MIVEC

Mitsubishi Motors has been focusing for a long time on technologies to control valve timing and amount of lift with the aim of achieving high power output, low fuel consumption, and low exhaust emission. MIVEC (Mitsubishi Innovative Valve timing Electronic Control system) is the brand name of a variable valve timing (VVT) engine technology developed by Mitsubishi Motors. MIVEC, as with other similar systems, varies the timing of the intake and exhaust camshafts which increase the power and torque output over a broad engine speed range while also being able to help spool a turbocharger more quickly. MIVEC was first introduced in 1992 in their 4G92 power plant, a 1,597 cc naturally aspirated DOHC 16 valve straight-4. At the time, the first generation of the system was named Mitsubishi Innovative Valve timing and lift Electronic Control. The first cars to use this were the Mitsubishi Mirage hatchback and the Mitsubishi Lancer sedan. While the conventional 4G92 engine provided 145 PS (107 kW; 143 hp) at 7000 rpm, the MIVECequipped engine could achieve 175 PS (129 kW; 173 hp) at 7500 rpm. Similar improvements were seen when the technology was applied to the 1994 Mitsubishi FTO, whose top-spec GPX variant had a 6A12 1997 cc DOHC 24 valve V6 with peak power of 200 PS (147 kW; 197 hp) at 7500 rpm. The GR model, whose otherwise identical power plant was not MIVEC-equipped, produced 170 PS (125 kW; 168 hp) at 7000 rpm by comparison. Although initially designed to enhance performance, the system has subsequently been developed to improve economy and emissions, and has been introduced across Mitsubishi's range of vehicles, from the i kei car to the high-performance Lancer Evolution sedan. Newest developments have led to MIVEC system being evolved into a continuous variable valve timing and also being the first VVT system to be used into a passenger car diesel engine.

Engine Specifications

Purpose of MIVEC system

The MIVEC system provides the engine with intake cams for a low-speed mode (in which the two intake valves of each cylinder have a different lift) and intake cams for a high-speed mode (in which both intake valves have equally high lift), and it selects the cams as necessary. When the engine speed is relatively low, the valve lift difference boosts in-cylinder flows, thereby stabilizing combustion and realizing low fuel consumption, low emissions, and high torque. When the engine speed becomes relatively high, increases in the valve-open duration and valve lift yield relatively large air intake volumes and increased output.

Structure of MIVEC system

To enable adoption of the MIVEC system without revision of the basic structure of the existing SOHC cylinder head, a new cam profiles switching mechanism (an evolution of existing DOHC MIVEC technology) was employed. As shown in figure, the valve mechanism for each cylinder incorporates a low-lift cam and corresponding rocker arm for one intake valve; a medium-lift cam and corresponding rocker arm for the other intake valve; a high-lift cam, which is centrally located between the low-lift cam and medium-lift cam; and a T-shaped lever, which follows the high-lift cam. When the engine speed is relatively low, the wing of the T-shaped lever reciprocates without acting upon anything; the intake valves are respectively actuated by the low-lift cam and medium-lift cam. When the engine reaches a predetermined higher speed, pistons in the rocker arms are moved by hydraulic pressure such that the T-shaped lever pushes the back of each rocker arm; both valves are thus actuated by the high-lift cam. The rocker-arm shape and valve-lift curves were optimized through repeated behavior-structure analysis and tests conducted using the computeranalysis model.

Cam profiles switching occurs at an engine speed of 3500 min1 (the speed at which the torque curve yielded by the low-speed-mode cams intersects with the torque curve yielded by the highspeed-mode cam). The MIVEC system does not include a timing mechanism for cam profiles switching, so the pistons occasionally bounce back off the wing of the T-shaped lever (instead of fitting in front of it) when oil pressure is applied. High-speed-mode valve actuation thus begins with the subsequent cylinder in the engines firing order. An accumulator incorporated into the profiles switching oil passage limits the rate of piston bounce back to 0.6 % for all four cylinders and thus promotes durability.

Operations

Some types of variable valve control systems optimize power and torque by varying valve opening times and/or duration. Some of these valve control systems optimize performance at low and mid-range engine speeds. Others focus on enhancing only high-rpm power. MIVEC system provides both of these benefits by controlling valve timing and lift. The basic operation of the MIVEC system is altering the cam profiles and thus tailoring engine performance in response to driver input. In essence, MIVEC serves the same function as "swapping cams", something that car racers might do when modifying older-design engines to produce more power. However, such swaps come with a compromise - generally yielding either greater low-end torque or more high-end horsepower, but not both. MIVEC achieves both goals. With MIVEC, the "cam swap" occurs automatically at a fixed engine speed. The cam switch operation is transparent to the driver, who is simply rewarded with a smooth flow of power. Two distinct cam profiles are used to provide two engine modes: a low-speed mode, consisting of low-lift cam profiles; and a high-speed mode. The low-lift cams and rocker arms - which drive separate intake valves - are positioned on either side of a centrally located high-lift cam. Each of the intake valves is operated by a low-lift cam and rocker arm, while placing a T-lever between them allows the valves to follow the action of the high-lift cam. At low speeds, The T-lever's wing section floats freely, enabling the low-lift cams to operate the valves. The intake rocker arms contain internal pistons, which are retained by springs in a lowered position while the engine speed is below the MIVEC switchover point, to avoid contacting the high-lift T-shaped levers. At high speeds, hydraulic pressure elevates the hydraulic pistons, causing the T-lever to push against the rocker arm, which in turn makes the high-lift cam operate the valves. In summary, MIVEC switches to the higher cam profile as engine speed increases, and drops back to the lower cam profile as engine speed decreases. The reduced valve overlap in low-speed mode provides stable idling, while accelerated timing of the intake valve's closing reduces backflow to improve volumetric efficiency, which helps increase engine output as well as reduce

lift friction. High-speed mode takes advantage of the pulsating intake effect created by the mode's high lift and retarded timing of intake valve closure. The resulting reduced pumping loss of the larger valve overlap yields higher power output and a reduction in friction. The low- and high-speed modes overlap for a brief period, boosting torque. From the 4B1 engine family onward, MIVEC has evolved into a continuous variable valve timing (CVVT) system (dual VVT on intake and exhaust valves). Many older implementations only vary the valve timing (the amount of time per engine revolution that the intake port is open) and not the lift. Timing is continuously independently controlled to provide four optimized engine-operating modes:


Under most conditions, to ensure highest fuel efficiency, valve overlap is increased to reduce pumping losses. The exhaust valve opening timing is retarded for higher expansion ratio, enhancing fuel economy.

When maximum power is demanded (high engine speed and load), intake valve closing timing is retarded to synchronize the intake air pulsations for larger air volume.

Under low-speed, high load, MIVEC ensures optimal torque delivery with the intake valve closing timing advanced to ensure sufficient air volume. At the same time, the exhaust valve opening timing is retarded to provide a higher expansion ratio and improved efficiency.

At idle, valve overlap is eliminated to stabilize combustion.

Mitsubishi's 4N1 engine family is the world's first to feature a variable valve timing system applied to passenger car diesel engines.

MIVEC-MD

In the early years of developing its MIVEC technology, Mitsubishi also introduced a variant dubbed MIVEC-MD (Modulated Displacement), a form of variable displacement. Under a light throttle load, the intake and exhaust valves in two of the cylinders would remain closed, and the reduced pumping losses gave a claimed 1020 percent improvement in fuel economy. Modulated Displacement was dropped around 1996.

MIVEC Turbo

4B11 MIVEC Twin-Scroll Turbo Engine wins a further advantage by improving response greatly compared to the conventional 4G63 model. Its maximum output is 221kW (300PS)/ 6,500rpm and its maximum torque is 422Nm (43.0kgf m)/3,500rpm (for Japan market), a

higher maximum torque than the 4G63 model. Furthermore, Mitsubishi tuned it to produce a high torque from a lower speed range. As a result, it achieves outstanding power performance, including a revision of the drive train gear ratio. The greatest feature of this engine is that it uses an aluminum die-cast cylinder block. This enabled them to reduce the weight of the engine itself by 12.5 kilograms compared to the conventional cast-iron cylinder block. Moreover, Mitsubishi changed the intake and exhaust side layout of this engine; the intake side at the front of the vehicle body and the exhaust side at the rear. Due to this change, it was no longer necessary to place an exhaust pipe underneath the engine, so they were able to lower the position of the engine by 10mm compared to a conventional model, contributing to lowering the height of the center of gravity.

On the intake side, Mitsubishi newly developed an equal-length short-port aluminum intake manifold, and placed an electronically-controlled throttle valve upstream of the manifold. On the other hand, they used a stainless-steel exhaust manifold on the exhaust side and installed a titanium and aluminum turbo charger downstream of the manifold. They optimized the shape of compressor wheel and realized an improved response. The compressed air pumped out of the turbo charger is cooled efficiently in the intercooler and sent to the intake manifold, but they also revised the layout of that route in order to reduce loss as much as possible.

Benefits of MIVEC System

(1) Power The 4G69 large-displacement four-cylinder engine has a long-stroke design for compactness. With a long stroke design, valve-diameter increases are precluded by limits imposed by the bore. The flow velocity of intake air is thus extremely high, so increases in valve lift and port flow contribute greatly to increases in air intake volume. With the 4G69 engine, increased air intake volume was achieved by increase in valve opening area and limitation of in-cylinder flows, both of which are yielded by the high-speed cam. The resulting beneficial effect on maximum power is comparable with that yielded by the intake-air cooling and high compression ratio of a GDI engine.

(2) Fuel consumption In operating ranges where the engine uses the low speed cams, strong in-cylinder flows yield a homogeneous air-fuel mixture and concomitantly high combustion stability. External exhaustgas recirculation (EGR) was thus adopted as a means of minimizing fuel consumption.

In-cylinder flow and flow coefficient typically have a tradeoff relationship, but both were maximized by means of computer analysis and testing based on know-how gained in GDI development.

(3) Exhaust emissions Strong in-cylinder flows also permit a lean air-fuel mixture and retarded ignition timing during cold starts, thereby enabling rapid exhaust-catalyst warm up.

To minimize performance losses (mainly torque losses at low engine speeds) caused by exhaust interference between cylinders, a dual-outlet exhaust manifold incorporating a front catalyst was adopted. Consequently, exhaust emissions for 75 %-level reduction classification on the basis of Japans 2000 exhaust emissions standards were achieved and the potential for compliance (provided an under floor catalyst and other items are added later) with Californias Super Ultra Low Emission Vehicle standard was realized.