MANUFACTURINF OF ENGINE VALVES

A.SANTOSH
(14R05A0302)
ITRODUCTION
DEFINATION OF ENGINE VALVE
CLASIFICATION OF ENGINE VALVE
MATERIAL SELECTION
Definition of engine valve:
Valves are used to control gas flow to and from cylinders in automotive internal
combustion engines. The most common type of valve used is the poppet
valve .The valve itself consists of a disc-shaped head having a stem extending
from its center at one side. The edge of the head on the side nearest the stem is
accurately ground at an angle usually 45 degrees, but sometimes 30 degrees,
to form the seating face. When the valve is closed, the face is pressed in contact
with a similarly ground seat.

The two main types of internal combustion engine are: spark ignition (SI)
engines (petrol, gasoline, or gas engines), where the fuel ignition is caused by a
spark; and compression ignition (CI) engines (diesel engines), where the rise in
pressure and temperature is high enough to ignite the fuel. Valves are used in
these engines to control the induction and exhaust processes.
Both types of engine can be designed to operate in either two strokes of the piston or four strokes of
the piston. The four-stroke operating cycle can be explained by reference to Fig. 1.3. This details the
position of the piston and valves during each of the four strokes.
The induction stroke: The inlet valve is open. The piston moves down the cylinderdrawing
in a charge of air.

The compression stroke: Inlet and exhaust valves are closed. The piston moves up the
cylinder. As the piston approaches the top of the cylinder (top dead centre tdc) ignition
occurs. In engines utilizing direct injection (DI) the fuel is injected towards the end of the
stroke.

The expansion stroke: Combustion occurs causing a pressure and temperature rise Which
pushes the piston down. At the end of the stroke the exhaust valve opens.
The exhaust stroke: The exhaust valve is still open. The piston moves up forcing exhaust
gases out of the cylinder.

The Four stroke Process

Operating conditions:

During each combustion event, high stresses are imposed on the combustion chamber side of the
valve head. These generate cyclic stresses peaking above 200 MN/m2 on the port side of the valve
head. The magnitude of the stresses is a function of peak combustion pressure. The stresses are much
higher in a compression ignition engine than a spark ignition engine.
It was not made clear whether these were experimental or theoretical values or
whether the valve was from a diesel or gasoline engine. The asymmetric
distribution may have been due to non-uniform cooling or deposit build-up
affecting heat transfer from the valve head. Exhaust valve temperatures are
much higher. Although both inlet and exhaust valves receive heat from
combustion, the inlet valve is cooled by incoming air, whereas the exhaust valve
experiences a rapid rise in temperature in the valve head, seat insert, and under
head area from hot exhaust gases.

Classifications of engine valve:

ENGINE VALVE

INLET VALVE EXHUAST VALVE

INLET VALVE:

Inlet Valve is that valve through which fuel or a mixture whose

pressure in increased by reducing its volume in intake into the
cylinder. It allows the air-fuel mixture from intake manifold to
combustion chamber

There are at least only one inlet valve on each cylinder head. On equal number
valve heads inlet valves are larger in diameter than exhaust valves

EXHUST VALVE - Exhaust valve is precision engine components used to open to permit
the burned gases to exhaust from cylinders. Therefore exhaust valve are exposed to serve thermal
loads and chemical corrosion. Exhaust valve are opens and closes as many as 2000 times per
mile.

exhaust valves are used to allow burnt and unburnt gasses to escape atmosphere. exhaust valves
are normally smaller than inlet valves in diameter. there must be at least one exhaust valve for

each cylinder .
Types of engine valves:

Rotary valve:
Rotary valve has a hollow shaft which runs in the housing attached to the cylinder head. The
hollow shaft has two ports, one is inlet port and the other is exhaust port. At the time of suction
stroke, the inlet port meshes with the intake manifold and at the time of exhaust stroke, the
exhaust port meshes with the exhaust manifold. These valves function very quickly but subjected
to greater wear. Rotary valves are found unsuccessful because of escaping of gasses and
gumming up of its system.

Sleeve valves:
Engine cylinder liner has inlet port and exhaust port cut in it. Another sleeve has inlet and
exhaust openings. At the time of inlet, the inlet port of sleeve meshes with the inlet opening of
the cylinder and at the time of exhaust, the exhaust port of the sleeve meshes with the outlet
opening of the cylinder. The sleeve which has inlet and exhaust ports move up and down and
also rotates with the suitable mechanism. Due to greater wear in the sleeves these valves are not
in use.

Poppet valve:
A Poppet Valve is a valve in an engine primarily used for controlling the time and quantity of
fuel entering the engine. A poppet valve is also known as Mushroom Valve. Poppet Valves are
generally used in automobile engines. The poppet valve is a simple and effective design used
mainly for 2/2 and 3/2 functions. It has good sealing characteristics and can often be the choice
for a supply shut off valve. A poppet seal has a butt action against a raised edged aperture. The
poppet seal will give long life and supply to the port assists the spring to hold the poppet shut.
Valves are based either on the poppet principle or slide principle. In poppet valves, a ball, a cone
or a disc is pressed by a spring against the seat of passage. The high pressure per unit area which
is created means that valves of this kind provide a very efficient seal. The valve stem moves up
and down inside the passage called guide, which is fitted in the engine block. The head of the
valve is called as valve face and is generally ground to have a 45 degrees angle, so as to fit
properly on the valve seat in the block and prevent leakage.
A valve spring with a spring retainer aids the return of valve after operation. When the cam
rotates, the taper is lifted, thereby lifting the valve to open. in the closed position of the valve a
slight clearance is necessary between the valve tappet and the stem. This gap is known as valve
tappet clearance. This gap allows for the expansion of the valve stem and other parts in the valve
operating mechanism as the engine becomes heated. In the construction, the valve seat and
inserts are pressed into the cylinder block. These inserts reduce wear and tear thereby preventing
leakage and frequent replacing of the valve.
 POPPET VALVE

MATERIAL SELECTION OF ENGINE VALVE:

Most inlet valves are manufactured from hardened, martensitic, low-alloy steel. This provides
good strength and wear and oxidation resistance at higher temperature.

There are essentially two basic types of steel used to make valves. One is "martensitic" steel and
the other is "austenitic" steel. The difference is in the microstructure of the steel and how the
various ingredients in the alloy interact when the molten steel is cast and cooled. This affects not
only the hardness and strength of the steel, but also its corrosion resistance and magnetic
properties. As a rule, martensitic steels are magnetic while austenitic steels are non-magnetic

In martensitic steel, the steel is "quenched" (cooled) very quickly from a molten state to freeze
the grain structure in a particular configuration. Under a microscope, the grain structure has a
needle-like (acicular) appearance. This makes the steel very hard but also brittle. Reheating and
cooling the steel (a process called "tempering") allows some of the martensite crystals to
rearrange themselves into other grain structures which are not as hard or brittle. By carefully
controlling the heat treatment and quenching process, the hardness and tensile strength of the
steel can be fine tuned to achieve the desired properties.

Steel alloys with a martensitic grain structure typically have a high hardness at room temperature
(35 to 55 Rockwell C) after tempering, which improves strength and wear resistance. These
characteristics make this type of steel a good choice for applications such as engine valves.

Exhaust valves are subjected to high temperatures, thermal stresses, and

corrosive gases. Most exhaust valves are manufactured from austenitic
stainless steels. These can be iron, or nickel, based. Solid solution and
precipitation strengthening provide the hot hardness and creep resistance
required for typical exhaust valve applications. The 21.4N composition is
widely used in diesel engine exhaust valve applications. This alloy has an
excellent balance of hot strength, corrosion resistance, creep resistance,
fatigue resistance, and wear properties at an acceptable cost. In heavy-duty
diesel engine applications higher strengths and creep resistances are
attained by using superalloys as valve materials. Valve seating face wear and
corrosion can be reduced by applying seat facing materials. Stellite facings
are commonly used for passenger car applications.

The criteria for engine valve material:

Resistance to high-temperature corrosion [ ~700C ]
 Hot strength (endurance strength at high temperature ) [ ~500MPa ]

Hot hardness [ strength at ~700C ]

Resistance to oxidation

Resistance to seizing and adhesive wear

Availability of material supplied

Overall cost (material and manufacturing costs)

Higher horsepower-to-weight ratio;

Lower specific fuel consumption;

Environmental considerations such as emissions reduction

Material Austenintic Ferritic Martenitic Duplex

(Ferritic-austenitic) SS

Standard 304 430 410 SAF2507

Yield strength 0.2% 42 50 45 80

Offset,ksi
Ultimate tensile strength 580 520 510 800
MPa
Elongation in 2 inches,% 55 25 25 15

Hardness(Rockwell) B80 B85 B80 C32

Density,lb/in3 0.29 0.28 0.28 0.28

Modulus of elasticity, 28 29 29 29
Mpsi

Coefficient of thermal 9.6 5.8 5.5 7.2

expansion,
/F(68-212F)
 Austenitic Ferritic Martensitic Duplex

Resistance to
corrosion

Resistance to
seizing and
galling
Hot strength
(500Mpa)

Finally, the specific type of material that we choose is

Austenitic stainless steels
Martensitic stainless steels

MANUFACTURING PROCESS OF ENGINE

VALVES:
Manufacturing of engine valves involve many complex processes that require a very high level
of precision. There many valve configurations depending on the specifications given by the
customer. Thus there are many different production lines operating simultaneously to cater to the
demand. Each line has a unique production sequence, however some of the basic manufacturing
processes being the same for most of them.

RAW MATERIAL

CUTTING

FRICTION WELDING &DFLASH

 UPSEETING

FORGING

HEAT TREATMENT

SHOT BLASTING

STRIGHTENING

STEAM END CUT

STELLITE GROOVING

SEAT SETELLITING

TIP DRILLING

TIP SETELLITING

END GRINDING

ULTRASONIC INSPECTION

POST OD TRAINING
 MACHINE SHOP

RAW MATERIAL - A Raw material or feedstock is the basic material from which a product is
manufactured or made, frequently used with an extended meaning. First, the raw material
(Stainless Steel rod) is undergoing hot direct extrusion to get the required diameter.
The bars are usually supplied in the form of very long rods (about 4200mm), which are then cut to an
approximate length before forging

CUTTING:
The rods are cut to an approximate length of about 263mm before upsetting. Allowances are given
before cut-off to provide machining allowances

FRICTION WELDING:
Friction welding is a process of joining head diameter of the engine valve with the straight rod
use fully automatic machine. It is needed only for the bimetallic valve. Friction welding
technology is a completely mechanical solid-phase process in which heat generated by friction is
used to create high-integrity joint between similar or dissimilar metals, and even thermoplastics
In Friction Welding the quality control cost is minimal with a guarantee for high quality welds and
the weld cycle is also very short