1.
INTRODUCTION
1.1 Definition
An internal combustion is defined as an engine in which the chemical energy of the
fuel is released inside the engine and used directly for mechanical work. The
internal combustion engine was first conceived and developed in the late 1800s. The
man who is considered the inventor of the modern IC engine and the founder of the
industry is Nikolaus Otto (1832-1891).
1.2 Discovery
Over a century has elapsed since the discovery of IC engines. Excluding a few
development of rotary combustion engine the IC engines has still retained its basic
anatomy. As our knowledge of engine processes has increased, these engines have
continued to develop on a scientific basis. The present day engines have advances to
satisfy the strict environmental constraints and fuel economy standards in addition to
meeting in competitiveness of the world market. With the availability of sophisticated
computer and electronic, instrumentation have added new refinement to the engine
design.
From the past few decades, automobile industry has implemented many
advance technologies to improve the efficiency and fuel economy of the vehicle and iVTEC engine introduced by Honda in its 2002 Acura RSX Type S is one of such recent
trend in automobile industry.
The VTEC system provides the engine with multiple cam lobe profiles optimized
for both low and high RPM operations. In basic form, the single barring shaft-lock of a
conventional engine is replaced with two profiles: one optimized for low-RPM stability
and fuel efficiency, and the other designed to maximize high-RPM power output. The
switching operation between the two cam lobes is controlled by the ECU which takes
account of engine oil pressure, engine temperature, vehicle speed, engine speed and
throttle position. Using these inputs, the ECU is programmed to switch from the low lift
to the high lift cam lobes when the conditions mean that engine output will be improved.
At the switch point a solenoid is actuated which allows oil pressure from a spool valve to
operate a locking pin which binds the high RPM cam follower to the low RPM ones.
From this point on, the valves open and close according to the high-lift profile, which
opens the valve further and for a longer time.
VTEC uses two camshaft profiles, one will lower duration for good low
speed torque, and one with longer duration and valve lift for good high speed torque. The
computer switches camshafts at about half engine speed to combine the best features of
each camshaft. Sounds simple! The resulting torque curve is M shaped - it has a torque
peak for the low speed camshaft (at about 3500 rpm in my car) and a torque peak for the
high speed camshaft (at about 7000 for my engine). The part of the torque curve in
between the low and high speed camshaft peaks, has a torque dip because the low speed
camshaft torque is dropping off and the high speed camshaft torque is picking up. When
the camshafts switch, you are actually at the lowest point of engine torque from about
2000 - 8000 rpm! I avoid this engine speed and try to keep the engine at the low speed
camshaft torque peak (for normal driving) or the high speed camshaft torque peak (for
getting somewhere fast).
VTEC is one of Honda's greatest invention. Though an undisputed expert in
turbo-charging as evidenced by years of Formula-1 domination while Honda was active
in the sport, Honda's engineers feels that turbo charging has disadvantages, primarily bad
fuel economy, that made it not totally suitable for street use. At the same time, the
advantages of working with smaller engines meant that smaller capacity engines with as
high power output as possible (ie very high specific-output engines) are desirable for
street engines.
2. OBJECTIVE
The objective of seminar report is;
1) To know the VTC system
2) To know the components
3) To understand the construction & working
4) Operations
i-VTEC SYSTEM:
The latest and most sophisticated VTEC development is i-VTEC ("intelligent" VTEC),
which combines features of all the various previous VTEC systems for even greater
power band width and cleaner emissions. With the latest i-VTEC setup, at low rpm the
timing of the intake valves is now staggered and their lift is asymmetric, which creates a
swirl effect within the combustion chambers. At high rpm, the VTEC transitions as
previously into a high-lift, long-duration cam profile.
The i-VTEC system utilizes Honda's proprietary VTEC system and adds
VTC (Variable Timing Control), which allows for dynamic/continuous intake valve
timing and overlap control.
The demanding aspects of fuel economy, ample torque, and clean emissions
can all be controlled and provided at a higher level with VTEC (intake valve timing and
lift control) and VTC (valve overlap control) combined.
ACTUAL DIAGRAM OF VALVE IN i-VTECThe i stands for intelligent: i-VTEC is
intelligent-VTEC. Honda introduced many new innovations in i-VTEC, but the most
significant one is the addition of a variable valve opening overlap mechanism to the
VTEC system. Named VTC for Variable Timing Control, the current (initial)
implementation is on the intake camshaft and allows the valve opening overlap between
the intake and exhaust valves to be continuously varied during engine operation.
