Calmless Engines

CAMLESS ENGINES

A NEW APPROACH IN I.C.ENGINES

Y.P.S.SHARMA

Email:pavansrikanth2005@yahoo.co.in

DEPARTMENT OF MECHANICAL ENGINEERING

GURU NANAK ENGINEERING COLLEGE

IBRAHIMPATNAM

Abstract

The internal combustion engine (IC E) finds its place in the market

with latestdesign modifications in variouscomponents to improve

efficiency, economy and overall performance.The internal

combustion engine is the key to the modern mechanizing world..

However, one component has remained unchanged in the internal combustion 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. C amless 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 C ombustion 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 electro-mechanical and electro-hydraulic 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 actuators as the important types of actuating valves in camless engines.

Keywords : Valve actuation, Electromechanical actuators, Electro-

hydraulic actuators.

Introduction:

C ams, 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 objects that comprise the
valve train hardware in your pride and joy. C amless engine technology is soon to be a reality for
mass-produced vehicles. 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 trade-
offs.Automotive engines equipped with camless valvetrains of the electro- hydraulic and electro-
mechanical type have been studied for over twenty years, but production vehicles with such
engines are still not available.

The issues that have had to be

addressed in the actuator design include:

l reliable valve performance

l cost
l packaging
l power consumption
l noise and vibration

Noise has been identified as the main problem with the electromechanical actuator technology,
arising from high contact velocities of the actuator's moving parts. For this noise to be reduced, a
so-called soft-landing of the valves has to be achieved. conventional valvetrain, the soft-landing is
mechanically embedded into the shape of the camshaft lobe.

Conventional Valvetrain

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 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 high-rpm power
and low rpm-torque can be each optimised, a compromise is required to obtain the best of both in
the same engine. With Variable Valve Timing (VVT) technology compromise is getting better and
better - reasonable low down torque and high-speed power are being produced by many sub 2-
litre engines.

But the problem remains that the cam

grind is still a fixed quantity - or two fixed quantities in the case of Honda V-TEC engines. That's
why the Electromechanical Valve Train is 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 Valve train 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
trailed. 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 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

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 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 non-
linear 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 electromechanical valve actuators of the latest poppet valve design eliminate the iron or
ferromagnetic armature. Instead 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. An
armature having a current-carrying 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 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 better-controlled 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 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) 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 without valve springs as shown in Figure 1 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 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 EC U. 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 EC M 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 substitution of a simple, efficient ball valve and valve housing arrangement in a four stroke
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 - 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 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 three-way 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 .

Electro hydraulic Poppet Valves

The basic design of the electrohydraulic valvetrain hardware is illustrated in 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 actuators (26), which are controlled by electrically operated
electro-hydraulic valves (28) supplying hydraulic fluid to the actuators via conduit (29). The
preferred hydraulic fluid is engine oil, supplied to the electro-hydraulic valves by the pressure rail
(30). An engine-driven hydraulic pump (32) supplies the oil pressure, receiving the oil from the
engine 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 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 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 microprocessor-based 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 rev-range due to the valve
timing changes enabling optimal volumetric efficiency. This increases engine performance and
decreases fuel consumption, also decreasing harmful emissions, increasing durability and engine
life, and allowing compensation for different types of fuel and varying altitudes.

C ylinder 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 high-pressure direct fuel injection system. The amount
of engine oil required would also be dramatically reduced because no lubrication would be
required for the traditional complex camshaft valve system. C old start wear would also be minimal
to the valve train hardware. There is also a general consensus that electromechanical valve
actuation will 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. .

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 valve-
opening 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 low-end torque,
lower emissions and improved fuel economy. The massive opening period for the
electromechanically driven valve can also be seen!

C ontrolling 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 un-throttled camless engine, the intake valves' opening duration is
used for cylinder airflow regulation, rather than a throttle or air-bypass 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 camless valve actuators permits reprogramming to allow the engine to operate in reverse .
This can be done by simply inverting one input wire pair. Reverse operation is advantageous in
marine equipment having dual outdrives or T-drives. 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 electronically controlled valves. The problems lie not only in the software
required but also the mechanisms of the actuators. C oil 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 electro-hydraulic or electro-mechanical 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:

• Fundamentals of I.C .Engines by J.B.Heywood.

• Kim D, Anderson M. A dynamic model of electrohydraulic camless valve train system SAE
article.

• Schechter MM, Levin MB C amless engine. SAE article.

• Article in autospeed on camless engines.

• A Website www.autospeed.com, article on camless engines.

C reated by Department of C SE