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In this chapter we present the latest techniques necessary to design a cam-follower valve gear system for a new automobile internal combustion engine or to replace a cam in an existing engine Included in this broad subject are automotive engines for public transportation, racing cars, motorcycles, and diesel engines The presentation will largely utilize computer software which is listed in App D Curve information in Chaps 2, 3, and 4 and the material lubrication and manufacturing information of Chaps 9 and 10 are particularly pertinent Also, the reader should refer to s 11, 12, and 13 which present the dynamic study of compliant high-speed cam systems applied to automotive internal-combustion valve-control systems An excellent reference for the subject of automotive camshaft design is Hubbard (2000) Valuable information was shared with Crane (2000) and Dour (2002).

Automotive cam valve-gear systems are of two types: Open-track cam system Closed-track cam system (desmodromic) The open-track cam follower, which is most popular, has a spring to maintain constraint of the mechanism The closed-track follower is held on the cam by virtue of its mechanism design This type of follower system is largely applied to motorcycles The following types of cam-driven automotive valve installations are shown: Direct acting on valve, L-head, overhead cam (OHC) Push-rod rocker arm overhead valve train with at or roller contact (OHV) Cam-on-rocker arm (CORA) valve train with radius or roller follower (OHC) Most automotive engines made in the United States before World War II were at-head (L-head) designs, Fig 162 The L-head design has a short stiff-valve follower train which lessened potential dynamic problems, such as follower jump.

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After 1950, most United States manufacturers switched to overhead valve designs (OHV) which became the United States standard The OHV designs, Fig 163, used an underhead camshaft which drove a long, compliant pushrod to actuate the overhead valves located above the pistons At high speeds the long, exible follower trains of these pushrod designs caused signi cant dynamic problems with the valve trains Postwar European and Japanese engine designers adopted the overhead camshaft design, Fig 164 The camshaft is located in the head above the valves It provides a short, light, and stiff follower train similar to the old-fashioned athead engines This system allowed higher speeds of engine performance since the follower train had a higher natural frequency Accordingly, United States manufacturers are currently shifting from pushrod overhead valve designs to overhead camshaft designs in the new engines..

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LOAD COMBINATIONS FOR EXTREME EVENT I Substr. DL + DL Reactions From Super Structure FACTORED (DC + DW) MAX. (DC + DW) MIN. LL Reactions From Superstructure Earth Loads on Substructure Wind On Substr. + Wind React. From FACTORED Superstructure FACTORED (WS) (EH) + (EV+ES) MAX. (EH)+(EV+ES) MIN. 0.3 WS 1.5EH+1.35EV+1.5ES+ 1.0ED 0.9EH+1.0EV+0.75ES+ 1.0ED Wind On Live Load From Superstructure

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Part II:

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Figure 29-12: Class A subnetted with a firewall to the Internet Table 29-1: The routing table for route R-2 Destination 14.2.1.0 14.2.2.0 14.2.3.0 14.1.1.0 14.1.2.0 14.1.3.0 14.1.4.0 145.15.0.0 197.45.19.0 All others Next Hop 14.1.3.252 14.1.3.252 14.1.3.252 Attached Attached Attached Attached 14.1.1.254 14.1.1.254 14.1.1.254 Hops 1 1 1 0 0 0 0 1 1 1 Port# C C C A B C D A A A

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