(Approved by AICTE, New Delhi & Accredited by NAAC with “A” Grade, Accredited by NBA,

Permanently Affiliated to JNT University, Kakinada)

TOPIC:DESMODROMIC SYSTEM
NAME:VEERAVALLI SUNIL VARMA
ROLL NO:17221A0371

CONTENTS:
 OPERATION OF CAM SYSTEM
 INTRODUCTION TO CONVENTIONAL VALVES
 DISADVANTAGES IN CONVENTIONAL VALVES
 HISTORY OF DESMODROMIC VALVE
 INTRODUCTION OF DESMODROMIC VALVE
 ADVANTAGES OF DESMODROMIC VALVE
 DISADVANTAGES OF DESMODROMIC VALVE
 DESMODROMIC VALVE SUCCESS IN RACE TRACK
OPERATION OF CAM SYSTEM

CAMSYSTEM WITH BELT DRIVE AND THE GREAR DRIVE

OPERATION OF CAM SYSTEM:

  The power input for cam actuation provided by the crank shaft
 The power transmission from crank shaft to camshaft
1. gear system
2. belt drive system
 If more than one inlet valves are to be operated then we are using rocker arm mechanism.
INTRODUCTION TO VALVES:
The characteristic and universally used mushroom or "poppet" valves (used in every 4-stroke engine)
will open during their down-stroke and close during their up-stroke, until they make contact with
their seats in the cylinder head.

Normally, the valve is operated by a "cam" system, which controls valve opening (down-stroke),
while the valve "return", i.e. the closing movement (up-stroke) is the
result of the action of a spring, in most cases.

SCHEMATIC DIAGRAM OF MUSHROOM VALVE

DISADVANTAGES IN CONVENTIONAL VALVES:

Valve float is an adverse condition which occurs when the poppet valves on an internal
combustion engine valvetrain do not remain in contact with the camshaft lobe during the valve
closure phase of the cam lobe profile. This reduces engine efficiency and performance and
potentially increases engine emissions.
Valve bounce is a related condition where the valve does not stay seated, due to the combined
effects of the valve's inertia and resonance effects of metallic valve springs that effectively reduce
the closing force, and allow the valve to re-open partially.

HISTORY OF DESMODROMIC VALVE:

The word "desmodromic" is derived from two Greek roots, desmos (controlled, linked, captive) and
dromos (course, track, in the shape of a racecourse ). It refers to the exclusive valve control system
used in Ducati engines: both valve movements (opening and closing) are "operated".
We usually say that action on the valve is "positive" in both cases, in other words, both strokes are
"controlled".
In mechanical terms, the word desmodromic is used to refer to mechanisms that have different
controls for their actuation in different directions.

While the design can be noisy, it is typically overridden by road noise from tires and other engine
components such as intake and exhoust noise. Though stated above the noise is "uncomfortably
loud in engines with four or more cylinders", if true, this is limited (in terms of Ducati) to the
MotoGP and MotoGP Race Replica bikes which are the only current production desmodromic
motors that feature four cylinders; they are intended for race use. (It should be noted that exhaust
noise levels can exceed 110dB on full race trim.)

Ducati has consistently used its desmodromic system ever since 1956. It is the only manufacturer in
the world to have applied it to anything from standard production bikes to Superbike and MotoGP
bikes.

Dr. Fabio Taglioni

The Desmodromic valve system was designed and developed by Dr. Fabio Taglioni.

Taglioni was the father of the modern desmodromic valve actuation system, and worked for Ducati
for most of his career.
Born in 1920 in Lugo di Romagna, Taglioni graduated as an engineer in 1948. He worked at Mondial
in the early 50's, and when he had a falling out with management, offers were soon on the table
from Ford and Ducati. Certainly Ford's was the more lucrative offer, but Ducati offered something
Ford could never offer. Autonomy and the chance to form a race team. Taglioni went to work for
Ducati as chief designer and technical director in 1954, and work there until 1989, the first of a series
of decisions which ignored money in favor of doing what he wanted to do.
He began in the 1950s by designing Ducati singles, and in 1963 designed the prototype V4 Ducati
Apollo. This led to the 1972 Ducati 750 Imola Desmo, and the 1970s and 1980s production Ducati V-
twin motorcycles.

His desmodromic V-twin design is still used in all current Ducati motorcycle engines. Among the
many race victories of his early desmo twin, the 1978 legendary return of Mike Hailwood at the Isle
of Man is perhaps the most memorable.
Fabio Taglioni died in Bologna in late July 2001 at the age of 80.

 INTRODUCTION OF DESMODROMIC VALVE:

Desmodromic valve drive was often justified by claims that springs could not close valves reliably at
high speed and that the forces caused by suitably strong springs exceeded what cams could
withstand. Since then, valve float was analyzed and found to be caused largely by resonance in valve
springs that generated oscillating compression waves among spring coils.
High speed photography showed that at specific resonant speeds, valve springs were no longer
making contact at one or both ends, leaving the valve floating before crashing into the cam on
closure.
For this reason as many as three concentric valve springs, press fit into each other, were often used,
not for more force (the inner ones having no significant spring constant), but to act as snubbers to
reduce oscillations in the outer spring.

Stiffer valve springs can help prevent valve float and valve bounce, but only at the expense of
increased friction losses. Various techniques have been used to offset the effect of stiffer springs,
such as dual-spring and progressive-sprung valves, roller-tipped tappets, and pneumatic valves in
Formula One.

Less obvious secondary effects is that valve springs typically weigh as much as the valves which they
actuate, that mean the total mass which needs to be moved by the actuation mechanisms (belt,
bearings, shafts) also need to be larger in order to avoid fatigue failures. The combined weight of the
mechanism and the energy needed to overcome the spring forces and added frictional forces means
that a larger fraction of the engine's available power output is being used for valve actuation.

If in a racing application a normal valve spring engine had an upper rpm limit of about 10,000 rpm,
that same engine design when equipped with a Desmodromic valve system would be capable of
15,000 rpm, and much more power.
While the desmodromic system is not the most ideal in a practical world of mechanics, it still
survives and performs without problem to this day. While it can be more expensive to maintain than
traditional spring actuated valve systems, there are many aftermarket precision machined
components which can extend the maintenance interval to that of the almost magical spring
actuated systems in comparable engines.

In traditional spring valve actuation, as engine speed increases, the

inertia of the valvetrain overcomes the spring's ability to close the
valve completely before the piston reaches Top Dead Centre. This can
lead to several problems. First, and most catastrophic, the piston will
collide with the valve and thus damage it permanently. Second, the
valve will not completely return to its seat before combustion begins.
This allows cylinder gases and pressure to escape prematurely, which
causes a major decrease in engine performance and can cause the
valve to overheat, possibly causing warping or catastrophic valve
failure or both. In valve spring engines the traditional remedy for valve float is explained before. The
desmodromic system avoids this problem, because although it has to work against the directional
energy of the valve opening and closing, it does not have to overcome the static energy of the
spring. Anyway, in desmodromic valve sistem there is a small spring. The springs are only necessary
to take up the closure system slack.

Italian motorcycle manufacturer Ducati uses the desmodromic (springless) valve system to counter
this problem and allow for higher engine speeds. The system consists of a mechanical lifter
mechanism that uses a second rocker
arm to push the valve closed.
Formula 1 engine
manufacturers use a pneumatic
system to close the valves to
allow for very high RPM without valve
float.

ADVANTAGES OF DESMODROMIC VALVE:

The main benefit of the desmodromic system is the prevention of valve float and that there are no
heavy power robbing springs used to close the valves, better protection for the engine if it is over
revved, and better performance and/or overall efficiency. it's main advantage, greater power output,
can be achieved at less expense by using four or more valves per cylinder.

DISADVANTAGE OF DESMODROMIC VALVE:

The disadvantage of the Desmodromic valve system is its complexity and cost. And while the overall
efficiency possible in a Desmodromic design can not be achieved in current applications 
 Desmodromic, 2 valve Desmodromic, 4 valve
per cylinder per cylinder

The word "desmodromic" is derived from two Greek roots, desmos (controlled, linked, captive) and
dromos (course, track, in the shape of a racecourse ). It refers to the exclusive valve control system
used in Ducati engines: both valve movements (opening and closing) are "operated".
We usually say that action on the valve is "positive" in both cases, in other words, both strokes are
"controlled".
In mechanical terms, the word desmodromic is used to refer to mechanisms that have different
controls for their actuation in different directions.

While the design can be noisy, it is typically overridden by road noise from tires and other engine
components such as intake and exhoust noise. Though stated above the noise is "uncomfortably
loud in engines with four or more cylinders", if true, this is limited (in terms of Ducati) to the
MotoGP and MotoGP Race Replica bikes which are the only current production desmodromic
motors that feature four cylinders; they are intended for race use. (It should be noted that exhaust
noise levels can exceed 110dB on full race trim.)
Ducati has consistently used its desmodromic system ever since 1956. It is the only manufacturer in
the world to have applied it to anything from standard production bikes to Superbike and MotoGP
bikes.

The Desmodromic valve system was designed and developed by Dr. Fabio Taglioni.

Taglioni was the father of the modern desmodromic valve actuation system, and worked for Ducati
for most of his career.
Born in 1920 in Lugo di Romagna, Taglioni graduated as an engineer in 1948. He worked at Mondial
in the early 50's, and when he had a falling out with management, offers were soon on the table
from Ford and Ducati. Certainly Ford's was the more lucrative offer, but Ducati offered something
Ford could never offer. Autonomy and the chance to form a race team. Taglioni went to work for
Ducati as chief designer and technical director in 1954, and work there until 1989, the first of a series
of decisions which ignored money in favor of doing what he wanted to do.
He began in the 1950s by designing Ducati singles, and in 1963 designed the prototype V4 Ducati
Apollo. This led to the 1972 Ducati 750 Imola Desmo, and the 1970s and 1980s production Ducati V-
twin motorcycles.

His desmodromic V-twin design is still used in all current Ducati motorcycle engines. Among the
many race victories of his early desmo twin, the 1978 legendary return of Mike Hailwood at the Isle
of Man is perhaps the most memorable.

Fabio Taglioni died in Bologna in late July 2001 at the age of 80.

DESMODROMIC VALVE SUCCESS IN RACE TRACK:

Famous examples include the successful Mercedes-Benz W196 and Mercedes-Benz 300

SLR race cars and, most commonly, modern Ducati motorcycles.
Ducati motorcycles with desmodromic valves have won numerous races and championships,
including Superbike World Championships from 1990 to 1992, 1994–96, 1998–99, 2001, 2003–
04, 2006, 2008 and 2011. Ducati's return to Grand Prix motorcycle racing was powered by a
desmodromic V4 990 cc engine in the GP3 (Desmosedici) bike, which went on to claim several
victories, including a one-two finish at the final 990 cc MotoGP race at Valencia, Spain in 2006.
With the onset of the 800 cc era in 2007, they are generally still considered to be the most
powerful engines in the sport, and have powered Casey Stoner to the 2007 MotoGP
Championship and Ducati to the constructors championship with the GP7 (Desmosedici) bike.