=Paper=
{{Paper
|id=Vol-1712/p08
|storemode=property
|title=Design of an Effective Timing System for ICE
|pdfUrl=https://ceur-ws.org/Vol-1712/p08.pdf
|volume=Vol-1712
|authors=Andrea Miraglia,Giuseppe Monteleone
}}
==Design of an Effective Timing System for ICE==
https://ceur-ws.org/Vol-1712/p08.pdf
Design of an Effective Timing System for ICE
Andrea Miraglia∗ and Giuseppe Monteleone†
† Department of Electrical, Electronics, and Informatics Engineering, University of Catania, Catania Italy
∗ Istituto Nazionale di Fisica Nucleare - Laboratori Nazionali del Sud, Catania Italy
Abstract—The present paper describes the design and the a four-stroke engine, generally conical valves are employed;
prototype realization process of a new effective timing system they open under the action of cams, fitted on the camshaft par-
for ICE (internal combustion engine). In particular, the present allel to and activated by the crankshaft, subsequently closing
paper outlines the dynamic behavior and related performance of
the innovative timing system applied to a two cylinder engine. at the position due to the push by appropriate calibrated coil
The procedure to validate the prototype, based on experimental springs [1], [2], [3], [4], [5].
tests carried out on a test bench, is presented and discussed.
The traditional finite elements method and computational fluid A. The main timing elements
dynamics (CFD) analysis are used to estimate the dynamic
performance of the engine with the new timing system. The The main elements of a timing system are:
comparison with the data reported in bibliography shows the • Camshaft
effectiveness of the new timing system. The study indicates that
the proposed system is of great significance for the development • Valves (guides, seals and springs)
of timing system in an automotive engine. • Tappets
• Pushrods
Keywords-Specific power; Computational dynamic analysis; 3D
modeling; CFD analysis; Reliability. • Rocker arms
The most common valve train system involves pushrods
I. I NTRODUCTION and rocker arms; however, there are other valve train systems
The idea of a new timing system originated from the passion available, offering such solutions as single or double camshaft.
for combustion engines of Mr Giuseppe Serra, with whom the The cam does not act directly on the valve spindle, thus a
authors of the present paper collaborated in the design and cylinder-shaped steel component is inserted between the cam
implementation of a virtual environment using 3D modeling and the valve. It operates on the even surface of the tappet. The
software and 3D CFD computational code. The new timing opposite far end of the tappet is hollow, thus, depending on
system was built in the first prototype and today is functional the configuration of the valve train system, it bears a position
and effective in an ICE (Internal combustion engine). Techni- in which a shaft (in case of shaft and rocker arms) or a valve
cal characteristics of the original internal combustion engine, stem (in case of single or double camshaft with cams at the
for the purposes of which the new timing system was designed top) is situated.
and fabricated, are illustrated in Table I below.
B. Timing typology
TABLE I
E NGINE T ECHNICAL S PECIFICATIONS 1) OHV (Overhead Valves): valves are situated in over-
head position. Camshaft is located in the crankcase.
Engine configuration Air-cooled vertical 2-cylinder in-line engine,
aluminium cylinder head and crankcase Such arrangement enhances engine performance and
Fuel Gasoline reduces fuel consumption due to higher compression
Carburettor Weber 28 IMB ratio, optimized intake and exhaust strokes, considering
Cubic capacity (Cylinder bore x stroke = 74 x 70 mm),
594cm3
minor obstructions and more suitable positioning of
Power 16 kW (23 CV) at 4800 revolutions transmission links; moreover, the arrangement requires
Maximum torque 41 Nm less maintenance, taking into account that cams are sur-
Valve train Overhead valves, parallel to pushrods and
rocker arms. Chain driven lateral camshaft
rounded by cooler wall sections and thus are subjected
Compression ratio 9 to lower stresses.
2) DOHC (Double Overhead Camshaft): consists of two
camshafts (intake and exhaust) located at the top of the
II. A B RIEF OVERVIEW OF THE EXISTING T IMING S YSTEM cylinder head. Such arrangement improves the output
Valve train is a complex mechanical system which involves power and engine life span due to reduced energy
the components responsible for regulating intake and exhaust losses to adjust the motion of the valves as the tappet
ports whose synchronised operation contributes to the imple- includes less moving parts if compared to engines with
mentation and timing of the phases of the theoretical cycle. In pushrods and rocker arms, the arrangement requires less
maintenance due to the fact that cams are in direct
Copyright c 2016 held by the authors. contact with valves or a finger follower is installed to
reduce lateral forces on the tappets.
41
3) SOHC (Single Overhead Camshaft): camshaft is situated
at the top of the cylinder head. This arrangement is
characterized by a single camshaft, which can be:
• direct acting, featuring two cams and two valves per
cylinder;
• with rocker arms, featuring two additional support
shafts to ensure the rotary motion of the rocker arms
which operate the valves;
• combined or Unicam design, where camshaft is sit-
uated in a decentralized position to directly operate
valves located on one side of the cylinder, whereas
rocker arms are employed to operate the valves
located on the other side of the cylinder.
4) Desmodromic valve train system: type of valve train,
which can be either SOHC or DOHC, its essential
feature being regulating opening and closing stroke of
air/fuel intake valves and discharge of exhaust gas from
the cylinders. There are no springs to push valves back
to the closing position, but a direct mechanical system
consisting of two rocker arms connected to the camshaft,
which apart from the common egg-shaped cam provides
an additional cam, operating the valve both opening and
closing it. Desmodromic valve train ensures excellent
reliability and ability to reach higher revolutions and
Fig. 1. Geometric model of the system.
thus generate substantially more power.
C. Different Architecture of Variable Valve Trains
The most well-known and employed architecture of variable
valve train systems are the following: The dimension of the
impression surface once the load is removed is calculated as
follows:
• CAMSHAFT PHASING UNIT;
• VTEC valve train;
• VANOS valve train;
• VALVETRONIC valve train;
• UNIAIR valve train.
These types of architecture allow for variation in timing of
valve opening and closing angles, monitoring the intersection
angle.
III. T HE P ROPOSED E FFECTIVE T IMING S YSTEM
The new valve train system is of desmodromic type as
Fig. 2. Model of the new timing system.
closing of the valves is not ensured by the return springs, but
rather by the kinematic motion of rod-crank. The proposed
system does not employ valves, eccentric elements (cams),
rocker arms; these components are entirely substituted by a • Shaft bearing, alluminium 6061.
rod-crank system, i.e. the classic mechanism consisting of Fig. 1 shows the geometric model with a single cylinder to
pistons and rods actuated by a crankshaft which in the present compute numerical models.
system is the camshaft as opposed to the original crankshaft. In Fig. 2 is shown the dynamic multibody model that
The main parts of the proposed system are: outlines the kinematic prototype with a single cylinder. The
• Cylinder shell assembly, alluminium 6061; development of the prototype gives the possibility to evaluate
• Alloy steel camshaft; the exact timing, defining the optimal time limit for piston
• Four pistons, two for each cylinder, one for air-fuel intake valve intake and exhaust [6], [7].
and one for exhaust gas discharge, alluminium 6061; Numerical simulations allowed determining the best
• Four alloy steel rods, one for each piston valve, with a camshaft position by adjusting the camshaft frame with respect
removable rod cap; to the position of the cylinder head [8], [9], [10], [11].
42
Fig. 3. Cylinder head: (left) Real; 3D model (center); drawing with dimensions (right).
This arrangement provides a major cubic capacity, greater
power, finer performance with equal fuel consumption. Fig.
3 illustrates the comprehensive model of the new power
distribution system without the camshaft housing.
A. The cylinder head
Cylinder head prototype is made of alluminium EN AW
6061, an alloy mostly used in structural applications where
it has enormous potential due to medium-high resistance
achieved after thermal hardening (tempering and artificial
aging).
It can be defined as the core of the proposed system, where
the air-fuel intake and exhaust gas discharge is regulated by
the piston valves.
We can see the four piston sleeves, those of intake and
exhaust pistons, and the corresponding ducts. The opening of
a piston valve is approximately at 330o with a raise of 14 mm
[12], [13], [14].
B. The new Camshaft Fig. 4. Section of a cylinder head
In the proposed system, the camshaft has an additional
function of serving as the second crankshaft, which, as pre-
viously mentioned, is opposed to the original crankshaft. It is low values of thermal expansion and light weight. The pistons
actuated as a general camshaft, i.e. via chain drive operated employed are made of alluminium by shell-mould casting and
by a crankshaft, but, in this case, the rotary motion around cold-pressing. As previously mentioned, two pairs of pistons
its own axis together with the connecting rods generates the are made, one pair bearing a larger diameter of 40 mm for
reciprocating motion of the pistons, thus opening and closing intake, whereas the second pair bearing a smaller diameter of
intake and exhaust valves. Considering that it is the second 32 mm for exhaust [22], [23].
crankshaft, it rotates around the bearings located in the main The connecting rods employed have a removable rod cap;
fixtures, and it is inevitably subjected to different stresses, such they are made of spheroid cast iron by melting. In addition to
as twisting force, bending and shear. The material used for this being easy to use, they have good mechanical characteristics
component has to comply with the following requirements: able to satisfy the first signs of the sportiness of engines fitted
high resistance, excellent elastic modulus, core toughness and on small road vehicles [24], [25].
surface hardness. The only material that satisfies the previously D. Camshaft Frame
mentioned demands is steel, i.e. carbon case hardening steel
(mainly selected for two-stroke engines) and alloy steel. The Made of alluminium 6061, camshaft frame is a very impor-
camshaft provides a bearing clearance for lubricating oil to tant component of the present system and serves two functions.
cool the components [15], [16], [17], [18], [19]. It is the housing, the shell that covers and protects the moving
mechanical components ensuring appropriate lubrication in
C. Valve Piston and Connecting Rods connections with oil. Seats are allocated for the main bearings
It is essential to make pistons of materials with good to support the camshaft. Camshaft support is the main function
mechanical characteristics, high thermal resistance[20], [21] that characterizes the whole system. Piston valves are opposed
43
Fig. 5. Camshaft (left) ; 3D model (center); drawing with dimensions (right).
Fig. 7. Headframe.
Fig. 6. Valve piston and related connecting rods: (a) Real; (b) 3D model;
(c) drawing with dimensions.
to the original engine pistons and connected to the camshaft
via corresponding connecting rods, thus defining a fixed rate
crank drive between piston valve and connecting rod; the
obtained result is the variable combustion chamber, partly
Fig. 8. Front view with transmission belt.
created by pistons and piston valves. During the power stroke
both piston valves are situated 12 mm from the piston. It
must be highlighted, however, that at the end of the stroke
IV. E XPERIMENTAL AND S IMULATION R ESULTS
piston valve is situated 3 mm from the cylinder head. It offers
numerous solutions from the point of view of the performance, The system under analysis highlights strong reliability
as proper modification of the height of the camshaft via and safety of the components. Camshaft is actuated by the
camshaft frame, i.e. interaxle spacing between the two shafts, crankshaft via a chain drive, common arrangement employed
will change the dimensions of the combustion chamber, thus in many valve train systems. In case drive is interrupted, which
outlining other transmitted power values, definitely offering can be due to an excessive use of the chain drive causing it
more advantageous values than the original ones. to break, other main valve train system components will not
suffer any damage. It helps to safeguard the life span of the
Figg. 8, 9, 10, 11 show the real system: engine, not affecting its overall performance. This feature is
44
Fig. 9. Prototype of the timing system.
Fig. 11. Internal view with inlet and exhaust duct.
Fig. 10. 3D view of the internal system.
one the main characteristics of the proposed system, opposite
to what usually occurs in traditional valve train systems where
the break in valve train control system causes irreparable
damage to the other components of the engine (camshaft,
valves, cams, rocker arms, connecting rods and pistons).
The partly ensured variability in the opening and closing of
valves which, as previously mentioned, are characterized by Fig. 12. Cylinder capacity.
the kinematic motion of rod-piston valve, whose position in
the piston sleeve determines the end of the stroke, depends on
the interaxle spacing between the two shafts, i.e. camshaft and Changes in power are shown below in relation to the height
crankshaft. This variability in rate is regulated mechanically by at the end of the stroke.
the camshaft frame. The partly-variable timing allows for the
V. C ONCLUSION
adjustment in opening and closing of intake and exhaust valves
with the additional goal being monitoring the generated load The paper presents a new effective timing system for ICE. In
with the same valve timing, eliminating the throttle body. The particular, the present study discusses the dynamic behaviour
formulation of the optimal engine load control strategy is not and the related performance of the innovative timing system
vague as it is essential to state the exact limits for the piston applied to a two cylinder engine. The comparison with the data
valves to ensure optimal synchronization. In the particular reported in bibliography shows the effectiveness of the new
case, the limit of the intake piston valve has been observed timing system. The study indicates that the proposed system
at 38 mm from the internal profile of the piston sleeve. It is of great significance for the development of timing system
enabled the increase in the original cylinder capacity by 15%, in an automotive engine. Therefore, the proposed architecture
thus accounting for the cylinder capacity of 680 cm3 with can be proficiently used to improve engine performance.
the compression ratio 12 and considerable reduction in fuel It will be possible, in a further study, to perform an in-depth
consumption. The cylinder capacity is roughly linear according CFD analysis to evaluate the precision of the performance
to the trend illustrated in the figure below, outlining the height of the new system. Ordinary and differential thermography
at the end of the stroke. are full-field experimental techniques which could allow to
45
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