Tribological Processes in the Valve Train Systems with by Krzysztof Jan Siczek

By Krzysztof Jan Siczek

Tribological procedures in Valvetrain structures with light-weight Valves: New examine and Modelling provides readers with the most recent methodologies to minimize friction and put on in valvetrain systems―a serious challenge for designers and brands. the answer is accomplished by means of selecting the tribological tactics and phenomena within the friction nodes of light-weight valves made from titanium alloys and ceramics, either cam and camless pushed.

The e-book offers a suite of dependent info at the present tribological difficulties in smooth inner combustion engines―from an creation to the valvetrain operation to the methods that produce put on within the parts of the valvetrain. A invaluable source for academics and scholars of mechanical or car engineering, in addition to automobile brands, automobile designers, and tuning engineers.

  • Shows the tribological difficulties taking place within the guide-light valve-seat insert
  • Combines numerical and experimental strategies of wear and tear and friction tactics in valvetrain systems
  • Discusses a number of kinds of cam and camless drives the valves utilized in valve trains of inner combustion engines―both SI and CI
  • Examines the fabrics used, protecting layers and geometric parameters of light-weight valves, in addition to mating courses and seat inserts

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Extra info for Tribological Processes in the Valve Train Systems with Lightweight Valves. New Research and Modelling

Sample text

EFFECT OF CHANGES TO INLET VALVE CLOSING TIMING The volumetric efficiency of any engine is heavily dependent on the timing of inlet valve closing (IVC) at any given speed [92]. A typical timing for IVC is in the range of 50À60 degrees after BDC and results from a compromise between high and low speed requirements. At low engine speeds, there will tend to be some flow back into the inlet manifold just prior to IVC, whereas at higher speeds there may still be a positive airflow into the cylinder as the inlet valve closes.

Outlet cam retard generally increases residual gas fraction through the increase in valve overlap. Increased residual gas fraction is known to deteriorate idle quality, creating a trade-off. The outlet cam retard at low engine loads increases expansion work and residual gas fraction [123]. The high overlap decreased HC emissions by drawing high HC concentration gases back into the cylinder late in the exhaust stroke. NOx reductions occurred due to high levels of residual creating lower combustion temperatures.

The intensity of the in-cylinder motion can be raised by an asymmetric valve strategy [138]. When one valve is deactivated, the tumble [138, 164, 166] and axial swirl [138, 163, 164], are increased. According to Ref. [164], the valve disablement gave on average a 23% shorter ignition delay and bum duration due to the presence of axial swirl. The leaner AFRs affect combustion delay and duration to a lesser extent when using valve deactivation [163]. Reference [138] reported that idle stability was improved for all the investigated asymmetric strategies, with the best case being complete valve deactivation.

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