5/12/2015 CAMLESS ENGINES A NEW APPROACH full report (1) Mechanical Seminar Topics

Sign in Create Account

COMMUNITY HOME SEARCH MEMBERS CALENDAR STAFF STATISTICS

Academic Seminar Topics And Discussion Engineering Seminar Topics Mechanical Seminar Topics CAMLESS ENGINES A NEW APPROACH full report

Search New content Today's threads

Welcome To edutwin.com ..! Here you can see Seminar Topics & Project Ideas , assignment, question answers, career guidence ,old question
papers, quiz , job posting , ppt pdf doc presentation Abstract and documentation for Computer Science ,ECE, Communication, MCA ,BCA, BBA,
MBA, Electronics, Electrical, Mechanical Engineering, Civil, Medicine, Technical, Nursing, Pharmacy, Science, Physics, Mathematics,
Chemistry,Gerneral,B.tech,M.tech,all degree,PG,diploma,exam result,resumes,research concepts,tutorials and lot more

CAMLESS ENGINES A NEW APPROACH full report Viewing mode

Thread Rating: Threaded Mode | Linear Mode

NEW REPLY

new technology
30­01­2010, 11:29 PM Post: #1
thinker

[1574]
[1574]

CAMLESS ENGINES A NEW APPROACH IN I.C.ENGINES

Senior Member internal combustion comprise the valve train hardware . In the camless valvetrain, the valve motion is controlled directly by a valve actuator
there's no camshaft or connecting mechanisms. Various studies have shown that a camless valve train can eliminate many otherwise
necessary engine design trade­offs.Automotive engines equipped with camless valvetrains of the electrohydraulic and electro­mechanical type
740 posts
have been studied for over twenty years, but production vehicles with such engines are still not available. engine development i.e., the
camshaft, has been the primary means of controlling the valve actuation and timing, and therefore, influencing the overall performance of the
vehicle. Camless technology is capturing the future of internal combustion engines. It has been known to man that if valves could be controlled
independently in an Internal Combustion Engine then there would be benefits like increased power, reduced emissions and increased fuel
economy. In the camless technology valve motion is operated by valve actuators of electromechanical and electro­hydraulic type. In this paper
we compare camless valve operation with conventional valve operation and we deal with the valve actuating mechanisms of camless engine
by considering the electromechanical and electrohydraulic camless engines. Keywords: Valve actuation, Electromechanical actuators,
Electrohydraulic actuators. Introduction Cams, lifters, pushrods... all these things have up until now been associated with the internal
combustion engine. But the end is near or these lovely shiny metal actuators as the
The issues that have had to be addressed in the actuator design include: ¢ reliable valve performance
important types of actuating valves in cost packaging power consumption noise and vibration Noise has been identified as the main with the
electromechanical problem actuator technology, arising from high contact velocities of the actuator's moving parts. For this noise to be
reduced, a socalled soft­landing of the valves has to be achieved. In a conventional valvetrain, the The valvetrain in a typical internal
combustion engine comprises several moving components. Some are rotating and some are moving in a linear manner. Included are poppet
valves that are operated by rocker arms or tappets, with valve springs used to return the valves to their seats. In such a system the parasitic
power losses are major ­ power is wasted in accelerating and decelerating the components of the valvetrain. Friction of the camshaft, springs,
cam belts, etc also robs us of precious power and worsens fuel economy, not to mention contributing to wear and tear. The power draw on the
crankshaft to operate the conventional valve train is 5 to 10 percent of total power output. Another factor working against the conventional
valve train is that of the cam soft­landing is mechanically embedded into the shape of the camshaft lobe. Conventional Valvetrain profile.
Usually , it is fixed to deliver only one specific cam timing. The cam lobes have to be shaped such that when the valve travels up and down at
the engines maximum speed it should still be able to slow down and gently contact the valve seat. The valves crashing down on their valve
seats results in an engine that is real noisy and has a short life expectancy. Having different cam profiles will result in different engine
characteristics. While high­rpm power and low rpmtorque can be each optimised, a compromise is required to obtain the best of both in the
same engine. With Variable Valve Timing (VVT) technologies the compromise is getting better and better reasonable low down torque and
highspeed power are being produced by many sub 2­litre engines.But the problem remains that the cam grind is still a fixed quantity ­ or two
fixed quantities in the case of Honda VTEC engines. That's Valve why Train the is Electromechanical manufacturers. 1. Electromechanical
Poppet Valves This type of system uses an armature attached to the valve stem.The outside casing contains a magnetic coil of some sort
that can be used to either attract or repel the armature, hence opening or closing the valve. Most early systems employed solenoid and
magnetic considered the next evolution of VVT. With the potential to dial in any conceivable valve timing at any point of the combustion cycle
for each individual cylinder, valves can be opened with more lift and/or duration , as the computer deems necessary. Camless Valvetrain
Operation The types of camless variable valve actuating systems being developed can be classed in two groups: electrohydraulic and
electromechanical. When it comes to electromechanical valve trains, there are several designs that are being trialed. Most developers are
using the conventional poppet valve system (ie valves that look the same as in today's engines) but an alternative is a ball valve set up. Both
use electromagnets in one way or another to open and close the valve. Originally created for the Apollo space program, the electrohydraulic
valve actuator works by sending pressurised hydraulic fluid to the engine valve to move it open or closed. These systems are mainly retain
poppet valves and are preferred by truck engine attraction/repulsion actuating principals using an iron or ferromagnetic armature. These types
of armatures limited the performance of the actuator because they resulted in a variable air gap. As the air gap becomes larger (ie when the

http://edutwin.com/t­camless­engines­a­new­approach­full­report 1/4
5/12/2015 CAMLESS ENGINES A NEW APPROACH full report (1) Mechanical Seminar Topics
distance between the moving and stationary magnets or electromagnets increases), there is a reduction in the force. To maintain high forces
on the armature as the size of the air gap increases, a higher current is employed in the coils of such devices. This increased current leads to
higher energy losses in the system, not to mention non­linear behaviour that makes it difficult to obtain adequate performance. The result of
this is that most such designs have high seating velocities (ie the valves slam open and shut hard!) and the system cannot vary the amount of
valve lift. The eliminate electromechanical the iron or valve
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.
These latest electromechanical valve actuators develop higher and better­controlled forces than those designs mentioned previously. These
forces are constant along the distance of travel of the armature because the size of the air gap does not change. Referring now to Figures 1 to
4, an actuators of the latest poppet valve design ferromagnetic coil. A armature. Instead it is replaced with a current­carrying armature
magnetic field is generated by a magnetic field generator and is directed across the fixed air gap. An armature having a current­carrying
armature coil is exposed to the magnetic field in the air gap. When a current is passed through the armature coil and that current is
perpendicular to the magnetic field, a force is exerted on the armature.When a current runs through the armature coil in either direction and
perpendicular to the magnetic field, an electromagnetic vector force, known as a Lorentz force, is exerted on the armature coil. The force
generated on the armature coil drives the armature coil linearly in the air gap in a direction parallel with the electromechanical valve actuator of
the poppet valve variety is illustrated in conjunction with an intake or exhaust valve (22). The valve (22) includes a valve closure member 28
having a cylindrical valve stem (30) and a cylindrical valve head (32) attached to the end of the stem (30). The valve actuator (20) of the
poppet valve system generally includes a housing assembly (34) without valve springs as shown in Figure 1 consisting of upper and lower
tubular housing members (36) and (42), a magnetic field generator consisting of upper and lower field coils (48) and (52), a core (56) consisting
of upper and lower core member (58) and (68), and an armature (78) suitably connected to the valve stem (30). The armature coil is preferably
made from aluminium wire or other electrically conductive lightweight material, which is highly conductive for its mass. Minimising the armature
mass is especially important in view of the rapid acceleration forces placed on it in both directions. The ability of the electromechanical valve
actuator to generate force in either direction and to vary the amount of force applied to the armature in either direction is an important
advantage of this design. For instance, varying the value of the current through the armature coil and/or changing the intensity of the magnetic
field can control the speed of opening and closing of the valve. This method can also be used to slow the valve closure member to reduce the
seating velocity, thereby lessening wear as well as reducing the resulting noise. This system is able to operate
or can equally be equipped with them as shown in Figures 6 & 7 2. Electromechanical Ball Valves An alternative to the conventional poppet
valve for use in camless valve trains is a ball valve. This type of electromechanical valve system consists of a ball through which a passage
passes. If the ball is rotated such that the passage lines up with other openings in the valve assembly, gas can pass through it. (Exactly like
the ball valves many of us use to control our boost.) Opening and closing the valve is accomplished by electromagnets positioned around its
exterior. Referring to Fig, the valve housing (7) is shown in two pieces. Ball valve (8) has two rigidly attached pivots (12). The

the ball valve needs only to rotate on its axis to achieve the desired flow conditions, rather than be accelerated up and down in a linear fashion.
A partially open ball valve state may also be able to be used to create more turbulence. Electromechanical disc (10) is permanently attached
and indexed to the ball valve and contains permanent magnets around its perimeter. The electromagnets (11) are situated on both sides of the
ball valve (8) and they are fixed to the valve housing. The electromagnets are controlled through the ECU. A crank trigger sensor on the
crankshaft provides information about the position of the pistons relative to top dead centre. Thus, at top dead centre of the power stroke, the
ECM could be used to fix the polarity of both electromagnets so that they are of opposite polarity to the magnets in the ball valve, rotating the
ball valve to the closed position. The arrangement substitution in a a of a simple, stroke efficient ball valve and valve housing four
reciprocation piston engine eliminates all the independent moving parts in the valve train. This may even be an improvement over the poppet
valve camless system valve train implementation would not be possible with a normal 12V electrical system, the automotive industry has
chosen a 42V electrical system as the next automotive standard. Electrohydraulic Poppet Valves In general terms, present designs of
electrohydraulic valves comprise poppet valves moveable between a first and second position. Used is a source of pressurised hydraulic fluid
and a hydraulic actuator coupled to the poppet valve. The motion between a first and second position is responsive to the flow of the
pressurised hydraulic fluid. An electrically operated hydraulic valve controls the flow of the pressurised hydraulic fluid to the hydraulic actuator.
In one design, the provision is made for a three­way electrically operated valve to control the flow of the pressurised hydraulic fluid to the
actuator. This supplies pressure when electrically pulsed open, and dumps actuator oil to the engine oil sump when the valve is electrically
pulsed to close.

The use of engine oil as the hydraulic fluid simplifies and lowers the cost of the design by removing the need for a separate hydraulic system.
oil sump (34). The pump output pressure is also limited by an unloader valve (36), as controlled by an accumulator (38) connected to the oil
pressure rail. With this design the hydraulic pump could be periodically disconnected, such as under
Electrohydraulic Poppet Valves The illustrated in basic design of the electrohydraulic valvetrain hardware is Fig. The engine poppet valves (22)
and the valve springs (24) that are used to reset them are shown. The poppet valves are driven by hydraulic
braking, so that the valve train would run off the stored accumulator hydraulic pressure. As is the trend with all modern engine systems, the
camless engine has an even greater reliance on sensors. The valve actuation and control system typically needs a manifold pressure sensor,
a manifold temperature sensor, a mass flow sensor, a coolant temperature sensor, a throttle position sensor, an exhaust gas sensor, a high
resolution engine position encoder, a valve/ignition timing decoder controller, injection driver electronics, valve coil driver electronics, ignition
coil driver electronics, air idle speed control driver electronics and
actuators (26), which are controlled by electrically operated electro­hydraulic valves (28) supplying hydraulic fluid to the actuators via conduit
(29). The preferred hydraulic fluid is engine oil, supplied to the electro­hydraulic valves by the pressure rail (30). An engine­driven hydraulic
pump (32) supplies the oil pressure, receiving the oil from the engine
power down control electronics. A valve developed by Sturman Industries is said to be about six times faster than conventional hydraulic
valves. To achieve such speeds, it uses a tiny spool sandwiched between two electrical coils. By passing current back and forth between the
coils, a microprocessorbased controller can quickly move the

spool back and forth, thereby actuating the engine valves in accordance. Benefits of Camless Engines The benefits of camless valve actuator
systems are numerous. The most obvious one ­ infinitely variable valve timing. More torque is made available through out the rev­range due to
the valve timing changes efficiency. performance emissions, enabling This and increasing optimal volumetric engine fuel and increases
decreases durability
increase overall valvetrain efficiency by eliminating the frictional losses of the camshaft mechanism, the weight of the mechanism and the cam
mechanism's drain of power from the crankshaft. Valve speed comparision between
mechanical cam shaft and camless engine actuation The improvement in the speed of operation valve actuation and control system can be
readily appreciated with reference to Fig..

http://edutwin.com/t­camless­engines­a­new­approach­full­report 2/4
5/12/2015 CAMLESS ENGINES A NEW APPROACH full report (1) Mechanical Seminar Topics
consumption, also decreasing harmful engine life, and allowing compensation for different types of fuel and varying altitudes. Cylinder
deactivation (ie an eight cylinder can become a six as needed!) is also possible, with the associated reduction in emissions. Further fuel
consumption reductions could be obtained by combining camless valve technology with a high­pressure direct fuel injection system. The
amount of engine oil required would also be dramatically traditional reduced complex because camshaft no valve lubrication would be required
for the system. Cold start wear would also be minimal to the valve train hardware. There is also a general consensus that electromechanical
valve actuation will
It shows a comparison between valve speeds of a mechanical camshaft engine and the camless engine valve actuation. The length of the
valve stroke in inches versus degrees of rotation of a mechanical camshaft is illustrated. When graphed, the cycle of opening and closing of a
valve driven by a mechanical camshaft will display a shape similar to a sine curve. The opening period (as measured in crankshaft degrees)
remains constant for any engine load or rpm. However, the cycle of

opening and closing of valves driven by the electromechanical valve actuators operates much faster. Designed to match valve­opening rates at
the maximum engine rpm, the electromechanical valve actuators open the valve at this same rate regardless of engine operating conditions.
Because of this improved speed, greater flexibility in programming valve events is possible, allowing for improved low­end torque, lower
emissions and improved fuel economy. The massive opening period for the electromechanically driven valve can also be seen! Controlling the
intake valve event can also eliminate the need for throttled operation in petrol engines, thereby reducing pumping losses and improving fuel
economy ­ the throttle butterfly becomes redundant. In the un­throttled camless engine, the intake valves' opening duration is used for cylinder
airflow regulation, rather than a throttle or airbypass valve. A simplification of the induction system results and a more compact engine design
is thus possible. This leads to valve specific intake trumpets with less restriction to give the best breathing capabilities. Although, it needs to
be said that there are reported problems with respect to idle control of a throttleless design, with stable unthrottled
engine operation difficult to achieve during low load, and more precisely, during idle conditions. Using to wire pair. camless valve actuators
permits reprogramming to allow the engine operate in reverse . This Reverse operation is can be done by simply inverting one input
advantageous in marine equipment having dual outdrives or T­drives. This feature would also eliminate the need for reverse gear in the
transmission since forward gears would be used to operate in either vehicle direction. This provides an opportunity for multiple reverse gears
without the added hardware. However, the future is not necessarily as rosy as the above states. There are many problems to be overcome with
the The electronically controlled valves.
problems lie not only in the software required but also the mechanisms of the actuators. Coil transient response times and saturation effects at
high rpm are just some of the issues. Conclusions The main difference between camless engine and conventional engine arose when we deal
with the valve actuating methods in both of these engines. In conventional engines the valves are actuated by using camshafts, lobes and

gears. But in camless internal combustion engines all these are eliminated by using actuators like electro­hydraulic or electromechanical type
by which we can overcome the problems with conventional i.c.engines. The benefits like reduced emission, increased power, increased fuel
economy can be obtained by applying camless technology to internal combustion engines. From all these we can conclude that by applying
camless technology to internal combustion engines the overall performance of the vehicle will enhance. References: 1. Fundamentals of
J.B.Heywood. 2. Kim D, Anderson M. A dynamic model of electrohydraulic camless valve train system SAE article. 3. Schechter MM, Levin
MB Camless engine. SAE article. 4. Article in autospeed on camless engines. 5. A Website http://www.autospeed.com, article on camless
engines.

find Quote

« Next Oldest | Next Newest » Enter Keywords Search Thread

NEW REPLY

Marked Labels: sturman industries 2014 ucla study on camless, future approch of camless engine, electro hydraulic variable valve train system, camless vehicle,
electricaly operated i c engne valves, camless engines a new approach in i c engines, camless engine full pdf report, download report of camless engine in pdf,

Quick Reply

Message
Type your reply to this message here.

Signature
Disable Smilies

Please enter the text within the

image on the left in to the text
box below. This process is
Image Verification used to prevent automated
(case insensitive) posts.

Refresh

http://edutwin.com/t­camless­engines­a­new­approach­full­report 3/4
5/12/2015 CAMLESS ENGINES A NEW APPROACH full report (1) Mechanical Seminar Topics

Post Reply Preview Post

Possibly Related Threads...

Thread: Author Replies: Views: Last Post

07­03­2015 03:32 PM
eddy current brakes full report project helper 2 651
Last Post: askguru100

13­01­2015 04:56 AM
fuel from plastic waste full report best presentation maker 23 32,742
Last Post: CwAMt

23­09­2014 11:00 PM
aircraft hydraulic system full report best project report maker 9 14,788
Last Post: askguru100

29­04­2014 10:30 PM
Active Suspension System full report best project report maker 20 17,452
Last Post: askguru100

20­10­2013 07:34 PM
SEMINAR REPORT ON ACTIVE MAGNETIC BEARING PPT engineering project helper 1 2,195
Last Post: Guest

22­08­2013 11:39 AM
SEMINAR REPORT ON TURBOFAN ENGINES project source code cheker 4 2,041
Last Post: report maker

02­07­2013 11:43 AM
EPM Braking:Electric pulse Magnetic Braking full report seminar topics maker 4 4,077
Last Post: report maker

21­03­2013 11:00 AM
Wind tunnel report engineering project helper 2 849
Last Post: report maker

04­03­2013 07:45 PM
Kinetic Energy Recovery System full report project ideas 4 3,059
Last Post: Guest

30­01­2013 03:46 PM
DISC BRAKE MANUFACTUCRING PROCESS (SME 2713) REPORT engineering project helper 0 757
Last Post: engineering project helper

View a Printable Version

Send this Thread to a Friend

Subscribe to this thread

User(s) browsing this thread: 1 Guest(s)

Copyright © Technical Seminar Topics & Project Ideas for Computer Science,ECE,Communication,MCA,BCA,BBA,MBA,Electronics,Electrical,Mechanical
Engineering,Civil,Medicine,Technical,Nursing,Pharmacy,Science,Physics,Mathematics,Chemistry,assignment,question answers ppt pdf doc presentation
Abstract and documentation 2015
Our Websites:India Information || baby name meaning || College Seminars || Educational Projects || Help Answers || baby Names || Reviews || meaning of
words || multi dictionary || exam result || name meaning || Names Of || project seminars || seminar project || seminars projects || topic ideas||
Top Talk|| Giants blog|| New Seminar|| About Smartphone

http://edutwin.com/t­camless­engines­a­new­approach­full­report 4/4