Latest Developments In IC Engines

Prepared by, ROHIT.K

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Introduction
IC Engines are one among the most widely used Prime movers, its applications are far spread to various fields helpful for mankind. Im here to discuss about the recent developments in IC engines which has made it more efficient and nature friendly.

Topics of Discussion
IC Engines Latest Developments in IC Engines Variable Valve Timing & Lift Electronic Fuel Injection Cylinder Deactivation Turbochargers

Internal Combustion Engines

History
IC engines were commercially manufactured and sold from mid 19th century Those engines had huge differences when compared with the modern IC engines The reason for these differences are various Engineering developments which aims at higher efficiency, lower cost, simplicity, safety etc. The process of development still continues to yield more & more technologies in this field.
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Applications
Automobiles Gas compression Pumping Power generation Irrigation

Major Problems
Low Thermodynamic Efficiency Incomplete utilization of fuel Harmful emissions Low fuel efficiency

VVT & Lift

Cylinder Deactivation

Developments In IC Engines

EFI

Turbochargers

Variable Valve Timing & Lift

Conventional engines
no relation between valve timing and engine speed problems creep in at high rpms if valve is set for high rpm problems occur at low rpms VVT engines They can vary: Lift of valve Timing of valve

Phase shift of valve timing

Valve overlap
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Need for VVT

at high speeds more air for more power and

combustion at low speeds prevention of leakage of charge and

fuel efficiency
get good mileage clean emission

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Development of VVT
HONDA - debut in 1991 with Honda NSX

TOYOTA Corolla
Nissan, Porsche, BMW, Ferrari followed

but not all were same but each having their own
improvisations

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HONDA VTEC
1.Cams

2.Camshaft
3. Rockers

4. Valves
5.Cylinder

6.Intake exhaust

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3 cam lobes for 2 intake or exhaust valves one high rpm cam - high profile

two low rpm cams low profile

correspondingly three rocker arms center one is free to move at high rpms sensors send signals to ECU ECU opens oil control valve

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oil pressure couples all three rocker arms together valves move according to third cam profile timing is increased

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this was DOHC (double overhead camshaft) VTEC Honda later developed SOHC VTEC only intake valves had VTEC

then i-VTEC
this system induced swirl

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BMWs solenoid valve

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Benefits of VVT smooth idle valve overlap retarded to zero

pure mixture thus stable combustion

low fuel consumption torque improvement

exhaust sucks charge and due to early closing charge does not escape
quicker response to sudden power requirements

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EGR effect
EGR valve used in conventional engine not required here exhaust mixes with charge and dilutes it

so low combustion temp. and low NOx production also unburnt gases in exhaust will get completely burnt
better fuel economy approx. 20% increase Improved emission control very low Nox production due to EGR effect due to low fuel consumption low CO2 emission

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Electronic Fuel Injection

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THE FUEL DELIVERY SYSTEM

The fuel delivery system consists of the fuel tank, fuel pump, fuel filter, fuel delivery pipe (fuel rail), fuel injector, fuel pressure regulator, and fuel return pipe.

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THE AIR INDUCTION SYSTEM

The air induction system consists of the air cleaner, air flow meter, throttle valve, air intake chamber, intake manifold runner, and intake valve. When the throttle valve is opened, air flows through the air cleaner, through the air flow past the throttle valve, and through a well tuned intake manifold runner to the intake valve.

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ELECTRONIC CONTROL SYSTEM

The electronic control system consists of various engine sensors, Electronic Control Unit (ECU), fuel injector assemblies, and related wiring. The ECU determines precisely how much fuel needs to be delivered by the injector by monitoring the engine sensors. The ECU turns the injectors on for a precise amount of time, referred to as injection pulse width or injection duration, to deliver the proper air/fuel ratio to the engine.

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Examples of EFI
Multi Point Fuel Injection ( MPFI ) Direct Injection ( DI ) * Common Rail Direct Injection ( CRDi )

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MPFI In this system each cylinder has number of injectors to supply/spray fuel in the cylinders as compared to one injector located centrally to supply/spray fuel in case of single point injection system.

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Direct injection Direct injection means injecting the fuel directly into the cylinder instead of premixing it with air in separate intake ports. That allows for controlling combustion and emissions more precisely

Partial load

High load
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Common Rail Direct Injection (CRDi)

The fuel is supplied directly to a common rail from where it is injected directly onto the pistons which ensures the onset of the combustion in the whole fuel mixture at the same time.
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ADVANTAGES OF EFI Uniform Air/Fuel Mixture Distribution Excellent Fuel Economy With Improved Emissions Control Highly Accurate Air/Fuel Ratio Control throughout All Engine Operating Conditions Improved Cold Engine Startability and Operation Superior Throttle Response and Power Simpler Mechanics, Reduced Adjustment Sensitivity
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Cylinder Deactivation
Cylinder Deactivation is the method of deactivating Cylinders as per the Power requirement of the Engine in order to achieve better Fuel efficiency as well as Emission Control.

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How it works

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 In conventional engines, valve lifters are operated by the engines camshaft, and lift a pushrod that operates the valves in the cylinder head. In the DOD V8 engines, the special de-ac lifters are installed in cylinders 1, 4, 6 and 7, while the remaining cylinders use conventional lifters. The special hydraulically-activated de-ac lifters that enable Displacement on Demand. The hydraulically operated de-ac lifters have a spring-loaded locking pin actuated by oil pressure. For deactivation, hydraulic pressure dislodges the locking pin, collapsing the top portion of the lifter into the bottom and removing contact with the pushrod. The result is that the bottom of each de-ac lifter rides up and down on the cam lobe but the top does not move the push rod. Without the lifting, the valves do not operate and combustion in that cylinder stops. During reactivation, the oil pressure is removed, and the lifter locks at full length. The pushrods, and therefore the valves, operate normally. The final Displacement on Demand component is the LOMA. This assembly is a cast aluminum plate, installed in place of a conventional engine block cover. The LOMA holds four solenoids, control wiring and cast-in oil passages. The solenoids are managed by the ECM, and each one controls oil flow to a de-ac lifter, activating and de-activating the valves at one cylinder as required for Displacement on Demand.
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ADVANTAGES OF CYLINDER DEACTIVATED ENGINES Increased fuel efficiency (10-20%) Decreased emissions from deactivated cylinders Better breathing capability of the engine, thereby reducing power consumed in suction stroke.

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DISADVANTAGES OF CYLINDER DEACTIVATION Engine balancing- Deactivating cylinders can cause change in engine balancing which can lead to very violent vibration and increased noise levels. Increased cost of manufacturing Overall increase in weight- Due to the presence of additional components like hydraulic lines used in hydraulic sub system, lifter locking mechanism, and solenoid valves etc.
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TURBOCHARGERS
Turbochargers allow an engine to burn more fuel and air by packing more into the existing cylinders. The typical boost provided by a turbocharger is 6 to 8 pounds per square inch (psi). You would expect to get 50 percent more power. It's not perfectly efficient, so you might get a 30- to 40-percent improvement instead.
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Working
The turbocharger is bolted to the exhaust manifold of the engine. The exhaust from the cylinders spins the turbine, which works like a gas turbine engine. The turbine is connected by a shaft to the compressor, which is located between the air filter and the intake manifold. The compressor pressurizes the air going into the pistons. The exhaust from the cylinders passes through the turbine blades, causing the turbine to spin. The more exhaust that goes through the blades, the faster they spin.
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ADVANTAGES: More power compared to the same size naturally aspirated engine. Better thermal efficiency over naturally aspirated engine and supercharged engine because the engine exhaust is being used to do the useful work which otherwise would have been wasted. Better Fuel Economy by the way of more power and torque from the same sized engine.
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DISADVANTAGES:
Lack of response called the Turbo Lag. If the turbo is too big, the boost will build up slowly because more exhaust pressure will be needed to overcome the rotational inertia on the larger turbine reducing throttle response but more peak power. If the turbo is too small the turbo lag wont be as big but the peak power would be lesser. So the turbocharger size is a very important consideration when deciding on it for a particular engine. Non liner rise in power and torque. Cost Complexity: Turbocharger spins at very high revolutions (1lakh + per minute!!!), hence proper cooling and lubrication is essential.
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Conclusion
Though the various technologies discussed above are incorporated in all modern internal combustion engines, we are still able to achieve only a maximum fuel efficiency of about 5 to 10 percent more than the previous versions. Also 100 percent emission free internal combustion engines have only been a dream to mankind. We are only able to extract a maximum of less than a half of energy contained in the fuel supplied, even after using the latest internal combustion engine which houses most of the technologies discussed earlier. There is a wide scope of opportunities for new research and development programs in this field. The crises like Global Warming & Scarcity of Petroleum fuels have put a strong thrust on every manufacturer of IC engines to build an Efficient and Pollution free engines. We can expect many more technologies in the near future which would advance the present day IC engine far better. As the famous quote says Necessity is the mother of all inventions, we have felt the necessity and hence hope that healthy inventions would follow.
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REFERENCES
Design and Development of a Mechanical Variable Valve Actuation System, Ronald J. Pierik & James F. Burkhard, Delphi Automotive Systems, SAE Technical Paper 2000-011221 www.wabashtech.com www.delphi.com www.madsci.org www.toyotamotors.com Overdrive March 2003 Autocar December 2003 Society of Automobile Engineers (SAE) Technical papers Automotive industries Ltd DOMKUNDWAR, A course in IC engines. 40 CROUSE/ANGLIN, Automotive mechanics.

Thank you

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