Presented by:Ayushi Srivastava III Yr Mechanical Engineering

Under The Guidance of:Mr. Devendra Singh Associate Professor Deptt. of Mechanical Engg. AKGEC , GHaziabad

Controls

the breathing channels (valves) of an IC engine Connected to camshaft which is operated by crankshaft Cams push open valves at proper time & guide their closure Engineers could not vary timing, lift & duration of valve opening infinitely

CAMS

Engineers must design cams in the development stages This design compromises b/n engine power & fuel efficiency Considering this compromise automobile companies brought variable valve timing mechanisms . This lead to the development of camless engines.


I.

PROBLEMS IN USING CAMSHAFT

II.

Major power wastage in accelerating and de-accelerating the components of the valve train. Friction of camshafts, springs, cam belts etc., also robs us of precious power and worsens fuel economy and also contributes to wear and tear

In normal engines lobes on the camshaft operates cam followers which in turn opens the poppet valves , while in CAMLESS engines electromagnetic, hydraulic or pneumatic actuators opens poppet valves. Eliminated mechanical linkages Could provide infinite variation of valve parameters It can make engines clean, efficient & responsive

The crankshaft turns camshaft which operates valves by mechanism Spring brings back valve to initial position Timing of engine valves depends on shape of cams The figure shows working of a 4 stroke engine

The valve train consists of

valves, rocker arms, pushrods, lifters and camshafts It involves many moving parts. Rocker arm is a reciprocating lever that conveys radial movement from the cam lobe into linear movement at the poppet valve to open it.

Increased Friction losses

Fixed Cam Profile

Increased noise
More moving parts and mechanisms and hence more power losses

SENSORS

ELECTRONIC CONTROL UNIT

ACTUATORS

Mainly five sensors are present which senses 1. Speed of the engine 2. Load on the engine 3. Exhaust Gas Sensor 4. Valve position Sensor 5. Current Sensor

These sensors send signals to the ECU The electronic control unit consists of a microprocessor, which is provided with a software algorithm. The microprocessor issues signals to the solid-state circuitry based on this algorithm. These signals control the actuator, to function according to the requirements.

1. 2. 3.

Electromechanical Poppet Valves Electromechanical Ball Valves Electrohydraulic Poppet Valves

Early systems magnetic attraction/repulsion was used on an iron or ferromagnetic armature

Varying Air Gaps which lead to high energy losses and High Seating Velocities which made varying of the lift difficult.

It is replaced with a current-carrying armature coil. A magnetic field is generated by a magnetic field generator and is directed across the fixed air gap. The force generated on the armature coil drives the armature coil linearly in the air gap in a direction parallel with the valve stem. Depending on the direction of the current supplied to the armature coil, the valve will be driven toward an open or closed position.

It consists of a ball through which there is a passage. If the ball is rotated such that the passage lines up with other openings in the valve assembly, gas can pass through it.

A source of pressurized hydraulic fluid and a hydraulic actuator coupled to the poppet valve is used.
The use of engine oil as the hydraulic fluid simplifies and lowers the cost of the design

COMPONENTS

pressure solenoid valve(HPSV) and one low pressure solenoid valve (LPSV)):4
(Two for each valve i.e., one high pressure reservoir and one low pressure reservoir):4

A double acting piston Solenoids (Two for each valve i.e., one high Reservoirs

pressure check vale and one low pressure check valve):

Check valves: (Two for each valve i.e., one high

Works on differential pressure b/n input & output of the fluid. The flow of the fluid is controlled by solenoid valve. Thus controlling the valve opening and closing. When solenoid gets activated, then the armature pin goes up and the fluid in chamber slowly enters the output side. Hence a pressure difference is created above and below the diaphragm and because of this the diaphragm rises, hence opening the main valve, so the fluid flows through the output side.

Infinitely variable valve timing. More torque is made available throughout there v-range. Increases durability and engine life. Valve train weight which limits the rotational speed at which the engine can operate is reduced.

Increases engine performance. Decreases fuel consumption Decreases harmful emissions Valeo estimates that the efficiency of a camless engine would be 20% greater than a comparable camshaft-operated engine Better fuel economy- 7 to 10 % increase Higher torque & power- 10 to 15 % increase

Sophisticated electronic control required for

gentle seating of valves

Current solenoids cannot run at high rpms; High cost of microprocessor & software
controls

Camless valve trains using solenoids or

magnetic systems are being investigated by BMW and Fiat. They are being prototyped by Valeo and Ricardo. Also used in Fiat 500.

Fiat, BMW and TATA motors are doing research to develop this technology. Research and development are needed to take full advantage of this systems exceptional flexibility. This concept has to be developed with utmost case with the real time engine. Valve timing and performance has to be analyzed with real time working engine.

Even though some disadvantages are present, we can expect electro-hydraulic & electromechanical valves to replace the conventional camshaft technology.