Cam-less Engine

Submitted in partial fulfillment of the requirements

Of the degree of
Bachelor of Engineering

By

Ankita Ankush Gosavi (4616)

Shubham Rajkumar Kamathi (4627)
Pushpak Sunil Kulkarni (4631)
Sarvesh Narendra Mhatre (4636)

Supervisor
Prof. Pramod Suryavanshi

Department of Mechanical Engineering

Bharati Vidyapeeth College of Engineering, Navi Mumbai

(Year 2017-18)

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 Project Report Approval for B. E.

This project report entitled Cam-less Engine by Students is approved for

the degree of Bachelor of Engineering.

Prof. Pramod Suryavanshi Prof. / Surekha Khetree

Project Guide Project Coordinator

Prof. /S.D.Jadhav Prof. M.Z.Shaikh

Head of Department Principal

Date:

Place:

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ABSTRACT

Presented within is a synopsis of the conceptual development, design,

manufacture, and analysis of an actuator based cam operation of engine. This actuator
mechanism was developed for use as a replacement for the camshaft in an internal combustion
engine (ICE). Its development results in a new device; called, the cam-less engine (CLE).
The modern day Internal Combustion engines, even though effective are far
from efficient in conversion of fuel energy into accountable mechanical energy. To obtain an
appreciable improvement in the vehicle performance and economy various studies are being
carried out across the globe and implemented therein. Variable Valve Timing abbreviated as
VVT is one of those. The exploitation and improvement of VVT is one of the effective and
essential means for the internal combustion engine with the aim of reducing the fuel
consumption and improving the performance.
Cam-less Engine is a step to achieve the aim of VVT by completely eliminating
the camshaft and have valves operating using pneumatic, hydraulic, and electric or by any other
means possible.
The objective of the project was to design and manufacture a device that proved
the concept of a CLE. More specifically, it is an electro/hydraulic device capable of producing
engine valve displacement at typical automotive demands. In general, the unit must be capable
of varying engine valve displacement and valve timing.
The overall project is divided into three phases. First, conceptual development
and a review of existing technology will be carried out. Second, design, manufacture and
assembly of the CLE will be carried out. Finally, testing and analysis will be performed on the
proof of concept device.

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 CONTENT TABLE

SR NO. Topic Name PAGE NO.

1 Introduction 5

2 Literature Review 8

3 Objective 11

4 Problem Statement 12

5 Proposed Methodology 13

6 Conclusion 15

7 References 16

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1. 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 engines 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

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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 1 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.
Using solenoids to control hydraulic fluid and ultimately the opening and closing of the engine
valves introduces its own limitations. The solenoids consume considerable energy and are a
binary control device they are either on or off. Therefore the hydraulic fluid, controlled by
the solenoids, is either flowing or blocked. This design allows for some variance of valve
timing, but is still limited by the response capabilities of the solenoids. Furthermore, it cannot
directly address valve velocity or displacement changes.

It is the ability to vary valve timing that will provide tremendous improvements to
the next generation of internal combustion engines. An engine will be capable of providing
increased power when needed, increased fuel efficiency when allowable, and overall reduced
emissions. For example, when entering onto a busy expressway, the onboard computer will
sense the need for greater power. This results in valve timing changes to alter the overlap
between intake and exhaust valves. Doing so will momentarily sacrifice efficiency for power.
Then, once the automobile is cruising on the expressway, the computer will alter the timing
again to reduce power and increase fuel efficiency. Furthermore, the timing can be optimized

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for a more complete burn; therefore the engine will produce fewer emissions. Fuel economy
can further be increased by shutting down unneeded cylinders. When an automobile is cruising
at a constant speed, it does not require all cylinders to be operational. With this newly
developed technology, complete cylinders can be removed from the timing cycle.

The overall results of a complete cam-less engine will provide the consumer with a
vehicle that performs to expectations, but facilitates increased fuel economy. This combination
is essential, since evidence shows consumers are not prepared to compromise on performance,
while at the same time fuel prices continue to escalate.

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2. LITERATURE REVIEW

2.1 Types of valves

There are five categories of control according to:

The first category is the most common solenoid valve (i.e. on/off valve). Each
has a simple built-in electrical solenoid-and-armature actuator, to open and close the valve
passage. Flow and subsequent pressure build-up are well defined by the size and nature of the
valve and other circuit elements, but the valve does not have variable flow.

The second category is the proportional solenoid valve (i.e. proportional

valve). Basically, its valve spool position is made to vary directly in response to electrical
current fed to the solenoid that drives it. Some designs are complex and can adjust either flow
or pressure under close control of the input electrical signal. A sophisticated proportional valve
can behave in many ways like a servo valve.

The third category is the servo valve. It designed primarily for feedback
control. It predates proportional solenoid valves and usually is based on controlling the position
of the main valve spool with pilot valves. The pilot valves are moved with electrical force
motors or torque motors that respond precisely to low-power electrical input signals.

The fourth category is the rapid on-off solenoid valve (i.e. fast switching
valve). It modulates flow by rapidly opening and closing the valve passage, alternately passing
and blocking flow. The variation in length of on-time vs. off-time establishes an average flow
(or pressure build-up) of any amount desired. Some engineers prefer the term "pulse-width-
modulated (PWM) valve" instead of "rapid on-off valve" because the operation parallels, in
principle, the pulse-width modulation of high-speed, solenoid-state electronic switches, but at
a much slower cycling rate.

The fifth category is the step motor-modulated valve wherein a microprocessor

control sends discrete signal pulses to a step motor, which in turn positions the pilot or spool.

The most common two types of control valves used for accurate continuous
control purposes are the proportional valve and the servo valve.

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 2.2 Work on cam-less engine

We also researched greatly on variable valve timing systems that are presently
in use such as i-VTEC used by Honda, and VVTL-i used by Toyota. The key to reaping the
benefits of a continuous variable valve train is to vary the valve overlap according to the RPM

that the engine is running at. For example, at lower RPM, from about 1000-3000, little to no
valve overlap should be used, this can be seen in the Normal Valve Timing graph. While at
higher RPM, from about 3000-6000 more valve overlap should be used, this is illustrated in
the High Speed Graph.

Siemens VDO Automotive, in partnership with BMW, built a prototype camless

engine four years ago. In place of cams it used solenoids, electromagnetically controlled
plungers, which are already widely used in cars for things like electronic door locks. The
prototype engine was installed in a 3-series BMW sedan. It worked, but had several

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significant shortcomings. For one thing, the solenoids and the additional computer power
taxed the cars already overburdened electrical system. Gauthier said that cars would
have to make a long-awaited move to 42-volt electrical systems (from the current 12
volts) before electronic valve control would be practical.
BMWs work proves that it is feasible to control the exhaust valves of an engine
using electromagnets. We believe our project to be state of the art because there are no
records found of electronically controlled valves being applied to small engines such as
the one that we are working on.
We researched on-line to find more information about variable valve timing
engines that are already being used in cars on the market. Although these systems use
mechanical methods, we are planning to use the same concepts that they use to obtain
more power from an engine by varying the lift and timing of the valve. When compared
to the VTEC system, the solenoid or electromagnet system will be able to provide even
more control in timing and lift.

In November 2016, Chinese automobile manufacturer Qoros Auto displayed a

Qoros 3 hatchback at the 2016 Guangzhou Motor Show showcasing a new Qoros Qamfree
engine. The engine's Swedish designer FreeValve claims that the 1.6-litre turbocharged engine
will produce 230 bhp and 320Nm of torque. They also claim that, compared to a similar
traditional engine, it offers a 50% reduction in size (including a 50 mm lower height), 30%
reduction in weight, 30% improvement in power and torque, 30% improvement in fuel
economy, and a 50% reduction in emissions. Christian Koenigsegg claims in a video that the
Qamfree engine with the PHEA camless technology is based on an existing Qoros engine that
was "...developed in Germany Austria five six years ago..."

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3. OBJECTIVES

The project CAM-LESS ENGINE intends to fulfill the following objectives:

1. To eliminate camshaft and provide an alternative mechanism to operate valves.

2. To provide flexible valve timings.
3. To provide variable valve timing based on operating conditions and operator
requirements.
4. To reduce fuel consumption.
5. Reduce the weight and volume of the engine.
6. To improve the efficiency of the engine.

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4. PROBLEM STATEMENT

The commercial engine provides the necessary valve operation using the
camshaft and timing gears. The use of camshaft restricts the motion of valves in a
predetermined manner thereby eliminating the possibility of any modification or alteration in
the valve timing. Thereby the engine is not utilized to its full extent. Also the camshaft becomes
a noticeable factor as it occupies a considerable amount of volume and is bulky. Eliminating
camshaft and introducing VVT using cam-less mechanism can boost the performance and
efficiency of the engine.

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5. PROPOSED METHODOLOGY
The project being in the initial phases, i.e. in the first phase of conceptual design
we our knowledge is restricted and a lot of research and study is required. However going by
the general notion of replacing the camshaft with an alternate cam-less mechanism we have
mainly four pathways to focus on.

ELECTRO-MAGNETIC ACTUATORS (SOLENOID)

The linear solenoid works on the same basic principal as the electromechanical
relay seen in the previous tutorial and just like relays, they can also be switched and controlled
using transistors or MOSFETs. A Linear Solenoid is an electromagnetic device that converts
electrical energy into a mechanical pushing or pulling force or motion.

PNEUMATIC ACTUATORS

A Pneumatic actuator mainly consists of a piston or a diaphragm which

develops the motive power. It keeps the air in the upper portion of the cylinder, allowing air
pressure to force the diaphragm or piston to move the valve stem or rotate the valve control
element.

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PIEZO-ELECTRIC ACTUATORS

A piezoelectric actuator is capacitive device, whose capacitance is often very

large, as much as 10 microfarads. Such a device presents a difficult load to its drive electronics,
since a significant charge transfer rate is needed to achieve a fast response. In addition the
actuator will produce electrical energy when submitted to a mechanical load. Linear amplifiers
are not well suited as drivers, and switched power amplifiers are more appropriate to this task.
They also have a higher efficiency than linear amplifiers under reactive loading in dynamic
applications.

These actuators will be spring operated, that is mechanically restrained to ensure

the proper working and timing of the valves. Also these springs will help restrict the valves
from being continuously open or continuously closed.

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6. CONCLUSION

The use of cam-less engine will facilitate a new era of automobile industry. The
benefits being greater exploitation of the internal combustion engine according to the
applications or the drive, better exhaust gas control to curb the pollution to some extent and
many more such benefits.

Being in the initial stages of research and study, we are far from concluding
anything solid. Although all the research indicates that cam-less engine is a feasible product
and can be fabricated to serve the objectives of the project.

The usual disadvantages of using a cam-less engine are lesser known and hence
will be a case to study. Further research on the subject will definitely yield fruitful results.

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7. REFERENCES

1. https://en.wikipedia.org/wiki/Camless_piston_engine
2. Development and validation of electro-hydraulic camless free-piston engine by
Shuanlu Zhang, Zhenfeng Zhao, Changlu Zhao, Fujun Zhang, Shan Wang
3. Electromechanical Valve Actuator with Hybrid MMF for Camless Engine by Jieng-
Jang Liu Yee-Pien Yang Jia-Hong Xu
4. https://www.youtube.com/watch?v=OZWeNPi2XkE
5. http://www.ijari.org/currentissue/icari2014/icari-me-14-02-109.pdf
6. http://www.me.sc.edu/research/AARG/Thesis%20Final.pdf
7. http://www.messiah.edu/departments/engineering/projects/senior_design/pdf/V/Varia
ble%20Valve%20Timing%20(2004%20FDR).pdf
8. http://www.bu.edu.eg/portal/uploads/discussed_thesis/11004015/11004015_I.pdf
9. http://www.freevalve.com/technology/freevalve-technology/

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 CONTENTS

1. Introduction..5
2. Literature Review....8
2.1 Types of Valve8
2.2 Work on Camless9
3. Objective11
4. Problem Statement.12
5. Proposed Methodology..13
6. Conclusion.15
7. References..16

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