C OVER STORY MIX TURE FORMATION AND C OMBUSTION

COMBINED MILLER/ATKINSON
STRATEGY FOR FUTURE
DOWNSIZING CONCEPTS
Any further enhancement in the degree of downsizing in gasoline engines requires the use of dedicated valve
control strategies. In this, an interesting approach would be the possibility to apply variable intake-closure timing.
Schaeffler Technologies and IAV have come together in a joint project to analyse the potential of a gasoline
engine concept in the entire engine map. An optimised Miller/Atkinson strategy combined with advanced downsizing showed CO2 savings up to 15.3 %.

DR.-ING. MARTIN SCHEIDT

is Senior Vice President R&D in the
Business Division Engine Systems at
the Schaeffler Technologies GmbH &
Co. KG in Herzogenaurach
(Germany).

DR.-ING. CHRISTOPH BRANDS

is Director Advanced Engineering
Analysis R&D in the Business Division
Engine Systems at the Schaeffler
Technologies GmbH & Co. KG in
Herzogenaurach (Germany).

MORE PROBLEMS WITH

KNOCKING AND AUTO -IGNITION

The planned target of 95g CO2/km for a

fleet averaged vehicle mass of 1372kg
requires a significant boost in combustion engine efficiency. Downsizing combined with part-load dethrottling is currently seen as a promising approach to
significantly reduce fuel consumption
[1]. But in future powertrains, this will
lead to an increased complexity of turbocharged gasoline engines. Although the
combination of charging and dethrottling caused by shifting load points
yields substantial potential in terms of
consumption, it does also exacerbate
the problems associated with gasoline
engine knocking and auto-ignition as the
degree of charging rises. Miller or Atkinson strategies reduce the effective compression ratio through the use of variable
intake-closure timing. This helps reduce
the need for mixture enrichment and
takes a step toward satisfying future RDE
requirements (Real Driving Emissions).
INFLUENCES ON GAS EXCHANGE
AND COMBUSTION

For the purpose of simplification, the

Miller method will be referred to hereafter as early intake-valve closure strategy
(EIVC) and the Atkinson strategy as the
late intake-valve closure strategy (LIVC).
The primary objective of both valve con-

300

MICHAEL GNTHER
is Head of Department Combustion/
Thermodynamics SI Engines at the
IAV GmbH in Chemnitz (Germany).

Baseline
EIVC
LIVC

Turbulent kinetic energy (TKE) [m2/s2]

250

200

Currently achievable TKE levels

(combination tumble/swirl)

50

n = 2000 rpm, BMEP = 2 bar

Low tumble port

40
TKE [m2/s2]

MATTHIAS KRATZSCH
is Executive Vice President
Development Powertrain at the
IAV GmbH in Berlin (Germany).

trol strategies in gasoline engines is to

achieve a reduction in fuel consumption
during part-load by dethrottling the gas
exchange, and to boost efficiency by
cooling the gas and hence to reduce
knocking in full-load. EIVC air intake is
completed significantly before BDC and
the valve timing is selected to trap the
charge mass required for the part-load
operating point in the cylinder. Conversely, the LIVC method involves charging during the entire intake stroke and
the excess charge mass is ejected after
the gas exchange BDC (GE-BDC) [2]. For
full-load operation using EIVC the boost
pressure is increased in order to achieve
the required air charge at BDC with
lower temperature. Analogously, an
increase in boost pressure using LIVC
compensates for the loss in charge due
to backflow into the port.
The low valve lift in part-load, specifically with EIVC, produces tumble and
hence turbulence losses with negative
consequences for the combustion and
the residual gas tolerance, . Further,
the early intake closure leads to a substantial extension of the dissipation time
and hence to an increased conversion of
turbulent kinetic energy (TKE) into heat
until the ignition timing.
The LIVC method shows a less pronounced loss in charge motion compared
with EIVC and also a lower dissipation.
Nevertheless, the TKE at ignition timing
does not reach the baseline level. In addi-

30
20
10
0
630

Valve lift

150

645

660 675 690

Crank angle [CA]

705

720
100

100

50

Valve lift [%]

AUTHORS

TKE

0
300

360

420

480

540

600

660

0
720

Crank angle [CA]

Turbulent kinetic energy (TKE) in EIVC/LIVC compared with baseline lift

05I2014

Volume 75

C OVER STORY MIX TURE FORMATION AND C OMBUSTION

extended modelling approaches [3]. The

effects of IVC on the charge temperature
and turbulence are modelled using a precisely calibrated quasi-dimensional (QD)
combustion model as an effective alternative to elaborate optimisation by CFD.
The reduced flammability at the lower
prevalent cylinder temperature at ignition
timing is determined based on the Damkhler number. An expanded Arrhenius
approach is applied to assess changes of
the knocking tendency. An empirical
friction model is used additionally. Surrogate model-supported, stochastic optimisation methods are applied; given that
the design of valve lifts (duration and
timing) produces a very large number of
possible parameter combinations in the
engine map.

4
LIVC

EIVC
2

BSFC [%]

-2

-4

Reduction of
residual gas
due to
inflammability

Spark timing
limited
by IVC

Low tumble port

-6

Tumble port
Masking

-8
40 CA
GE-BDC
-10
360

10 CA

540

720

Crank angle [CA]

Part-load fuel consumption depending on the level of turbulence and intake-closure timing

tion to the effects of TKE loss on combustion stability, the reduced temperature
level in both methods has repercussions
on the flammability and hence on the
residual gas tolerance.
It is thus necessary to initiate measures to increase turbulence in order to
achieve the greatest possible dethrottling potential. In this the level of turbulence generation in the intake port
decisively influences the achievable
part-load consumption potential. Analysis of a representative part-load point
will lead to nuanced decisions on
whether EIVC or LIVC would be the
most suitable strategy for different levels of turbulence generation, . When
the EIVC method is applied to a port
with a low level of charge motion (e.g.
low tumble port), the drawback associated with a loss in turbulence and
reduced residual gas tolerance and
therefore a significant drop in intakevalve closure (IVC) potential toward
early (IVC= 40CA) becomes particularly apparent compared with a
tumble port or a concept with valve seat
masking. The masking potential is
dependent above all on the relationship
between masking height and valve lift
and can, in the best-case scenario, also
lead to a greater turbulence level compared to baseline. In the EIVC method

in particular, making full use of the

maximum consumption potential
(BSFC up to 8 %) necessitates consistent inclusion of the intake port concept.
Conversely, the LIVC method fundamentally displays a lower degree of
dependence on the applied port concept;
however it does also require turbulence
measures in order to fully exploit the
reduction in fuel consumption. If a LIVC
method is applied to a low tumble port,
the required closure timing for maximum dethrottling is so late that the
required ignition angle to ensure optimum combustion phasing cannot be set,
and hence the consumption potential is
limited. The possible closure timing
using LIVC with a tumble port can be
displaced by around 10CA by reducing
the required pre-ignition, thus yielding
significant consumption potential of up
to 7.8 %. The decision in this selected
part-load operating point is in favour
of the combination of EIVC strategy with
a masking concept, optimised for this
specific case.
METHODOLOGY OF DESIGN
AND OPTIMISATION

Simulation-based assessment of potentials found in EIVC and LIVC strategies

in full and part-load operation requires

SECOND GENERATION
DOWNSIZING STRATEGY

In this potential study a modern, turbocharged 1.4-l four-cylinder gasoline

engine with direct fuel injection is used
as the baseline engine. This engine concept replaces a 1.8-l turbocharged engine
in a medium-sized vehicle (equivalent
inertia 1470kg) in order to increase the
degree of downsizing. In this, a target
mean effective pressure of BMEPmax=
29bar occurs with the known shifting of
the operating points in the engine map, .
A two-stage controlled turbocharging
system in combination with a tumble
port is used in order to satisfy the fullload parameters. This ensures the necessary boost pressure reserves for both valvetrain strategies. The EIVC and LIVC
strategy is assessed across the entire
engine map. The NEDC range is represented in a simplified form on the basis
of 15 relevant speed-mean effective pressure pairs. However, the requirements
for the application of EIVC and LIVC strategies differ depending on the map range.
DESIGN FOR HIGH ENGINE LOAD

The possible intake closure timing is

defined primarily by the boost pressure
reserve in the charging system. The
maximum possible shift of combustion
phasing toward early is CA50= 5CA
at IVC of 487CA for the EIVC method
within the assessed full-load operating
point (n= 1500rpm, BMEP= 29bar),
caused by charge cooling following
expansion, (left). This is suitable to

30

Downsizing gen. 2
28-30 bar
Knocking
pro

tec

tion

Dethrottling
0
2000

1000

3000

5000

4000

6000

n [rpm]

Operating points in the selected engine-vehicle combination in NEDC with increased downsizing

leaner mixture is lower by BSFC= 3 %.

The greatest potential in terms of early
combustion phasing at the rated power is
achieved using LIVC and amounts to
5CA. Reduction in fuel consumption by
11 % is possible through the application
of leaner mixtures.
DESIGN FOR LOW ENGINE LOAD
(NEDC OPERATION)

EIVC can be applied to achieve operating

point-dependent consumption potential of

between 1.1 and 5.6 % by optimising the

compromise between maximum dethrottling, turbulence-based combustion losses
and friction, . With optimum LIVC
valve lift, there are stationary consumption benefits of up to 8.8 % at very low
engine load. The greater potential in the
lowest load range is due to the low impact
on combustion and hence the maximum
possible dethrottling at the latest possible
intake-closure timing. The required LIVC
lift duration is substantially greater compared to the rated power.

35
30

31

30

30

30
29

29
27

26

EIVC

CA50

25
50
15

LIVC

21

CA50 21

0,80

0,75
377

4.5
4.0
pman [bar]

pman

2.9

3.5

309
BSFC
299

3.0
2.5

2.8

340
300

Valve lift

3.1

0,90
0,85

EIVC* - kinematically viable

EIVC - idealised / not speed-resistant

10

3.2

3.0

0,95

26
[-]

32

CA50 [CA]

32

1,0
n = 5000 rpm; BMEP = 23 bar

pman

320
300
280

Crank angle

BSFC [g/kWh]

34
CA50 [CA]

ent

Load shifting

n = 1500 rpm; BMEP = 29 bar

pman [bar]

pon

EIVC/LIVC is enabler for downsizing

36

28

Com

Downsizing gen. 1
20-24 bar
BMEP [bar]

achieve an acceptable combustion phasing in extreme downsizing.

With LIVC, the latest possible intakeclosure timing is achieved with comparable intake manifold pressure at 565CA.
The potential in terms of reducing the
knocking tendency is somewhat lower at
CA50= 3CA. The reason for this is a
higher temperature in the cylinder charge
due to heating of the ejected charge
fraction in the intake port and the intake
manifold. Fundamentally, though, the
differences between these intake-closure
strategies in the operating point examined are insubstantial as concerns the
reduction in knocking tendency and
required boost pressure.
The potential to achieve acceptable levels of enrichment is determined for both
strategies at rated power with extreme
downsizing. In a high-speed range, however, there are kinetic restrictions in the
selection of cam profiles (real lifting cam)
for EIVC operation. For constant valve
acceleration based on the baseline valve
lift suitably broader cam profiles,
(right), are needed for a lift reduction,
compared to the optimised low-speed
cams (idealised valve lift). This leads to
a significant increase in flow losses and
pumping work. The boost pressure
required rises with constant intake-closure timing and the shift of the intake
closure is restricted. Compared to LIVC,
the reduction in consumption due to a

260

GE-BDC
2.7
480

500

520

540

560

580

IVC1mm [CA]

600

2.0
480

500

520

540

560

580

600

240
620

IVC1mm [CA]

Influence of IVC and cam profile on the engine target parameters

05I2014

Volume 75

C OVER STORY MIX TURE FORMATION AND C OMBUSTION

30

EIVC part-load lift

in addition to downsizing

NEDC operation
BSFC [%]

-2.6
-3.0

-7.2

1400

1600
1800
n [rpm]

2000

12
-6.0

-9.6

-14.1
-17.5
-20.4
-25.3
-18.9
-23.9

LIVC

0.0

BSFC [%]

Potentials of the
EIVC/LIVC strategy on
the basis of second
generation downsizing
in the NEDC range

2200

LIVC part-load lift

in addition to downsizing

-4.9

-4.5

EIVC

-1.2
-2.0
-1.9
NEDC
-1.9
-1.1
operation
-5.5
-4.6
-5.3 -5.6 -3.0
-4.8

0
1200

Transition downsizing
gen. 1 to gen. 2

-1.3

BSFC [%]

0.0
-1.2
0.0
NEDC
-1.1
operation -1.5
-4.2
-6.4
-8.8 -7.5 -8.8
-7.3

BMEP [bar]

BMEP [bar]

BMEP [bar]

12

0
1200

1400

1600 1800
n [rpm]

2000

2200

The EIVC method yields consumption

benefits in the middle map section of
1.3 % on average compared to baseline
valve lift. These are produced on the one
hand due to reduced friction caused by
the smaller valve lift, and on the other
hand by the effects of higher boost pressures on the gas exchange work.
Given that both EIVC and LIVC methods produce benefits depending on specific map ranges, a combination of both
strategies to yield the best possible fuel
consumption within NEDC is advantageous, . In the optimised EIVC/LIVC
strategy, the engine is operated using
LIVC in the low part-load range and an
EIVC above. In consequence, the general
concept approach for the examined
engine vehicle concept uses specifically
optimised LIVC valve lifts both for low
load and for rated power, i.e. in upper
speed ranges, while optimised EIVC valve
lift is applied to the part-load ranges of
relevance to the cycle through to fullload with low to moderate speeds, .
Increased downsizing, which is only
possible using the EIVC/LIVC strategies,
produces a reduction in fuel consumption of 11.7 % due to shifting of the operating points and without any further
measures to optimise part-load. If only
one strategy is used in part-load in each
case, there is an additional 2.8 % reduction for EIVC and 2.9 % for the LIVC
strategy. A combination of both strategies yields an additional saving of 3.6 %

3000

n [rpm]

4000

5000

in part-load and hence an accumulated

overall potential of 15.3 %. A three-point
switch system, combined with cam
phasing, on the intake side is required to
implement this strategy.
However, if only a two-point system
is available, it is essentially conceivable
to select between two combinations of
these switching steps. On the one hand
a speed-resistant EIVC cam, (EIVC*),
for the rated power range with drawbacks regarding component protection
can be combined with a LIVC cam
(LIVC1 in ) for part-load. The NEDC
consumption potential of this combination is 2.9 %. In it, the EIVC valve lift is

6000

used at low speed even in high partload and full-load, although the consumption potential there is reduced.
If an optimised LIVC (LIVC2 in ) valve
lift is used for the rated output range,
combining it with an EIVC lift (EIVC in )
optimised for part-load, the consequent
consumption potential is 3 % in NEDC.
The EIVC lift in the pairing is also used
in high part-load and full-load in the
lower speed range.
HARDWARE IMPLEMENTATION

The implementation of an early or late

intake valve closure requires a mecha-

-11.7 %
-2.8 %

Baseline

-2.9 %

-3.6 %

Downsizing gen. 2
enabled by EIVC/LIVC

2000

Downsizing gen. 1

1000

Load shifting
by downsizing

EIVC
LIVC
part-load strategy part-load strategy

Fuel consumption potential in the NEDC range using different strategies

EIVC/LIVC
part-load strategy

 Overall concept approach for a combined EIVC/LIVC strategy with three-point switching
30

EIVC

Downsizing gen. 2
28-30 bar

LIVC
LIVC 2

EIVC

BMEP [bar]

Downsizing gen.1
20-24 bar

EIVC

NEDC potential

EIVC

-15.3 %

LIVC
LIVC 1

Downsizing

Baseline

EIVC/LIVC
Part-load strategy

0
1000

2000

3000

4000

5000

6000

n [rpm]

Compromise EIVC/LIVC strategies with two-point switching

EIVC* speed-resistant for rated power
EIVC optimised for part-load
30

EIVC* / LIVC

LIVC1 optimised for part-load

LIVC2 optimised for rated power

Downsizing gen. 2
28-30 bar

EIVC* / LIVC2

Downsizing gen. 1
20-24 bar

BMEP [bar]

nism to switch between the various lift

curves, drawing on a variety of technological approaches. Additionally, fully
variable electrohydraulic valve train
systems such as the UniAir provide
the option of implementing multi-lift
switching.
Switchable roller finger followers just
allow a two-point switching, whereas a
three-point combination of one EIVC and
two LIVC profiles, offering the greatest
potential to reduce consumption in NEDC,
is only feasible using a cam shifting system. The following presents the benefits
and drawbacks of both systems [4].
A switchable roller finger follower
consists of two interlocking levers, the
inner and outer lever, connected by a
coupling mechanism. The levers are
designed with sliding and rolling actuation. A locking mechanism actuated by
oil pressure switches between low and
high valve lift. The oil travels through
special ports in the support element
and into the lever. A 3/2-way control
valve controls the oil pressure. It is
operated electrically using a map stored
in the ECU. This system can achieve
switching times of 10 to 20ms, hence
permitting switching within one camshaft rotation at common speeds. A socalled lost motion spring, which usually
comes with a drawbar spring, is fitted
to ensure that the deactivated lever
returns to its original position after the
cam lift. The switching mechanism can
be designed for locking or unlocking
without application of oil pressure.

NEDC potential
-14.6 %

-14.7 %

LIVC1 / EIVC

Baseline
0
1000

2000

3000

EIVC*/LIVC1
EIVC/LIVC2
Part-load strategy Part-load strategy
4000

5000

6000

n [rpm]

For the most beneficial two-point

strategy with EIVC/LIVC2, a pressureless unlocked finger follower with
detachable outer lever is necessary, .
Because the small cam lift typically
used at low speeds operates with the
roller, this also offers the greatest
advantage in terms of friction.
The cam shifting system consists of
a carrier shaft, a sliding piece and an
electromagnetic actuator for each valve
pair. The sliding piece is fitted to the
carrier shaft and can be moved axially,
while transmission of the torque takes

Switchable
roller finger
follower

05I2014

Volume 75

place via a spline. Several adjacent cam

lobes per valve are located on the sliding
pieces to form the lift curves. A control
groove is also produced into which an
actuator pin is inserted, in order to shift
to a different cam profile during a rotation, following the contour of the groove
in an axial direction. The sliding piece is
stopped using a spring-loaded detent ball
that fits into a groove in the sliding
piece. Following actuation, the actuator
pin is pushed mechanicallyback into
the actuator via a ramp. The change in
voltage this movement produces on the

C OVER STORY MIX TURE FORMATION AND C OMBUSTION

with a maximum mean pressure of

29bar. In this, a three-point switching
based on a sliding cam system achieves
the lowest fuel consumption. If only a
two-point system is possible, the NEDC
potential falls by a mere 0.6 %. Given
that various systems to realise this kind
of concept are available, the combined
Miller/Atkinson strategy with increased
downsizing represents an outstanding
contribution toward achieving the strict
CO2 targets.

Three-point cam shifting system

actuators electrical coil is used to determine the position and is hence used as
a feedback signal. Additional information from the sensors(pressure and
lambda probes) and non-uniformity of
torque is evaluated in order to satisfy
the OBD requirement to be aware of the
exact position at all times.
The three-point cam shifting system
is currently in development. A double
S-shaped (DS) control groove in combination with a two-pin actuator and three
cam pieces each per valve are used in
order to achieve the three-point switching, . Cam shifting systems permit
switching of the valve lift for individual
cylinders and independent of the oil
pressure and also permit a free design
of the valve lift curve. Further, the
sequence of the cam lobes can be
defined in any order.

10

SUMMARY

EIVC and LIVC approaches yield different potential in the engine map. A LIVC
cam profile is most advantageous for
maximum dethrottling in the lower load
range and moderate turbulence level. But
as the load increases, less turbulence is
required, and so the EIVC method produces the best results. This is why the
EIVC strategy is applied up to full-load in
the lower and middle speed ranges. It is
not until the high speeds are reached
that kinematic limitations cause this
method to surrender its benefit, causing
a switch to LIVC. The combined application of both methods firstly is the basis
for achieving a potential of 11.7 % with
increased downsizing and secondly provides the substantial advantage of up to
3.6 % in NEDC in an engine concept

REFERENCES
[1] Kirsten, K.; Brands, C.; Kratzsch, M.; Gnther,
M.: Selektive Umschaltung des Ventilhubs beim
Ottomotor. In: MTZ 73 (2012), No. 11
[2] Scheidt, M.; Brands, C.; Gnther, M.: Kombinierte Miller-Atkinson-Strategie fr zuknftige
Downsizingkonzepte. International Engine Congress,
Baden-Baden, 2014
[3] Bhl, H.; Kratzsch, M.; Gnther, M.; Pietrowski,
H.: Potenziale von Schaltsaugrohren zur CO 2Reduktion in der Teillast. In: MTZ 74 (2013), No. 11
[4] Ihlemann, A.; Nitz, N.: Zylinderabschaltung
ein alter Hut oder nur eine Nischenanwendung.
6 th MTZ conference Ladungswechsel im Verbrennungsmotor, Stuttgart, 2013

THANKS
Matthias Lang from Schaeffler Technologies
GmbH & Co. KG and Nick Elsner, Thomas
Spannaus and Christian Vogler from IAV GmbH
in Chemnitz also contributed to this article.

75 YEARS AT TH E C U TTI N G ED G E O F EN G IN E T EC H N O L O G Y.

Every month for 75 years, MTZ Motortechnische Zeitschrift has been examining the key issues driving our world: the internal combustion engine and
other powertrains. Throughout all those years, our magazine has pulled off
the miraculous feat of staying young and fresh while keeping its finger on
the pulse of engine technology. And in one point in particular, MTZ has always
remained true to itself: in its aspiration to offer our readers the ultimate in
quality technical journalism. www.MTZonline.com
05I2014

Volume 75

2014

1939

ITS OUR BIRTHDAY!

11