continuously Variable Valve Timing The current generation of continuously variable camshaft adjustment systems uses the vane-type actuator. In addition to the benefits of the second generation, internal friction is significantly reduced in these systems. Compared to a two valve engine without camshaft phaser, a four valve engine with continuous camshaft adjustment on intake and exhaust is reported to consume 15% less fuel when idling and 10% less fuel overall together with considerably improved emission characteristics. Third generation VVTs also offer cost effectiveness due to a small number of components employed. However, the components are complex shaped parts with tight tolerances, and require materials which combine moderate strength with high wear resistance and with the feasibility for mass-production. Thus, these parts are ideally suited for steels which are manufactured by the powder-metallurgy route. 4. Vane Type VVT-Components made by the P/M Route Technical Requirements The components for vane-type systems employ complex two-dimensional inside and outside geometry which may be combined with one or more steps in axial direction (Fig. 4).

Figure 4: P/M-steel Components for Vane Type VVT-systems To minimize internal oil-leakage between neighboring pressurized chambers, only small clearances between all components are allowed. Thus tight tolerances in terms of dimensions and geometry are required. Also, small chamfers with defined geometry which ensure tolerable oil-leakage are important. Furthermore, loose burrs or dirt are not allowed as they could get stuck in the clearances or injure the valves operation. Wear resistance on the drive sprocket teeth is required when using a chain drive to transmit the working torque of the camshaft. Wear is also a topic for all components which are in sliding contact with the vanes. For belt driven actuators, the housing (stator) has to be sealed against oil-leakage to prevent loss of oil into the environment. The relevant operation loads (centrifugal forces, transmitted camshaft torque, tightening forces of fastening elements, internal oil-pressure, mass loads from dynamic motions and engine vibrations...) result in rather moderate requirements in terms of strength. PM Capabilities The complex geometries of vane type VVT-components are ideally suited for being produced by the powder metallurgy route, i.e. by pressing, sintering, sizing. P/M-steel parts fully match the above requirements. Depending on the parts geometry, many features can be shaped by tooling which reduces the need for machining and subsequently minimizes overall cost. By selecting P/M-steels which feature dimensional stability during sintering (tight shrinkage/swelling characteristics) and good sizeability (small elastic spring-back, low strength, i.e. Rm < 400 MPa), processcapable tight radial tolerances together with superior surface roughness are achieved. For chamfering and deburring conventional techniques such as brushing, grinding with stones, electrochemical deburring, thermal deburring etc. can be used. Resistance in heavy-duty wear situations is accomplished by plasma-nitriding or induction hardening, while steam-treatment suffices for less demanding loads. If sealing of the component is necessary, standard impregnation techniques or steam-treatment can be used.

5. Market Potential Due to the benefits of VVT-systems on engine properties and the economic viability of mass-production by the powder metallurgy route, many car manufacturers and their system-suppliers consider the use of these systems in new engines. It is estimated that at least in Europe more than 80% of all new gasoline engines will be equipped with VVT-units within the next three years, many of them using a cam-phaser both on the intake and outlet camshaft.
Estimated use of Vane Type VVTs in Europe [Mio. Units/Year] 10

0 2002 2003 2004 2005 2006

Figure 5: Market Potential for Vane Type Systems in Europe 6. The Future of Variable-Valve-Timing Systems For cost reasons, further development will be concentrated on the simplification of components by means of well-planned modular designs. Reducing inertias by applying carefully developed lightweight concepts and/or by using aluminum-alloys or even plastics will contribute significantly to improved dynamic properties of the camshaft-drive. Apart from the introduction of current VVT-systems in a broad sense, recent developments could even more improve the characteristics of gasoline engines in the future. By combining VVTs with variable valve lift (e.g. Toyota VVT-i, Porsche VarioCam Plus [4]) and especially by removing the throttle valve (e.g. BMW Valvetronic, [6]) the economy, characteristics and emissions of an engine can still be improved. Diesel engines will also benefit from VVT-systems. However, their special requirements may result in solutions which differ significantly from those for gasoline engines.

Valve control systems with variable electromagnetic actuators are appearing on the horizon. They will allow virtually unconstrained opening and closing of valves in the engines work-cycle. These systems give developers the freedom to operate the intake and outlet at working conditions which are most favorable for an engine. However, such systems need sufficient electric power, e.g. the 42V-system, and before such systems are available in mass production, economic manufacturing processes need to be developed. Thus, the current mechanical VVT-systems apparently have a promising perspective for the next years.

References [1] Haltenberger S., Vorrrichtung zur Ventilverstellung, Patent No. DE 368 775, (1918) [2] Bassi A., Arcari F., Perrone F., C.E.M. - The Alpha Romeo Engine Management, System-Design Concepts-Trends for the future, SAE-Paper 85 0290, 1995 [3] Knecht A., Stephan W., Hannibal W., VaneCAM - The Third Generation of Camshaft Adjustment Systems, Motortechnische Zeitschrift worldwide, Vol. 63, No. 4, 2002, pp. 15-18 [4] Jost K., Spark ignition engine trends, automotive engineering international, January 2002, pp. 26-36 [5] Bergmann D., Krause G., Niggemeyer H., Troll H., Der weiterentwickelte BMW-Sechszylinder mit Vierventiltechnik, Motortechnische Zeitschrift, Vol. 53, No. 10, 1992 [6] Flierl R., Hofmann R., Landerl C., Melcher T., Steyer H., Der neue BMW Vierzylinder-Ottomotor mit Valvetronic, Motortechnische Zeitschrift, Vol. 62, No. 6, 2001, pp. 450-463