The modern internal combustion engine is a marvel of engineering. The irony here is that camless engines are relatively easy to build. The average hacker could modify a small four-stroke engine for camless operation in their workshop. A multi-cylinder gasoline engine is a complex dance. Hundreds of parts must move in synchronicity.
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You might have glossed over it while trying to compute the outputs, and they way that engine combines with three electric motors to produce, er, bhp in all.
Or in metric, 1. Christian von Koenigsegg, though, will talk for hours about this engine. Giant because bhp. Now you see what a revolutionary engine this is. By doing away with the camshaft and replacing it with a compact actuator above each tappet, the Freevalve system allows each valve to be individually controlled.
They can be lifted as much or as little as the engine management dictates, for as long or as little as required, as early or as late in the cycle as required. Or not at all. Variable valve control has been a dream of engine designers for just ever. For efficient light-load running you want small openings, but for power you need them to open long and deep. Most modern engines use twisting cam drive pulleys to open and close the valves earlier or later to help emissions.
BMW Valvetronic varies the opening profile by inserting an extra lever between the cam and the valve. But they all still have camshafts, and all still have limits. The valve actuators are little pistons. A measured blast of compressed air against that piston opens the valve as needed. That means that during light-load times when the cylinder is operated with just one valve, the corresponding port is shaped for ideal tumble and swirl.
At low rpm only one valve from each cylinder opens, sending air through a narrow port that speeds up the gas flow, helping the first blower to spool up fast.
This means no need for a wastegate. High compression is good for efficiency. Those individual valve actuators, four of them per cylinder, are doubtless extremely expensive.
But partially offsetting that expense, a Freevalve engine saves many other systems. No camshaft pulley variators. No throttle. No wastegate. No need for variable-geometry turbo. No need for a pre-cat for cold start. No external exhaust-gas recirculation system. Most hybrids use their electric motors to help a petrol engine operate in its most efficient rev-and-throttle range.
The new Toyota Hilux is here and it has a new engine Indestructible pick-up gets a new face, tweaked suspension and a bigger 2. Big Reads. Big Read. Is this the moment EVs go mainstream?
Where Are All The Camless Engines?
Earlier this week, Koenigsegg announced that it had sold a percent stake in the company to National Electric Vehicle Sweden NEVS , the automaker trying to make all-electric cars based on old Saabs. What is Koenigsegg seeking with this deal? Well money, obviously, but more volume, too. And it's chasing volume in the most Koenigsegg-y way possible.
Camless piston engine
Watch how it works. Freevalve do not sell any products off the shelf, but we love to do development projects with customers and we constantly seek the best people in the industry to join our team. Relieve the world from fossil fuels faster. Got a project in mind? Freevalve KEY Advantages. The flexibility and intelligence of the Freevalve technology enables an engine to deliver lower fuel consumption and emission numbers, while still delivering increased torque and power.