Valvetrain and engine braking advancements for improved performance in commercial transportation

Valvetrain rendering

The transportation industry is navigating the delicate balance between performance enhancement and sustainability. A pivotal aspect of this journey is the evolution of engine braking and Valvetrain technologies due to the direct link these components have with engine performance and fuel consumption. This article helps explain the latest developments around braking and Valvetrain technologies, and how they are contributing to improved performance while complying with emissions regulations.

Engine braking is a technique that reduces the wear of the foundation brake components and improves vehicle efficiency. It does this by releasing the compressed gas in each cylinder during deceleration at the point where normally fuel would be injected for combustion. This forces the engine to do the work of compressing the intake air, but then the “spring force” of that compressed air is released, so it does not push the piston back down after Top Dead Center (TDC). This can be amplified by changing to a lower gear to increase the engine rpm, and thus the engine becomes a power absorber for the truck, instead of just using the brake pedal to slow down the vehicle.

What is the role of the valvetrain?

Valvetrains are important components of internal combustion engines (ICEs) that play a critical role in managing the engine's breathing process by controlling the flow of air and exhaust into and out of the engine's cylinders. Comprising a series of parts including camshafts, rocker arms, valves, springs and other components, the valvetrain is pivotal in ensuring the engine operates at peak performance.

Optimal valvetrain performance relies on the precise opening and closing of the intake and exhaust valves at the right moments during the engine's cycle. The intake valves open to allow a mixture of air and fuel (or air alone in direct injection engines) into the combustion chamber, while the exhaust valves open to release the combustion gases once the fuel has been consumed.

The camshaft governs the timing of these valve openings and closings, which is critical to the engine's performance, fuel efficiency and emissions. The timing is synchronized with the crankshaft through gears for heavy-duty engines. As the camshaft rotates, its cams (or lobes) push against various components to open and close the valves at precisely timed intervals. The springs then close the valves, sealing the combustion chamber for the compression and power strokes.

Valvetrains can vary in complexity and design, from simple overhead valve configurations to more complex overhead cam and multiple-valve setups. Innovations such as Variable Valve Timing (VVT) and Variable Valve Lift (VVL) systems have further enhanced the functionality of valvetrains, allowing for dynamic adjustment of valve operations to match the engine's operating conditions. This adaptability improves engine performance, increases fuel economy and reduces emissions. This also means that by adapting the latest valvetrain technology, fleets can get on their way to more sustainable operations without sacrificing performance, speed and profitability.

 

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How do valvetrains work in diesel ICE, hydrogen ICE and natural gas engines?

Valvetrains in ICE and natural gas engines, play a pivotal role in controlling the entry and exit of gases in the engine's cylinders. Despite the similarities in how they work, the nuances in fuel and combustion properties mean that each fuel type needs a different approach for valvetrain designs across these engine types.

In diesel ICEs, the valvetrain operates under high-pressure conditions due to the diesel fuel's high compression ignition nature. The system is designed for durability and precision to handle the engine's operation without spark plugs. The timing and lift of the valves must be meticulously managed to optimize the air-fuel mixture's efficiency, ensuring complete combustion and minimizing emissions.

Hydrogen ICE presents unique challenges, primarily due to hydrogen's high combustibility and fast flame speed. Valvetrains in these engines are adapted to manage faster combustion cycles, requiring precise timing to prevent pre-ignition or backfires. The material selection is also critical to withstand hydrogen's low lubricity and high combustion temperatures.

For natural gas engines, valvetrains are tailored to accommodate the fuel's lower energy density compared to diesel. This necessitates efficient air-fuel mixing for complete combustion, achieved through precise valve timing and lift. Additionally, natural gas is a cleaner-burning fuel that allows for valvetrain components to be designed with considerations for reduced soot and contaminant exposure, helping to increase the lifespan of these parts.

Across all of these engine technologies, the evolution of valvetrain technology continues to focus on enhancing performance, reducing emissions and adapting to the unique requirements of each fuel type.

Significant innovations in valvetrain technologies emissions reductions

Engine braking, traditionally associated with the compression-release method, has undergone a transformative change by altering the timing of valve openings and closings. Cummins Inc’s innovative approach applies Jake Brake® technology to the exhaust valve, which  enhances engine braking efficiency. Cummins has also pioneered heavy-duty Cylinder Deactivation Technology (CDA), a revolutionary step in engine design aimed at optimizing fuel economy and reducing emissions. This method involves disconnecting engine valves from the cam, so they do not open at all, eliminating fueling for that cylinder and thus, allowing for a portion of the cylinders to be shut off under certain conditions. For instance, during low load or idle times, deactivating a six-cylinder engine's valves forces the remaining cylinders to operate under higher loads, thereby burning fuel at a higher temperature. This increased combustion temperature is crucial for the effective operation of diesel aftertreatment systems, (ATS), such as selective catalytic reduction (SCR) units, which chemically react with nitrogen oxide emissions (NOx) to render them inert. Maintaining the ATS at optimal temperatures (above two hundred degrees Celsius) ensures efficient reactions and the reduction of pollutants, a key goal during idle or low-load operations where heat generation is typically insufficient.

Addressing concerns about the reliability of these advanced valvetrain technologies, extensive testing and real-world applications have demonstrated their dependability. Cummins Inc’s commitment to integrating these systems seamlessly into engine designs from the outset, ensures not only their reliability but also their cost-effectiveness.

Gone are the days when engine brakes were an afterthought, added after the development phase. Today, they are an integral part of the engine design process, calibrated to each engine for optimal performance. This integrated approach to valvetrain technology development represents a shift towards more efficient and cleaner engines that meet the demands of modern transportation without compromising on reliability or affordability.

Through continuous innovation, engine braking and valvetrain technology have become more adaptable, efficient and environmentally friendly. This evolution underscores the importance of these components in shaping the future of transportation, ensuring engines not only meet, but exceed the environmental standards of tomorrow, marking a significant milestone in our journey towards a cleaner, more sustainable future. As the industry moves towards a more sustainable future, Cummins' innovations in engine technology continue to set benchmarks for performance, safety, and environmental stewardship.

Cummins Components Business Unit

Components Business Unit

Cummins Custompaks are being used for water management as Thailand struggles with its water crisis

CustomPak on site

Water crisis

Sixty Cummins Inc. CustomPaks are in service in Thailand as part of a critical water management plan aimed at easing the country’s water crisis – a crisis that has caused enormous economic and social damage and stirred conflict among communities.

Over the past several decades, Thailand has continually faced water problems caused by severe drought. Water reserves in dams and reservoirs are insufficient while water resources are often contaminated with toxins caused by urban communities and the industrial and agricultural sectors.

Severe flooding is a threat, too, at a time when the realities of climate change are hanging over the country.

As a result, the allocation of precious water resources, which must be shared among various stakeholders including new and existing industry, large and small agriculture, and cities and villages has become a flashpoint.

Kittithanapat Engineering Co. (KTP), has been involved in the water management system since 1996, working closely with authorities such as the Royal Irrigation Department, Department of Water Resources, Bangkok Metropolitan Authority and others.

CustomPaks on site

600 hp CustomPaks

To help KTP meet its often urgent requirements, Cummins DKSH (Thailand) has recently supplied 60 Australian-built CustomPaks – 45 powered by Cummins’ X15 engine rated at 600 hp, and 15 powered by the QSL9 rated at 325 hp. These fully self-contained powerpacks are emissions certified to Tier 3.

The CustomPaks are coupled to hydraulically-driven, large-volume submersible water pumps sourced by KTP from US company Moving Water Industries (MWI); KTP is the exclusive distributor in Thailand for these MWI Hydroflo pumps.

Prior to Cummins’ involvement, KTP was using another diesel engine brand but service support wasn’t up to the standard required.

Long-serving KTP engineer Kittisak Thanasoot says Cummins DKSH’s reputation for technical and aftersales support along with the reliability of the Cummins product were a key reason behind KTP’s decision to specify the CustomPaks for the Royal Irrigation Department.

The ability of Cummins DKSH to respond to short delivery times was also important.

“Supplying large quantities of high horsepower diesel engines for emergency situations such as flash flooding can be a challenge for KTP,” says Kittisak Thanasoot.

“Responding to the needs of the government agencies to manage such problems in a timely manner and with least impact on communities, KTP has found the answer in our partnership with Cummins DKSH.”

Power, pride and passion

Parked semi truck

The switch back to Cummins power has been beneficial for iconic New Zealand company Uhlenberg Haulage. It's all about whole-of-life costs.

Uhlenberg Haulage is closing in on 60 years in business, having been founded in 1966 by Mike and Carol Uhlenberg.

Based in Eltham, Taranaki, in New Zealand’s North Island, the operation is today owned and operated by their sons Chris, Daryl and Tony Uhlenberg.

Describing the Uhlenbergs as “old school family truckies”, Daryl talks about the company’s time-honored journey with a definite tone of pride, especially the work of his parents in laying the foundations for what is today an iconic fleet in its own right.

Cummins Inc. made its debut in the Uhlenberg fleet in 1971 with an NH250 powering a second-hand Kenworth K923 used in logging. A second Kenworth, a new W924 with a Cummins NTC335, followed soon after hauling an LPG tanker.

The Uhlenberg operation today comprises 40 prime movers and a variety of trailing gear to cater for the myriad of a jobs the fleet is involved in.

A number of Peterbilts feature in the fleet although Kenworth is now the brand of choice with six new units to be delivered over the next 12 months to cater for business growth.

Cummins’ X15 Euro 5 engine rated at 550 or 600 hp is the preferred power specification, with 18 red engines currently in the fleet.

Uhlenberg family in front of truck

Whole-of-life support

“The switch to Cummins has been a very good experience for us. We have nothing but praise for the Cummins organization,” says Daryl.

“The whole-of-life picture is the key thing for us and we’ve got that nailed with the support we get from Cummins – parts availability, scheduled maintenance, life expectancy and in-frame rebuilds.

“So the red engines turn up, we run them to life, which is 900,000 to 1.2 million kilometers, and then Cummins does an in-frame overhaul in a timely manner. If there’s an issue, parts and support are close by.

“The support we get from Cummins Palmerston North is fantastic, second to none.”

Daryl recently looked under a Kenworth that was in the workshop for a service and was surprised to see no oil leaking from the one-million-kilometer X15. “I remember when I was a fitter we had to wear a raincoat when working under a truck,” he jokes.

Fuel agnostic

Acknowledging that the push to decarbonize is now “very real”, Daryl likes the idea of Cummins’ fuel agnostic concept where one base internal combustion engine, optimized to run on diesel, can also be customized to run on ultra-low and zero-carbon fuels like renewable natural gas and hydrogen.

“My father was a pioneer of linehaul trucking in New Zealand and he always embraced new technology. He was never scared of it,” he says.

“I tend to be a little more cautious but I can see where a 500 hp natural gas or hydrogen engine would work for us in short haul applications,” he admits. “We’re certainly willing to look closely at these alternative fuel technologies when suitable infrastructure is in place.”

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