camless engine

In a camless engine, electromechanical actuators (a set of electromagnets), placed directly on the valves, replace the camshaft. This technology makes it possible to optimise the circulation of gases in the engine, both for intake and exhaust, and to deploy operating modes that improve fuel consumption, clean exhaust technology and performance.

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bASic FActS
on a traditional engine, the opening and closing of the valves is commanded by the camshaft. During its rotation, the cams push the valves. Although this process is effective and has been in use since the invention of the four-stroke engine, it nonetheless has its limits. The periods of valve lift are conditioned by the geometrical profile of the cams, which is fixed no matter how the engine is operating. This mechanical system is therefore a compromise that takes account of the different conditions of engine running, a difficult trade-off between fuel consumption, performance and clean running. To better adapt the intake and gas exhaust phases, there are now systems that make it possible to deliver a level of clean engine technology acceptable to the market such as the camshaft angle variator (see sheet), which permits a level of flexibility by varying the angle of the entire camshaft. However, the different specific properties of air intake and gas exhaust processes in the engine require better flexibility for each cylinder, even each valve, if performance is to continue to improve. The camless system offers all this, and more...

tHE opEning And cloSing oF tHE vAlvES iS commAndEd by ElEctromEcHAnicAl ActuAtorS tHAt rEplAcE tHE cAmSHAFt. tHEy givE tHE vAlvES grEAt FlExibility in opEning And cloSing, wHicH in turn mAkES it poSSiblE to AdApt tHE intAkE And ExHAuSt EmiSSionS to EAcH pHASE oF EnginE opErAtion And to optimiSE itS running.

How doES it work?

ActuAtorS givE commAndS
Electromechanical actuators, commanded by a distribution management unit, control the movement of the valves. There is therefore no longer any direct mechanical bond between the valves and the crankshaft. The electromechanical actuators are placed at the tail-end of the valves. They are composed of two superimposed electromagnets, between which moves a metal part that is interdependent with a push rod. The management unit sends commands to the electromagnets which alternatively attract the moving component. Two springs supplement the system and assist the valve movement, to help reduce the systems electrical consumption.

AdvAntAgES oF tHE cAmlESS SyStEm

computer-controlled opening and the closing of the valves make it possible to optimise the various phases of engine running. During idling phases, specific intake valve opening strategies make it possible to admit just the necessary quantity of air without having recourse to throttling the intake with a butterfly valve, something that generates consumption of fuel not used by the engine. Timing of valve opening or the latitude to only open a single intake valve make it possible to stabilise the engine on idling points which consume little fuel while ensuring a good level of driveability for the driver. During urban driving and on the open road, both adequate opening and timing of the valves make it possible to admit a quantity of air limited to the requirements of the engine mixed with a mass of burned gases purposely retained in the engine. This strategy replaces the EGR circuit (see sheet) and ensures reduction of fuel consumption, polluting exhaust emissions, in particular, nitrogen oxides, produced by the engine. In terms of performance, the modularity of the system makes it possible to maximise the mass of fresh air trapped in the cylinder at all engine speeds, ensuring both good torque and high power. Apart from these advantages, deactivation of the cylinder also delivers additional savings in terms of fuel consumption and exhaust emissions when the engine is only using a small amount of its power as, for example, in urban use. In this mode, only half of the cylinders are used to provide energy to the wheels, significantly limiting losses due to poor engine efficiency. The camless system is therefore a system which, on an airaspirated supercharged engine, provides the customer with a significant improvement in engine features. In addition, it is a system that has a strong potential for evolution and its functions will be required in order to implement combustion through auto-ignition, such as the HCCI system, which is under consideration as the next stage in the battle to reduce fuel consumption.

December 2008