Exhaust valves

Large exhaust valves are provided with detachable seats made form molybdenum steel. The main parts of
the valve casing is of cast iron and water cooled, there being no particular strength requirement for this
part. It is the seat area which is subject to high temperatures and wear, hence the use of better materials.
The seat is detachable in order to allow removable for machining and replacement.
Rocker operation of valves presents certain problems;
1. a tappet clearance must be allowed to suit thermal expansion of the valve stem. Insufficient
clearance may result in the valve not fully closing whilst excessive clearance can effect timing
and the period the valve is open. Hammering will also take place at the tappet face. (The use of
self adjusting hydraulic tappets went some way to alleviating these problems
!. " side thrust is imparted to the valve stem when the valve opens. Thus causing wear at the
stem bushing and subse#uent leakage
$. wear takes place at the pushrod and valve contact face% additionally the rocker bearings
re#uire constant lubrication.
To avoid these problems hydraulic valve actuation is used there is no tappet and no tappet
clearance to set. Thermal expansion is accounted for by allowing the oil to escape at a relief valve on the
pump unit. Oil loss is made up at the pump unit from the cam lube oil supply system. The opening face is
always axial. ote! The hydraulic pipe must be sheathed to avoid the ris" of fire in the event of pipe
failure.
#ith modern fuels, vanadium and other deposits can build up on valve faces leading to
damage. These deposits can be hammered into the seating faces. If the valve is rotated and reseats in a
different place then the same dmage does not occur. $otating the valve also prevents localised
overheating due to a faulty atomiser.. If the valve is set spinning and is still rotating as it reseats a light
grinding action ta"es place. This removes deposits and ensures a good seal. %uch rotation is induced by
spinners on the valve stem upon which the escaping exhaust gas acts.. To allow for this effect the
frictional effect of the springs and valve&cover must be removed. The removal of springs means that a
closing force by some other means is required. 'ir springing can be used. This consists of a piston fitted to
the valve stem below the hydraulic unit. 's the valve opens air below the piston is compressed and this
compression provides the upward force of closing the valve. The space above the piston is vented to
atmosphere and the pressure below the piston maintained at ( bar from an air supply via a non)return
valve.
'n additional advantage with this system is that when the engine is stopped the valves will all
close after a short delay. This prevents the flow of cool scavenged air through units which with a roc"er
system would otherwise be open.*reventing this allows all cylinder to be equally warm and stops the
rotation of the turboblower which can occur.
Springs
%prings of sufficient force must be provided in order to ensure that the valve closes when the tappet force
is removed. Once the valve is closed, the pressure in the cylinder will increase the sealing force on the
valve seat.
%prings have natural frequencies and if the engine operating frequency is close to the natural
frequency of the spring then vibration will ta"e place and valve bounce will occur. %prings also twist when
they are compressed and this causes wear at the landing faces. To avoid problems, double springs may be
fitted one inside the other in parallel. These springs must be of different si+e and so have different natural
frequencies. ,alve bounce due to spring vibration is thus avoided.
The springs are wound in different directions to prevent twist and also to prevent one coil
entering the other in the event of brea"age, thereby loc"ing it up.
Long springs tend to bow out when they are compressed and this increases the ris" of stress
failure. ' solution is to have two springs in series, one above the other and separated by a centre disc
which is located via a pivoted arm arrangement so that only vertical movement is allowed. %eries &parallel
arrangements are available.
-odern engines use pneumatic springs. Thisi both eliminates the problems of valve bounce ,
spring bra"age and also the need for rotor caps. 's the valve is free floating spinner vanes fitted on the
spindle allow the valve to be rotated by the flow of exhaust gas.
Rotocap
The rotocap is a mechanical device which produces valve rotation by a small amount as the valve opens.
The valve rotation is about .
o
when the unit is in good condition.
$otation to a new position avoids deposits from being hammered into the seat and repositions
the valve thus preventing local overheating. /rictional contact is provided through the springs to the valve
cover via the belleville washer which contacts at point ' and 0. 's the tappet force increases to open the
valve, the belleville washer is collapsed thus removing that frictional contact. /urther increase in tappet
force acts on the spring loaded ball bearings and the ramped slots tend to slide over the ball bearings.
These slots are in the valve cover which is connected to the stem thus as the cover moves it rotates the
valve.
's the tappet force is removed when the valve closes the belleville washer restores frictional
contact and prevents further rotation. %prings return the ball bearings to their original position ready for
the next stro"e.
Valve closing Valve opening