Cams

The basic purpose of a cam is to convert rotary motion into reciprocating motion in order to actuate some
mechanism. For an engine this usually means the operation of a valve or pump. A cam must be hard
enough to withstand the considerable forces exerted upon it but it must also be reasonable resilient. For
these reasons cams are generally made from surface hardened steel. The exception is the indicator cam
which is usually made from cast iron as the loading are small.
Couplings are provided at each cylinder section of camshaft, these couplings being shrink fits
with hydraulic adjustment capability. The advantage of having sections of camshaft is that it allows cams,
couplings, to be removed and replaced more easily then would be the case with longer shaft sections.
The ul!er engines employ a different method of cam fitment. A hub is keyed and shrunk onto
the camshaft and the cam fits onto this hub being held in place axially with a nut. The cam is secured
against rotation by means of radial teeth on both hub and cam, and since there are "#$ of these teeth the
cams may be altered in one degree steps. The profile of a cam, including the leading or rsing edge, the
dwell period at the op, and the trailing or falling edge are all profiled to give the corect rate and duration
of movement for the e%uipment they are operating .The rate of rise of the leading edge of the cam
governs the speed at which the valve or pump operates. Too slight and operation may not be crisp, too
steep and undue loading may occur.
Critically profiled cams , especially fitted for operating the fuel pump, may be used. &n this the
leading edge of the cam is critically profiled to give a re%uisite flow variation to suit engine makers fuel
delivery re%uirements.
&n the case of mechanically operated fuel valves on the 'oxford timing block the lift only
needs to be small and the cam profile may be designed to suit the rate of change re%uired. (ith such a
system there is no need to provide a usual cam needed. This insert is generally held into place by set)
screws and slotted holes in the insert allows the cam to be adjusted.
ome followers do not run on the base circle of the cam, stops being used hold the follower
clear. This is said to minimise wear and avoids problems due to the screw holding the cam insert in place.
*y far the most common method for fixing cams is by hydraulically floating the cams onto the
shaft. o)rings seals being provided for that purpose with the high pressure oil supplied from an external
pump. (hen hydraulically floated the cam may be rotated into position.
author note:
on a large bore B&W one of the exhaust valve gear operating cams slipped causing
severe engine running problems.No gear was on board for hydraulically floating the cam so the
engineers managed to rig a system of chain blocks whereby they where able to drag the cam back
into position as an emergency repair. Next port a makers representative oversaw proper repair. He
never did accept that it was possible to move the cam by this method
+n a valve operated by direct contact with the cam or via a pushrod and rocker, there must
always be tappet clearance in order to allow for thermal expansion of the valve during engine operation.
That tappet clearance must be correct, too much and the opening period and timing can be altered, too
little and the valve might not fully close.
Camshaft bearings for most large engines are of the white metal type. This not only allows
for more convenient replacement and adjustment but also allows an oil wedge to build up, that oil wedge
restricting the hammering effect on the bearing. *all or roller races would be subject to considerable
brinelling damage. *earing weardown reduces the effective lift of both valves and pump plungers and so
weardown must be corrected as soon as it reaches recommended limits.
!uthor note: "palling damage was noted on what was believed to be the leading edge of cams on a
daihatsu medium speed engine. #orrespondence with the makers regarding the possibility of
damage being caused by the follower slamming down on the trailing edge of the cam drew denials.
$t was later found that the damage was actually on the leading edge of the cam. !s the
damage was so severe as to alter the profile of the cams repair was by replacement. %n this engine
the cams where mounted on individually si&ed tapers increasing in diameter away from the end the
cams where fitted on. 'he cams where locked into position and (acked off by nuts fitted on threads
located either side of the taper. !n excellent system making ad(ustment to timing very simple.