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 Sulzer 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 360 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 equipment 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. In
this the leading edge of the cam is critically profiled to give a requisite flow variation
to suit engine makers fuel delivery requirements.

In the case of mechanically operated fuel valves on the Doxford timing block the lift
only needs to be small and the cam profile may be designed to suit the rate of
change required. With 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.

Some 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.

By 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. When 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!

On 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. Ball or
roller races would be subject to considerable brinelling damage. Bearing weardown
reduces the effective lift of both valves and pump plungers and so weardown must
be corrected as soon as it reaches recommended limits.

Author note: Spalling damage was noted on what was believed to be the leading
edge of cams on a daihatsu medium speed engine. Correspondence with the makers
regarding the possibility of damage being caused by the follower slamming down on
the trailing edge of the cam drew denials.

It was later found that the damage was actually on the leading edge of the cam. As
the damage was so severe as to alter the profile of the cams repair was by
replacement. On this engine the cams where mounted on individually sized tapers
increasing in diameter away from the end the cams where fitted on. The cams where
locked into position and jacked off by nuts fitted on threads located either side of
the taper. An excellent system making adjustment to timing very simple.