Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 Development of the Variable Valve Timing and Lift (VTEC) Engine for the Honda NSX Takefumi Hosaka and Minoru Hamazaki Honda R&D Co., Ltd. Enginesrs, Inc. ABSTRACT The Honda variable valve timing and lift electronic control system (VTEC) is incorporated in the engine of the NSX sports car that is scheduled for sales in Europe this year. In the process of advancement of Honda's engine technology, VTEC was developed for much higher output and higher efficiency. This is actually the first system in the world that can simultaneously switch the timing and lift of the intake and exhaust valves. This system has made improvements in maximum output at high rpm, and also improved the low rpm range, such as idling stability and starting capability. emphasis is placed on low speed performance, the high speed performance then suffers. In order to obtain smooth engine performance over the entire rpm range, "making low-speed and high-speed performance consistent" became the most important objective. With this in mind, the double overhead cam (DOHC), variable valve timing and lift technology (VTEC) was developed by H ~ n d a . ( l ) ( ~ ) ( ~ ) * The DOHC VTEC engine is able to maintain a high output throughout the entire rpm range, thus enabling the high speed performance of a racing engine without sacrificing low and medium speed performance. Low fuel consumption and sharp throttle response are made possible by staying with a naturally aspirated system rather than adopting a turbo or super-charged system. INTRODUCTION Most people define a sports car as a car with high performance capabilities which can be turned and stopped precisely, enabling the driver to feel as one with the car., In order to satisfy these requirements, Honda has developed an entirely new sports car named the "NSX". The NSX is based on advanced technology with emphasis placed on ergonomics which enables anyone to enjoy driving this car. The engine which is the heart of this car is described here in the report. DEVOLOPMENT AIMS The main objectives in developing this engine were high output performance throughout the rpm range, sharp throttle response, and low fuel consumption. in order to avoid being penalized by restrictions imposed on high fuel consumption cars (i.e. Gas Guzzler Tax). When high output performance is attempted at a high rpm the conventional engine is unstable at idle and there is a reduction of output performance in the low rpm range. Conversely, when * Numbers in parenthesis designate reference at end of paper. Fig 1 27 Complete cut-away of Engine Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 ENGINE SPECIFICATIONS Fig.1 shows a cut-away view of the engine, and specifications are listed in Table 1. The C30A engine is a small V6 with a die-cast aluminum block. The 90' bank-angle cylinder arrangement has a total displacement of 2977cm3(cc). The cylinder head has a pent-roof shaped combustion chamber with a center plug system and a compression ratio of 10.2. It is a short stroke engine (cylinder bore diameter X stroke9Ox78mm) well suited for high rpm performance. At 8000rpm the maximum piston speed is 20.8mlsec. The VTEC system is hydraulically controlled to vary the valve timing and the lift according to operational conditions. This is incorporated in a cross flow 4-valve DOHC system. The connecting rods are made of light weight titanium in order to achieve higher rprn and reduce vibration. The fuel system is an electronically controlled sequential injection system (PGM-F1:Programmed Fuel Injection) with 6 injectors located in the intake manifold. To increase the torque in the medium speed range, a Variable Volume Induction System (VVIS) with a resonance chamber has been adopted for the intake manifold. The throttle body is a large diameter single-valve side draft type. The engine has a dual exhaust system with reduced pressure in order to lower exhaust noise. The direct ignition system (no distributor) is more reliable and stable. Also there is a knock control system with 2-knock sensors in each bank of three cylinders. MANUAL TRANSMISSION 2 0 1 kW 7100RPM 284.4N.m 5300RPM I I I I The exhaust gas control system is composed of an EGR system, a 3-way catalyser, a air-fuel ratio control system incorporating an 0 2 sensor with a heater at each bank. I I Engine Type Cvlinder No. VTEC3.00 ENG C30A v-6 I VTEC (Variable VT) Bore XStroke Comoression Ratio 1 - - Open (BTDC) Close(ABDC) 1 I 201KW/7lOOrpm 274PS 284.4N.m/5300rpm 2 9 . 0 ke.m 7.5' 12.5' 25~ 1 25' Open (ABDC) Close (ATDC) j 1 5~ 45~ Maximum Power Maximum Torque I EX I ~ift 9.Omm Table 1 Engine Specification ENGINE PERFORMANCE The C30A engine output performance data is shown in Fig.2. AUTOMATIC TRANSMISSION 188kW 6600RPM 286N.m 5300RPM I I I I I 1000 2000 3000 4000 5000 600070008000 Fig 2 I I I I I I , 10002000300040005000 60007000 8000 Engine Speed (rpm) Engine Speed (rpm) Engine I DOHC Swing Arm Type Valve System In 1 Performance C u r v e Line Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 The C30A engine has high output and high rpm similar to that of a racing engine. By using a naturally aspirated engine, the throttle response is sharp. The maximum output of the engine is 201kwn1OOrpm, the maximum torque is 284.4n.m/5300rpm, and the maximum engine rpm is set at 8000rpm (The specifications for the Japanese domestic model: The output performance using premium unleaded RON100 is 206kwn300rpm and 294n.ml5400rpm). This engine outperforms conventional DOHC engines in output performance. In Fig.3, a comparison among naturally aspirated engines is shown in torque per liter as well as output per liter. 105 - 10.5- 100a n +O - * 95 - E • 90P - 9.0- 5 : v .'C 858.5- V) 8.0- + + NSX (MT-J) INTEGRA *NSX *NSX (AT-US] (MT-US] 9.5-9 g ?I- n NSX (AT-JI 10.0- * conventional engine. A racing engine requires wider valve overlap, and increased valve lift to obtain higher performance at high engine speed. However in a conventional engine, the valve timing and degree of valve lift are set for higher performance at low and medium engine speeds. By designing a higher valve lift, wider valvetiming, and larger valve diameter, we are able to obtain a higher volumetric efficiency to cope with higher output engine speeds. Also by tuning the intake and exhaust ports, an intake resonance is created causing a super-charging effect. Improvement is also made with the volumetric efficiency by reducing the exhaust pressure. With VTEC, the valve timing and lift can be adjusted at low engine rotation to increase torque and prevent air from being forced back through the intake. In Fig.5 & 6 is an example of VTEC being used to improve volumetric efficiency from low engine speed to high engine speed. Using premium unleaded (RON100) a wider torque band can be achieved up to 8000rpm. A maximum torque of 98.8n.m:lO.l kgmlliter and an output of 206kw are possible. 0 0 0 m0 PC7O 000 cl 0 801 40 0 I I I 50 60 70 Specific Power Output (PS/i?) Fig 3 Relationship between Specific Power and Torque Engine Speed (rpm) VTEC PERFORMANCE To develop a high performance engine it is necessary to increase the volumetric efficiency and reduce friction. Fig.4 shows a comparison between lift and valve timing in a racing engine VTEC engine and a Fig 5 Racing Engine DOHC VTEC Engine Volumetilc Efficiency Mass Produced Engine Hlgh-Speed Valve Timing : 2 I s e l 5 1m Crank Angle Crank Angle Valve Lift lm Crank Ang e ~ood Good Poor Low RPM Torque Poor Good Good Idle Poor Good Good Max. Power Fig 4 Lift and Valve-Timing Comparison between Enginesfor Racing and for General Use 29 Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 Low speed High Speed A 1 - 1 - VTEC Engine I / / * 1 Switch-iver Point Fig 6 Engine-Speed (r~m) The cam has 3 different profiles located at the intake and exhaust of each cylinder. The center cam is used exclusively for high speed and the 2 outside cams for low speed. The rocker arm assembly is composed of a mid rocker arm with primary and secondary rocker arms on each side. Inside the rocker arms are 2 hydraulic pistons, a stopper pin, and a return spring, which make up the change over mechanism. The mid rocker arm has a lost motion spring so that the valve operates smoothly at high speeds and also stops the arm at low speeds. The whole system is operated by a hydraulic actuator which is controlled by the Engine-Control Unit (ECU). Output and Switch-over of Low speed and High speed VTEC MECHANICAL OPERATION 1) VTEC LAYOUT In Fig.7 the structure of the VTEC is shown. The C30A engine has one extra cam profile and rocker arm (mid rocker arm) for high engine speed. 2) VTEC OPERATION Fig.8 shows the VTEC mechanism while operating at low engine speeds. In the low-speed mode the 3 rocker arms are separated and use cams A & B only. At this time the mid rocker arm is in contact with the high speed cam due to the spring force in the lost motion mechanism. It is separated from the primary and secondary rocker arm and thus is not actuating the valves. Fig.9 shows the VTEC mechanism while operating in the high speed mode. During high speed engine operation the 3 rocker arms are connected and move together due to the 2 hydraulic pistons which have moved over due to increased hydraulic pressure. Cam Lobe for Low S ~ e e d Primary Rocker Fig 8 R~~~~~~~~ 1 . - Secondary Rocker Arm Rocker Arm Operation (Low speed Range) Cam Lobe for High Speed A a Camshaft a Hydraulic Piston A a Cam Lobe for Low Speed Range @ Hydraulic Piston B a Cam Lobe for High Speed Range @ Stopper Pin @ Primary Rocker Arm 3 Mid Rocker Arm 6 Secondary Rocker Arm Fig 7 @ Lost-motion Spring Exhaust Valve @ Intake Valve VTEC System Construction Fig 9 Rocker Arm Operation (High speed Range) Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 The unified rocker arms are operating from the central cam profile that has a wider valve timing and higher lift designed specifically for high speed. When changing from high to low speed, the hydraulic pressure is released and the pistons are pushed back by the return spring housed in the secondary rocker arm. The 3 rocker arms are separated and return to low speed operation. 4) SETTING THE VALVE CHANGE-OVER POINT Fig.11 shows the change-over point of the valvetiming and valve lift. In order to eliminate unnecessary load on the engine, the change point is where the low and high speed outputs intersect. With the C30A engine, the change over point does not change when engine load is varied. The hysteresis between accelerating and decelerating time is k100rpm (5800-6000rpm).Therefore the changeover rpm is at 5900rpm. 3) VTEC CONTROL SYSTEM Fig.10 shows the control system of the VTEC. When the control system detects a change in engine rpm, car speed, or water temperature, it transmits this information to the ECU. When preset conditions are met, the ECU activates the solenoid valve which causes the spool valve to turn on or off the hydraulic pressure that controls the pistons in the rocker arm . This hydraulic signal system is synchronized with the fuel-injection system and electronic ignition system. So that there is a proper air to fuel ratio and ignition timing for either high or low speed operation. In order to maintain smooth engine operation, the control system must make changes from moment to moment, adjusting valve timing, valve lift, air to fuel ratio and ignition timing to meet existing conditions. ~ i g hspeed P a r t i a l Loaded Condition I b Engine Speed Fig 11 Switch-over Point (NSX Engine) & .. ...................................... ....+, Durlng Fall-safe Actuat~on Sw~tch-over r I Fixed at low-speed Ftxed at IOW-speed range A ~ r ~ f u Program el Valve Tlmlng l g n ~ t ~ oProgram n Valve L ~ f t Or Use of Fall-safe Program v Hydraulic Piston Valve T ~ m l n g - Valve L ~ f t T--i 1i ............................................ I Total Performance Fig 10 VTEC Control Diagram 31 ' 1 - 6 Order of A c t u a t i o n Hydraulic Path Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 5)FACTORS EFFECTING CHANGE-OVER The factors that effect the change-over characteristics are the dimensional accuracy of the variable valve system, the dimensional accuracy of the constituent parts, the rigidity of the system, and the composition of the hydraulic circuit. These different factors have exact settings for various conditions of operational use. Even under deteriorating conditions due to long use, the change-over characteristics can be kept within the set specifications. Fig.12 shows the response time when switching to high and back to low engine speed quickly. The graph compares the hydraulic change-over signal, the change in valve lift, and the change in hydraulic pressure inside the rocker shaft. When changing from low to high speed operation, the hydraulic pressure is increased in the rocker shaft by the signal from the ECU. After the response time TI it is changed to the high speed cam profile. Then changing back to low speed the hydraulic pressure is released in the rocker shaft and the return spring releases the rocker arm assembly so that it switches to the low speed cam profile. This response time is T2. The response time is very fast and is completed within one revolution of the cam shaft. 40 50 60 70 80 90 100 110 120 Oil Temperature ("C) Fig 13 Relationship between Response Time and Oil Temperature 60 r ~ Oil Temp 80°C ON Switch-over Signal I I 0.2 0.3 \ =Response Time for Swbtch-over (ON) iT2 =Response I I I I 0.6 0.7 0.8 0.9 Return Spring Set Load m' o i l pressure I 0.4 0.5 ! (Kgf) Fig14 Relationship between Response Time Return Spring Set Load Time tor Swrtch-over (OFF) Tim0 Fig 12 Response Time for Switch-over Fig.13 shows the relationship between engineoil temperature and the change over response time. As oil temperature increases, the high-speed change over response time becomes longer and the lowspeed change over response time becomes shorter. This is due to changes in oil viscosity as temperature increases. Fig.14 shows the relationship between the rocker arm piston return spring load and the changeover response time. The lower the set load is, the shorter the high speed change-over time becomes, and the longer low-speed change-over time becomes. This is due to the characteristic forces between the hydraulic pressure and spring load. The factors effecting the change-over point have been analyzed individually, and specifications have been set accordingly. HIGH R.P.M RELIABILITY Parts with enhanced reliability and durability are necessary in an engine designed to function at high revolutions. The following parts enable the VTEC C30A engine to be utilized to its fullest potential. 1) TITANIUM CONNECTING RODS The reciprocating mass of moving parts must be low in a high speed engine. Light weight connecting rods are important in a high-speed engine. To reduce the weight of the connecting rods, titanium was used. Titanium has a specific gravity of 4.48 and a tensile strength of 65kg/mm2. This is superior to steel which has a specific gravity of 7.85 and a tensile strength of 50kg/mm2. However, due to cost, forgability, formability, and machinability considerations, titanium's use was limited to specific applications. A new titanium material, 3A1.2 vanadium sulphur (Ti-3A1-2V-S) was developed for use in the C30A engine. This material's weight is 30% lighter Downloaded from SAE International by University of Leeds, Monday, August 13, 2018 than steel, allowing for an additional 700rpm to be added to this engine. The big-end of the connecting rod which is subjected to thrust is surface-treated with chromium nitride and its resistance against burning from contact with the crank shaft is double that of steel. 2) NEW VALVE DESIGN The intake and exhaust valve must have a high thermal strength, be light weight and durable in order to function in a high speed engine. The exhaust valves are made of a newly developed material combining tungsten and molybdenum with a nickel base. This improves the heat resistance of the exhaust valves by 30% over conventional materials. Also, in spite of a 10% increase in valve diameter, we were able to reduce the stem to 5.5mm, thus reducing the valve weight by 15%. The intake valve also has a thin stem to reduce its weight. 3) PRECISION CRANK SHAFT To reduce the amount of wear of the bearing meta! of the crank shaft and to reduce the friction, a new machining process was incorporated. By using a super-micro grindstone lapping system we are able to improve the surface roughness of the crank shaft by more than 50% and the roundness by 40%. 4) IMPROVED OIL COOLER DESIGN The oil cooler has been improved to cope with the higher oil temperature at high rpm. By increasing the density at the core of the oil cooler, it can be made more compact and lighter in weight. A higher cooling efficiency was achieved by changing fin direction and shape so it is more suitable for oil flow. 5) LOWERING VIBRATIONS By using computer analysis, engine vibrations have been reduced. One example is the crank shaft torsional damper. To increase the power plant rigidity, double structures are used by joining the transmission with the deep skirt of the cylinder block. CONCLUSION The new V6, DOHC VTEC engine developed by Honda has achieved the following development aims. 1) It is possible to obtain smooth output characteristics and excellent throttle response over the entire rpm range. 2) The C30A engine has an output per liter and torque per liter far above conventional engines. 3) The emission requirements and low fuel consumption are met while maintaining high performance. With the C30A engine, it has been made possible for Honda to produce the "NSX" sports car that is high in performance, reliable, durable, and allows smooth comfortable driving over the entire rpm range. REFERENCE 1) "A high power, wide torque range, efficient engine with a newly developed variable valve lift and timing mechanism", K.lnove et.al.,SAE Paper 890675,1989. 2) "A high power,wide torqe range, efficient engine with a new variable valve timing and lift mechanism.; Part 1 Development of Variable Valving System", K.lnove et.al.,JSAE 891004,1989. 3) "A high power, wide torque range,efficient engine with a new variable valve timing and lift mechanism.; Part 2 Engine Performance and Car Performance", K.lnove et.al.,JSAE 891005,1989.