Sunteți pe pagina 1din 19

Content

• 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.

Disadvantages of using cam


1. There is sliding friction between the surface of the cam and the cam
follower which rides upon it
2. In addition to mechanical friction, force is required to overcome the valve
springs used to close the engine's valves. This force is usually very
minimal though since the compressed spring will return most of the force
to compress it back to the valve train when it decompresses.
Nevertheless, these losses may reduce overall efficiency
3. Another problem seen with camshaft/spring operation is the valve train
weight and the RPM limits inherent on this setup.
CAM less is a engine where cams is not used and are operated by electricity,
hydraulic, pneumatic and so on. The earliest proposed system was on the Tucker
Torpedo in 1947, which was planned use oil pressure to open the valves.
However, the engine didn't reach production due to legal problems.
Solenoid valve

A solenoid is an electromechanical device; solenoid is simply a specially


designed electromagnet. A solenoid usually consists of a coil and a movable iron
core called the armature. When current flows through a wire, a magnetic field is
set up around the wire. If we make a coil of many turns of wire, this magnetic
field becomes many times stronger, flowing around the coil. When the coil of the
solenoid is energized with current, the core moves to increase the flux linkage by
closing the air gap between the cores. The movable core is usually spring-loaded
to allow the core to retract when the current is switched off. The force generated
is approximately proportional to the square of the current and inversely
proportional to the square of the length of the air gap.
A solenoid is a 3-dimensional coil in physics; the term solenoid refers
to a loop of wire, often wrapped around a metallic core, which produces a
magnetic field when an electric current is passed through it. Solenoids are
important because they can create controlled magnetic fields and can be used as
electromagnets. The term solenoid refers specifically to a magnet designed to
produce a uniform magnetic field in a volume of space.
Solenoid valves are devices that use a solenoid to control valve
actuation. Actuation methods include electric, electro-hydraulic, electro
pneumatic, and pneumatic. Unpowered states include normally open and
normally closed. Solenoid valves are control units which, when electrically
energized or de-energized, either shut off or allow fluid flow. The actuator takes
the form of an electromagnet. When energized, a magnetic field builds up which
pulls a plunger or pivoted armature against the action of a spring. When de-
energized, the plunger or pivoted armature is returned to its original position by
the spring action.
The standard components of solenoid valves are: Valve body, seal, O-
rings, armature guide tube, plunger, spring, stopper, flange, coil, flat seal, cable
plug and locknut.

TYPES OF SOLENOID VALVES


There are 2 types of solenoid valves, acted pneumatically as well as hydraulic:
 Plunger-type solenoid valve

 diaphragm-type solenoid valve


PLUNGER-TYPE SOLENOID VALVE:-

Here in plunger-type solenoid valve, plunger is directly used to


shut-off the valves with the action of the solenoid which is connected to the
plunger or the core. Depending on the design, number of valves can be used but
the function is similar.

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.

Direct-acting 3/2-way plunger-type solenoid valves have three ports


and two valve seats. Alternately, one valve seat is always open or closed. The
circuit function of the valve depends on how the ports are assigned. In circuit
function, port P (see Figure) is connected to the supply which ducts pressurized
fluid; port A forms the outlet and port R is the return or venting port. In the de-
energized state, a conical spring forces the core (plunger) onto the valve seat 1
and blocks off supply P. Outlet A is connected to return R. After energization, the
core is pulled into the solenoid coil, whereby valve seat 2 is sealed off via the
spring mounted valve seal 2. The return R is thus shut-off. As the plunger moves
upwards, valve seat 1 is also opened and the fluid can flow from P to A. In circuit
function, the return R is normally shut-off.

DIAPHRAGM-TYPE SOLENOID VALVE


Here in diaphragm-type solenoid valve diaphragm valves are used to
shut-off or on the valves where as plunger helps in relieving the pressure. This
valve uses differential pressure to control the flow of fluids. A spring may be used
to hold the valve opened or closed while the valve is not activated.

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

• Coil - All solenoid valves contain a completely nylon encapsulated


magnetic circuit. For the DIN spaded version, each connector tab is silver
plated to assure excellent conductivity. Each coil is fastened to the plunger
guide tube by means of a hold down nut for ease of change over without
interrupting the pneumatic circuit.

• Valve Bodies - Standard valve body material is aluminum. Other


materials such as brass, 316 stainless steel, bronze, DuPont Zytel
material which is approved for potable water applications, glass filled
nylon, E-nickel plated brass, bronze and glass filled nylon.

• Temperature Considerations - solenoid valves are manufactured to


operate with fluids at a maximum of 90C (194F) max., and an ambient
temperature range of -10C to +50C. (+14F to +122F). Other temperature
limits can be supplied upon request for special applications. -10 to +90 °C
(FKM type seal material),-30 to +90 °C (EPDM type seal material).

• Response Times - With Direct-Acting solenoid valves, the response time


is measured from the moment of electrical energizing to the point when a
figure of 90% of the pressure rating is attained at the valve outlet. Most
solenoid valves have a response time range from 20 to 80 milliseconds.

• 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".

• Voltages:- Operating voltages 110, 230 V/50 Hz

APPLICATIONS

 Solenoid valve for electronically controlled freight train brake system

 Car wash equipments, Laundry equipment, coolant flow in vehicles

 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

 Industrial liquid or air controls, paintball markers, Paper and pulp


processing
 Foundry equipment for high flow air, water or other liquids for cooling and
processing ,Utility facilities - for controlling the flow of liquids, gases, etc
 Machine tool coolant flow regulation, Mining and construction equipment
 Cooling or refrigeration heat exchanger controls
 Test equipment requiring a fast acting or high pressure, bubble tight valve
- includes air, vacuum, liquids, etc.

ADVANTAGES

 Power savings, low-wattage encapsulated coil


 no wear in valves if diaphragm solenoid valve is used

 less sliding friction as compared to cam valves works at all temperatures


from –60°F to +240°F (–50° to +115°C)

 it can be operated at very high pressure of 40 bar

 no leakage in valves are formed as many seats and seals are used in
between valves fitting

 one solenoid is enough for working the valves in many ways


LATEST DEVELOPMENT IN CAMLESS
ENGINES

The development of the camless engine at the University of South


Carolina overcomes these limitations through the use of piezoelectric stacks, a
spool valve, and a hydraulic amplifier instead of solenoids. This combination
results in a device capable of nearly infinitely variable valve timing, altered valve
displacement, and controllable valve velocity.

Engine valve actuation is achieved through the following procedure.


An electric impulse from the control hardware will cause the piezoelectric
stack to expand. This linear expansion will be transferred into movement of a
hydraulic spool valve. The slight movement of the spool valve will divert
hydraulic fluid and pressure to one side of a hydraulic amplifier. The sudden
increase of pressure in the hydraulic amplifier will be transmitted into linear
motion by means of a piston. The movement of the piston acts as the actuator
and is directly attached to an engine valve.

RESULT AND CONCLUSION

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.wikipedia the free encyclopedia.com

• www.zycon.com

• www.patent storm .com

BLDEA’s V.P. Dr.P.G.H. College of Engg. &


Tech. Bijapur
A SEMINAR REPORT ON

CAMLESS ENGINES

Submitted by:

MALLINATH.R.SHETTY

USN: 2BL05AU009

Email ID: mallush.009@gmail.com

Department of Automobile Engineering

S-ar putea să vă placă și