COVER STORY

Valve Train

Electro-hydraulic Valve Control

with MultiAir Technology
Over the last decade, the development of new common rail technology for diesel engines marked a breakthrough in the passenger car market. In order to secure the future
of petrol engines, Fiat Group decided to follow the same approach. The company is now
launching an electro-hydraulic valve control system called MultiAir into series production. This technology provides Fiat customers with substantial benefits in terms of
fuel economy. At the same time, there is no loss of driving enjoyment and the intrinsic
comfort characteristics of the petrol engine are maintained.

MTZ 12I2009 Volume 70

1 Introduction

2 Electronic Valve Control Technologies

If spark-ignition engines are to recover

market shares, the aim must be to focus on
achieving a technological breakthrough
that allows substantial savings in fuel consumption to be achieved. They must continue to offer improved driving comfort
compared to modern diesel engines of the
same design. They must, of course, also
meet future emissions standards. If the
new technology requires additional costs,
these must not exceed the costs of emission treatment in diesel engines.
Furthermore, they must offer an improved possibility to burn low carbon
fuels, for example gas-based fuels.
The key parameter for petrol engine
combustion, and therefore efficiency, emissions and fuel consumption, is the quantity
and characteristics of the fresh air charge
in the cylinders. In conventional petrol engines, the throttle-based air control wastes
about 10 % of the input energy in pumping
the air from a lower intake pressure to the
atmospheric exhaust pressure.
A fundamental breakthrough in air
mass control, and therefore in petrol engine technology, must be based on direct
air charge metering at the cylinder inlet
ports. This requires advanced electronic
actuation and control of the intake valves
while maintaining a constant natural upstream pressure.

Different approaches for valve control

have been followed by OEMs and research
institutes in recent years, Figure 1.
Initial research efforts were focused
on the electromagnetic actuation concept, as this theoretically has the benefit
of maximum flexibility and dynamic response in valve control. Despite a decade
of significant development efforts, the
main drawbacks, particularly with regard to energy requirements, could not
be fully overcome.
Most engine manufacturers reverted
to the development of simpler, robust and
well-known electromechanical concepts.
These were based on the valve lift variation through dedicated mechanisms, usually combined with cam phasers to allow
control of both valve lift and phase. The
main limitations of these systems are low
flexibility, slow dynamic response and no
possibility of cylinder-selective actions.
In the mid 1990s, research efforts at
Fiat Group switched to electro-hydraulic
valve actuation [1], using the expertise
gained during common rail development. Fiat decided in favour of electrohydraulic variable valve actuation technology, due to its relative simplicity, low
power requirements, intrinsic fail-safe
nature and cost benefits.

The Authors

Dr. Lucio Bernard

is Director Diesel Engine
Research at Fiat Powertrain Technologies Research and Technology in
Orbassano (Italy).

Dr. Ing. Andrea Ferrari

is Director Engine Experimental Development at
Fiat Powertrain Technologies Research and
Technology in Orbassano
(Italy).

Dr. Ing.
Damiano Micelli
is Director Mechanical
Engineering and Gasoline
Engine Research at
Fiat Powertrain Technologies Research and
Technology in Orbassano
(Italy).

Dr. Ing. Aldo Perotto

is Director Electronic
Control Systems at Fiat
Powertrain Technologies Research
and Technology
in Orbassano (Italy).

Dr. Rinaldo Rinolfi

is Vice President Research and Technology
at Fiat Powertrain Technologies in Orbassano
(Italy).

Dr. Francesco
Vattaneo
is Manager Engine
Design at Fiat Powertrain Technologies
Research and Technology in Orbassano (Italy)
Figure 1:
Comparison of valve control technologies
MTZ 12I2009 Volume 70

COVER STORY

Valve Train

3 The Fiat MultiAir Technology

The operating principle of the system is
shown in Figure 2. A piston, moved by a
mechanical intake cam, is connected to
the intake valve through a hydraulic
chamber. The valve is controlled by a normally open on/off solenoid valve.
When the solenoid valve is closed, the
oil in the hydraulic chamber behaves like
a solid body and transmits the lift schedule imposed by the mechanical intake
cam to the intake valves. When the solenoid valve is open, the hydraulic chamber
and the intake valves are de-coupled. The
intake valves no longer follow the intake
cam and close under the valve spring action. An oil reservoir in the low-pressure
part of the oil circuit helps in refilling the
high-pressure chamber for the following
stroke, thus minimizing energy losses.
The final part of the valve closing stroke is
controlled by a dedicated hydraulic brake,
thus ensuring a soft and regular landing
phase in any engine operating condition.
Controlling the opening and closing
time of the solenoid valve allows a wide
range of optimum intake valve opening
schedules to be easily obtained [2]. For
maximum power, the solenoid valve is
always closed and full valve opening is
achieved. Full opening of the inlet valves
is achieved by following the mechanical
cam. This maximizes power specifically
at high engine speeds.
In order to increase torque at low revs,
the solenoid valve is opened near the end
of the cam profile, leading to early intake
valve closing. This eliminates the un-

Figure 2: MultiAir system operation

wanted backflow of fresh air into the

manifold and maximizes the air mass
trapped in the cylinders. In engine part
load conditions, the solenoid valve is
opened earlier. The valves are then partially opened to control the trapped air
mass depending on the required torque.
Alternatively, the intake valves can be
partially opened by closing the solenoid
valve once the mechanical cam action
has already started. In this case, the air
flow into the cylinder is faster and results in higher air turbulence in the combustion chamber.
The last two actuation modes can be
combined in the same intake stroke,

Figure 3: Solenoid valve

6

MTZ 12I2009 Volume 70

thus generating a so-called Multilift

mode that enhances turbulence and the
combustion rate at very low loads.
The MultiAir system has been designed and developed following specific
guidelines to satisfy both functional requirements and industrial constraints
with minimal impact on costs. Great attention was paid to the optimisation of
packaging, the minimisation of weight
and friction, the impact on the existing
cylinder head and the use of conventional engine oil.
In order to ensure a correct air/fuel
ratio in any engine steady-state and transient operating condition, a number of
requirements were considered to optimise the air/fuel ratio:
full controllability over the entire
speed range (200 rpm to 7000 rpm)
compatibility with extreme operating
conditions (oil temperature range
from -30 C to 150 C)
very precise control and estimation of
the air quantity actually trapped in
the cylinder
low dispersion, considering both
stroke-to-stroke and cylinder-to-cylinder deviations
fast dynamic response to ensure optimum air control during transient operations
flexible management of different devices impacting on in-cylinder trapped
air (EGR, turbocharger, VVT, etc.)

 software compensation for particular

engine operations due to the environment (altitude, temperature, etc.).

4 System Development and Optimisation

To achieve these goals in the shortest
possible time, Fiat developed a methodology to integrate experimental measurements into analysis and numerical
simulation using suitable models.

4.1 System Power Consumption

By means of system analysis, different solutions to minimise power consumption
were developed, taking mechanical, hydraulic and electrical aspects into account. In particular, the developers minimised the energy losses due to the lost
motion phase through the optimisation
of intake valve train moving masses/
spring loads and adoption of roller finger
followers. Electric power consumption
was also optimised. The overall maximum
value for a 4-cylinder engine, including
solenoid valve actuation and ECU circuitry, currently ranges from 40 to 70 W at
full load. Average values during real life
vehicle operation range from 20 to 30 W.

4.2 Air Control Precision and Robustness

Variations in the valve motion between
different actuators, stroke-to-stroke repeatability and long-term stability over
the lifetime were considered in order to

both optimise the actuator design and

identify suitable compensation strategies
to be implemented in the EMS. The accuracy of air control depends on the design
of the whole actuation chain. The Fiat engineers focused on the development of
the solenoid valve, Figure 3, as it plays a
fundamental role in the control of the system. The solenoid valve design, which is
based on a self-centring poppet design,
was optimised to improve permeability
and on/off switching time (nominal value
and dispersion). The shape, dimensions
and clearances of internal components
were optimised to enable safe and precise
operation even with a high oil viscosity,
thus ensuring correct air control and cold
starting down to -30 C.
Solenoid valve durability was also investigated. The design and the use of
high-quality materials allowed the target
endurance strength of 300 million cycles
to be achieved.
The endurance strength and stability
were assessed on the whole actuator
through extensive testing on both motored test rigs and fired engines. Specific speed/load cycle profiles were used to
reproduce the most critical operation
for the MultiAir actuator. Very limited
deviations were demonstrated after 600
hours testing. Long-term compensation
strategies based on solenoid valve current analysis, in addition to the standard lambda sensor, are implemented in
the EMS to prevent the deterioration of

engine behaviour due to the ageing of

oil and components.

4.3 Oil Viscosity Sensitivity

The variation of oil viscosity with temperature mainly affects the valve lift profile, both in terms of maximum lift and
duration as well as in terms of valve landing velocity. Fiat ruled out the use of special hydraulic fluid or lift sensors from
the beginning due to increased complexity and cost. The physical laws were incorporated into a model-based control
algorithm in the EMS, which continuously applies a correction to the required
solenoid valve de-activation crank angle.
The algorithm is based on the reading of
a dedicated oil temperature sensor incorporated directly inside the actuator.

4.4 Cylinder Head and

Actuator Architecture
During the development phase, the packaging requirements of the MultiAir actuator were improved to minimise the
impact on the cylinder head. The first
step was aimed at simplifying the cylinder head architecture, Figure 4. Instead of
a configuration with two camshafts, Fiat
decided in favour of a single camshaft
configuration. Each intake valve is controlled via the MultiAir actuator by an
additional cam implemented on the exhaust camshaft. The reduction in camshaft bearings additionally contributed
towards reducing friction.

Figure 4: New cylinder

head architecture

MTZ 12I2009 Volume 70

COVER STORY

Valve Train

Figure 5: Simplified actuator architecture

The second step, which was aimed at

further reducing the cost of the system,
considered a simplified actuator, Figure 5.
The base architecture with a single solenoid valve controlling a single intake
valve offered the maximum flexibility in
valve management, but it was, of course,
more complex and expensive. The new
architecture is shown in Figure 5, right:
the two intake valves of each cylinder are
connected to a single pump piston
through the same oil chamber.
This architecture allowed the number
of solenoid valves, pump piston units
(piston, bush and spring), roller finger
followers and intake cam lobes to be
halved. The required flexibility in intake
valve management was recovered by the

introduction of a new specific valve control strategy (Multilift).

4.5 Actuator Integration

for Mass Production
Having completed the concept validation,
Fiat Group signed a partnership and licensing agreement with INA Schaeffler
for the industrialisation and production
of the integrated MultiAir module. The
current technological solution consists of
an integrated module, containing all the
core hydraulic components, to be manufactured, assembled and tested at the suppliers site with no need for further tuning or adaptation. Since the standardisation of components plays a fundamental
role in keeping costs low, the more expen-

sive core components (i.e. hydraulic piston and brake, solenoid valve etc.) can be
common for different engines, while the
housing has to be designed according to
the specific engine cylinder head layout.

5 Electronic Control Unit

An advanced and integrated engine management system has been developed to exploit the full system potential through the
complete integration of engine and valve
control functions. The MultiAir valve control module, including dedicated ASICs,
power stages and specific SW modules, is
embedded in the ECU board. The standard
engine control software fully integrates
the advanced air and combustion control
strategies of the MultiAir technology. The
integration on a single ECU, Figure 6, leads
to important advantages for the industrialisation of the system, thus improving
system functionality and robustness and
reducing overall costs.

6 Application of MultiAir in Fiat Engines

Figure 6: Integrated MultiAir ECU

8

MTZ 12I2009 Volume 70

The first application of the MultiAir technology is on the Fire 1400 cc 16V engine,
Figure 7. Both naturally aspirated and turbocharged engines are equipped with the
system. Two different turbocharger tunings were used in order to optimise both
torque and fuel economy.
The 1.4 l Fire engine represents a very
important petrol engine family for Fiat
Powertrain Technologies (FPT). It is widely applied to A, B and C segment cars,

IMPRINT
WORLDWIDE

currently the most important vehicles

for Fiat Group. The implementation of
the MultiAir technology required minimal modifications. Thanks to the twopart cylinder head architecture, the lower cylinder head remained unchanged.
In order to integrate the MultiAir actuator, a new cam carrier was designed. FPT
is starting industrial application with
the PFI configuration, while at the same
time further developing the new technology with regard to its future use in
direct-injection engines.
The second application of the MultiAir Technology will be on a new 900 cc
twin-cylinder petrol/CNG engine, with a
head design that has been specifically
optimised for integration of the MultiAir
actuator [3]. Both the electro-hydraulic
actuator architecture and components
and the EMS hardware and software are
carried over from four-cylinder applications, with relevant synergies. This engine has been designed to fit in particular A-segment cars, as a fundamental
step in the Fiat downsizing strategy.
MultiAir technology valve actuation
modes were optimised to ensure optimum efficiency and performance over
the entire engine speed and load range.
Figure 8 shows the map of the different
actuation strategies.
The potential benefits of the MultiAir
technology for petrol engines exploited
so far can be summarized as shown in
the Table. Maximum power has been increased by up to 10 % thanks to the adoption of a power-oriented mechanical cam
profile. Low-rpm torque has been improved by up to 15 % through early intake
valve closing strategies that maximize
the air mass trapped in the cylinders.
Elimination of pumping losses brings a
10 % reduction in fuel consumption and
CO2 emissions, both in naturally aspirated and turbocharged engines with the
same displacement. MultiAir turbocharged and downsized engines can
achieve an improvement in fuel economy
of up to 25 % over conventional naturally
aspirated engines with the same level of
output. Optimum valve control strategies
during engine warm-up and internal exhaust gas recirculation, achieved by reopening the intake valves during the exhaust stroke, result in a reduction in
emissions ranging from 40 % for HC/CO
to 60 % for NOx. A constant upstream air

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COVER STORY

Valve Train

MultiAir, initially developed for spark-ignition engines, also has great potential
for reducing diesel engine emissions. A
reduction in intrinsic NOx by up to 30 %
can be achieved by internal exhaust gas
recirculation (iEGR). Optimum valve control strategies during cold starting and
warm-up provide a reduction in HC and
CO emissions of up to 40 %. Further substantial reduction comes from the more
efficient management and regeneration
of the diesel particulate filter and NOx
storage catalyst, thanks to the highly dynamic air mass flow control during transient engine operation.
In the future, the technical evolution
of the powertrain might benefit from
the increasing unification of petrol and
diesel engine architectures. A MultiAir
engine cylinder head in which both combustion systems can be fully optimized
without compromises can therefore be
conceived and developed. Moreover, the
MultiAir electro-hydraulic actuator can
be physically the same, with minor machining differences, while internal subcomponents can all be carried over from
other applications.

Figure 7: MultiAir application in the FIRE 1.4 engine

References

Figure 8: Valve actuation mode map

pressure, atmospheric for naturally aspirated engines and higher for turbocharged engines, together with the extremely fast air mass control, cylinder-bycylinder and stroke-by-stroke, result in a
superior dynamic engine response

7 Further Potentials of MultiAir

Some lines of development for future
generations of the MultiAir technology
can be anticipated:
Application of the MultiAir direct air
mass control with direct petrol injection to further improve transient response and fuel economy
Introduction of more advanced multiple valve opening strategies to further
reduce emissions
10

MTZ 12I2009 Volume 70

Innovative engine/turbocharger
matching in order to control trapped
air mass through a combination of
optimum boost pressure and valve
opening strategies.

[1] Rinolfi, R.; Piccone, A.: The potential of an advanced

electronic valve control system for future spark ignition engine. 6th Aachen Colloquium, Automobile and
Engine Technology, October 20-22, 1997, Aachen
[2] L. Bernard, A. Ferrari, R. Rinolfi, C. Vafidis Centro
Ricerche Fiat - Fuel economy improvement potential of Uniair throttleless technology - ATA International Symposium on Spark Ignition Engine: the CO2
challenge Paper 02A5012 November 2002,
Venice
[3] Bernard, L.; Ferrero, P. E.: CO2 solutions for small
powertrains. 20th International AVL Congress Engine & Environment, September 2008, Graz

Table: Benefits of MultiAir application for spark ignition engines

CO2 / fuel consumption
(on vehicle)

Up to 25 % reduction for downsized turbocharged engines,

10 % on NA / TC engines of the same displacement

Torque at low engine speed

Motordrehzahl

Increase 15 %

Maximum engine torque

Increase 10 %

Maximum power

Increase 10 %

Emissions on NEDC cycle

60 % for NOx (internal EGR),

40 % for CO / HC reduction

Drivability
Fun to drive

High dynamic response to the pedal request,

better fun to drive, with reduced turbo lag for TC engines

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