Ok, first let me explain how:

The valves would work in a similar fashion to how speakers work. You apply a current & the coil pushes the valve down, release the current & the valve would close.

Now as for the benefits:

No timing belt (less maitenance, less resistance (more hp))
No camshaft (less resistance (more hp))
Infinatly variable valve timing - you can have a very agressive cam profile in high rpm's, while maintaining a smooth idle (more hp, improved gas milage)

With just a position sensor (in place of the typical distributer...would probably have to run off flywheel as there would be no camshaft to drive the distributer), a MAF sensor, o2 sensor & throttle position you should easily be able to program in the right stuff into the car's computer for FI, spark plug timing (done with individual coils in place of distributer) and the above mentioned valves, right?

Alright, now you can tear my idea to pieces...

 

well the idea has been had, and bmw is working on it already, it is super complex though and they are running into many problems, but i think it is the technology of the future the possiblities are endless....

 

Mercedes is also working on a similar system, if I remember. One problem is that 12 Volt systems can't handle the loads that a system put on them, which is one of the reasons that 42V (I think it's 42V) systems are being worked on. Once that is in place, they can do more complicated systems that require the extra juice.

 

Interesting.

Has it's merits.

But... if it's so simple why hasn't it been done?

My guess is that the forces required to open, hold and close the mass of the valves at the frequency an engine requires is not possible with a magnetic device that will fit into the space allowed.

Think of it as the total distortion a cheap set of speakers go into when you hit them with 200 watts RMS. About 180 watts more that they are rated for.

Or go out the garage and get a valve spring and a board. Put the spring on the concrete floor and the board on top of the spring. Now stand on the board and see how far the spring collapses.

Not as far as the cam has to move it if at all. This is the return force required to get the valve closed. No not hold it closed but to accelerate it and close it in time for the engine to cycle properly.

Daunting.

 

The coolest part will be to put metal tools on your hood and watch them dance around like jumping jacks on the 4th of July.

 

Yup, this is one of the big benefits of jumping to the 36/42 volt car electrics. It WILL happen. Another item will be an instant starter/generator.

Stop at the stop light and the engine will shut down. tap the gas pedal and off you go with instant start. Well, at least that is the plan. <img border="0" title="" alt="[Wink]" src="wink.gif" />

If you are wondering about the voltages, our cars are currently on a 12/14 volt DC syatem. Multiply by 3. They didn't go higher, which would be better, because over ~ 50 volts DC will knock you on your *** and kill guys with tender hearts. They would have to cover all the connections to prevent. That would cost some major $cash$. So we see 36/42 coming to you soon.

 

Already been done in F1! It Wasn't reliable *yet* though as the valve was relatively new technology.

If I remember, it was Yamaha that first tried it early 90's

 

F1 cars use compressed air for opening valves.They have used this method at least ten years.

 

Olli, I know that someone tried using the electrics as they could dump the equipment used to store/compress the air. Electrics are already onboard.

 

just to add to the mix...

Ferrari is going to be using "ballistic" cam technology on cars soon. The cam actually "throws" the valve off of the lobe, clearing it completely, getting even more lift and faster response, I guess.

 

"Ballistic"

Think of the cam wear and valve float!

One of the designs I've seen is a fully captured valve/lifter. The end of the valve is a roller that rides in a track so that the valve is pulled closed and pushed open.

With the twin cams as in the "S" models I could see it reasonable to advance/retard the timings on the cams individually as the rpms changed.

 

There is also a diesel application under development. I saw a demo of it on an airing of the Pikes Peak hillclimb. They had a diesel tractor (as in tractor trailer rig) running the climb as a demonstration of its potential and here is the kicker; it put out virtually no visible particulate emissions.

Better air/fuel management, better economy and power and very low emissions. Sounds good to me. Now mix it with vegetable based diesel and we are really cooking.

 

Nissan has had a VTC (Variable Timing Camshaft) since 1992. (Maxima se 92-94 and all maximas from 1995) This gear advances the timing 5' below 2500 rpm and retards the timing 5' at 4000 rpm. (roughly)The ignition was performed through individual coils as described in a previous post. GM has been working on the camless engine concept for the better part of 10 years as well. The main drawback was processor reliability. These problems have been solved. The first prototypes were supposed to come out in 1998 or so. The fuel cell advancements will put alot of this on the back burner. Fortunate or not, the major manufacturers are quickly moving to hybrids and fuel cell technology.

 

Hey SoCal, that sounds kind of like desmodromic valve actuation. Ducati has used that for years.

 

</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by Olli Snellman:
<strong>F1 cars use compressed air for opening valves.They have used this method at least ten years.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Not ferrari, they still use valve springs, how the hell they get them to rev that high I don't know, but they do it.

Also toyota took one its champ car motors with steel valve springs and ran it to 18,000 rpm for race distance on an engine dyno just to prove it can be done.

Non the less I can't want to see technology catch up to the electroic valves, BMW had a running car and they said the bigges problem they had out of the car was slowing the valves down, as they opened the would slam open, and then slam shut, leaving you with a lot of tickity, tick noises coming out of the engine comp....