Because a camless engine has fewer moving parts, there is less friction. to mass production of FreeValve technology is also a first baby step. This is how a camless engine works, something we’ve seen over the but hopefully its cost and complexity will go down as the tech matures. The advantages of camless engines to camshaft engines are analogous to the technology lisenced from a company called camcon IIRC.

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Camless engines can further reduce NOx emissions with the use of fuel staging.

Where are all the Camless Engines?

Is it a solution looking for a problem? Freevalve seems to be taking an all-of-the-above approach with its so-called pneumatic-hydraulic-electronic actuators.

From Wikipedia, the free encyclopedia. While these systems do work, they tend to be mechanically complex, and expensive to repair. They have a prototype engine running in a Saab. All I want is a DFI two-stroke twin engine for my bike.

What VW did was wrong, but lest at least explore why they were motivated to cheat. If you want an A next time then maybe you should proof-read your work before handing it in. The problem boils down to carbon and distortion ruining the mechanism. The difficulty was and is achieving effective seals. Fill in your details below or click an icon to log in: My only question is that could such as system run at rpm or above without self destructing?

It only takes a few hours to do, only happens once a decade, and presents a good opportunity to replace the oil and water pumps, etc.

Wait long enough, and Moore’s Law of increased computing power in smaller packages or just good ol’ human ingenuity eventually makes all great ideas practical. You are commenting using your Facebook account.

At the moment low speed diesel engines are camless, using hydraulic exhaust valves and the two stroke diesel cycle. Archived from the original on Electrically spun camshafts have some merit but indexing a cam with 8 valves, each with lbs of seat pressure, can be a tall order too. Some valve trains are relatively simple — such as overhead cam engines.


In the Spring ofChristian von Koenigsegg told reporters that the technology pursued by his company is “getting ready for fruition”, but said nothing specific about his company’s timetable.

Another limiting issue is the power consumption to servo the valves at very high accelerations.

This means that it is physically impossible for the valves to crash into the pistons. This is another technology I will never trust, just like electronic brakes and steering not electronically assisted….

However, the move from carbs to EFI definitely happened in response to emissions issues. If I ever finish converting my water brake to closed loop in the meantime: If the phasing is calculated accurately and mechanically offset this could be more efficient than a cam losing energy through friction and spring force.

Engine valves Engine valvetrain configurations. Engihe was designed in the s. But of course, the reliability of a timing belt is also limited. Is the right question being asked here? Camless engines are able to produce less emissions than their equivalent camshaft counterparts because they are able to more precisely control the combustion procedure, allowing for more complete combustion of all hydrocarbons.

The difference is in the efficiency camles the value actuator. And Freevalve’s high-speed friction penalty is countered by the fact that at idle and lower speeds its parasitic losses undercut those of several VVT systems. Start with a four stroke overhead valve engine from a snowblower, scooter, or the like. Pot the solenoid, over-spec it for the duty cycle, use a low friction liner, perhaps some sort of oil-impregnated piston. In a non-interference engine failure would have no ill effect, other than no or poor compression in that cylinder.

Just doing away with [continue reading] and putting the whole wall of text out front? This would mean eliminating the camshaft, timing belt, and most of the associated hardware. The Fiat Multiaire system — if this is what you are getting at in a round about way — is a consumers nightmare.


What about the inefficient, loud, polluting, dirty, teechnology, complex and unreliable ICEs?

Is the Era of the Camless Valvetrain Finally Upon us?- Technologue – Motor Trend

All this said — a properly designed camless setup would fail safe — so no damage could be done. However, these are giant diesel engines used to drive large ships or generate power.

Additionally, because there is no chain connection between the crank shaft and the camshaft, the engine is lighter with fewer points of failure. If your car was known to be a pollution making death machine, no one would buy it.

And they are solenoids. Valves are rarely parallel to the crown. Who in their right mind makes an intrusive valve system using a Kevlar belt? Also misc benefits like easier starting and cylinder deactivation. Some manufacturers use systems with more than one cam lobe, but this is still a compromise as only a few profiles can be in operation at once.

Is the Era of the Camless Valvetrain Finally Upon us?- Technologue

They were based on a helicopter engine from a Hughes factory. You need to make the cores of the solenoids really permeable so that they can be small, but you also need to make them acmless hard, otherwise you will get mechanical creep in the plungers over time with your solenoids each firing thousands of times per second and about times per second just at idlethrowing things out of alignment — unless you add some sort of fluid coupling between the solenoid and the valve more complexity.

Note that this project uses two solenoids — one to open and one to close the valve. Formula 1 cars use pneumatic actuators on the valves, providing up to 20, rpm, but usually limited to around 12, for fuel efficiency reasons.