Please comment if you understand what he is talking about

http://www.pattakon.com/vvar/HelpRoll.htm

 

wow, the cam profile seems to be controlled by a movable wall that dictates where a roller will be able to move, which is all controlled by the throttle itself, actuating a roller to alter the lift and overlap of the cam. Its a good idea, but I dont know how well it would take the higher revs. It allows you to have only one cam lobe that hits a roller, which in turn hits the rocker arms. The position of the roller, however, determines how much the the cam lobes gross lift and duration would actually be seen as valve movement. In essence, infinantly variable VTEC. Thats a killer Idea. I thought about something like this about a year ago, but I used centrifugal force to expand the cam lobes at higher RPM....obviously, that didnt work. This idea can be implemented on existing VTEC cars....thats wild. I dont understand how the throttle actuated "wall" is actually moved....I have to go back and read it again.

 

very interesting

 

look into BMW's Valvotronic Vanos.

Is just that.... they don't use TB anymore and everything is controlled directly at the camshaft.... it's a kicking idea and as far the most advanced out there.....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by notstock93 &raquo;</TD></TR><TR><TD CLASS="quote">wow, the cam profile seems to be controlled by a movable wall that dictates where a roller will be able to move, which is all controlled by the throttle itself, actuating a roller to alter the lift and overlap of the cam. Its a good idea, but I dont know how well it would take the higher revs. It allows you to have only one cam lobe that hits a roller, which in turn hits the rocker arms. The position of the roller, however, determines how much the the cam lobes gross lift and duration would actually be seen as valve movement. In essence, infinantly variable VTEC. Thats a killer Idea. I thought about something like this about a year ago, but I used centrifugal force to expand the cam lobes at higher RPM....obviously, that didnt work. This idea can be implemented on existing VTEC cars....thats wild. I dont understand how the throttle actuated "wall" is actually moved....I have to go back and read it again.

</TD></TR></TABLE>Hello from Greece

At http://www.pattakon.com/vvar/VTECtoVVA/index.html you can download the video “VTECtoVVA Video.mov” (QuickTime format). There it is shown how the control shaft works: it is just rotated. As the driver presses the gas pedal, the gas cable (previously rotating the throttle valve) rotates the control shaft(s). Just think that the intake valves of each cylinder operate now as its throttle valve as well. And the angular displacement of the control shaft changes the lift of the relevant valves.

The angular timing is unchanged, no matter how long or how short the valve lift is. But the actual timing and the actual overlap changes dramatically compared to the conventional engine. The analysis in http://www.pattakon.com/vva/LiftTiming.htm explains the effect of the VVA on the timing of the engine. Actually the VVA has an intelligent built-in VVT system: at low revs and loads it eliminates the actual overlap, even if at high revs and full load the overlap is extreme.

The rocker arm of the VVA (second prototype, under construction) has almost the half mass of the rocker arm assembly of the original VTEC engine, very significant for reliable operation at higher revs.

Thanks
Manolis Pattakos

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GZERO &raquo;</TD></TR><TR><TD CLASS="quote">look into BMW's Valvotronic Vanos.

Is just that.... they don't use TB anymore and everything is controlled directly at the camshaft.... it's a kicking idea and as far the most advanced out there.....</TD></TR></TABLE>

Hello from Greece.

It looks like BMW’s valvetronic vanos in that they have both continuously variable valve lift. But the differences are many.
Valvetronic combines valve lift and duration. Short valve lift goes together with small duration, while long duration goes together with high valve lift. This eliminates the advantages of valvetronic at low revs with heavy load. Some complains from journalists for lack of torque at low revs, are indicative.
Valvetronic cannot control exhaust valves, and this has nothing to do with cost efficiency. Honda and Toyota apply their systems (VTEC and VVTLi) at exhaust valves too, to get the best.
Valvetronic cannot operate without the assistance of the double VANOS (Variable Valve Timing system of BMW).
Valvetronic cannot operate without a powerful central electronic control unit, without drive by wire or without strong electromotors.
Valvetronic cannot operate reliably at high revs (more than 6500 rpm).

I think it is more correct to say that the VVA is like a VTEC with infinite steps.

Thanks
Manolis Pattakos

 

dammit, and just as I understood all there was to understand about vtec

looks pretty hot though.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by manolis8 &raquo;</TD></TR><TR><TD CLASS="quote">

Hello from Greece.

It looks like BMWÂ’s valvetronic vanos in that they have both continuously variable valve lift. But the differences are many.
Valvetronic combines valve lift and duration. Short valve lift goes together with small duration, while long duration goes together with high valve lift. This eliminates the advantages of valvetronic at low revs with heavy load. Some complains from journalists for lack of torque at low revs, are indicative.
Valvetronic cannot control exhaust valves, and this has nothing to do with cost efficiency. Honda and Toyota apply their systems (VTEC and VVTLi) at exhaust valves too, to get the best.
Valvetronic cannot operate without the assistance of the double VANOS (Variable Valve Timing system of BMW).
Valvetronic cannot operate without a powerful central electronic control unit, without drive by wire or without strong electromotors.
Valvetronic cannot operate reliably at high revs (more than 6500 rpm).

I think it is more correct to say that the VVA is like a VTEC with infinite steps.

Thanks
Manolis Pattakos
</TD></TR></TABLE>

OH cool, another person from outside USA

Anyway, i think you're right, since i don't know much about the BMW's systems since what i read was really scarce.....also i never understood the difference between the VANOS and the Valvetronic, now i know....

BTW: are you the "creator" or designer of this??

I always knew we'll end up with a very sophisticated VTEC....but i also thought it was going to be like the formula 1 system that is based on hydraulic tapets.....

are there any brand out for this patent?

 

wow

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by GZERO &raquo;</TD></TR><TR><TD CLASS="quote">

OH cool, ..... BTW: are you the "creator" or designer of this?? ... are there any brand out for this patent?</TD></TR></TABLE>

Hello from Greece.

Yes, I am one of the creators and designers.
Car makers are not interested, yet.

You can download the video
VTECtoVVAvideo.mov
and the file
RFFengines.htm
from
http://www.pattakon.com/vvar/VTECtoVVA/index.html
They are quite explanetory of the simplicity and operation of the system.

I am waiting for more technical questions.

Thanks
Manolis Pattakos

 

i sure hope you pattented this... hehehe

 

I'm sold, let's get Honda on the line. ::whistfully::It would be really great to bring back the CRX, and then give it one of these continously variable cam lift 'infinite VTEC' engines. Now that it seems possible to build infinite VTEC, all we need is the bottomless cherry slurpee and the never-ending orgasm.

Zack - infinite orgasm lab rat #0527

 

aaahhhhh

*drooling*

this could very well be the next generation of variable valve control technology...

 

looks like some interesting technology,keep up the good work

 

Look at this

http://www.pattakon.com/vvar/V...o.MOV