Conference Session B8 Paper #3181

VARIABLE VALVE TIMING IN MODERN INTERNAL COMBUSTION ENGINES

Aaron Anuszek (aca35@pitt.edu, Vidic 2:00), Michael Signorella (mds114@pitt.edu, Bon 6:00) AbstractEver since the invention of the internal combustion engine and the Otto cycle in the late 19th century, advancements in automotive engineering technologies have continually refreshed and improved on its design. Developments such as fuel injection, superchargers and turbochargers, electronically controlled ignition, and cylinder deactivation have all improved the efficiency and power output of internal combustion engines. One new development that is attracting automakers attention is the introduction of variable valve timing into the conventional four stroke engine system. In short, variable valve timing is the process of delaying or advancing the opening and closing of exhaust valves in a four cycle engine. We will first provide an explanation of a typical valve train system in a modern internal combustion engine. Then we will discuss the methods of variable valve timing and their benefits and about the current implementation of these methods. Until recently, no suitable means for advancing or delaying timing have been developed. This conference paper will also look extensively at the different complex methods that automakers use to create variable valve timing systems, including cam phasing and cam changing. Each system contains inherent pros and cons, which will be analyzed. We will do this by taking an in-depth look at each form of variable valve timing and highlight their key differences. For instance, we will look at various effects caused by different systems like increased engine efficiency, susceptibility to wear, reduced emissions, and complexity. To conclude, we will discuss the social and environmental impacts that variable valve timing has on the world, specifically touching on sustainability. We plan to accomplish this by showing how the benefits of variable valve timing directly impact the world around them. Key Words Actuator, Cam changing, Cam phasing, Cam shaft, Synchronizing pin, Valve overlap, Valve train crucial advancement in internal combustion engine technology is the process of variable valve timing. Variable valve timing is achieved through means of cam phasing and cam changing, and it brings clear efficiency and power improvements to automobiles.

THE MODERN INTERNAL COMBUSTION ENGINE

It is important that to understand how internal combustion engines operate before one can understand the technique of variable valve timing. Internal combustion engines work by taking small amounts of fuel, such as gasoline, and igniting it. When ignited, the small amount of fuel releases a great amount of energy. Internal combustion engines take advantage of this reaction hundreds of times per minute. The way engines turn combustion into motion is by using what is called a four stroke combustion cycle, also known as the Otto cycle, named after its inventor Nikolaus Otto. The four strokes of the cycle are the intake, compression, combustion (also referred to as ignition), and exhaust strokes [1]. During the first stroke of the cycle, a piston that is being oscillated up and down by a crankshaft and the connecting rod joining them starts at the top of the cylinder. This position is known as top dead center. At this time, the camshaft controlling the intake valve rotates and causes the valve to open. When the intake valve opens, the piston begins to descend, allowing the cylinder to fill with air and gasoline. As the crankshaft pulls the piston down, the camshaft keeps rotating and slowly reseals the intake valve. The intake valve completely closes when the piston reaches its bottom most position, ending the intake stroke. The piston is now located in the position known as bottom dead center. The compression stroke occurs next as the crankshaft keeps rotating and the piston begins its ascent back up. As the piston moves upward, the air and gas in the chamber are compressed. Compression is an important step because the compressed fuel makes a more powerful explosion when ignited. Once the piston arrives back at the top of its stroke, a spark plug ignites the compressed fuel with a spark. The fuel then continues to explode, driving the piston downward. As soon as the piston reaches the bottom, the camshaft controlling the exhaust valve rotates to the open position. The piston then pushes the exhaust from the combustion out of the valve, making room for the next time through the cycle. Once the piston arrives back at the top, the camshaft rotates until the exhaust valve is closed again. Now the whole cycle starts over again (See figure 1) [2]. 1

VARIABLE VALVE TIMING: IMPOROVING THE MODERN WORLD

The world today is full of engineering marvels that play an incomparable role in society. Of these inventions, none have arguably had a bigger impact than the invention of the internal combustion engine. Almost anywhere you go in civilized regions you will find machines and people, who rely on an internal combustion engine. Lawnmowers, heavy machinery, and most importantly cars all rely on the internal combustion engine. Because of how relevant internal combustion engines are in society today, improvements in that technology are equally, if not more important. One University of Pittsburgh, Swanson School of Engineering March 7, 2013

Aaron Anuszek Michael Signorella efficiently at only one speed. This is where the concept of variable valve timing comes in. Engines that can change the amount of valve overlap can operate efficiently at a much wider range of speeds. Engine manufacturers can create varying times of valve overlap in different ways. The most obvious method for creating a longer overlap is simply holding the valve open longer. However, there are many other means of attaining a longer period of overlap. For instance, instead of retarding or advancing timing, it is also possible to create varying times of valve overlap by changing the stroke length of the valve [4], [5]. In this paper, we will look extensively at the different methods used to accomplish variable valve timing. FIGURE 2 The Otto Cycle [3] From here, it is very important to identify the key features of internal combustion engines that do not utilize variable valve timing before all the features and benefits of variable valve timing can be fully appreciated. For the sake of simplicity, in this paper we will be looking exclusively at overhead camshaft engines. Although some engines differ in design, most modern engines follow the overhead cam style. In this simplified diagram that follows, figure 2, you can see how a typical valve train operates. At the top of the engine, a rotating lobed camshaft rotates in time with the engine. As the camshaft rotates, fixed lobes on the camshaft depress rods or lifters, which are connected to the intake and exhaust valves. These valves are located at the top of the cylinder, allowing air to enter the cylinders and exhaust gasses to exit. During the intake cycle, the intake valve is opened as the piston reaches top dead center, and as it moves down air is drawn in. Following the ignition, a different lobe on the camshaft opens the exhaust valve, allowing the exhaust gasses to escape the engine. The operation of these valves play a crucial role in making the internal combustion engines run effectively and efficiently [1].

FIGURE 1

Basic valve train configuration [2]

TYPES OF VARIABLE VALVE TIMING

Given its clear benefits, practically all automakers today utilize some form of variable valve timing. Although all of the forms of variable valve timing are effective in improving the performance of an internal combustion engine, they all achieve this in different ways. Not every form of variable valve timing was created equal in effectiveness. Some of the forms increase engine efficiency significantly more than others. Cam Phasing One of the most popular forms of variable valve timing is the cam phasing technique. Cam phasing variable valve timing gains its popularity as one of the original techniques pioneered by engineers. Cam phasing was created out of the technological era of automobiles, when auto manufacturers began integrating computers into engines, paving the way for many innovations like electronic fuel injection, distributor-less ignition systems, amongst other improvements [6]. Engineers saw computers as a tool to enhance all aspects of engines, and used computer controlled camshaft phasing to manipulate valve train behavior. Cam phasing works by changing the cam angle on the camshaft 2

VARIABLE VALVE TIMING: AN OVERVIEW

During the Otto cycle, there is a short period of time where both valves are open at once. This split second is known as valve overlap [4]. A shorter period of overlap allows an engine to run very well at low RPM ranges while longer periods of overlap allow the engines to perform more efficiently at higher RPM ranges. Traditionally, engine manufacturers have had to find a neutral amount of valve overlap for the engines to run efficiently, let alone run at all. Too much valve overlap at low RPMs will cause the engine to stall, while too little valve overlap at high RPMs means the engine cant breathe as much air, causing drastically reduced power [5]. This compromise that engine manufacturers must make results in an engine that operates

Aaron Anuszek Michael Signorella that is controlling the intake, sometimes called the inlet, valve [6], [7]. When the engine is experiencing a period of high RPMs, cam phasing variable valve timing shifts the camshaft controlling the intake valve forward thirty degrees. This movement is controlled by the cars engine control unit, or ECU, according to need, and actuated by hydraulic valve gears [7]. What this rotation does is allows the intake valve to be open while the exhaust valve is also open, creating the varying times of overlap. This creates a controllable range of overlap in valve openings, illustrated in Figure 3. This overlap in valve openings helps the engine take in more air while releasing exhaust at the same time. Taking in more air is vital to the engines function at high revolutions because the more air in the engine during the combustion stroke, the more powerful of a push created by the engine. FIGURE 3 adjusts one valve because it allows more time for overlap between the two valves. An example of one kind of engine that makes use of cam phasing variable valve timing in both intake and exhaust valves is BMWs Double-Vanos system [7]. Figure 5 below depicts BMWs Double-Vanos system and shows how the intake and exhaust valve overlap for a greater period of time compared to only having the intake valve adjusted in Figure 3. As stated previously, overlap between the intake and exhaust valves allows more air to enter the engine, and in turn creates a more powerful explosion and a greater force to move the vehicle. FIGURE 4

Valve overlap in BMWs Double-Vanos system [8] Cam Changing Valve overlap in Toyotas VVT-i system [7] One feature of cam phasing variable valve timing is that the phasing does not increase the time that the engines intake valve is open, but instead it only shifts it forward by a number of degrees [7]. Because it only shifts the camshafts rotation forward, this means that the intake valve also closes earlier too. In simpler kinds of cam phasing variable valve timing, there are two or three fixed phasing angles for the camshaft to be rotated to, such as zero degrees or thirty degrees [6], [7]. This simpler form of cam phasing is known as discrete cam phasing. There is also a form of cam phasing variable valve timing known as continuous cam phasing. In continuous cam phasing, instead of there being only two or three angles for the camshaft to be rotated to, the angle of the camshaft can vary continuously [6], [7]. This action provides the most suitable valve timing at any amount of revolutions. In turn, this greatly enhances the engines flexibility, which also increases its effectiveness and power. Today, continuous cam phasing variable valve timing has nearly eliminated discrete cam phasing from the automobile market. There is also another form of cam phasing variable valve timing in which not only the cam controlling the intake valve is being adjusted, but the cam in charge of the exhaust valve is being changed too [7]. Cam phasing variable valve timing that adjusts both intake and exhaust valves proves to be more efficient and useful than cam phasing that only Another form of variable valve timing is the technique of cam changing variable valve timing. Cam changing variable valve timing differs from cam phasing in that the angle of the camshaft is not changing, but the entire cam itself is being switched [6], [8]. One way to look at it is that cam changing variable valve timing consists of two different sets of cam lobes that are different shapes. The shape of each of the cam lobes allows the engine to operate efficiently and powerfully at different levels of speed. Each set of lobes provides different timing and lift corresponding to its shape [8], [9]. A larger cam lobe means that the valve will be pushed down farther and subsequently will be open for a longer period of time. One of the cams is in charge of operating at normal speeds, below 4500 revolutions per minute, for example. This cam behaves the same as cams of normal engines, providing the usual valve timing and lift. The other cam is responsible for keeping the engine both effective and strong at higher speeds, above 4500 revolutions per minute [8]. This cam is designed to create more overlap time when both the intake and exhaust valves are open. Because cam changing variable valve timing involves two different cams that operate at different revolutions per minute, there is a noticeable change in engine performance between the two [6], [8]. While the cam that is responsible for engine performance at low revolutions per minute is in place and functioning, the engine performs modestly. The engine will behave as typical engines do when operating at low to moderate revolutions per minute. When the 3

Aaron Anuszek Michael Signorella revolutions per minute increase over the set threshold for the first cam, the second cam is switched in to replace the starting one. Upon this cam change, the engine begins to operate with noticeably increased power. The engine goes from running normally at low revolutions per minute and transforms into a seemingly different, much stronger and effective engine when the cam for higher speeds is in place and operating. Similar to discrete cam phasing variable valve timing, cam changing variable valve timing does not allow for continuous change of timing [8]. While most forms of cam changing variable valve timing utilize only two cams, there are some that make use of three different cams. Each one of these cams has a special shape and function. In one form of cam changing variable valve timing, these three cams fall in line with each other. The left side cam is the smallest and it is responsible for slow timing and low lift. The middle cam is the largest and causes fast timing and high lift. The right side cam is a medium size and provides slow timing and medium lift [8], [9]. Since there is an extra cam added into the equation, the engine now has three different stages of operation instead of two. The first stage takes place at low speeds, the second stage occurs at medium speeds, and the third stage is used at high speeds. In the first stage of operation, the three rocker arms corresponding to the three different cams (see Figure 5) are free to move independently. The left rocker arm is controlled by the left side cam and actuates the left intake valve. Similarly, the right rocker arm is controlled by the right side cam and actuates the right intake valve. The middle cam, however, does not have an intake valve to actuate. In this stage the right intake valve achieves medium lift and the left intake valve achieves low lift, while the timing is slow [8]. In the second stage, the left and right rocker arms are locked together and the middle one is left to move on its own. Because the right cam is larger than the left one, both rocker arms are now controlled by the right cam. This causes the lift for both intake valves to be medium, while the timing remains slow [8]. The change in lift helps the engine at slightly higher speeds by allowing the engine to take in slightly more air for its combustion stroke. In the third and final stage, all three rocker arms are locked together. Because the middle cam is the largest, it is now the only cam moving the rocker arms. This results in both high lift and fast timing [8]. At the highest levels of speed, both increased lift and faster timing is necessary for an effective engine because it allows the most air for reaction and thus the most power. Cam changing variable valve timing increases the engines peak maximum amount of power [8], [9]. The cams of normal engines typically produce a range from 0 to 6000 revolutions per minute. An engine with cam changing variable valve time has the capability of raising the maximum power up to 8000 revolutions per minute [8]. However, in order to take full advantage of the power cam changing variable valve timing can offer, the engine must remain operating above the threshold amount of revolutions per minute. This means that there must be constant gear changing going on in order to keep the engine at top power. Because of this fact, cam changing variable valve timing is most useful when operating in sports cars. Achieving Cam Lobe Switching The important issue that arises with cam changing variable valve timing is how manufacturers switch between different cam profiles. Over the years, automakers have engineered many unique solutions. In most modern engines today, cam changing systems utilize a synchronizer pin to activate multiple cam profiles along a camshaft. Honda was one of the main automakers to pioneer this system [4]. As depicted in the figure 5, at low engine speeds the engine operates as normal, with smaller cam lobes striking the rocker arms, opening and closing the intake and exhaust valves. At high engine speeds, a synchronizing pin engages, which activates a different cam profile. This cam lobe is larger, which causes a much longer and deeper stoke. In turn, the longer and deeper stroke of the rocker arm and valve lengthen the length of valve overlap, allowing more oxygen to enter the reaction, giving the engine more power. Although this method of variable valve timing is relatively new, it has proved to be gaining popularity amongst automakers. Honda now features cam changing variable valve timing in all of their engines with i-VTEC technology [4]. FIGURE 5

Hondas use of a synchronizing pin [4] One engineering problem that cam changing variable valve timing presents is the activation of the synchronizing pin. There are two main means of activation which engine manufacturers use. First, and most commonly, engine manufacturers use engine oil pressure to activate the synchronizing pin. While running, engine oil is circulated throughout the engine to disperse heat. In this case, engineers use the existing pressure of the oil flowing through oil galleys to push the pin into place. Naturally, as the engine RPMs increase, the flow and pressure of the oil also increase, so there is no need for any complicated sensors or additional equipment [8]. This is by far the most efficient method for activation because it utilizes the power that the engine already makes. Another way that engine manufacturers activate this synchronizing pin is by means of a linear actuator. This 4

Aaron Anuszek Michael Signorella basic servo motor simply slides the pin into place, locking the cam lobes together into one large lobe. This method is significantly less efficient because it requires external power to activate the servo motor. Whether electrical or pneumatic, the actuator has to take away power made by the engine, either through means of a pulley driven electrical alternator or air compressor. This is analogous to the phrase, taking three steps forward, and two steps back because the engine is wasting energy to be able to produce more. Oil pressure driven activators on the other hand, utilize excess power that would otherwise be wasted. This resourceful innovation by engineers is a big step forward for cam changing based variable valve timing. While this may seem like a massive failure on BMWs end, this really was a large stepping stone on the path to variable valve timing systems in place today. Surely, without this innovation most of the variable valve timing systems available in modern engines would not be available today. FIGURE 6

UNIQUE APPLICATIONS OF VARIABLE VALVE TIMING

Throughout the engineering process to develop variable valve timing, mechanical and automotive engineers came up with a lot of solutions to create variable valve timing. Most of these devices never made it past the prototype phase but were absolutely instrumental to the engineering process. The devices gave engineers valuable insight to different methods and served as stepping stones to the popular methods available on todays market. For instance, engineers at BMW developed a cam-less engine that allowed for complete control over valve timing and lift. Instead of a camshaft, the engine used a series of pneumatic actuators to open and close each individual valve [6]. This engine, although efficient in concept, failed for a number of reasons. First, the pneumatic actuators required an external power source, which greatly reduced the overall efficiency of the engine, almost to the point of completely counteracting the efficiency that the addition of variable valve timing created. In addition to the efficiency issues, latency issues caused major problems for BMWs early prototypes. All the pneumatic actuators were controlled via the engines computer. At higher RPMs, the computer could not keep up with engine, which would cause catastrophic misfires [6]. When an engine is running at ranges exceeding 9000 revolutions per minute, even the slightest bit of latency can cause delays, resulting in catastrophic failure. While all these things led to this prototypes failure, the final nail in the coffin for BMW was the overall complexity of the design. Manufacturing this engine at a large scale would be a challenge, and the high cost of this would be reflected in the retail price, driving customers away. More recent developments in cam-less engines by BMW have proved to be promising. A new design replaces the bulky pneumatic actuators for small, low power electromagnets [6]. These electromagnets do not have many of the problems that their ill-fated predecessors faced. These electromagnetic lifters would be perfect for an electric or hybrid vehicle if the technology can be made efficiently and at a low cost. BMWs electromagnet operated cam-less engine [6]

CAM PHASING VS CAM CHANGING

When directly comparing cam phasing and cam changing variable valve timing, both methods have their inherent pros and cons. At the current time, cam phasing is the more commonly implemented method. That being said, cam changing based systems are quickly gaining steam. In terms of efficiency and power output, generally speaking, cam changing systems create more power at higher RPM ranges. This is because cam phasing systems only modify the timing of the valve opening, whereas cam changing systems can modify both the timing and the stroke of the valve. Because of the longer and deeper stroke, the valve allows more air to enter the cylinder, which allows for a more powerful combustion. This generally results in a smoother and flatter torque curve into higher RPM ranges, a trait which is desirable to auto racers [9]. In terms of simplicity, cam changing variable valve timing systems trump cam phasing systems once again. Cam changing systems have generally little or no computer assistance. In cases of oil pressure activation, the synchronizing pin is purely mechanical. Cam phasing systems, on the other hand, rely on a complex system of sensors and actuators to measure and adjust camshaft timing. While cam changing systems do commonly feature a handful of sensors, these are typically extraneous and used only for engine performance monitoring and tweaking. When it comes to reliability, both methods of variable valve timing fare similarly. Most independent studies draw inconclusive and conflicting conclusions [9] [10]. In theory, cam changing system would be more reliable than its cam phasing counterpart because of the complex electrical system that accompanies cam phasing methods. Subject to external factors on the entire electrical system of an automobile, one would expect a cam changing system to outlast a cam phasing one. That being said, most cam 5

Aaron Anuszek Michael Signorella changing systems are subject to high amounts of mechanical wear. From sliding in and out, synchronizing pins can get stuck or even fracture. More commonly, over time, oil galleys in engines can become clogged from sludge and other foreign deposits. When these galleys become clogged, oil pressure no longer reaches the synchronizing pin, rendering it useless. Without the synchronizing pin, the variable valve timing system does not function at all, making the engine truly efficient only at low RPM ranges. The problem is that engine wear is so variable based on things like maintenance, the operating environment, fuel source, amongst other factors. In addition to this, all engines wear differently, so a Ford EcoBoost engine with cam phasing variable valve timing will wear completely differently from a Dodge Pentastar engine featuring the same method of variable valve timing [5]. timing controls the opening of the exhaust valve during the combustion phase. By opening the valve later in the Otto cycle when it is more appropriate, the engine combusts more of the fuel. In turn, less harmful pollutants are released as exhaust into the air. Once again, on the basis of a single car this may seem insignificant, but across an entire globe worth of automobiles the effect of this is huge. The more vehicles that incorporate variable valve timing into their design, the less of a negative effect the modern internal combustion engine will have on the environment. As illustrated, variable valve timing has a huge global impact on the environment. The process of variable valve timing has also paved the way towards even more sustainable engine solutions. For instance, the camshaft technologies which were engineered to create variable valve timing are also seen in new cylinder deactivation technologies, improving fuel economy and emissions even more [10]. Certainly, without variable valve timing, this new technology would not exist. All things considered, the innovation of variable valve timing has greatly advanced the sustainability of the modern internal combustion engine.

SUSTAINABILITY AND ENVIRONMENAL IMPACTS

In todays advanced technological age, society has realized that humans must preserve and protect the planet we live on. All engineers and innovators must constantly keep the sustainability and environmental impacts of their designs in mind. Variable valve timing is no different. Everything the world needs for survival and well-being relies, directly or indirectly, on the natural environment [11]. From the materials buildings are made out of to the clothes people wear, everything is created out of materials that occur naturally. Since society depends so heavily on the resources the environment produces, it is important that the safety of the environment is ensured. Sustainability is used to help make this happen. Sustainability creates and maintains conditions in which humans and nature exist in a productive harmony, for present and future generations [11]. This concept is important to keep in mind when developing a new technology. A new technology is near useless no matter how extraordinary of results it creates if it cannot be maintained on a large scale without harming the environment. Throughout the world, hundreds of millions of internal combustions are in service at any given time. A large portion of these are accounted for in automobiles. In recent years, there has been a large push for cars which are both more efficient and environmentally friendly. Variable valve timing was a direct result of this movement to achieve greater sustainability. Through variable valve timing, automakers have created engines which run farther on less gasoline, which greatly reduces the consumption of gasoline and oil dependency across the scope of the world. Not only does this help preserve the worlds oil supply, but it also helps to protect the environment from dangers involved with obtaining oil. In addition, variable valve timing helps cut down on the amount of pollutants that an engine releases into the environment. This is because the process of variable valve

VARIABLE VALVE TIMING: A REFRESHING INNOVATION

In conclusion, variable valve timing is one of the most influential innovations of the modern internal combustion engine. Variable valve timing greatly improves the efficiency of internal combustion engines over a wide range of RPMs. It is a key feature in making the modern internal combustion engine meet sustainability demands. Even such a minor advancement in engine technology such as this has such a widespread impact on the world. There are billions of automobiles on the road throughout the world, as well as many more internal combustion engines in service in generators, heavy machinery, lawnmowers, and other power equipment. Unique solutions such as cam phasing and cam changing demonstrate the unique solutions that engineers create to solve problems and improve the world. REFERENCES [1] J. Deaton. (2011, May 16). 5 new gasoline engine technologies Discovery Channel: HowStuffWorks. (Online). http://auto.howstuffworks.com/5-new-gas-enginetechnologies.htm [2] B. Marshall. (2000, April 5). How car engines work. Discovery Channel: HowStuffWorks. (Online Article). http://auto.howstuffworks.com/engine1.htm [3] P. Bryanston-Cross. (2002, November 26). IC Engine University of Warwick. (Online). http://www.eng.warwick.ac.uk/oel/courses/engine/

Aaron Anuszek Michael Signorella [4] Honda. (2011, June 1). Honda's variable valve timing & lift electronic control (vtec). Honda. (Online Article) http://www.honda.co.nz/technology/engine/VTEC/ [5] Dodge. (2012, December 15). 2013 dodge avenger | 283-hp v6 variable valve timing engine | dodge. Dodge. (Online Article). http://www.dodge.com/en/2013/avenger/performance/ [6] B. Warner. (2005). Unconventional variable valve timing. Automotive Design & Production, 117(4), 36. [7] M. Wan. (2011).Cam Phasing VVT. Autozine Technical School. (Online). http://www.autozine.org/technical_school/engine/vvt_3.htm [8] M. Wan. (2011). Cam Changing VVT. Autozine Technical School. (Online). http://www.autozine.org/technical_school/engine/vvt_2.htm [9] T. Moran. (2003). Variable valve timing boosts engine efficiency. Automotive News, pp. 22J. [10] F. Graeme. (2005). Variable valve timing boosts performance: Final edition. Star - Phoenix, pp. E.18. [11] Environmental Protection Agency. (2013). Sustainability at the EPA. United States Environmental Protection Agency. (Online). http://www.epa.gov/sustainability/basicinfo.htm#sustainabili ty

ADDITIONAL SOURCES
R. Kamal. (Producer) (2011). Variable valve timing. YouTube. (Documentary) http://www.youtube.com/watch?v=H-ZhbnJ3ZTI

ACKNOWLEDGEMENTS
Throughout the writing process, many different people were instrumental in our success. We would like to thank Caroline Repola, our student advisor, for her insight and guidance throughout the early stages of our paper. We would also like to thank our writing instructor, Diane Kerr, for her continued support throughout the writing process.

Aaron Anuszek Michael Signorella

ENGINEERING 0012 CONFERENCE PAPER EVALUATION SPRING, 2013 Writing Instructor: Diane Kerr dianekerr@mindspring.com Authors, Paper #:3181 Excel lent Conference Paper demonstrates Careful, ongoing attention to Writing Instructors comments throughout all steps of the Conf. Paper process; careful attention to in-class instruction; the assignment and related materials Conference Paper topic is immediately and clearly communicated in the Abstract Abstract provides an accurate, effective, professional preview/summary of Conf. Paper Relevant engineering, science, technologies logically proceed from stated Conf. Paper topic are fully, clearly, and accurately described and explained Applications of engineering, science, technologies are clearly depicted and fully explained (e.g.: authors explain how an innovative road resurfacing material can or will be used; authors explain for what kinds of roads/environments/settings this material is appropriate; authors explain, in detail, why this material best for this application) Examples (actual and/or hypothetical) of the application are included are concrete and fully described/detailed (e.g.: authors describe and evaluate an actual road that has been resurfaced with the innovative material, or, if the material is still in the research stages, authors clearly explain how the material will work on a particular kind of road under particular Profic ient Accept able Substan dard X Fai ling

Aaron Anuszek Michael Signorella circumstances)

All processes, technologies, applications, examples, and outcomes are clearly and responsibly evaluated evaluations of processes and outcomes are supported by appropriate quantitative detail (e.g.: specific cost comparisons; specific numbers of patients using a prosthetic; specific span of time a material or device will optimally perform; specific units of energy or elementsfor example, KWHs, BTUs, CO2-- stored or produced) evaluations of processes and outcomes are supported by appropriate explanation (e.g.: if a prosthetic hand is evaluated as optimal or successful, authors fully depict and explain the attributes that make this prosthetic optimal or successful Every section of the paper is fully developed; every section includes all clarifying descriptions and explanations, and, where relevant, clarifying examples and/or responsible evaluation Connections/Correlations are established and maintained within and among sections; information throughout the paper is specifically reconnected to the papers stated focus; processes/technologies are specifically connected to applications and examples; evaluations and outcomes are specifically connected to supporting details;, etc. Research is effectively used throughout the Conf. Paper to maximize clarity and impact of descriptions, explanations, examples, and evaluations ALL References are included for all material quoted, paraphrased and summarized from sources (including pictures, diagrams, charts, tables, and equations) ALL References are correctly numbered in-text; all in-text numbers correctly correspond to numbers in the References section; all bibliographic information is accurate and and correctly formatted Title, headings, subheadings preview and reinforce topic, content, and connections ALL format specifications have been met Paper has been proofread and is error free

Aaron and Mike, the strongest feature of your paper is the clear and detailed explanations you provide for understanding the technology. Curiously, the abstract is not so clear because of excessive wordiness. See the margin notes about this problem and rework the abstract for the next assignment, the Revision. Note also where Ive commented on presenting figures. You need to do some clean -up formatting work for several. As with your outline, there are many needless formatting errors. Are you proofreading from a hard copy? You should be because you will catch many more errors. Everything looks good on the computer screen. Likewise, you should also print out the

Aaron Anuszek Michael Signorella assignment and formatting directions. There is a lot of info. in each and its easy to miss something looking at the computer screen.

Grade: 90-10(formatting)=80/B100, 99/A+ 98-93/A 92-90/A- 89-87/B+ 86-81/B 80-78/B- 77-75/C+ 74-69/C 68-66/C- 65/D 64 and below/F

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