Valve Timing Diagram of 4 stroke Diesel engine Aim: To draw value timing diagram of a 4 stroke diesel engine Apparatus:

4 Stroke diesel engine, Measuring Tape Observation: where S Ar! lenght of the fl"wheel # #adius of the fl" wheel $VO $nlet valve opens $V% $nlet valve !lose &VO &'haust valve opens &V% &'haust valve !lose TD% Top dead !entre (D% (ottom dead !entre Diagram:

Theor": Valve timing is the regulation of the points in the !"!le at whi!h the valves are set to open ) !lose* $n the ideal !"!le inlet ) e'haust valve open ) !lose at dead !enters, but in a!tual !"!les, the" open or !lose before or after dead !enters as e'plained below:+ There are two fa!tors, one me!hani!al ) other d"nami!, for the a!tual valve timings to be different from the

theoreti!al valve timing* a, Me!hani!al fa!tor:+ The puppet valves of the re!ipro!ating engines are opened ) !losed b" !am me!hanisms* The !learan!e between !am, tappet and valve must be slowl" taken up ) valve slowl" filled, at first, if noise and wear is to be avoided, for the same reasons the valve !annot be !losed abruptl", else it mill boun!e on its seat* -Also the !am !ounters should be so designed as to produ!e gradual and smooth !hanges in dire!tional a!!eleration*, Thus, the valve opening ) !losing periods are spread over a !onsiderable number of !rankshaft degrees* As a result, the opening of valve must !ommen!e ahead of time at whi!h it is full" opened ie before dead !enters*, The same reasoning !lose after the dead !enters* b, D"nami! fa!tor: + (esides me!hani!al fa!tors of opening ) !losing of valves, the a!tual valve timing is set taking into !onsiderations, the d"nami! effe!ts of gas flow* Valve timing is a s"stem used to measure valve operation in relation to !rankshaft position -in degrees,, spe!ifi!all" the points when the valves open, how long the" remain open, and the points when the" !lose* $n internal !ombustion engines, valves behavior -lift and timing, is one of the most important parameters whi!h have a ma.or effe!t on the engine operation and emission* The intake and e'haust valves must open and !lose at the right time* Otherwise, the performan!e of the engine will be poor* The valves in four+stroke !"!le engines are almost universall" of a poppet t"pe whi!h are spring loaded toward a valve+!losed position and opened against that spring bias b" !am on rotating !amshaft with the !am shaft being s"n!hroni/ed b" the engine !rankshaft* The valves in two+stroke !"!le engines are generall" simple apertures or ports in the !"linder sidewall whi!h are un!overed or opened b" piston movement* $n four+stroke !"!le engines, the valve timing is !ontrolled b" the !amshaft and it !an be varied b" modif"ing the !amshaft Man" two+stroke !"!le do not have a !amshaft, and the valve timing !an onl" be varied b" ma!hining the valve ports* $n this stud", a si' stroke engine is used for the simulation where the valve train on the !"linder head of the engine is repla!ed with a piston that !ontrols the intake and e'haust port opening and !losing* The intake port modifi!ation has been !arried out to var" the intake timing of the engine to see the effe!t of intake timing on in !"linder air flow* Valve timing is an important design parameter whi!h affe!ts man" engine performan!e parameters like spe!ifi! fuel !onsumption, engine emission and others* The intake and e'haust valves must open and !lose at the right time* $f the engine is operating at !onditions other than the rated !ondition, non+optimi/ed performan!e is obtained THE IMPACT OF VALVE EVENTS UPON ENGINE PERFORMANCE AND EMISSIONS. Effect of Changes to Intake Va !e O"en#ng T#$#ng % IVO The opening of the intake valve allows air0fuel mi'ture to enter the !"linder from the intake manifold* $n the !ase of dire!t in.e!tion engines, onl" air enters the !"linder through the intake valve* The timing of $VO is the se!ond parameter that defines the valve overlap and this is normall" the dominant fa!tor when !onsidering whi!h timing is appropriate for a given engine* Opening the intake valve before TD% !an result in e'haust gasses flowing into the intake manifold instead of leaving the !"linder through the e'haust valve* The resulting &1# will be detrimental to full load performan!e as it takes up spa!e that !ould otherwise be taken b" fresh !harge* &1# ma" be benefi!ial at part load !onditions in terms of effi!ien!" and emissions as dis!ussed above* 2ater intake valve opening !an restri!t the entr" of air0fuel from the manifold and !ause in+!"linder pressure to drop as the piston starts to des!end after TD%* This !an result in &1# if the e'haust valve is still open as gasses ma" be drawn ba!k into the !"linder with the same impli!ations dis!ussed above* $f the e'haust valve is !losed, the dela" of $VO tends not to be parti!ularl" signifi!ant, as it does not dire!tl" influen!e the amount of fresh !harge trapped in the !"linder* T"pi!al $VO timing is around 3+435 before TD% whi!h results in the valve overlap being fairl" s"mmetri!al around TD%* This timing is generall" set b" full load optimi/ation and, as su!h, is intended to avoid internal &1#*

&ffe!t of %hanges to $ntake Valve %losing Timing 6 $V% The volumetri! effi!ien!" of an" engine is heavil" dependent on the timing of $V% at an" given speed* The amount of fresh !harge trapped in the !"linder is largel" di!tated b" $V% and this will signifi!antl" affe!t engine performan!e and e!onom"* 7or ma'imum tor8ue, the intake valve should !lose at the point where the greatest mass of fresh air0fuel mi'ture !an be trapped in the !"linder* 9ressure waves in the intake s"stem normall" result in airflow into the !"linder after (D% and !onse8uentl", the optimum $V% timing !hanges !onsiderabl" with engine speed* As engine speed in!reases, the optimum $V% timing moves further after (D% to gain ma'imum benefit from the intake pressure waves* %losing the intake valve either before or after the optimum timing for ma'imum tor8ue results in a lower mass of air being trapped in the !"linder* &arl" intake !losing redu!es the mass of air able to flow into the !"linder whereas late intake !losing allows air inside the !"linder to flow ba!k into the intake manifold* $n both !ases, the part load effi!ien!" !an be improved due to a redu!tion in intake pumping losses* A t"pi!al timing for $V% is in the range of :3+;35 after (D% and results from a !ompromise between high and low speed re8uirements* At low engine speeds, there will tend to be some flow ba!k into the intake manifold .ust prior to $V% whereas at higher speeds, there ma" still be a positive airflow into the !"linder as the intake valve !loses &ffe!ts of %hanges to &'haust Valve Opening Timing + &VO As the e'haust valve opens the pressure inside the !"linder resulting from !ombustion is allowed to es!ape into the e'haust s"stem* $n order to e'tra!t the ma'imum amount of work -hen!e effi!ien!", from the e'pansion of the gas in the !"linder, it would be desirable not to open the e'haust valve before the piston rea!hes (ottom Dead %entre -(D%,* <nfortunatel", it is also desirable for the pressure in the !"linder to drop to the lowest possible value, i*e* e'haust ba!k pressure, before the piston starts to rise* This minimi/es the work done b" the piston in e'pelling the produ!ts of !ombustion -often referred to as blow down pumping work, prior to the intake of a fresh !harge* These are two !onfli!ting re8uirements, the first re8uiring &VO to be after (D%, the se!ond re8uiring &VO to be before (D%* The !hoi!e of &VO timing is therefore a trade+ off between the works lost b" allowing the !ombusted gas to es!ape before it is full" e'panded, and the work re8uired raising the piston whilst the !"linder pressure is still above the e'haust ba!k+pressure* =ith a !onventional valve train, the valve lifts from its seat relativel" slowl" and provides a signifi!ant flow restri!tion for some time after it begins to lift and so valve lift tends to start some time before (D%* A t"pi!al &VO timing is in the region of :3+:: ;35 before (D% for a produ!tion engine* The ideal timing of &VO to optimi/e these effe!ts !hanges with engine speed and load as does the pressure of the gasses inside the !"linder* At part load !onditions, it is generall" benefi!ial if &VO moves !loser to (D% as the !"linder pressure is mu!h !loser to the e'haust ba!k pressure and takes less time to es!ape through the valve* %onversel", full load operation tends to result in an earlier &VO re8uirement be!ause of the time taken for the !"linder pressure to drop to the e'haust ba!k+pressure*&ffe!ts of %hanges to &'haust Valve %losing Timing + &V% The timing of &V% has a ver" signifi!ant affe!t on how mu!h of the &'haust gas is left in the !"linder at the start of the engine>s intake stroke* &V% is also one of the parameters defining the valve overlap, whi!h !an also have a !onsiderable affe!t on the !ontents of the !"linder at the start of the intake stroke 7or full load operation, it is desirable for the minimum possible 8uantit" of e'haust gas to be retained in the !"linder as this allows the ma'imum volume of fresh air ) fuel to enter during the $ntake stroke* This re8uires &V% to be at, or shortl" after TD%* $n engines where the e'haust s"stem is fairl" a!tive, the timing of &V% influen!es whether pressure waves in the e'haust are a!ting to draw gas out of the !"linder or push gas ba!k into the !"linder* The timing of an" pressure waves !hanges with engine speed and so a fi'ed &V% timing tends to be optimi/ed for one speed and !an be a liabilit" at others* 7or part load operation, it ma" be benefi!ial to retain some of the e'haust gasses, as this will tend to redu!e the abilit" for the !"linder to intake fresh air ) fuel* #etained e'haust gas thus redu!es the need for the throttle plate to restri!t the intake and results in lower pumping losses in the intake stroke* Moving &V% Timing further after TD%

in!reases the level of internal &1# with a !orresponding redu!tion in e'haust emissions* There is a limit to how mu!h &1# the !"linder !an tolerate before !ombustion be!omes unstable and this limit tends to be!ome lower as engine load and hen!e !harge densit" redu!es* The rate of !ombustion be!omes in!reasingl" slow as the &1# level in!reases, up to the point where the pro!ess is no longer stable* =hilst the ratio of fuel to o'"gen ma" remain !onstant, &1# redu!es the proportion of the !"linder !ontents as a whole that is made up of these two !onstituents* $t is this redu!tion in the ratio of !ombustible to inert !"linder !ontents whi!h !auses !ombustion instabilit"* T"pi!al &V% timings are in the range of :+4:5 after TD%* This timing largel" eliminates internal &1# so as not to detrimentall" affe!t full load performan!e Valve timing: $n a piston engine,the valve timing is the pre!ise timing of the opening and !losing of the valves* $n an internal !ombustion engine these are usuall" poppet values and in a steam engine the" are slide values or piston values %ompression ratio: The !ompression ratio of an internal !ombustion engine or e'ternal !ombustion engine is a value that represents the ratio of the volume of its !ombustion !hamber from its largest !apa!it" to its smallest !apa!it"* $t is a fundamental spe!ifi!ation for man" !ommon !ombustion engines* &ffe!t of !hanges to $ntake Valve %losing Timing 6 $V% The volumetri! effi!ien!" of an" engine is heavil" dependent on the timing of $V% at an" given speed* The amount of fresh !harge trapped in the !"linder is largel" di!tated b" $V% and this will signifi!antl" affe!t engine performan!e and e!onom"*

&ffe!ts of %hanges to &'haust Valve Opening Timing + &VO As the e'haust valve opens the pressure inside the !"linder resulting from !ombustion is allowed to es!ape into the e'haust s"stem* $n order to e'tra!t the ma'imum amount of work -hen!e effi!ien!", from the e'pansion of the gas in the !"linder, it would be desirable not to open the e'haust valve before the piston rea!hes (ottom Dead %entre -(D%,* <nfortunatel", it is also desirable for the pressure in the !"linder to drop to the lowest possible value, i*e* e'haust ba!k pressure, before the piston starts to rise* This minimises the work done b" the piston in e'pelling the produ!ts of !ombustion -often referred to as blow down pumping work, prior to the intake of a fresh !harge* These are two !onfli!ting re8uirements, the first re8uiring &VO to be after (D%, the se!ond re8uiring &VO to be before (D%* &ffe!ts of %hanges to &'haust Valve %losing Timing + &V% The timing of &V% has a ver" signifi!ant affe!t on how mu!h of the &'haust gas is left in the !"linder at the start of the engine>s intake stroke* &V% is also one of the parameters defining the valve overlap, whi!h !an also have a !onsiderable affe!t on the !ontents of the !"linder at the start of the intake stroke &ffe!t of !hanges to $ntake Valve Opening Timing 6 $VO The opening of the intake valve allows air0fuel mi'ture to enter the !"linder from the intake manifold* -$n the !ase of dire!t in.e!tion engines, onl" air enters the !"linder through the intake valve,* The timing of $VO is the se!ond parameter that defines the valve overlap and this is normall" the dominant fa!tor when !onsidering whi!h timing is appropriate for a given engine %al!ulation:

Angle between $VO ) TD% 4 S40# Angle between $V% ) (D% ? S?0# Angle between &VO ) (D% @ S@0# Angle between &V% ) TD% 4 S40#

9ro!edure: 4* $dentif" su!tion valve and e'haust valve engine ?* Mark the TD%-top dead !entre, and (D%-bottom dead !entre, @* %on!entrate onl" on su!tion and start !ranking the engine slowl" 4* Mark the position of the fl"wheel as $VO,the moment the ro!ker arm engages with the su!tion valve :* %ontinue !ranking the engine and mark the position of the fl"wheel as $V%,the moment the ro!ker arm disengages with the su!tion valve ;* Aow !on!entrate on the e'haust valve and mark &VO and &V% B* Take the periperal lenght measurement and !al!ulate the angles 4,?,@,4