A R DIGITECH

International Journal Of Engineering, Education And Technology (ARDIJEET)

www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/04/2013
DEVELOPMENT OF A CAMLESS ENGINE
SHRIPAD CHOPADE*1, PUSHPENDRA KUMAR SHARMA*2, MAHENDRA DAWANDE*3
*1 (shripad shashikant chopade, scholar student of Mechanical Department, Nri-ist Bhopal, India)
*2 (Dr. pushpendra kumar sharma, Head & Guide of Mechanical Department, Nri-ist Bhopal, India)
*3 (Prof. Mahendra Dawande, lecturer & Co-Guide of Mechanical Department, Nri-ist Bhopal, India)
[email protected]*1, [email protected]*2, [email protected]*3

Abstract : The cam has been an integral part of let exhaust gases escape after combustion. Rotating
the IC engine from its invention. The cam controls steel camshafts with precision-machined egg-
the “breathing channels” of the IC engines, that is, shaped lobes, or cams, are the hard-tooled “brains”
the valves through which the fuel air mixture (in SI of the system. They push open the valves at the
engines) or air (in CI engines) is supplied and proper time and guide their closure, typically
exhaust driven out. Besieged by demands for better through an arrangement of pushrods, rocker arms,
fuel economy, more power, and less pollution, and other hardware. Stiff springs return the valves
motor engineers around the world are pursuing a to their closed position. In an overhead-camshaft
radical “camless” design that promises to deliver engine, a chain or belt driven by the crankshaft
the internal – combustion engine’s biggest turns one or two camshafts located atop the
efficiency improvement in years. The aim of all this cylinder head. A single overhead camshaft (SOHC)
effort is liberation from a constraint that has design uses one camshaft to move rockers that
handcuffed performance since the birth of the open both inlet and exhaust valves. The double
internal-combustion engine more than a century overhead camshaft (DOHC), or twin-cam, setup
ago. does away with the rockers and devotes one

Keywords : Camshaft, Crankshaft, Cylinder head, camshaft to the inlet valves and the other to the
exhaust valves.
High pressure pump, Hydraulic Pendulum,
Solenoid valve, unequal lift modifier. WORKING OF PUSH ROD ENGINE

INTRODUCTION : Pushrod engines have been installed in

Camless engine technology is soon to be a reality cars since the dawn of the horseless carriage. A
for commercial vehicles. In the camless valve train, pushrod is exactly what its name implies. It is a rod
the valve motion is controlled directly by a valve that goes from the camshaft to the top of the
actuator – there’s no camshaft or connecting cylinder head which push open the valves for the
mechanisms .Precise electro hydraulic camless passage of fuel air mixture and exhaust gases. Each
valve train controls the valve operations, opening, cylinder of a pushrod engine has one arm (rocker
closing etc. The seminar looks at the working of arm) that operates the valves to bring the fuel air
the electro hydraulic camless engine, its general mixture and another arm to control the valve that
features and benefits over conventional engines. lets exhaust gas escape after the engine fires. There
The engines powering today’s vehicles, whether are several valve train arrangements for a pushrod.
they burn gasoline or diesel fuel, rely on a system
of valves to admit fuel and air to the cylinders and

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

When the crank shaft turn the cam shaft the cam
CRANKSHAFT
Crankshaft is the engine component from which the lobs come up under the valve lifter and cause the

power is taken. It receives the power from the lifter to move upwards. The upward push is carried

connecting rods in the designated sequence for by the pushrods through the rocker arm. The rocker

onward transmission to the clutch and subsequently arm is pushed by the pushrod, the other end moves

to the wheels. The crankshaft assembly includes down. This pushes down on the valve stem and

the crankshaft and bearings, the flywheel, vibration cause it to move down thus opening the port.

damper, sprocket or gear to drive camshaft and oil

seals at the front and rear.

I. CAMSHAFT
The camshaft provides a means of
actuating the opening and controlling the period
before closing, both for the inlet as well as the
exhaust valves, it also provides a drive for the
ignition distributor and the mechanical fuel pump. FIG 2.

The camshaft consists of a number of cams at When the cam lobe moves out from under the valve
suitable angular positions for operating the valves lifter, the valve spring pulls the valve back upon its
at approximate timings relative to the piston seat. At the same time stem pushes up on the rocker
movement and in the sequence according to the arm, forcing it to rock back. This pushes the push
selected firing order. There are two lobes on the rods and the valve lifter down, thus closing the
camshaft for each cylinder of the engine; one to valve. The figure 1, 2 shows cam-valve
operate the intake valve and the other to operate the arrangement in conventional engines.
exhaust valve.

WORKING SINGLE CAM AND VALVE

CONVENTIONAL VALVE TRAIN
MECHANISM

Since the timing of the engine is

dependent on the shape of the cam lobes and the
rotational velocity of the camshaft, engineers must
make decisions early in the automobile
development process that affect the engine’s
performance. The resulting design represents a
compromise between fuel efficiency and engine
power. Since maximum efficiency and maximum
FIG 1. power require unique timing characteristics, the

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

Cam design must compromise between the two

algorithm. The microprocessor issues signals to the
extremes.
solid-state circuitry based on this algorithm, which
This compromise is a prime consideration when
in turn controls the actuator, to function according
consumers purchase automobiles. Some
to the requirements.
individuals value power and lean toward the
purchase of a high performance sports car or CAMLESS VALVE TRAIN
towing capable trucks, while others value fuel
In the past, electro hydraulic camless
economy and vehicles that will provide more miles
systems were created primarily as research tools
per gallon.
permitting quick simulation of a wide variety of
Recognizing this compromise, automobile
cam profiles. For example, systems with precise
manufacturers have been attempting to provide
modulation of a hydraulic actuator position in order
vehicles capable of cylinder deactivation, variable
to obtain a desired engine valve lift versus time
valve timing (VVT), or variable camshaft timing
characteristic, thus simulating the output of
(VCT). These new designs are mostly mechanical
different camshafts. In such systems the issue of
in nature. Although they do provide an increased
energy consumption is often unimportant. The
level of sophistication, most are still limited to
system described here has been conceived for use
discrete valve timing changes over a limited range.
in production engines. It was, therefore, very
AN OVERVIEW OF CAMLESS ENGINE important to minimize the hydraulic energy
To eliminate the cam, camshaft and other consumption.
connected mechanisms, the Camless engine makes
HYDRAULIC PENDULUM
use of three vital components – the sensors, the
electronic control unit and the actuator The Electro hydraulic Camless Valve
train, (ECV) provides continuously variable control
ELECTRONIC of engine valve timing, lift, and velocity. It uses
CONTROL ACTUATOR
SENSOR
UNIT neither cams nor springs. It exploits the elastic
properties of a compressed hydraulic fluid, which,
acting as a liquid spring, accelerates and
FIG 3. COMPONENTS. decelerates each engine valve during its opening
Mainly five sensors are used in and closing motions. This is the principle of the
connection with the valve operation. One for hydraulic pendulum. Like a mechanical pendulum,"
sensing the speed of the engine, one for sensing the the hydraulic pendulum involves conversion of
load on the engine, exhaust gas sensor, valve potential energy into kinetic energy and, then, back
position sensor and current sensor. The sensors will into potential energy with minimal energy loss".
send signals to the electronic control unit. During acceleration, potential energy of the fluid is
converted into kinetic energy of the valve. During
The electronic control unit consists of a
deceleration, the energy of the valve motion is
microprocessor, which is provided with a software
returned to the fluid. This takes place both during

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

valve opening and closing. Recuperation of kinetic accelerates the engine valve downward. When the
energy is the key to the low energy consumption of solenoid valve closes, pressure above the piston
this system. drops, and the piston decelerates pushing the fluid
from the lower volume back into the high-pressure
Figure 4. illustrates the hydraulic pendulum
reservoir. Low-pressure fluid flowing through the
concept.
low-pressure check valve fills the volume above
the piston during deceleration. When the downward
motion of the valve stops, the check valve closes,
and the engine valve remains locked in open
position. The process of the valve closing is
similar, in principle, to that of the valve opening.
The low-pressure solenoid valve opens, the
pressure above the piston drops to the level in the
low pressure reservoir, and the net pressure force
acting on the piston accelerates the engine valve
upward. Then the solenoid valve closes, pressure
above the piston rises, and the piston decelerates
FIG 4. HYDRAULIC PENDULUM. pushing the fluid from the volume above it through
the high-pressure check valve back into the high-
The system incorporates high and low-
pressure reservoir. The hydraulic pendulum is a
pressure reservoirs. A small double-acting piston is
spring less system. Figure 5. shows idealized
fixed to the top of the engine valve that rides in a
graphs of acceleration, velocity and valve lift
sleeve. The volume above the piston can be
versus time for the hydraulic pendulum system.
connected either to a high- or a low-pressure
Thanks to the absence of springs, the valve moves
source. The volume below the piston is constantly
with constant acceleration and deceleration. This
connected to the high-pressure source. The pressure
permits to perform the required valve motion with
area above the piston is significantly larger than the
much smaller net driving force, than in systems
pressure area below the piston. The engine valve
which use springs. The advantage is further
opening is controlled by a high-pressure solenoid
amplified by the fact that in the spring less system
valve that is open during the engine valve
the engine valve is the only moving mechanical
acceleration and closed during deceleration.
mass. To minimize the constant driving force in the
Opening and closing of a low-pressure solenoid
hydraulic pendulum the opening and closing
valve controls the valve closing. The system also
accelerations and decelerations must be equal
includes high and low-pressure check valves.
(symmetric pendulum).
During the valve opening, the high-
pressure solenoid valve is open, and the net
pressure force pushing on the double-acting piston

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

the operation of a pair of intake or a pair of exhaust

valves. Solenoids and check valves are connected
to a common control chamber serving both valves
Figure 6. In a four-cylinder engine there are a total
of eight control chambers connected to eight pairs
of valves. For each pair, the volumes below the
hydraulic pistons are connected to the high pressure
reservoir via a device called the lift modifier. In a
FIG 5. DYNAMIC CHARACTERISTICS neutral position the modifier does not affect the
OF PENDULUM. motion of the valves, and activation of the solenoid

VALVE MOTION CONTROL valves moves both engine valves in unison. To

enhance the ability to vary the intake air motion in
Varying the activation timing of both
the engine cylinder, it is often desirable to have
solenoids varies the timing of the engine valve
unequal lift of the two intake valves, or even to
opening and closing. Also vanes the valve event
keep one of the two valves closed while the other
duration. Valve lift can be controlled by varying
opens. In some cases it may also be used for paired
the duration of the solenoid voltage pulse.
exhaust valves. The lift modifier is then used to
Changing the high pressure permits control of the
restrict the opening of one the paired valves. The
valve acceleration, velocity, and travel time. The
modifier is a Rotating rod with its axis of rotation
valve can be deactivated during engine operation
perpendicular to the plane of the drawing. The rod
by simply deactivating the pair of solenoids which
is installed in the cylinder head between the two
control it. Deactivation can last any number of
intake valves. A cutout in the rod forms a
cycles and be as short, as one cycle.
communication chamber connected to the volumes
Increasing the number of valves in each cylinder below the hydraulic pistons of both intake valves.
does not require a corresponding increase in the
number of solenoid valves. The same pair of
solenoid valves, which controls a single valve, can
also control several valves running in-parallel.
Thus, in a four-valve engine a pair of solenoid
valves operates two synchronously running intake
valves, and another pair runs the two exhaust
valves.

UNEQUAL LIFT MODIFIER

In a four-valve engine an actuator set consisting of

two solenoid valves and two check valves controls
FIG 6. PAIRED VALVE WITH
UNEQUAL LIFT CONTROL.

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

The communication chamber is always connected

to the high pressure reservoir. In the case A the
modifier is in the neutral position, and both valves
operate in unison. In the case B the modifier rod is
shown turned 90 degrees clockwise. The exit of oil
from the volume below the hydraulic piston in the
valve No. 1 is blocked and the valve cannot move
in the direction of opening. However, the entry of
oil into the volume below the hydraulic piston is
permitted by a one-way valve installed in the
modifier rod. This guarantees that, whenever
deactivation takes place, the valve No. 1 will close FIG 7. UNEQUAL LIFT CONTROL.
and remain closed, while the valve No.2 continues
DESIGN APPROACH FOR CAMLESS
its normal operation. If the modifier rod is turned
ENGINE
90 degrees counter-clockwise (from the position
shown in the case A), the valve No.2 is deactivated, The camless engine was created on the

while the valve No. 1 would continue normal basis of an existing four-cylinder, four-valve

operation. In the case C the lift of one of the valves engine. The original cylinder head with all the

is reduced relative to the second one. The rod is valves, springs, camshafts, etc. was replaced by a

turned a smaller angle so that the exit of oil from new cylinder head assembly fully integrated with

the valve No. 1 into the communication chamber is the camless valve train. The camshaft drive was

not completely blocked, but the flow is eliminated, and a belt-driven hydraulic pump was

significantly throttled. As a result, the motion of added. There was no need for lubrication, and the

the valve No. 1 is slowed down and its lift is less access for engine oil from the engine block to the

than that of the valve No.2. Varying the angular cylinder head was closed off. No other changes to

position of the modifier rod 26 varies the degree of the engine have been made.

oil throttling, thus varying the lift of the valve No1.

CYLINDER HEAD

Two cross sections of the cylinder head are shown

in Figure 8. The aluminum casting is within the
original confines and contains all hydraulic
passages connecting the system components. The
high- and low-pressure hydraulic reservoirs are
integrated into the casting. The reservoirs and the
passages occupy the upper levels of the cylinder
head and are part of the hydraulic system. The
hydraulic fluid is completely separated from the

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

engine oil system. A finite element analysis was VALVE OPENING AND CLOSING

used to assure the cylinder head integrity for fluid

pressures of up to 9 MPa. The lower level of the
head contains the engine coolant.

A more detailed step-by-step illustration of the

valve opening and closing process is given in
Figure 9. It is a six-step diagram, and in each step
an analogy to a mechanical pendulum is shown.

FIG 8. CROSS SECTIONS OF In Step 2 the opening solenoid valve closes and the
CYLINDER HEAD. pressure above the piston drops, but the engine
valve continues its downward movement due to its
The engine valves, the check valves and
momentum. The low-pressure check valve opens
the modifiers are completely buried in the body of
and the volume above the piston is filled with the
the head. The solenoid valves are installed on the
low-pressure fluid. The downward motion of the
top of the cylinder head and are kept in their proper
piston pumps the high-pressure fluid from the
locations by a cylinder head cover. Hydraulic and
volume below the piston back into the high-
electric connections leading to the hydraulic pump
pressure rail. This recovers some of the energy that
and the electronic controller, respectively, are at the
was previously spent to accelerate the valve. The
back end of the cylinder head. The height of the
ratio of the high and low-pressures is selected so,
head assembly is approximately 50 mm lower than
that the net pressure force is directed upward and
the height of the base engine head.
the valve decelerates until it exhausts its kinetic
energy and its motion stops. At this point, the
opening check valve closes, and the fluid above the
piston is trapped. This prevents the return motion

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

of the piston, and the engine valve remains fixed in millimeter before it reaches the valve seat and then,
its open position trapped by hydraulic pressures on briefly open the closing solenoid valve again. This
both sides of the piston. This situation is illustrated again connects the upper volume with the however,
in Step 3, which is the open dwell position. The is difficult to accomplish. A more practical solution
engine valve remains in the open dwell position as is to bring the valve to a complete stop a fraction of
long as necessary. Step 4 illustrates the beginning a millimeter before it reaches the valve seat and
of the valve closing. The closing (low-pressure) then, briefly open the closing solenoid valve again.
solenoid valve opens and connects the volume This again connects the upper volume with the
above the piston with the low-pressure rail. The net low-pressure reservoir, and the high pressure in the
pressure force is directed upward and the engine lower volume brings the valve to its fully closed
valve accelerates in the direction of closing, position. Step 6 illustrates the valve seating. After
pumping the fluid from the upper volume back into that, the closing solenoid valve is deactivated
the low-pressure reservoir. The other solenoid again. For the rest of the cycle both solenoid valves
valve and both check valves remain closed during and both check valves are closed, the pressure
acceleration. In Step 5 the closing solenoid valve above the valve piston is equal to the pressure in
closes and the upper volume is disconnected from the low-pressure reservoir, and the high pressure
the low-pressure rail, but the engine valve below the piston keeps the engine valve firmly
continues its upward motion due to its momentum. closed.
Rising pressure in the upper volume opens the
COMPONENTS OF CAMLESS ENGINE
high-pressure check valve that connects this
volume with the high-pressure reservoir. The Main components of a camless engine are-
upward motion of the valve piston pumps the fluid Engine valve, solenoid valve, high pressure pump,
from the volume above the piston into the high- low pressure pump, cool down accumulator, etc.
pressure reservoir, while the increasing volume
ENGINE VALVE
below the piston is filled with fluid from the same
reservoir. Since the change of volume below the A cross section of the engine valve assembly is
piston is only a fraction of that above the piston, shown in Figure 10. The valve piston is attached to
the net flow of the fluid is into the high-pressure the top of the valve, and both the valve and the
reservoir. Again, as it was the case during the valve piston can slide inside a sleeve. The sleeve
opening, energy recovery takes place. Thus, in this openings above and below the valve piston allow
system the energy recovery takes place twice each the hydraulic fluid to enter and exit. A seal in the
valve event. When the valve exhausts its kinetic lower part of the sleeve prevents leakage of fluid
energy, its motion stops, and the check valve into the intake or exhaust port. A leak-off (not
closes. Ideally, this should always coincide with the shown) unloads the seal from excessive pressure,
valve seating on its seat. This, however, is difficult which otherwise increases friction. There is a tight
to accomplish. A more practical solution is to bring hydraulic clearance between the valve and the
the valve to a complete stop a fraction of a sleeve. However, the clearance between the sleeve

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

and the cylinder head is relatively large, which during its movement. Only a slight unbalance
improves the centering of the valve in its seat exists in the fully-open and the fully-closed
Circulation of hydraulic fluid through the chambers positions. A strong spring is needed to obtain quick
above and below the valve piston cools and closing time and low leakage between activations.
lubricates the valve. All the forces acting on the The hydraulic energy loss is the greatest during the
valve are directed along its axis. Absence of side closing of either the high- or the low-pressure
forces reduces stresses, friction and wear. solenoid, because it occurs during the highest
piston velocity. Thus, the faster the solenoid
closure, the better the energy recovery. The valve
lift and the seat diameter are selected to minimize
the hydraulic loss with a large volume of fluid
delivered during each opening. Both high-pressure
and low-pressure solenoid valves are of the same
design.

LIFT MODIFIER The design of the lift modifier

permits a simultaneous hydraulic control of a group
of modifiers with a single pulse-width modulated
solenoid-valve that adjusts the pressure in a control
gallery.

HYDRAULIC SYSTEM
FIG 10. ENGINE VALVE.
A diagram of the hydraulic system is
SOLENOID VALVE
shown in Figure 12.
Figure 11 shows a cross section of the solenoid
valve.

FIG 11. SOLENOID VALVE. FIG 12. HYDRAULIC SYSTEM.

The solenoid has conically shaped magnetic poles. An engine-driven variable-displacement pump

This reduces the air gap at a given stroke. The automatically adjusts its output to maintain the

normally-closed valve is hydraulically balanced required pressure. The high-pressure and the low-

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 A R DIGITECH
International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

pressure reservoirs are connected to all of the system. Varying the duration of the solenoid
corresponding locations serving the high- and the voltage pulse varies the quantity of the high
low-pressure solenoids and the check valves. pressure fluid delivered by the pump during each
revolution.
HIGH PRESSURE PUMP
LOW PRESSURE PUMP A small electrically
driven pump picks up oil from the sump and
delivers it to the inlet of the main pump. Only a
small quantity of oil is required to compensate for
the leakage through the leak-off passage, and to
assure an adequate inlet pressure for the main
pump. Any excess oil pumped by the small pump
returns to the sump through a low-pressure
regulator. A check valve 1 assures that the inlet to
the main pump is not subjected to pressure
FIG 13. HIGH PRESSURE PUMP
fluctuations that occur in the low-pressure
The quantity of fluid delivered by the high pressure reservoir.
pump with the actual needs of the system at various
COOL DOWN ACCUMULATER The
engine speeds and loads is critical to assuring low
system also includes a cool-down accumulator that,
energy consumption. To conserve the mechanical
during normal operation, is fully charged with oil
power needed to drive the pump, its hydraulic
under the same pressure as in the inlet to the main
output should closely match the needs. A variable
pump. When the engine stops running, the oil in
displacement, high efficiency, axial plunger-type
both the high- and the low-pressure branches cools
pump was initially selected for that reason. Taking
off and shrinks. As the system pressure drops, the
into account the prohibitively high cost of such
accumulator discharges oil into the system, thus
pump for automotive applications, a low-cost
compensating for the shrinkage and preventing
variable capacity pump was conceived. A cross
formation of pockets of oil vapor. The high-
section of the pump is shown in Figure 13.
pressure branch is fed from the accumulator
The pump has a single eccentric-driven plunger and
through a check valve 2 that is installed in-parallel
a single normally-open solenoid valve. During each
to the main pump. The low-pressure branch is fed
down stroke of the plunger the solenoid valve is
through an orifice that is installed in-parallel to the
open, and the plunger barrel is filled with hydraulic
check valve 1. The orifice is small enough to
fluid from the low pressure branch of the system.
prevent pressure wave propagation through it
During the upstroke of the plunger, the fluid is
during each engine cycle, but sufficient to permit
pushed back into the low pressure branch, as long
slow flow of oil from the accumulator to the
as the solenoid valve remains open. Closing the
reservoir. In some applications, the orifice can be
solenoid valve causes the plunger to pump the fluid
through a check valve into the high pressure branch Incorporated directly in the check valve. After the

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International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

oil in the system has cooled off, the accumulator low pressure differential. The ratio of high pressure
maintains the system at above atmospheric pressure to low pressure must be sufficiently higher than the
by continuously replenishing the oil that slowly ratios of the pressure areas above and below the
leaks out through the leak-off passage. When the valve piston to assure reliable engine valve closure.
engine is restarted, the accumulator is recharged
CONCLUSION
again. If the engine is not restarted for a very long
1. An electro hydraulic camless valve train was
time, as it is the case when a vehicle is left in a
developed for a camless engine. Initial
long-term parking, the accumulator will eventually
development confirmed its functional ability to
become fully discharged. In that case, the pressure
control the valve timing, lift, velocity, and
in the accumulator drops to an unacceptable level,
event duration, as well as to perform
and a pressure sensor, that monitors the
selectively variable deactivation in a four-
accumulator pressure, sends a signal to the engine
valve multicylinder engine.
control system which reactivates the electric pump
for a short period of time to recharge the 2. The system employs the hydraulic pendulum
accumulator. This process can be repeated many principle, which contributes to low hydraulic
times, thus maintaining the system under a low energy consumption.
level of pressure until the engine is restarted. After
the engine restarts it takes less than one revolution 3. The electro hydraulic valve train is integral with

of the main pump to restore the high pressure. the cylinder head, which lowers the head

Operating the hydraulic system in a closed loop height and improves the engine packaging.

contributes to low energy consumption. The

4. Review of the benefits expected from a camless
amount of hydraulic power consumed by the
engine points to substantial improvements in
system is determined by the flow of fluid from the
performance, fuel economy, and emissions
high- to the low-pressure reservoir times the
over and above what is achievable in engines
pressure differential between the outlet from and
with camshaft-based valve trains.
the inlet to the high pressure pump. A small loss is
also associated with leakage. There are good 5. The development of a camless engine with an
reasons to use high hydraulic pressure in the electro hydraulic valve train described in this
system, one of them being the need to maintain a report is only a first step towards a complete
high value of the bulk modulus of the oil. In a engine optimization. Further research and
closed-loop system the pressure in the low-pressure development are needed to take full advantage
reservoir can also be quite high, although lower of this system exceptional flexibility.
than in the high-pressure reservoir (thus the
ACKNOWLEDGMENT
pressure in the low-pressure rail is low only in
relative terms). Hence, the system can operate with The author wishes to acknowledge the Project
very high hydraulic pressure, and yet the energy Guide Dr. Pushpendra Kumar Sharma, Head of
consumption remains modest due to a relatively

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International Journal Of Engineering, Education And Technology (ARDIJEET)
www.ardigitech.in,ISSN 2320-883X, VOLUME 1 ISSUE 2, 01/03/2013

Department Nri-ist Bhopal, India, for their [4] J-C. Lee, C-W. Lee and J. Nitkiewitz, “The
Application of a Lost Motion VVT System to a
continual guidance. DOHC SI Engine”, SAE paper 950816.

REFERENCES: [5] John B. Heywood, “Internal combustion engine

fundamentals.”

[1] Michael M.Schechter and Michael B.Levin [6] William H. Crouse. “Automotive mechanics.”
“Camless Engine” SAE paper 960581.
[7] John Steven Brader, a Thesis on Development
[2] P. Kreuter, P. Heuser, and M. Schebitz, of a Piezoelectric Controlled Hydraulic Actuator
"Strategies to Improve SI-Engine Performance by for a Camless Engine.
Means of Variable Intake Lift, Timing and
Duration", SAE paper 920449. [8] www.machinedesign.com
[3] K. Hatano, k. Lida, H. Higashi, and S. [9] www.halfbakery.com
Murata,“Development of a New Multi-Mode
Variable Valve Timing Engine”, SAE [10] www.deiselnet.com
paper930878.
[11] www.greendieseltechnology.co

[12] www.me.sc.edu

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