Documente Academic
Documente Profesional
Documente Cultură
• ASTRACT
• INTODUCTION
• DISADVANTAGE OF USING CAM
• SOLENOID VAVLE
• TYPES OF SOLENOID VALVES
• SPECIFICATIONS OF SOLENOID
VALVE
• APPLICATIONS
• ADVANTAGES
• LATEST DEVELOPMENT IN
CAMLESS ENGINES
• RESULT & CONCLUSION
• REFRENCES
ASTRACT
Now a day’s automotive industry is severely suffering from descent market
instability. Latest achievements in designing engine modifications using
mechatronics; since past decade did not serve much comfort to automotive
habitation. The development of cam in automobiles has been the important part
of the engine, as it opens and closes the valve at required timing. The
conventional valve train consists of a rocker arm, cam and a tappet assembly.
For the maximum efficiency of the engine, overlapping of valve opening and
closing proved necessary. Studies have shown that the use of cam offers a
compromise between maximum power and fuel economy. This leads to the
concept of camless engines were both maximum efficiency and power can be
achieved simultaneously.
Cam less engines are the engines where cam is not used for operating the
valve. Cam less engines use solenoid valves instead of the conventional
camshaft, cams, gears, rocker arms combination. Solenoid valves are driven
electronically allowing completely freedom of valve control. Solenoid valves are
electro-mechanical devices that use a wire coil and a movable plunger, called a
solenoid, to control a particular valve. The solenoid controls the valve during
either the open or closed positions. Thus, these kinds of valves do not regulate
flow. They are used for the remote control of valves for directional control of
liquids. Solenoid valves have two main parts: the solenoid
and the valve. After the coil receives a current, the actuating magnetic field is
created. The magnetic field acts upon the plunger, resulting in the actuation of
the valve, either opening or closing it. There are two general types of solenoid
valves: direct-acting and pilot-operated. Direct-acting solenoid valves have a
plunger that is in direct contact with the primary opening in the body. This plunger
is used to open and close the orifice. The pilot-operated solenoid valve works
with a diaphragm rather than a plunger. This valve uses differential pressure to
control the flow of fluids. The air-venting valve is opened to allow the pressure to
equalize and permit the fluids to flow through.
Another type of cam less engine is developed at the University of the South
Carolina through the use of piezoelectric stacks, spool valves and a hydraulic
amplifier instead of solenoid. This combination results in a device capable of
nearly infinitely variable valve timing, altered valve displacement and controllable
valve velocity, the research on such a type of cam less engine is still going on.
Such type of engines is developed to overcome the limitations of the solenoid
operated valves.
INTRODUCTION
Automobile manufacturers have recognized the compromises associated
with engines that are governed by the rotation of a camshaft. This rotation, the
speed of which is proportional to the engine’s speed, determines the timing of the
engine valves. For this reason, automotive engineers must make a decision early
in the design process that dictates the performance of the automobile. The
engine will either have powerful performance or increased fuel economy, but with
the existing technology it is difficult to achieve both simultaneously.
In response to the needs of improved engines, some manufacturers have
designed mechanical devices to achieve some variable valve timing. These
devices are essentially camshafts with multiple cam lobes or engines with
multiple camshafts. For example, the Honda VTEC uses three lobes, low, mid,
and high to create a broader power band. This does represent an increased level
of sophistication, but still limits the engine timing to a few discrete changes.
The concept of variable valve timing has existed for some time.
Unfortunately, the ability to achieve truly variable valve timing has eluded
automotive manufacturers. Most variable timing mechanisms were created as
tools for the automotive engineer. Their use was limited to the laboratory as a
means of testing multiple, “virtual” cam profiles. These early cam less engines
allowed for the designers to choose the best cams for the engine under scrutiny,
but were less than energy efficient. Furthermore, they were laboratory machines
and were not capable of being mass produced or utilized in an automobile.
There have been a few attempts at developing production models of cam
less engines, most notably by Ford, but the use of solenoids has impeded their
implementation.
A cam is a projecting part of a rotating wheel or shaft that strikes a lever at
one or more points on its circular path. The cam can be a simple tooth, as is
used to deliver pulses of power to a steam hammer most piston engines today
employ a camshaft to operate poppet valves. This consists of a cylindrical rod
running the length of the cylinder bank with a number of oblong ''lobes'' or ''cams''
protruding from it, one for each valve. The cams force the valves open by
pressing on the valve, or on some intermediate mechanism, as they rotate.
In a Two-way valve, these valves are shut-off valves with one inlet port and one
outlet port (Fig. 1). In the de-energized condition, the core spring, assisted by the
fluid pressure, holds the valve seal on the valve seat to shut off the flow. When
energized, the core and seal are pulled into the solenoid coil and the valve
opens. The electro-magnetic force is greater than the combined spring force and
the static and dynamic pressure forces of the medium.
A- Input side B-
Diaphragm C- Pressure chamber D- Pressure
relief conduit E- Solenoid F-Output side
The diagram shows the design of a basic valve. If we look at the left figure we
can see the valve in its closed state. The water under pressure enters at A. B is
an elastic diaphragm and above it is a weak spring pushing it down. The function
of this spring is irrelevant for now as the valve would stay closed even without it.
The diaphragm has a pinhole through its center which allows a very small
amount of water to flow through it. This water fills the cavity C on the other side
of the diaphragm so that pressure is equal on both sides of the diaphragm. While
the pressure is the same on both sides of the diaphragm, the force is greater on
the upper side which forces the valve shut against the incoming pressure. By
looking at the figure we can see the surface being acted upon is greater on the
upper side which results in greater force. On the upper side the pressure is
acting on the entire surface of the diaphragm while on the lower side it is only
acting on the incoming pipe. This result in the valve being securely shut to any
flow and, the greater the input pressure, the greater the shutting force will be.
Now let us turn our attention to the small conduit D. Until now it was blocked by a
pin which is the armature of the solenoid E and which is pushed down by a
spring. If we now activate the solenoid, the water in chamber C will flow through
this conduit D to the output side of the valve. The pressure in chamber C will
drop and the incoming pressure will lift the diaphragm thus opening the main
valve. Water now flows directly from A to F.
When the solenoid is again deactivated and the conduit D is closed again, the
spring needs very little force to push the diaphragm down again and the main
valve closes. From this explanation it can be seen that this type of valve relies on
a differential of pressure between input and output as the pressure at the input
must always be greater than the pressure at the output for it to work. Should the
pressure at the output, for any reason, rise above that of the input then the valve
would open regardless of the state of the solenoid and pilot valve.
SPECIFICATION OF SOLENOID
VALVE
• Pressure Range - Solenoid valves will work reliably within the pressure
ranges. When a 3-way valve is used for a function other than that which it
was supplied, the permissible pressure range is altered. DC voltage
valves operate at a lower maximum pressure than AC counterparts.
Pressure range max. 0-18 bar for 2mm orifice
• Flow Rates - The flow rate through a valve is basically determined by the
nature of the design and flow path through the valve. The size of the valve
required for a particular application is generally established by the Cv flow
factor. The Cv Flow Coefficient is defined as "the number of gallons per
minute of water which will pass through a given flow restriction with a
pressure drop of 1 PSI".
APPLICATIONS
Solenoid valves are used in cars like BMW and Fiat and also in The 2007
W204 Mercedes Benz.
Solenoid valves are used in many industrial processes from controlling the
flow of rocket fuel to controlling the flow of milk
ADVANTAGES
no leakage in valves are formed as many seats and seals are used in
between valves fitting
This paper gives the detailed description of cam less engine using
solenoid valve. As the drawbacks obtained from cam engine is cleared by cam
less engine using solenoid valve. Solenoid valve helps in closing and opening of
valves with the help of magnetic field created by solenoids. As it can withstand a
high pressure of about 40 bar and a temperature of –50° to +115°C hence it is
used in industrial process, vehicles, in the actuation of IC engine valves. Now a
days these solenoid valves are used in cars like 2007 W204 Mercedes Benz and
BMW cars, as there is a fast response time of the valves of about 20 to 80
milliseconds. Compared to diaphragm-type solenoid valves, plunger-type
solenoid valves have a good response time therefore these valves are commonly
used. Further these valves can be used in making the automatic triggering from
remote locations by different voltages, making them useful in rough or hazardous
locations.
REFERENCES
• www.google.com
• www.zycon.com
CAMLESS ENGINES
Submitted by:
MALLINATH.R.SHETTY
USN: 2BL05AU009