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2023-01-0465 Published 11 Apr 2023

Investigation Of Variable Displacement Oil Pump

and Its Influence on Fuel Economy for a 1.5 L, 3
Cylinder Diesel Engine
Abubakker Sithick basha, Vijayendra Vinaya Murthy, Chandrasekaran Rengaraj, and Bharani Dharan
R Mahindra & Mahindra, Ltd.

Adm Venkatesh Kumar PS Mahindra Research Valley

Citation: Sithick basha, A., Vinaya Murthy, V., Rengaraj, C., Dharan R, B. et al., “Investigation Of Variable Displacement Oil Pump and Its
Influence on Fuel Economy for a 1.5 L, 3 Cylinder Diesel Engine,” SAE Technical Paper 2023-01-0465, 2023, doi:10.4271/2023-01-0465.

Received: 24 Oct 2022 Revised: 05 Jan 2023 Accepted: 09 Jan 2023

Abstract
be addressed as VDOP) that was adapted to a 1.5-liter 3

T
he Introduction of Corporate Average Fuel Economy
(henceforth will be addressed as CAFE) regulations
demand suitable technological upgrades to meet the
significant increase in targets of vehicle fleet fuel economy.
Engine Downsizing and Friction Reduction measures help in
getting one step closer to the target. In a Conventional Oil
Pump, the pump discharge flow and pressure are a direct
function of operating speed. There is no control over lubricant
flow which results in increased power and fuel consumption
due to its unnecessary pumping characteristics irrespective
of the actual engine demand. This paper discusses the intro-
duction of a variable displacement oil pump (henceforth will
Cylinder Diesel Engine. This approach helps the system to
reduce parasitic losses as the oil flow is regulated based on the
mechanical needs of the engine. The flow is regulated with
help of a solenoid valve which receives input from the ECU.
The engine Oil Pump has a major role in enabling the transfer
of lubricant to all moving engine components. The demand
majorly depends on engine performance characteristics,
bearing clearances, operating temperatures, and wear
behavior of engine components. The paper explains the
boundary conditions for VDOP design packaging, challenges
in system adaptation, impact on engine lubrication circuit,
performance, and friction reduction benefit.

1. Introduction
The function of the oil pump in an IC engine is to lubri-

I
mproving the fuel economy of the internal combustion cate and cool all the rotating or moving components.
engine has become the need of the hour in the current Conventionally constant displacement or single-stage oil
situation. With the introduction of the government norms pump will be used for the engine focused for this study. The
like BS6.2 to control emissions and CAFE to reduce vehicle various oil consumers of the engine need the oil at certain
fuel consumption, automakers must implement new technolo- minimum oil pressure at all engine operating conditions to
gies to optimize fuel consumption. The variable displacement ensure the safety of the engine. In the existing oil pump
oil pump is one of the few technologies globally used for discharge flow rate and pressure is a direct function of the
improving the fuel economy of the IC engine. This paper engine rpm and oil temperature. Having no additional control
focuses on adapting the variable displacement oil pump in a over the pump discharge pressure, the oil pump supplies with
1.5-liter 3-cylinder diesel engine. higher oil pressure than the requirement at higher engine rpm
and lower oil temperature conditions. This excess oil pressure
TABLE 1 Engine specifications leads to the increased power consumption of the oil pump
and impacts the overall engine fuel consumption.
Engine displacement 1493 CC With the introduction of the variable displacement oil
volume
pump, the pump discharge pressure can be controlled using a
Bore x stroke 83 x 92 mm solenoid valve. The engine oil pressure requirement can be esti-
Number of cylinders 3 inline mated by calculating the requirements of individual oil
Max. Power & Torque 100 hp & 260 Nm consumers. The ECU can measure the engine oil pressure via an
Oil pump Constant displacement Gerotor oil pump oil pressure sensor at all operating conditions. If the engine oil
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2 INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE

pressure is more than the estimated value, then using the solenoid FIGURE 1 Engine speed vs pump discharge pressure trend
value (henceforth will be addressed as SV) the oil pump discharge for various types of oil pump displacement settings
pressure can be reduced by ECU signal. By implementing VDOP,
the parasitic losses of the oil pump can be avoided or reduced,
and the engine fuel economy can be improved.
This study presents the working principle of VDOP, the
challenges in packaging and integration, redefining the oil
pressure limits based on the various consumer requirements,
impact on the engine lubrication circuit. The paper also
discusses the validation of VDOP performance and its overall
benefit in fuel economy.

2. Benefits of VDOP
In this section, the different types of oil pumps and the benefits
of variable displacement oil pumps over the other types There is a further benefit from the two-stage to the three-
are shown. stage oil pump. In a three-stage oil pump, the pump outlets
have two pressure valves that are interlinked with the pump
inlet. Due to this complex connection, the three-stage oil
2.1. Different Types of the Oil pumps are not the most widely preferred. In a continuously
Pump variable displacement oil pump, the discharge pressure can
be exactly matched with the engine requirements.
The oil pumps used in IC engines are classified based on
The maximum benefit in oil pump power consumption
various parameters such as:
comes from the continuously variable displacement oil pump
1. Pump rotor type as it can exactly match the engine requirement and there will
a. Gerotor be a very minimal parasitic loss. Hence for this current engine
application, a vane-type, fully variable oil pump is chosen.
b. Spur gear/twin gear
c. Vane type
2. Pump displacement 3. Working Principle of
a. Constant displacement
VDOP
b. Two-stage
The VDOP uses the solenoid valve to control the pump outlet
c. Three-stage
pressure. Figure 2 shows the block diagram of the VDOP
d. Continuously variable working principle.
3. Pump packaging location
a. Chain system driven FIGURE 2 Block diagram of variable oil pump
working principle
b. Crankshaft nose driven

In our engine application, the existing constant displace-

ment oil pump is a crankshaft driven & Gerotor oil pump.

2.2. Comparison of Pump

Outlet Pressure for
Various Types of the Oil
Pump
Figure 1 shows the pump outlet pressure trend for the different
types of pump displacement settings. There is a significant
benefit from converting from a constant displacement oil pump
to a two-stage oil pump, where the pump outlet/discharge
pressure can be made almost constant from a predefined value.
This is achieved with the help of a pressure valve that opens
once the pump discharge pressure reaches the predefined valve.
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INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE
Like every oil pump, the oil flow is pressurized from the
inlet to the outlet due to the rotation of the rotor. The area
between the rotor and the stator reduces in the rotating direc-
tion, which causes the outflow of the pressurized oil. The oil
pump discharge pressure is a direct function of the eccen-
tricity between the rotor and the stator. The continuously
variable oil pump has a mechanism that the vary the eccen-
tricity of the oil pump during its operation, which restricts
the amount of oil flow through the rotor and reduces the pump
outlet pressure. The eccentricity of the pump is changed using
a moving stator that is packaged inside the VDOP housing
against a spring. There is a small oil chamber between the
stator & the housing on the opposite side of the spring. The
solenoid valve of the VDOP has three ports, application port,
pressure port and leak-off port. The oil from the engine main
oil gallery is connected to the application port of the
solenoid valve.
The pressure port of the solenoid valve is connected to the
chamber between the stator and the housing. The oil from the
leak off port is drained back to the oil pan. Using the ECU, the
oil flow from the solenoid valve pressure port to the chamber is
controlled. With the help of oil pressure that builds in the
chamber between the stator and housing, the stator can
be moved against the spring load. This movement of the stator
reduces the eccentricity of the pump and as a result, reduces the
pump discharge pressure. Figure 3 shows the two extreme limits
of the VDOP. Figure 3 (a) shows the scenario with maximum
pump outlet pressure for the given engine rpm. There is no oil
flow from the solenoid valve (SV) and the chamber and the
VDOP will function with the maximum eccentricity. Figure 3
(b) shows the scenario with minimum pump outlet pressure for
the same engine rpm. We have maximum oil flow from the SV
pressure port to the chamber. The stator has moved against the
spring load by the maximum possible distance & the pump will
function with minimum eccentricity.
The oil pressure sensor must be packaged after the pump
discharge in the oil circuit to measure the oil pressure in real-
time. This measured pressure is compared against the required
pressure value by the ECU to form closed-loop monitoring.
If the measured oil pressure valve is higher than the required
value, then the ECU signals the SV to open the pressure port
to reduce the pump eccentricity. If the measured oil pressure
is less than the required value, then the pump eccentricity is
increased using the SV. This is the general working principle
of a continuously variable oil pump.
FIGURE 3 Block diagram of VDOP at minimum and
maximum pressure limit
3
4. Design Challenges &
Considerations
The existing engine oil pump is a constant displacement with
a pressure relief valve. This oil pump is crankshaft driven,
Gerotor type that is integrated into the engine front cover.
Figure 4 shows the pump with an inlet connected to the oil
pan strainer and a pump outlet connected to the crankcase.
Figure 4 also shows the complete oil circuit of the engine
with all the consumers. The oil pump outlet (unclean oil)
enters the crankcase and into the oil cooler and filter. Once
the oil is cooled and filtered, it (clean oil) enters the main oil
gallery (henceforth will be addressed as MOG). In the current
engine, there is an oil pressure switch to monitor the oil
pressure in the event it reaches below the minimum required
value during the engine operation and gives the signal to the
passenger. From MOG, the oil is supplied to the piston cooling
jet and the main bearing shell. The other part of the MOG
enters he cylinder head oil gallery for lubricating the camshaft
bearing, vacuum pump, fuel pump and HLA. There is another
oil flow path that goes to the chain tensioner and turbocharger.
4.1. P
 ackaging of VDOP
Solenoid Valve
The major challenge in implementing the VDOP is that it must
be integrated into the front cover within the current packaging
envelope. There must be additional oil galleries that must
supply oil from MOG to the inlet of the SV and outlet of the
SV back to the VDOP and from SV leak off back to the oil
pan. It is functionally beneficial to package the SV closer to
the VDOP. This will reduce the oscillation of the VDOP
discharge pressure during the SV operation. This will also
help in the packaging of the oil channel from SV to VDOP,
which is critical for the SV operation response time.
FIGURE 4 The existing engine oil galleries with all its
oil consumers
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4 INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE
FIGURE 5 The existing front cover integrated constant
displacement oil pump
The packaging of the SV within the engine, inside the
front cover, was explored. The challenge in that proposal was
that the wiring harness from the SV must be routed from
inside to outside with a leakproof joint. As the VDOP is inte-
grated into the front cover, the SV and its connector will also
be very close to the chain drive system. Packaging the SV
outside the front cover seems to be the best option from a
wiring harness point of view. Even after packaging SV outside
the front cover, the routing of the wiring harness from SV is
still a critical task, due to proximity with the belt system. A
wiring harness pigtail with a separate sheet metal bracket for
proper clipping and parking of the connector was made for
this application. Figure 6 shows the packaging location of the
SV in the front cover and its wiring harness routing.
FIGURE 6 Packaging location of VDOP solenoid valve and
its wiring harness
4.2. C
 rankcase Oil Gallery
Change for VDOP
Feedback
Once the solenoid valve is packaged, the next vital task is the
connection of oil feedback line from MOG to the solenoid
valve. Due to the packaging constraint, the oil inlet for the
SV application port is routed via the oil pump cover. The small
oil gallery is added to the main oil gallery, near the turbo-
charger oil supply region in the crankcase front face. Figure
7 shows the angular oil hole added to the oil flow path from
MOG. This oil gallery is connected to the oil pump cover via
a rubber gasket, refer to figure 8.
4.3. S
 olenoid Valve Inlet &
Outlet Oil Galleries
Figure 9 shows the oil pump cover has an internal oil circuit
which in turn is connected to the inlet of the solenoid valve
(application port). The outlet of the solenoid valve (pressure
port) is connected back to the VDOP and enclosed between
the front cover & oil pump cover. The oil from the leak-off
port of the solenoid valve flows back to the oil pan via a hole
in the oil pump cover.
The complete engine oil circuit including VDOP SV oil
connections is shown in figure 10. As mentioned earlier, the
oil pressure sensor is mandatory for the working of VDOP,
hence the existing oil pressure switch has been removed and
FIGURE 7 The rubber gasket interface between the
crankcase and oil pump cover
FIGURE 8 The rubber gasket interface between the
crankcase and oil pump cover
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INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE 5

FIGURE 9 The oil circuit for the SV inlet & outlet via the oil FIGURE 11 Main oil gallery pressure with existing
pump cover conventional oil pump

FIGURE 10 The engine oil galleries with VDOP SV inlet &

outlet oil galleries
From figure 11, it can be observed that the MOG pressure
is increasing with the reduction in the oil temperature. The
increase in oil pressure at low temperatures is due to the
increased oil viscosity. As the oil pump will be designed to
supply the required oil pressure at all the working temperature
ranges, the oil pump always supplies higher outlet pressure
in low oil temperatures. This contributes to the parasitic loss
of the engine at low temperatures.
The next step is to calculate the required oil pressure for
different engine speeds. Figure 12 shows the oil pressure
requirement of various components such as turbocharger,
HLA, Fuel pump, Vacuum pump, PCJ etc. These oil pressure
requirements are arrived at based on various simulations and
physical trials by the suppliers of the individual components.
The details of the estimation of the oil pressure requirement
of each component were not focused on the scope of this study.
The overall oil pressure requirement at the main oil gallery,
which supplies oil to all the consumers was estimated based
on the pressure requirement of each consumer. The final target
pressure for the VDOP at the MOG is shown in figure 12 by
the green line.
replaced with the oil pressure sensor. The oil pressure sensor
Figure 13 shows the VDOP target pressure against the
can be used for both the VDOP function & giving the signal
existing oil pump MOG pressure at two different oil tempera-
to ECU if the oil pressure reaches below the minimum
tures. It is established that with VDOP, the oil pump can
required value for engine operation.
exactly deliver the target pressure at all oil temperatures, there
is a pressure variation due to oil temperature.

5. VDOP Target Setting

FIGURE 12 Oil pressure requirement of various oil
As mentioned earlier, the existing engine has a conventional consumers in the engine
constant displacement oil pump with an over-pressure valve
with a setting of 5 ± 0.5 bar. Hence the maximum outlet
pressure of the oil pump will be within 4.5 to 5.5 bar. Below
figure 11 shows the oil pressure at the main oil gallery for
the existing conventional oil pump at 60°C and 120°C oil
temperatures. The main oil gallery pressure will be always
slightly lower than the oil pump outlet pressure, due to the
pressure drop in the oil cooler and the oil filter. The engine
oil pressure target setting will be focused only on the main
oil gallery (MOG) pressure requirement. The oil pump will
be designed for the outlet pressure that will be a summation
of the MOG pressure requirement and the pressure loss in
the oil filter & cooler.
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6 INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE

FIGURE 13 Oil pump power consumption reduction scope FIGURE 14 The front cover along with the variable oil
pump child parts

TABLE 2 Oil pump specifications

TABLE 3 Front cover & the oil pump cover material details.
Existing oil pump VDOP
Front cover Oil pump cover
(Actual) (Target)
Material ADC 12 AlSi9Cu3
Minimum oil flow rate @ 10 LPM 10 LPM
engine idle rpm (1000) YTS 140 MPa 140 MPa
MOG pressure at engine 1.4 bar 1.4 bar UTS 280 MPa 280 MPa
idle rpm (1000) 1 bar (only at
120°C) The material properties of the front cover and the oil
MOG pressure at engine 4.0 bar 3.2 bar pump cover are given in below table 3. Different simulation
rated rpm (3750) results are discussed in the upcoming section.

6.1. Contact Analysis

Hence when the engine oil temperature is relatively
low, especially during the cold start condition or the engine
operating in aa cold environment, there will be a signifi-
cant benefit due to VDOP. At high oil temperatures, the
existing conventional pump is designed to match the target
pressure at low engine rpm. The existing oil pump still
over-delivers at higher engine rpm. Therefore, the benefit
of the VDOP will be significant at all engine rpm with low
oil temperature and only at higher engine rpm with high
oil temperature.
The VDOP specification was finalized based on the
above target pressure estimation and shown in the below
table 2.
The contact pressure simulation was performed for the oil pump
cover to the front cover interface. The boundary condition for
this simulation is the bolted joints between the covers. Ten M6
screws are used for this interface. Bolt pretension force equiva-
lent to the screw tightening torque of 8 Nm was applied at all
the screw locations. The friction contact between the cover
interfaces was simulated. The load condition of 6 bar oil pressure
was applied to the oil circulation region as a worst-case condition.
FIGURE 15 The M6 screw connections between the front &
oil pump cover

6. Structural Simulation
Results
The front cover integrated variable oil pump design is
completed. As a next step in the designing process, various
CAE analyses will be performed for the virtual validation of
the design. Most of the simulation will be focused on the oil
pump housing region of the front cover and the oil pump
cover. The virtual validation of the VDOP child parts like the
rotor and stator are not covered in this study.
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INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE
FIGURE 16 The contact pressure value at the cover
interface with 6 bar oil pressure condition
The simulation result, the final contact pressure between the
oil pump cover and the front cover interface is shown in figure
16. The negative value in the legend shows the opening gap
between the covers. As an internal guideline, up to 20 microns
of the gap is acceptable based on previous experience. Based on
the results, the gap between the covers is within the acceptable
limit. Hence it can be concluded that the M6 screw quantity,
location and tightening torque are acceptable for this interface.
6.2. Modal Analysis
After the completion of the contact analysis, as a next step,
modal analysis for the front cover housing is performed.
6.2.1. Boundary Condition The front cover mountings
to the crankcase and cylinder head are considered to be fixed
in all directions. The bonded contact is assigned between the
oil pump cover and the front cover interface.
FIGURE 17 Boundary condition for the modal
analysis simulation
7
6.2.2. Load Condition The weight of the rotor, vanes,
control spring and solenoid valve is assigned as mass point
linkage to the respective interface surface. The weight of the
oil is also created as mass points and applied to the
housing surfaces.
FIGURE 18 The load conditions for the modal
analysis simulation
The first mode shape of the front cover and the oil pump
cover is shown in figure 19. From the simulation results, the
first mode frequency is 1220 Hz, which is much higher than
the acceptance criteria for this engine application. Therefore,
the oil pump will not be subjected to resonance during its
operating condition.
FIGURE 19 The first mode shape of the front cover & oil
pump cover
6.3. Static Strength Analysis
The strength analysis simulation is performed for the front
cover and oil pump cover.
6.3.1. Boundary & Load Condition The front cover
to the engine interface is connected via M8 bolts. The bolt
pretension force equivalent to the tightening torque of 25Nm
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8 INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE

is applied to all the M8 bolts. The oil pump cover to the

housing interface has a bolt pretension force equivalent to the 7. VDOP Performance
M6 screw tightening torque of 8 Nm. Testing & Validation
FIGURE 20 The boundary condition for the strength Once the virtual validation is completed, the physical parts
analysis simulation were made from the intended manufacturing process for func-
tional validation of the oil pump.

FIGURE 22 Images of the front cover integrated VDOP

The reaction force due to rotor rotation, spring force, seal

force and the oil pressure (8 bar as the extreme case) is applied
to all the relevant surfaces for the simulation.
Figure 21 shows the maximum principal stress in the
critical regions of the oil pump cover and the front cover. The
sub-models were created to evaluate the stress values with a
very fine mesh. The stresses in the oil pump regions were
found to be within the material yield strength. Even with
extreme oil pressure of 8 bar, the stresses in the oil pump are
within the acceptable criteria (no yielding / no
plastic deformation).
Engine-level trials were conducted to validate the variable
oil pump performance. Multiple trials with different pump
configurations such as min. flow, nominal flow & max. flow
were conducted. Even pump with different eccentricity values
were validated in the performance trial. Based on the trial
conducted the pump specification that was finalized is shown
in the below table.

TABLE 4 VDOP specification at 120°C oil temperature

FIGURE 21 The strength analysis simulation results – max VDOP VDOP

principal stress (Target) (Actual)
Minimum oil flow rate @ engine idle 10 LPM 11.1 LPM
rpm (1000)
MOG pressure at idle engine rpm 1.4 bar 1.4 bar
(1000)
MOG pressure with 0% SV PWM - 4.6 ± 0.6
bar
MOG pressure with 100% SV PWM - 1.6 ± 0.2 bar

There are two extremes for the VDOP solenoid valve. The
one extreme is the SV operating in 0% PWM. In this operating
condition, there is no flow through the SV and the VDOP
operated at maximum eccentricity and delivers the maximum
oil pressure/flow for the given engine rpm. The other extreme
is the SV operating in 100% PWM. In this condition, the
maximum amount of flow will pass through the SV to VDOP.
The VDOP will operate with minimum eccentricity and
delivers minimum flow for the given engine rpm.
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INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE
FIGURE 23 Measured MOG pressure with VDOP at two
oil temperatures
The VDOP with 0% SV PWM must always deliver the oil
pressure equal to or more than the target pressure at all engine
speeds. Similarly, at 100% PWM, the oil pressure must
be closer to the minimum requirement of the engine, in order
the reduce the pressure at every engine operating condition.
The below figure 23 shows the MOG pressure with VDOP
& 0% PWM for 60° C and 120° C oil temperatures. Even at
high oil temperature conditions, the MOG pressure is meeting
the target pressure requirement.
Using the SV PWM, the MOG pressure is exactly matched
with the target pressure during the trial. Figure 24 shows the
PWM % that was used by the ECU for acquiring the target
MOG pressure.
The required oil pressure at the main oil gallery is
achieved at all the engine rpm for different oil temperatures.
The PWM % of the SV is automatically adjusted by ECU by
measuring the real-time MOG oil pressure & comparing it
with the target. The oil pressure at different consumers was
also measured using a pressure gauge at the test bed level.
Figure 25 shows the measured oil pressure at different
consumers against the target.
The actual oil pressure at the turbocharger inlet is more
than the requirement at higher engine rpm. The measured oil
FIGURE 24 VDOP SV PWM values for matching the MOG
pressure with the target pressure
9
FIGURE 25 Target & measured oil pressures of critical oil
consumers at 120°C oil temperature
pressure at the turbocharger inlet is slightly less than the target
at low engine rpm from idle rpm to 1500 rpm. Although it is
slightly less, this oil pressure with VDOP is equal to the oil
pressure achieved with the existing oil pump. The engine with
VDOP is subjected to various durability tests and the final
tested parts such as the fuel pump, turbocharger & piston are
sent to respective suppliers for post-validation analysis. The
return parts are investigated by the supplier and found accept-
able based on their internal criteria. The details of the dura-
bility validation test (part level, engine level & vehicle level)
and its results are considered for a future paper, and it is not
covered in the current scope.
The engine with the existing conventional oil pump and
the engine with VDOP were tested in the transient dyno test
bed. The engine in this test setup is connected to an electric
motor that can simulate any engine rpm & torque. The engine
will operate to overcome the motor torque at a selected engine
speed. Thirteen critical operating points were selected for the
evaluation of the BSFC. The BSFC values of the base engine
with a conventional Gerotor oil pump are compared with the
BSFC of the engine with VDOP, refer the figure 26. An average
benefit of 1.5% BSFC was observed due to the implementation
of the VDOP.
FIGURE 26 Engine BSFC measured at various
operating points
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10 INVESTIGATION OF VARIABLE DISPLACEMENT OIL PUMP AND ITS INFLUENCE

8. Conclusion 3 Cylinder SI Engine,” SAE Technical Paper 2017-26-0051,

The study showed the working principle of the solenoid-oper-
ated variable pump. The need for a closed circuit with an oil
pressure sensor for real-time pressure adjustment was also
explained. The packaging requirements, the constraint of the
solenoid value and the corresponding changes in the oil
galleries were shown. The engine main oil gallery pressure
requirement and target for the VDOP were estimated.
The different types of CAE simulation such as contact
pressure, modal analysis and strength analysis were conducted
and results were found to be within acceptable limits. Finally,
the VDOP were subjected to various level functional test at
the engine level to ensure that the pump can achieve the
required oil pressure and flow rate. A comparative engine
testing with the current conventional oil pump and new
VDOP were performed at 13 critical operating points (from
the NEDC cycle) and the engine BSFC was measured. An
overall benefit of 1.5% was observed in the engine BSFC due
to the VDOP. The VDOP also contributed to the improvement
of fuel economy of 1.2% to 1.5 % in the New European Drive
Cycle (NEDC).
After the complete functional and durability validation,
the variable oil pump has been successfully implemented in
the engine. As the future scope of this work, the benefit in fuel
economy due to a solenoid controlled PCJ working along with
a variable oil pump will be conducted.
2017, https://doi.org/10.4271/2017-26-0051.
4. Yamamoto, M., Hosogi, T., Watanabe, T., and Nishida, Y.,
“Development of Engine Lubrication System with New
Internal Gear Fully Variable Discharge Oil Pump,” SAE Int.
J. Fuels Lubr. 10, no. 3 (2017). https://doi.org/10.4271/2017-
01-2431https:/doi.org/10.4271/2017-01-2431.
5. Loganathan, S., Govindarajan, S., Suresh Kumar, J.,
Vijayakumar, K. et al., “Design and Development of Vane
Type Variable flow Oil Pump for Automotive Application,”
SAE Technical Paper 2011-28-0102, 2011, https://doi.
org/10.4271/2011-28-0102.
6. Arata, T., Novi, N., Ariga, K., Yamashita, A. et al.,
“Development of a Two-Stage Variable Displacement Vane
Oil Pump,” SAE Technical Paper 2012-01-0408, 2012, https://
doi.org/10.4271/2012-01-0408.
7. Meira, J., Filho, A., Melo, W., and Ribeiro, E., “Strategies for
Energy Savings with Use of Constant and Variable Oil Pump
Systems,” SAE Technical Paper 2011-36-0150, 2011, https://
doi.org/10.4271/2011-36-0150.
Contact Information
Mr. Abubakker Sithickbasha
Mahindra & Mahindra Ltd.
SITHICKBASHA.ABUBAKKER@MAHINDRA.COM

Definitions/Abbreviations
References CAFE - Corporate Average Fuel economy
VDOP - Variable Displacement Oil Pump
1. Bitsis, D.C. and Miwa, J., “Optimization of Heavy Duty SV - Solenoid Valve
Diesel Engine Lubricant and Coolant Pumps for Parasitic PCJ - Piston Cooling Jet
Loss Reduction,” SAE Technical Paper 2018-01-0980, 2018,
https://doi.org/10.4271/2018-01-0980. MOG - Main Oil Gallery
2. Nishida, Y., Toyoda, F., Terashima, H., Ono, H. et al., CAE - Computer Aided Engineering
“Development of Continuously Variable Discharge Oil ECU - Engine Control Unit
Pump,” SAE Technical Paper 2018-01-0932, 2018, https://doi. PWM - Pulse Width Modulation
org/10.4271/2018-01-0932.
NEDC - New European Drive Cycle
3. Kandavalli, P., Karthi, R., Suresh Kumar, S., and Anand, M.,
“Benefits of Variable Discharge Oil Pump on Performance of

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