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TITLE OF PROBLEM SUMMARY

I took training in TOPLAND ENGINES PVT. LTD.

"TOPLAND GROUP OF COMPANIES", engaged in manufacturing & marketing activities for more than three decades, is today a leading manufacturer of Agricultural & Industrial products.

TOPLAND COMPANY manufacture a diesel engines.To 'TOPLAND', perennial goal has been to provide high quality products backed by efficient product support to its customers. To this end, 'TOPLAND' has an enviable infrastructure which includes best manufacturing facility, accurate testing equipments & the best in painting, to give the high quality product the right finishing touch.

PROBLEM SUMMARY
IDP ON VALVE FAILURE OF DIESEL ENGINE

2.INTRODUCTION
'TOPLAND' caters to the domestic demand through a dedicated, well equipped & financially sound Distributor / Dealer network, constantly striving to make available 'TOPLAND' products across the length &breath of the country. 'TOPLAND' contributes to the national might by earning the much needed foreign exchange by virtue of exports to more than two dozen countries in the Africa, Asia, Central America & the Middle East.

TOPLAND Indias largest engines & pumps manufacturer. In this company manufactures various product likes:

1.Diesel Engines 2.Pumpsets 3.Gensets 4.Submersible pumpsets 5.Centrifugal pumps 3.PROBLEM OCCUR IN DIESEL ENGINE

VALVE FALIURE COOLING SYSTEM PROBLEM COLD WHETER STARTING PROBLEM FUEL PUMP PROBLEM FLYWHEEL DEMAGE LEAKAGE OF OIL FROM ENGINE BODY
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DETONATION

UNCOMPLETE COMBUSTION PISTON & PISTONRING BLOCKEGE

4. PROBLEM OF VALVE FAILURES IN DIESEL ENGINE

4.1 ENGINE VALVE FAILURES & CAUSES Nobody wants engine problems such as oil consumption, a compression leak, valvetrain noise or an outright valve failure. By understanding the causes of valve failure and making sure you have not overlooked anything when replacing and reconditioning valves, seats, guides and the rest of the valvetrain components. Valve work can be a tricky aspect of engine rebuilding for several reasons. For one, it requires absolute precision. Close enough is not good enough. If tolerances are not exact and the valvetrain geometry is not right on you are going to have problems.

 Valve work also requires attention to detail. The kind of details we are talking about here are worn parts that appear to be okay but are not and need to be reconditioned or replaced. Not checking details like installed valve stem height, installed spring heightand stiffness, stem-to-guide clearance, seat width and contact, rocker arm alignment, and so on will get you every time.What is more, valve work often requires a certain amount of detective work. To fix a valve problem, you first have to figure out what caused it in the first place. Replacing a broken valve, for example, won't fix the problem if he underlying cause is misalignment between the valve guide and seat. Unless the misalignment is corrected, the new valve will fail too as flexing causes it to fatigue and break. That is why analyzing what caused a problem before you try to fix it is so important. Broken or burned valves as well as worn or loose guides, cracked or loose seats and similar valve train damage are often the end result of a chain reaction of events. One problem leads to another and eventually a valve failure. So replacing parts without understanding what made them fail is no fix at all.

4.2 ENGINE VALVE DEFECTS

Many things can make a valve fail. Defective valves are one thing nobody talks much about, but it ranks as the number two cause of valve failures. Thermal and mechanical overstress is number one. The same basic alloys and manufacturing processes that were used then are still used today quality control has come a long ways. CNC (Computer Controlled Numeric) production machinery and statistical process control have done much to eliminate human error in the manufacturing process. But like any other mass produced component, defects occasionally slip through. So do not rule out bad valves as a possible cause of a premature valve failure.

 Defects include the presence of metallurgical impurities and inclusions in the metal that weaken the valve, forging defects that leave microscopic cracks, pores or separations in the metal that lead to breakage, faulty welds between stems and heads in two-piece valves that can allow the head to separate, faulty welds in hollow stem valves that can lead to breakage, improper heat treatments that fail to fully harden or anneal a valve resulting in rapid wear, machining errors that produce the wrong dimensions or surface finish which can cause all kinds of problems if not detected prior to installation, and poor adhesion of chrome plating that allows the protective plating to flake off the stem.

5. WHY ENGINE VALVES FAIL?

Any valve will eventually wear out if driven enough miles. But many valves call it quits long before they should because of burning or breakage. Let's talk about burning first. Exhaust valves are the ones most likely to burn because they run hotter than the intakes. The intake valves are cooled by the incoming air and fuel, and consequently operate at about 425 C. Exhaust valves, on the other hand, receive little such cooling and are blasted by the hot combustion gases as they exit through the exhaust port. Exhaust valves run at 650 to 730 C. on average, which makes them much more valuable to erosion and burning than intakes. Sodium filled hollow valve stems in heavy-duty applications are sometimes used to draw even more heat up through the stems to aid cooling. If the valve does not receive adequate cooling, it can overheat, burn and fail. A build-up of deposits on the valve face and seat can have an insulating effect that slows cooling and makes the valve run hot. So too can poor contact between the valve and seat if the seat is too narrow, nonconcentric or off-square. If deposits build up in one spot orflake off in another, it can allow leaks that create hot spots on the valve and result in "channeling" (grooves eroded or burned into the valve).

 A loose seat or poorly fitting guide can also hinder heat transfer to the head and contribute to burning.Not paying attention to the installed valve height when doing a valve job can lead to burning. When valves and seats are ground or cut, the valves sit deeper in the head than before. This causes the stems to stick up higher which changes the rocker arm geometry and may lead to a loss of valve lash when the engine gets hot. If the proper geometry cannot be restored by grinding the tips of the valve stems, the seats should be replaced to correct installed height. Valve recession can cause the same kind of problem. As the seats wear away and the valves recede into the head, valvelash is lost. Eventually there is little or no lash left and the valve makes poor contact with the seat, overheats and burns. Valve recession tends to be more of a problem on older engines that lack hard valve seats and are used in heavy-duty truck, marine, agricultural or industrial applications Cooling problems in the engine itself can lead to valve sticking and burning if the operating temperature gets too high. Low coolant, a defective thermostat, a weak water pump, a radiator obstruction, a defective cooling fan or fan switch, etc. can all make an engine run hot. This, in turn, makes the valve stems swell which may cause them to gall or stick in their guides if there is not enough clearance. If the valve sticks open, it can burn or be destroyed if it smacks the piston. Blockages caused by casting flash inside the head or a head gasket that does not have the correct coolant holes can allow hot spots to form that can cause valve and guide problems. Valves can also run hot because of elevated combustion temperatures. Factors such as retarded ignition timing, lean fuel mixtures (often due to vacuum leaks), detonation (from too much compression or low octane fuel) or preignition(from hot spots caused by deposits in the combustion chamber or too hot a spark plug) can all play a role here. Likewise, exhaust restrictions such as a clogged catalytic converter or crushed pipe can make the valves run hot.

(When the head of this valve fatigued and broke off, it stuck in the top of this piston. Had the piston been cast rather than forged, it would have completely destroyed the piston and probably the entire engine)

5.1 ENGINE VALVE BREAKAGE

Breakage, which is the other main type of valve failure, can happen to either intake or exhaust valves. Valves break in one of two places, where the head is joined to the stem, or where the keeper groove(s) are machined into the end of the stem. Either way, breakage is bad news because the pieces fall into the combustion chamber and demage the piston and head. Causes of head breakage include fatigue failure from valve flexing (from off-square seating that causes the stem to flex every time it seats), pounding (from excessive valvelash), stretching (from excessive heat and/or rpm), and thermal shock (sudden temperature changes as when abruptly shutting off a highly loaded engine). With two-piece valves, the junction between the stem and head is where the valve often cracks and separates, not because the valve is defective (though a poor weld could be a factor) but because this area is highly stressed due to the joining of two dissimilar alloys.

Breakage at the stem tip can result from excessive sideloading if the installed stem height is not right and causes rocker arm misalignment. It can also be caused by excessive valvelash that prevents the valvetrain from crushioning the valve as it closes. Another condition that may cause the tip of the stem to snap off is wear or scratches in the keeper groove(s) or coil bind (running a cam or rocker arms with too much lift).
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5.2 OTHER VALVE PROBLEMS

In addition to burning and breakage, there are a number of other valve problems to watch some of which may indicate underlying problems that also need to be corrected:

Bent valves are usually the result of a close encounter of the worst kind between valve and piston. Causes here typically include a broken timing chain or belt, weak or broken valve springs, overrevving the engine, valve sticking (insufficient guide clearance or lubrication, overheating, etc.) and insufficient valve-to-piston clearance (excessive valve lift, valve reliefs not cut deeply enough into pistons, wrong pistons, not enough deck height, heads milled too much, etc.).

Worn stems: A normal condition for high mileage valves but scuffing or scoring may be a clue to insufficient guide clearance, overheating, lack of lubrication or dirty oil. Using the wrong type of valve guide seals can sometimes be a factor here.

6. RELEATED STUDIES
Lewis, R. and Dwyer-Joyce, R.S. (2003)

Valve recession occurs when wear of the valve or seat inserts in an automotive engine has caused the valve to sink or recede into the seat insert (as shown in Figure 1). Excessive recession leads to valves not seating correctly and cylinder pressure loss. Leaking hot combustion gases can also cause valve guttering or torching, which will accelerate valve Failure.

A long-term approach is required in order to understand fundamental wear mechanisms and the effect of varying engine operating conditions or design changes to the valve train. This Information can then be used to develop tools for predicting wear and for solving problems more quickly if they do occur. In this case study, such tools were developed using a Combination of component failure analysis, bench test work and wear modeling. Yildiz Technical University, Faculty of Chemical and Metallurgical Engineering The exhaust and intake valves are exposed to thermal and mechanical overstress which can be sources of valve failures. During the valve closing, a combination of impact and sliding can lead to valve seat wear. Impact on a valve closure causes plastic deformation of the seating face surface and the formation of a series of circumferential ridges and valleys. It also leads to surface Cracking and subsequent material loss from seat inserts at high closing velocities [1-4]. Valve spindle seating pressures should be in the range of 500-550 bars to give good sealing, while seating velocity should be between 0.15-0.2 m/s to be consistent with low wear and good valve dynamics

. Fig. 3. Catastrophic failure on the valve table. C M Taylo, Institute of Tribology, The University of Leeds It is nearly twenty years since the so-called energy crisis of the 1970s. This stimulated an increased awareness of the scarcity of natural resources and the necessity for their efficient and effective use. During the intervening period there has also been a mounting pressure from the green lobby to recognize the fragility of the environment. The automobile is a significant factor world-wide with regard to both these aspects because of fuel consumption and exhaust considerations. These developments have led to intensive studies of the lubricated machine elements which are vital to the functioning of the internal combustion engine-the piston assembly, the bearings and the valve train. This paper will focus upon the valve train and in particular the fluid film lubrication of its most significant part, the cam and follower. The important role of lubricant additives, the formation of reaction films, boundary lubrication, contaminants and wear and failure mechanisms will not be addressed. In part the paper will review the background to the current position and understanding. However, attention will also be paid to a new study of a modern automobile engine valve train-that in the Ford Zeta engine. The research work described has revealed novel tribological understanding which will aid the design of future valve trains through technology transfer. Frederick G. wieting, East Aurora And Timothy M.deakin from new York (1995) This invention related to a novel valve useful in internal combustion engine and other engine having improved wear and corrosion properties. The valve has a uniform coating there on containing nickel and having a thickness not exceeding
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0.000500 inch. The coating must be substantially uniform in thickness throughout its extension. 1954 were far less demanding tan are the requirements todays compression engine. Also electrolytic nickel coating of valve would not be acceptable today primarily because of the non- uniformity of the valve coatings The manufacture of valves for internal combustion engines has had to keep pace with the drastic changes in auto engines .For example, with the introduction of low lead gasoline and use of high compression engines, valves previously acceptable were no longer suitable. It was required to drastically modify valve manufacturing procedures to provide acceptable valves having improved wear properties while workable within the small tolerances allowed in combustion chambers.

7. PROBLEM OBJECTIVES
1. Analyze the amount of wear as well as wear patterns in the head and valve train components when the head is disassembled. A careful inspection should reveal any abnormal conditions or wear patterns that would indicate additional problems. 2. Inspect each and every component in the valve train and head so all worn or damaged parts can be identified and replaced or reconditioned. 3. Keep a close watch over production quality so the parts that are being reconditioned are done so correctly. 4. Pay attention to specs, critical dimensions and rocker arm geometry to assure proper reassembly. 5. To correct alignment between valve guide and valve seats. 6. We are concerned with making an automotive valve for diesel engine which can withstand 650C, 7. We will be using oil which will help the valve to withstand up to 400C, 8. We are changing air fuel ratio for complete combustion of fuel,

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9. To check out metallurgical property of the valve material by NDT tests

10. Check the valve seats and their path of motion & stiffness of spring.

8. METHODOLOGIES
1. To manufacture Diesel engines valve by CNC machines. 2. To maintain correct cooling temperature. 3. To keep proper amount of lubrication. 4. To reduce various load on the valve. 5. To control detonation and preignition in engines. 6. To maintain air/fuel mixture ratio in engines. 7. To reduced the wear and tear on the valves of engines.

8.1 Vave Failure:Bent valve in valve guide

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Fig:4 bent valve

The interference fit of valve guides in aluminum and cast iron heads varies due to the differences in the coefficient of expansion (aluminum having a greater coefficient of expansion than cast iron). Generally, a valve guide installed in an aluminum head will require greater interference than if installed in a cast iron head. 1. Cast iron and bronze valve guides in a Cast iron cylinder head: .001" to .0015 (0.025 to 0.038mm). 2. Cast iron and bronze valve guides in an Aluminium cylinder head: .0015" to . 002" (0.038 to 0.051mm). 3. All heads especially aluminium heads should be evenly warmed up to around 150 Celsius prior to valve guide insertion to enable the valve guide acceptance bore (in the head) to achieve maximum expansion.

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4. If possible the valve guides should be pre cooled to achieve maximum contraction. Cooling methods: deep freeze, liquid nitrogen (preferred) or plumbers pipe freeze spray. 5. By following the above instructions the valve guides will almost drop into place there by preserving the carefully factory machined bore size and surface finish both of which will ensure maximum service life of the component. 6. In all cases the valve guide bore should be measured after fitting to ensure the correct valve stem to valve guide clearance.

8.2 Valve surface inspection:Magnetic Particle Testing Penetrant inspection of the valve by the color, wipe clean with a cloth, you can use the portable magnetic particle inspection machine valve surface magnetization. To ensure the sensitivity of magnetic particle testing, generally used A30/100 type specimens placed in the test specimen within the edge of the groove side surface was seized, placed a certain distance across the specimen. In order to check the surface of the specimen is in good contact with can be used transparent tape to paste formed on the surface being seized, and note that tape does not cover the artificial defects on the specimen. Magnetization should pay attention to the direction of the magnetic yoke walk and pouring position of the magnetic suspension, each region was seized at least two independent testing should be carried out, testing the two should be roughly the direction of magnetic field lines perpendicular to each other, each magnetized area should be 15mm overlap in

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order to find the vertical and horizontal (circumferential) surface and near surface defects, and to prevent undetected, to improve defect detection rate.

Color penetration testing

Color detection using solvent cleaning agents, the general steps are: pre-cleaning solvent cleaning penetration imaging observation. Test parts of the surface conditions significantly affect the quality of color penetration testing, so special attention must be pre-cleaning should be the elimination of prejudice depth penetrant oil, coke, oxide and other fixtures. Defects in the attachment and residual oil in and water, can be chemically valve soaking. After the removal of pollutants, cleaning agents for cleaning the valve body, to be dried and kept moist spray penetrant state 15 ~ 30min, the humidity at 15 ~ 50 . Penetration of toilet paper after wiping with a dry cloth or excess penetrant, and then use a cloth moistened with cleaning agents in one direction to block or clean the toilet paper, detergent spray cans cannot be directly sprayed on the surface cleaning. Wipe disable cotton waste, because of its easy to stay in the filament fragments on the surface and difficult to remove, the formation of pseudo-time imaging revealed that affect the test results.

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8.3 Worn valve seals and blueish engine smoke:When it comes to engine smoking this can be caused by engine valves but also other parts like worn piston rings. When blue smoke is seen on start up on a cold engine most often you can pin the problem on excessive valve guide clearance or worn valve seals. If the engine smokes all the time or on heavy acceleration the problem is more likely to be the piston rings. In both cases I recommend professional diagnosis and if possible a second opinion before spending a lot of money on large engine repairs. Engine valve seals can be inspected for wear and condition. The stem to guide clearance can also be measured and compared to specifications If the clearance is too great oil can be drawn down both the intake and exhaust valve guides and burned in the combustion chamber with the air/fuel charge causing a bluish colored smoke from the tailpipe. As far as the solutions for smoke problems, if they are pinpointed to valve train issues they can often be solved without engine replacement. In fact in the case of worn valve seals they can be replaced using special tools without even removing the cylinder heads. If it turns out that the smoke problem is related to excessive valve guide to stem clearance a short-term solution can be applied known as knurling the valve guides.Knurling of valve guides is a process for restoring the proper clearance. A special tool is used that physically cuts into the guide and metal is raised up on either side of the tools cutting blade. This actually decreases the inside diameter of the hole that the valve fits in. Then a finishing tool flattens the new ridges so the engine valves move smoothly in their bores. Back in the old days many auto repair shops performed their own valve jobs and machine work. Today it is more common that the auto repair center will remove the cylinder heads and send them out to a specialized shop that performs the actual repairs. In either case there can be skill involved and human error can reduce the longevity of the repairs. If you have a valve job performed it's nice to know what kind of warranty the maintenance center and 16 or

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