Sincronizacion Variable

VARIABLE VALVE TIMING
VVT SYSTEM
2.What is the purpose of VVT ?
1.Intake air volumetric efficiency without VVT

2.Intake air volumetric efficiency with VVT
3.Comparison between VVT and non-VVT
2-1.Intake air volumetric efficiency
without VVT
- Overlap of IN & EX valves is short.

--->EGR effect is very small.
- Counterflow of fresh air exists at compression stroke at low and middle

RPM.
--->Loss of intake air volumetric efficiency
- Counterflow of fresh air is canceled by large inertia of intake air at high

RPM.
--->Loss of intake air volumetric efficiency is very small.
2-1.Intake air volumetric efficiency without VVT
Click here !
Counter-
flow
Low and
middle RPM
2-1.Intake air volumetric efficiency without VVT
Counter-
flow is
canceled.
High RPM
with VVT
- Overlap of IN & EX valves is large at advanced timing.

--->EGR effect is large!!!
- Counterflow of fresh air does not exist at compression stroke at

advanced timing.
--->No loss in intake air volumetric efficiency.
with VVT
EGR effect !
Click here !
No
counterflow
2-3.Comparison between VVT and non-VVT
Intake air volumetric efficiency at low and middle RPM
More power is obtained at low and middle RPM.

1a. Intake camshaft sprocket match mark
1b. Exhaust camshaft sprocket match mark 3.How is VVT realized ?
2. Match mark on timing chain cover
3.Crankshaft sprocket key
4.Match mark for key
Click here !
4.How is IN cam timing advanced ?
4-1.What does VVT system consist of ?
1.IN cam timing sprocket
2.Rotor
3.Intake camshaft
4.Oil passage to retard chamber
5.Oil passage to advance chamber
6.Retard chamber
7.Advance chamber
8.Oil filter
9.Oil pump
10.Oil pan
11.Duty signal from ECM
4-2.Intake cam
timing sprocket
1.Sprocket
2.Drain
3.Retard chamber
4.Housing
5.Rotor
6.Seal
Click here !
1.Sprocket
2.Advance chamber
3.Drain
4.Housing
5.Rotor
6.Seal
4-3. Oil Control Valve (OCV)
1.Pressurized engine oil
Click here ！ 2.Drain
3.VVT rotor
4.Valve spool
5.Solenoid coil
4-3. Oil Control Valve (OCV)
Target position is obtained !
Oil passage is shut off !

5.How is OCV actuated ?
Very low duty Very high duty
Low duty High duty

1.Rotor (held at target position)
Target depends on driving condition.
2.Advance chamber
3.Retard chamber
5.How is OCV actuated ? Pressure in chambers 2 and 3 is equal.
7.How is target advance determined ?
?
?
?
7-1.How is actual advance monitored ?
7-1.How is actual advance monitored ?
7-2.What is F/B control ?
Feed Back (F/B) control:

When real angle is more advanced than target one:
ECM retards intake valve timing (outputs duty ratio < 50%)
When real angle is more retarded than target one:
ECM advances intake valve timing (outputs duty ratio > 50%)
TOYOTA VVTI SISTEMA DE CONTROL
7-2.What is hold position learning?
Hold position learning:

When real angle becomes equal to target one:
ECM cuts oil flow to VVT sprocket (outputs duty ratio = 50%)
to hold intake valve timing at the obtained one.
The duty ratio to hold valve timing is learned.
8.How to operate VVT
according to driving condition
1.Engine running at idle
2.Light engine load range
3.Average engine load range
4.Low or average engine speed range with heavy engine load
5.High engine speed range with heavy engine load
6.Low engine coolant temperature
7.At engine starting and stopping
8-1.Engine running at idle
INTAKE VALVE TIMING

Most retarded
CONTROL TARGET
To shorten the valve opening overlap to avoid counterflow of EX gas
EFFECT
Stable idle
8-2.Light engine load range
INTAKE VALVE TIMING

To the retarded side
CONTROL TARGET
To shorten the valve opening overlap to avoid counterflow of EX gas
EFFECT
Stable engine running
8-3.Average engine load range
INTAKE VALVE TIMING

To the advanced side
CONTROL TARGET
-To lengthen valve opening overlap to enhance internal EGR effect
-To reduce pumping loss
EFFECT
-Better fuel economy
-Lower exhaust emission (lower combustion temperature)
8-4.Low or average engine speed range
with heavy engine load
INTAKE VALVE TIMING

To the advanced side
CONTROL TARGET
To advance IN valve closing timing to improve volumetric efficiency
EFFECT
Bigger engine torque
8-5.High engine speed range
with heavy engine load
Counter-
flow is
canceled.
INTAKE VALVE TIMING

To the retarded side
CONTROL TARGET
To retard IN valve closing timing to improve volumetric efficiency.
EFFECT
Bigger engine power
8-6.Low engine coolant temperature
INTAKE VALVE TIMING
Most retarded
CONTROL TARGET
To shorten valve opening overlap to
avoid EX gas counterflow
EFFECT
Stable fast idle
8-7.At engine starting and stopping
INTAKE VALVE TIMING
Most retarded
CONTROL TARGET
EFFECT
Better startability
9.Diagnosis
1.Hard starting (engine cranks OK)

2.Poor fuel economy
3.Engine hesitates
4.Engine has no power
5.Improper engine idling or engine fails to idle
6.Excessive HC or CO emission
7.Excessive NOx emission
9-1.Hard starting
INTAKE VALVE TIMING
Most retarded
CONTROL TARGET
EFFECT
Better startability
If rotor is stuck at advanced side:
EX gas counterflow
Insufficient amount of fresh air
Hardstarting
9-2.Poor fuel economy
Average engine load range
IN valve timing advanced to
-reduce pumping loss
-enhance EGR effect
VVT should
be advanced
If VVT rotor is stuck and

cannot be advanced:
-Pumping loss is not reduced

-EGR effect is low
Poor fuel economy

9-2.Poor fuel economy (cont.)
High RPM with high load
IN valve timing retarded to
-improve volumetric efficiency
VVT should
be retarded

timing remains advanced:
IN valve is closed too early
Poor volumetric efficiency
Too rich air/fuel mixture
Too much fuel consumption

9-3.Engine hesitates
If rotor is stuck and actual

timing is much more
advanced than target:
Excessive EGR
Insufficient fresh air
Engine hesitates
9-4.Engine has no power
Low and average engine
speed with heavy load
IN valve timing advanced to
VVT should
be advanced
If rotor is stuck and timing

cannot be advanced:
Counter-
flow Poor volumetric efficiency
Engine has no power

9-4.Engine has no power (cont.)
High engine speed with heavy load

VVT should
be retarded

cannot be retarded:
Counter-
flow Poor volumetric efficiency
Engine has no power

9-5.Improper engine idling or engine fails to idle
At idle
-prevent EX gas counterflow
VVT should
be retarded

remains advanced:
Too much EGR amount
Instable idling or engine stall

9-6.Excessive HC or CO emission
High RPM with high load
VVT should
be retarded

timing remains advanced:
IN valve is closed too early
Poor volumetric efficiency
Too rich air/fuel mixture
Excessive HC or CO emission
9-7.Excessive NOx emission
If rotor is stuck and actual

timing is much more retarded
than target:
Poor EGR effect
Combustion
temperature rises
Excessive NOx emission

10-5.OCV (Oil Control Valve)
Back
11.What is role of each part ?
11.What is role of each part ?
SINCRONIZACION VARIABLE EN AMBOS EJES DE LEVAS

Sincronizacion Variable

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VARIABLE VALVE TIMING

1.Intake air volumetric efficiency without VVT

- Overlap of IN & EX valves is short.

- Counterflow of fresh air exists at compression stroke at low and middle

- Counterflow of fresh air is canceled by large inertia of intake air at high

- Overlap of IN & EX valves is large at advanced timing.

- Counterflow of fresh air does not exist at compression stroke at

More power is obtained at low and middle RPM.

Target position is obtained !

Oil passage is shut off !

Very low duty Very high duty

Low duty High duty

Feed Back (F/B) control:

Hold position learning:

INTAKE VALVE TIMING

INTAKE VALVE TIMING

INTAKE VALVE TIMING

INTAKE VALVE TIMING

INTAKE VALVE TIMING

1.Hard starting (engine cranks OK)

If rotor is stuck at advanced side:

Insufficient amount of fresh air

If VVT rotor is stuck and

-Pumping loss is not reduced

Poor fuel economy

If VVT rotor is stuck and

IN valve is closed too early

Poor volumetric efficiency

Too rich air/fuel mixture

Too much fuel consumption

If rotor is stuck and actual

Insufficient fresh air

If rotor is stuck and timing

Engine has no power

High engine speed with heavy load

If rotor is stuck and timing

Engine has no power

If rotor is stuck and timing

Too much EGR amount

Instable idling or engine stall

If VVT rotor is stuck and

IN valve is closed too early

Poor volumetric efficiency

Too rich air/fuel mixture

If rotor is stuck and actual

Poor EGR effect

Excessive NOx emission

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