ADVENTIST COED SCHOOL

Valparaíso, Democracy, Huehuetenango.

Nombre:
Hayek Mareeletthe Castillo Herrera.

Professor: Gerson.

Theme:
Engine Distribution System.

Degree:
Fifth Year Bachelor in Mechanics.

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 Index
1………………………………………………………………………………….Introduction.
2……………………………………………………………..The Distribution of the Engine.
3……………………………………………………………………………….the Distribution.
4…………………………………………………………………….Types of Distribution.
5………………………………………………………………Distribution Command.
6…………………………………………….Transmission by Knee Chains.
7……………………………………………………………………………………..Structure.
8…………………………………………………………………………………………Valves.
9………………………………………………………………………………Camshaft.
Pushers and Rockers.
11……………………………………………………………………………….conclusions.
12………………………………………………………………………………….Bibliography.

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3
 Introduction.

This research consists of studying the different systems of

distribution of the engine that current vehicles have, the characteristics
that exist in each of the automotive brands that are in our
environment.

Each part that makes up the distribution system will be presented to you.
motor and its definition, which informs us how it works and how many
what parts make up the engine.

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Engine Distribution System

The distribution
It is called distribution the set of pieces that regulate the entry and exit of
gases in the cylinder. This system must be in perfect synchrony with the
crankshaft, so that the openings and closings of the valves occur with
arrangement of the successive positions of the piston within the cylinder and in the
appropriate moments.

The distribution is made up of the following components:

The valves with their springs, seats, guides, and fastening elements.
The camshaft and control elements.
The pushers and rockers.

Types of distribution
Distribution systems can be classified depending on the
location of the camshaft. Until the 1980s, the engines were
configured with the camshaft located in the engine block. Currently
prácticamente todos los motores tienen el árbol de levas montado en la
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butt
The distribution can be classified considering the location of the tree.
of lifts in the engine:

The SVo system of side valves represented in the lower figure,

in which it can be seen that the valve occupies a lateral position to the
cylinder, that is, the valve is housed in the block. The control of this
The valve is operated by the camshaft located in the engine block.
This distribution system has not been used for a long time as the
valves are not placed in the cylinder head but in the engine block, which
what causes the compression chamber to be larger and the
size of the valve heads is limited by the little
space that is available.

The OHV (OverHead Valve) system: is distinguished by having the camshaft

you have in the engine block and the valves arranged in the cylinder head. The

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 The advantage of this system is that the transmission of movement from the
The crankshaft to the camshaft is done directly through two
pine nuts or with the interposition of a third party, it can also be done.
through a short-length chain. The advantage of this system
it is that the transmission of motion between the crankshaft and the shaft of
it requires no maintenance or every many kilometers. The
disadvantage is given by the high number of elements that
they make up this system to compensate for the distance that exists between the
camshaft and the valves. This inconvenience mainly affects
high engine revolutions, which is why these engines are seen
limited to the maximum number of revolutions they can reach
reach. This system is also greatly influenced by the
engine temperature, which makes a clearance of tappets necessary
considerable.

The OHC (OverHead Cam) system is distinguished by having the camshaft.

you carry in the cylinder head the same as the valves. It is the most commonly used system.
currently in all automobiles. The advantage of this system is
that the number of elements between the camshaft and the
valve so that the opening and closing of the valves is more precise,
this brings with it that these engines can reach a greater number

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 of revolutions. It has the disadvantage of complicating the transmission of
movement of the crankshaft to the camshaft, since belts are needed
or longer distribution chains, which over time
kilometers have more wear, so they need more
maintenance. This system in general is more complex and expensive but
it is more effective and you get a higher performance from the engine.

Within the OHC system, we have two variants:

SOHC (Single OverHead Cam): is composed of a single camshaft.

levers that activate the intake and exhaust valves.

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 DOHC (Double OverHead Cam): it is made up of two camshafts
one operates the intake valves and the other the exhaust valves.

The valves can be actuated directly by the camshaft at

through the pushers or the drive it can be done indirectly
through rocking beams and levers. We may come across the
following provisions in the operation of the valves:

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 Overhead camshaft located at the top
Camshaft, rocker arm and valves in parallel.
2. Camshaft located at the top (OHC OverHead
Camshaft), with inverted cup pushers and valves in
parallel.
3. Camshaft located at the top (OHC OverHead)
Camshaft), with rockers and with the valves placed in shape
from 'V'. This system can also be referred to as SOCH
(Single Overhead Camshaft) when I activate 3 or 4 valves like
it occurs in some engines for example: the brand Honda (VTEC)
use this configuration.
4. Two camshafts located at the top (DOHC Double)
OverHead Camshaft), with the valves arranged in a 'V' shape.
It is the preferred valve actuation for the technique of
4 and 5 valve engine.

Distribution command
The rotation of the camshaft is carried out directly from the
crankshaft, for which different transmission systems are used based on:

Gear wheels.
Roller chain.

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 Serrated belt.

The system that is adopted depends on the type of engine, situation of the camshaft.
and manufacturing cost. Currently, it tends, in most cases,
to obtain a silent transmission.
Whatever the type of transmission used, such as the rotational speed in the
the camshaft has to be half of that of the crankshaft, the gears of
hitches coupled to the trees driver and conductor have to be in the
ratio 2/1, that is to say, the diameter or number of teeth of the pinion
the driven (camshaft) must be double that of the driving pinion
(crankshaft).
The timing drive also transmits movement to the camshaft.
of levers, moves also depending on the engines: the water pump,
injection pump in case the engine is Diesel, as seen in the
lower figure.

Currently we can also see the operation of the distribution in

engines with variable valve timing, as seen in the figure below.

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Transmission by gears
When the distance between the crankshaft and the camshaft is short, the
transmission is carried out through two gears with constant input, which
they are in the indicated dimensional relationship. In this case, the rotation of both
trees are carried out in the opposite direction, which should be taken into account for the
setting up the distribution and ignition.

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When the distance between the crankshaft and camshaft is much greater and not
allows the direct coupling of two wheels, a train is usually mounted
simple gear system with an intermediate wheel. This setup consists of
to have an intermediate pinion that rotates freely between the crankshaft pinion and
the driven pinion. This intermediate pinion does not participate in the relationship.
of transmission, so the number of teeth of this wheel is irrelevant,
although it is usually the same as that of the driven pinion.
In this assembly, the direction of rotation on both shafts is the same, because the
The intermediate wheel changes the direction of rotation provided by the crankshaft.
To achieve the quietest possible transmission, gears are used.
helical teeth that, having a larger contact surface, offer
a higher degree of coverage and, consequently, a smoother engagement
and I continue. To make the march even quieter, at times it is
lubricating with oil, mounting the train inside a closed crankcase
hermetically, called the distribution casing.
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In engines intended for passenger cars, the intermediate pinion is usually constructed of
plastic material, in order to avoid direct contact between metal wheels.

In modern engines with overhead camshafts, you can find

Some distribution systems driven by gears. As the distance
between the crankshaft and the camshaft is very large, a few are needed
intermediate gears capable of transmitting motion between the different
engine devices. In the figure below, the drive can be seen
the distribution of a 2.8 L Diesel engine. 4 cyl. direct injection.

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Roller chain transmission
The chain is used to transmit motion between the crankshaft and the shaft.
you carry independently of the distance that exists between both.
the chain can be used whether the camshaft is located in
engine block or in the cylinder head.
The chain drive has two main sprockets located on the
crankshaft and the camshaft. The crankshaft sprocket drives the chain that goes to its
sometimes drags the other sprockets. The roller chain can be simple or
double.
The chain has the advantage of its long lifespan and lower maintenance, but
it has the drawback that the chain wears out over time this
causes its length to increase, producing a phase shift in the distribution
and an increase in noise levels. These inconveniences are more noticeable
the longer the chain is.

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The chains used to operate the distribution can be as seen
in the lower figure: roller chain and silent chain.

In the lower figure, we can see the mechanism of the distribution of a

engine with the camshaft in the block (OHV).

In the lower figure, we can see the drive of the distribution of a

engine with the camshaft located in the cylinder head (OHC).

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In the lower figure, we can see the drive of the distribution of a
engine with the camshaft located in the cylinder head (OHC).

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A string tensor is used to keep the string taut and compensate.
the effects of wear. The chain when dragging the different sprockets that
the drive of the distribution remains tense on one side
while on the other it is slack. In the part that remains slack
this is where the sensor is installed. The position of the sensor will therefore depend
of the motor's rotation direction.

Belt drive
It is the most commonly used drive system today. It has the advantage
of relatively low cost, with a totally
silent, but with the drawback of a much shorter duration
(80,000 to 120,000 km.)
In current engines, it is a widespread trend to mount the camshaft.
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in the cylinder head (OHC, DOHC), so the drive for the distribution is
made with long belts. The material of the toothed belts is the
synthetic rubber and fiberglass (neoprene), which have the characteristic of
be flexible to adapt to the drag pulleys and on the other hand do not
they do not alter their dimensions. They also have the advantage of having a
very quiet operation, they are lighter, easier to replace and do not
They need lubrication.

Structure
These belts have a complex structure (lower figure), they are manufactured from
fiberglass or with a core of braided steel sheet (longitudinal strands),
coated with synthetic rubber or neoprene, which is resistant to wear. The
the back of the belt (outer part) protects the traction cords and is made
made of a material (such as polychloroprene) resistant to abrasion and actions of
external agents, such as oil.

.
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The teeth, which can be rounded or trapezoidal, are molded.
in the part to achieve a tolerance smaller than normal and to have a
very resistant coating that provides a long lifespan
belt operation. This combination of design and construction gives
as a result, a belt that stretches little with use.

Valves
The valves are elements that open and close the intake and
escapes synchronized with the upward and downward movement of the pistons. A
it also keeps the combustion chamber sealed or closed when it
produce the compression and combustion stroke of the engine.
At least two valves are used for each cylinder (one for intake and
a escaping), although there are currently many engines with 3, 4, and even 5
valves per cylinder.

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In the lower figure, various configurations of the number can be seen.
valves per cylinder.

The valves consist of a machined head throughout its

periphery, with a slope or conicity on the seat surface,
generally at 45º, which forms a hermetic seal over the hole of the
butt. Attached to the head is a perfectly cylindrical stem or tail,
whose mission is to serve as a guide in the axial displacement of the valve, to center
the head in its seat and evacuate the heat from it during its
functioning. At the bottom part of the valve there is a recess or keyway
for the anchoring and retention of the valve on the cylinder head.

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The valves are made of special steels with high content of
chromium and nickel, which give it great hardness, as they have to endure
great efforts and withstand wear and corrosion due to the
high temperatures to which they are subjected.
The intake valve can reach operating temperatures of
400 ºC and that is cooled by the fresh intake gases.
The exhaust valve is subjected to the flow of exhaust gases, so
it can reach temperatures of up to 800 ºC. To withstand these
temperatures, it must be made of materials that can withstand them
working conditions.
The heat that the valves withstand is mostly discharged through the
seats in the head, the rest is evacuated through the guides of the

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valves. To evacuate more heat, the dimensions of the guides are different
depending on whether it is for the exhaust or intake valve. The guide
used for the exhaust valve will be longer to evacuate more heat
In most engines, the intake valves have the head.
with a larger diameter than the escape ones, to facilitate better filling of the
cylinder. The exhaust valves, on the other hand, are usually made with less
head diameter to give greater consistency, since they will be subjected to
to the high temperatures of the gas emissions. For this reason, in
In some cases, the stem is hollow and filled with sodium, which has the
property that it turns liquid with heat and conducts heat very well,
with which the high temperature of the valve head is achieved
it dissipates quickly through the stem. Sodium has a low melting point.
melts (97 ºC) and is a very good conductor of heat. When sodium is heated,
melts and turns into a liquid state, with the movement of rising and falling of the
valve, sodium moves within the valve transmitting heat from the
head towards the stem. This reduces the temperature by more than 100 ºC.
temperature of the valve head.

Dimensions of the valves

The diameter of the intake valve head will always be greater than
the escape, to allow the maximum amount of gaseous mass to enter the
cylinder. However, the diameter of the exhaust valve is smaller because the
The exhaust gases are expelled at pressure pushed by the piston.
The intake valve has a diameter that is 20 to 30% larger than the
relief valve. The most important measurements of the valves are:

The diameter of the valve head.

The lift or the displacement of the valve over its seat.

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 The seat angle.
The diameter of the stem.

Types of valves
The valves are characterized by the shape of the head or by having some
special features regarding their manufacturing. The most used in
automotive are as follows:

Spherical head valve

The area of the head, directly exposed to the gases, has a shape
bombarded, with a closing angle in the cone of the seat of 90º. It is the
more used for high power series motors, since its
spherical shape gives it a robust configuration, thereby limiting the
deformation due to the effect of temperature.

Flat head valve

This valve has the head surface exposed to the gases.
completely flat and, like the previous one, has an angle of
closure in the 90º cone. It is less robust than the bulged one but
much more economical. It is used for small series motors and
average displacement.

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 Tulip valve
This type of valve gets its name from the special shape it adopts.
in the head. It has a seat angle in the cone of 120º that facilitates
greatly the entry of gases. Due to their high cost of
manufacturing is not used for series motors. Its application is limited to
limited exclusively to engines for competition vehicles and in
aviation.

Special valves
Within this group is the deflector valve, which is used as
intake valve in engines where orientation needs to be provided
suitable for the gases when they enter the cylinder. Also inside this
the group would be the sodium cooled valves.

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Installation and arrangement of the valves in the cylinder head
The installation of the valves is generally done on the cylinder head. These are
they slide into the guides that are firmly housed on the receiver. The
the valve is pushed by the spring that keeps it pressed against its seat.
The spring on one side rests on the butt and on the other is held by
a bowl that is fixed to the valve's tail by means of some semi-cones or
blades.

The arrangement of the valves in the engine over the cylinder head can adopt
different configurations:

Inline arrangement: in this case the valves are actuated by a

only camshaft

Double line arrangement: in this case, the valves are actuated by

one or two camshafts.

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As can be seen in the figure below, the arrangement of the valves of
Admission and exhaust are not always the same.

Due to the construction of multi-valve engines, the arrangement of them

it adopts different arrangements as can be seen in the figure below. For
know more aboutremultivalve enginesvisit the article we have
published on the web.

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Valve seats
They are artificial pieces placed under pressure on the cylinder head and on which
they seat the valves to achieve the airtight closure of the chamber
combustion. The seats are mounted because the material of the cylinder head is
excessively soft compared to that of the valve and cannot withstand the
constant knocking is subjected to the seat during operation.
The material used to manufacture the seats is gray cast iron.
centrifuged and nitrided, alloyed with chromium-nickel to obtain a high
hardness and resilience.
The assembly of these parts is done under pressure through a fit.
thermal that consists of heating the area of the cylinder head where it is located
prosthetic piece for it to expand. The part to be assembled is held in a
dry ice bath for its contraction. Once the seats are placed in their
Accommodation, the heat from the cylinder head is transmitted to the prosthetic parts, in a way
that, when the buttstock contracts and the pieces expand, they remain
perfectly adjusted to pressure.
In some cast iron heads, the seats are machined directly.
about the same butt.

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Valve guides
Valve guides, like prosthetic parts, are bushings.
cylindricals that are inserted under pressure into the cylinder head following the same process
as indicated above. In some cast iron heads, the guide is machined
directly on the material itself.

Its mission is to serve as a guide for the valve stem during its opening and
closure, prevent the wear of the cylinder head and transfer the heat from the valve to the
cooling circuit.
The material used in the manufacture of valve guides is 'nilresiste.'
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an alloy similar to that of prosthetic piece seats. (gray cast iron at
cromo-vanadium), which also has the following characteristics:

Great resistance to friction.

Good thermal conductivity.
Self-lubricating properties, to compensate for the low oil flow

The dimensions of these guides must allow for a very precise fit with the
valve stem, in order to ensure smooth sliding and, to the
once, prevent gas leaks through excessive clearance. In valves of
Admission usually involves an adjustment of the assembly that corresponds to the clearance.
maximum of 0.05 to 0.07 mm, and in the exhaust valves, due to their greater
dilation, there is usually a clearance of 0.07 to 0.1 mm. Both pieces require
a high surface quality.
The play between the valve stem and the guide must be calculated so that
it allows for the expansion of the stem, so the clearance is usually greater for
the escape valve. On the other hand, excessive oil flow must be avoided.
that would end up burning in the cylinder and forming deposits of
carbon. The passage of oil is more important through the guides of the
intake valves, due to the depression that exists when the valve is
open. The consumption of oil is reduced by placing seals in the part
superior of the guides.
Regarding their length, admission guidelines are usually shorter than the
of escape and have a variable length (I) that fluctuates depending on the
valve displacement (h).

Valve springs
These springs serve to keep the valves closed at all times when not in use.
the camshaft acts on them. The springs are constantly
subjected to alternating efforts to open and close the valves. Due to
its elasticity, a series of vibratory movements occur that
they transmit to the valves and control elements and cause certain rebounds
that harm the proper functioning of the system. For this reason, the
employed springs must have adequate elasticity and must be
arranged in such a way that, during their operation, they compensate the
cited oscillations.

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The system used to avoid these oscillating effects consists of manufacturing
the springs with gradual tension elastic load, reducing the passage of the
coils close to its seat in the cylinder head and increasing
progressively from its base to the end. The elastic load is calculated from
forma que los esfuerzos de forma que los esfuerzos transmitidos por los
command mechanisms should be minimal.
Another way to avoid vibrations is to use a double spring system.
concentric with the rollings of the inverted spirals. The elastic load
the effort to be transmitted to the valve must be equivalent to that of the springs
the very command mechanisms, with which the section of the wire
these springs is smaller. The use of the double spring has the advantage
in addition to preventing vibrations, in case one of the springs breaks
the other always remains operational, which allows the engine
It should work at least until it is repaired.

The material used in the manufacture of springs is high-quality steel.

with a great resistance to torsion and a high modulus of elasticity.
maximum and minimum load that a spring must have is calculated based on the
engine displacement and maximum operating speed.
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Camshaft
The alternating movement of opening and closing the valves is performed by
by means of a pushing mechanism that acts on the valves and that
it is called camshaft. The opening and closing of the valves must be
synchronized with the operating cycle and the speed of the regime of
The camshaft receives motion from the crankshaft at a number of
revolutions that is half of this.

Constitution
It is made up of a series of cams, as many as the valves the engine has, with
the corresponding phase shift angle to carry out the opening of the
different cylinders, according to the established operating order. On the
same tree, especially in old engines, an eccentric is located to
the fuel pump drive and the drive pinion for it
ignition distributor rotor in gasoline engines, which
it also conveys movement to the oil pump.
The camshaft, in addition to the cams, carries a series of machined components.
support stubs on which it rotates, the number of which varies depending on the
effort to transmit. When installed on an aluminum head, the number
The number of supports is usually equal to the number of cylinders plus one.

The camshaft can be mounted in the engine block (old engines) or

in the crankcase. The shaft spins supported by friction bearings or on
support drills practiced directly on the material of the head.
They are lubricated by the lubrication circuit through the ducts that
they arrive at each of the supports.

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The camshafts are made from a single piece of cast iron or of
forged steel. It must have great resistance to torsion and wear, to
Hello, it is given a tempering treatment. The wear of the camshaft.
it may imply a modification of the distribution diagram, which can
assume a decrease in engine performance.

Profile of the cams

The shape of the cams practiced on the shaft determines the following
very important factors for the good performance of the engine:

The moment of opening the valves.

The angle that remains open.
The maximum travel or lift of the valve.
The way to open and close the valve.

The most important measurements of the cam as can be seen in the figure
the base diameter of the cam (d2) that corresponds to the position
of closed valve. Starting from point 1, the opening of the valve begins
will remain open until point 2. In this angular path (a) the cam
move the valve to a maximum opening or lift (b).

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The shape of the cam profile determines the way the valves open.
we can find two types of profiles:

Profile of convex flanks: it is formed by a base circle that

one the crest curve by means of two tangent circuits, whose radius
the curvature is a function of the height (b) and the total angle of
opening of the valve, indicated in the distribution diagram.

Tangential profile: the flanks or attack ramps on the stem of

valve, are formed by two lines tangent to the base circle and to the
crest curve. Allows the valve to be fully open more
time and improve gas exchange

In both cases, the speed and the opening and closing times of the
valves depend directly on the cam profile. The profile and dimensions
depends on the characteristics of the engine; that is: unit displacement, ratio
compression, valve diameter, displacement height, number
of revolutions and distribution diagram.

34
There are cams with "asymmetrical" sides, whose entry profile is of the flank.
convex to open slowly and the closing flank is tangential, so that
greater time is achieved with the valve fully open and a closure
fast.

Most camshafts are designed to divide the crossover.

of valves, that is to say, maintain the same opening of the intake valves
and escape in the P.M.S. If the intake valve is more open in the
P.M.S. or escape, it is said that the camshaft is 'advanced'.
while if the latter is the one that is more open than the first, the tree
of the camshaft is "delayed." A single pattern camshaft has cams with
the same shape on both sides (closing flank and opening flank). A
camshaft designer can make a fine adjustment on it
engine operation by changing the point at which it opens or closes
a valve. The camshafts whose sides have different shapes are considered
asymmetric

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Pushers and rockers
These elements serve as a link between the camshaft and the valves for
to open and close them. Their shape and arrangement in the engine
it depends on the distribution system adopted by the manufacturer of the
same.
The employed elements are called: fasteners, rods
pushers and rockers.

Tacked
These elements are interposed between the cam of the shaft and the valve, well
directly or with the interposition of a pushing rod, depending on the type of
distribution. The tappet serves to increase the attack surface of the cam,
to reduce wear.
In OHV type distributions (overhead valve with the camshaft in the block), the tappet acts
about a push rod whose end is inserted into its interior.

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In OHV type distribution, the tappet directly acts on the valve.
in this case, the plug is in the shape of an inverted cup and slides into its housing,
practiced on the butt. Internally, the valve stem rests on
its central part and the dock are partially covered.

Hydraulic tiles
This type of specially manufactured tack has the advantage of
automatic clearance compensation in the valve. For more information

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Balance beams
The rockers are levers that transmit the movement of the cam,
well directly or through the pushers, to the valves. In
OHV-type distributions, the rocker arm is driven by the push rods.
while in OHC distributions it is pushed directly by the
camshaft. The pivot axis of the rocker arms can be in the center or in
one end of the seesaw, classified according to its movement in seesaws
swinging and oscillating.

Tilting balance beams

They are mounted on a joint axis called the rocker axis, where
They can tilt. They are equipped on one side with an adjustment screw with a nut.
of fixation and on the other side, of a mounting lever.
They are generally made of carbon steel, stamped or cast and their
dimensions are calculated to withstand mechanical stresses without
to deform.

In the lower figure, you can see some tilting rocker arms for the engine with
camshaft in the block.

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In the lower figure, you can see some balancing levers for the motor with
camshaft in the cylinder head.

Oscillating balance beams

They differ from the previous ones in that they pivot on the axis on one of the
extremes. These levers are directly pushed by the cam and
they transmit the motion over the valve. They are mounted on the shaft of
rockers through a needle bearing.

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Rocking shaft
On this axis, the rocker arms pivot, which are kept in their position by the
axial thrust provided by springs that are interleaved with each other. The
the axle is very light, it is made hollow, it is closed at the ends and on its interior
The lubrication oil circulates that lubricates the rockers through some holes.
practiced for that purpose

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 Conclusion

After what has been studied, I could say that the system of
distribution is something very complex. This system has not
has changed a lot over the time it has had, of course there is
variants but the principle is always the same. I would like
that studies be conducted and other types can be found
more economical distribution that provides more power to the
vehicles, this is a very nice topic to research more and so
learn a little more about the Distribution System of an Engine.

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 Bibliography.

[Link]

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