Camshaft &amp Rocker-Seminar Report

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com/fyp/ Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more. NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
SUMMER TRAINING REPORT ON MANUFACTURING OF CAMSHAFT & ROCKER ARM
Submitted By Shivek dhar Mechanical engg.(29) Performed at
BAJAJ MOTORS LIMITED NARSINGPUR, GURGAON (HARYANA)

(From 22 july to 21 august 2007)
www.final-yearprojects.co.cc | www.troubleshoot4free.com/fyp/
Copyright - www.final-yearprojects.co.cc | www.troubleshoot4free.com/fyp/ Final Year Project's is One place for all Engineering Projects, Presentation, seminar, summer training report and lot more. NOTE:-This work is copyright to its Authors. This is only for Educational Purpose.
DEPARTMENT OF MECHANICAL ENGINEERING
G . B. PANT ENGINEERING COLLEGE, PAURI (UKD)
CONTENTS ABSTRACT INTRODUCTION TRAINING DEPARTMENT COMPANY PROFILE WORK UNDERGONE & EXPERIENCE CONCLUSION
ABSTRACT
Gone through a rigorous four weeks training under the guidance of capable engineers and workers of bajaj motors limited, headed by the executive director of the company Mr. J.C Jha in the machining plant situated in Narsinghpur, Gurgaon, Haryana. The training was specified under the CAMSHAFT department of the machining unit. Working under the cam machining department the basic grinding, scaling and machining was shown on heavy to medium duty lathes planted in the same line where the specified work was undertaken. Various types of cams were manufactured under the camshaft department in the lathe line including hydraulic cam, solid lifter cam, overhead camshaft, hydraulic roller camshaft etc according to the specifications and requirements of the vehicle for which a particular cam is intended.
The work staff constituted of chief engineers, sub engineers, lathe workers. The training ran smoothly under an efficient and friendly staff with every possible machine and tool shown and overviewed during the training sessions which lasted from the reporting time of 9 am to training closure at 3pm.
INTRODUCTION
MANUFACTURING CAMSHAFT PARTS: Main Journals The Main Journals hold the cam in place as it spins around. Cam bearings are placed around the main journals to prevent the cam from damaging the block in case of malfunction in the engine. Lobes The lobes create the cam's lift and duratation. Lift is the distance the valve is open and duratation is how long the valve will stay open. An example would be a cam have a . 429 intake lift and a .438 exhaust lift and a duration of 203 degrees on the intake and 212 degrees on the exhaust. (CompCam) The intake valve would be lifted .429" and stay open for 203 degrees of the cams rotation and the exhaust would be lifted .438" and stay open for 212 degrees of the cams rotation.
Ends The rear end of the cam has a gear that turns the distributor of the engine keeping the ignition timing in tune with the rest of the engine, while the front of the cam bolts up the the timing chain keeping the cam timed with the crankshaft. TRAINING DEPARTMENT( CAMSHAFT MANUFACTURING AND MACHINING LINE): As told at BML 'camshaft' is "a shaft bearing integral cam." Webster's defines a 'cam' as a disk or cylinder having an irregular form such that its rotary motion gives to a part or parts in contact with it a specific rocking or reciprocating motion. In an internal combustion engine, the cam shaft actuates the intake and exhaust valves which feed and evacuate the air/fuel mix in/from the combustion chamber. In the case of
an overhead valve engine (OHV), like the V-8 shown at right, the red camshaft causes the yellow lifter to reciprocate up and down. The lifter activates the blue rocker arm which causes the green valve and stem to open and close in a reciprocating fashion. When an engine is described as OHV (for OverHead Valve) it means that the valves are located at the top of the combustion chamber which is part of the cylinder head. Earlier engine designs had the valves located in the cylinder block alongside the cylinders. These were called side-valve or valve-in-head engines (aka - flatheads) and are not very common anymore. Sometimes the term cam-in-block is added to the description to further specify the location of the cam in an OHV engine. This is used to differentiate the other camshaft configuration - OHC - that also has its valves in the cylinder head. When an engine has the designation OHC (OverHead Camshaft) it means that the camshaft is located in the cylinder head. If an engine has two overhead camshafts, one to operate the intake valves and the other for the exhaust, it is called a DOHC (Double OverHead Camshaft) engine. It is accepted that the OHC designation also means that the engine has a single camshaft, but the more formal term for it is SOHC (Single OverHead Camshaft). For overhead cam engines (OHC), the camshaft is mounted above the valve
and stem and the lobe of the cam directly actuates the stem, causing the valve to open and close at a time and rate determined by the 'profile' of the cam. Cams in OHC engines are driven by a toothed timing belt which loops between the camshaft and crankshaft. The flow of air in and out of the combustion chamber is timed by the operation of its valve train which consists of one or more camshafts that push follower mechanisms to open spring loaded valves, which would remain normally shut without actuation from the camshaft. Each cylinder of a 4-stroke engine will have at least one intake and one exhaust valve. A camshaft rotates once for every two revolutions of the engine, or once for every fourstroke cycle (remember, one cycle takes two revolutions to complete). On this shaft are cams or lobes - the egg-shaped bulges which, because their rotation is concentric to the shaft, can perform the function of moving a mechanism called the cam follower up or down on its surface when it rotates. The follower is subsequently moves the engine valves, spring loaded to remain normally shut, up and down as well.
Generally, although there is an overlap during their operation, the valves will follow the following cycle: Intake Stroke - exhaust valve is closed, intake valve is open to let air into the cylinder. Compression Stroke - both valves are closed so that no air leaks out of the cylinder, lowering pressurization. Power Stroke - both valves are still closed so that expanding air can transmit its force completely to the piston. Exhaust Stroke - intake valve is closed, exhaust valve opens to let the exhaust out of the cylinder. The operation of intake and exhaust valves overlaps nearing the end of the exhaust stroke because the intake valve actually starts to open before the piston has completed its travel to the top of the cylinder. The overlap is supposed to take advantage of the scavenging effect whereby the sudden rush of air-fuel mixture suddenly entering the combustion chamber forces more of the exhaust gases out of it. Overlapping the intake and exhaust strokes also makes engine run more smoothly. Valve timing - The sequence of the opening and closing of the valves, overlap, and lift (how much they open the valve) have a great effect on engine performance at a given speed. These parameters are controlled by the cam design (i.e. - the
height of the lobes, the angle at which they are positioned on the cam shaft) but until recently, they were fixed for a given engine running at all speeds. The result is varying engine efficiency and output at different speeds. Late model cars, most notably the Hondas, are now featuring variable cam timing that tries to maintain optimum engine performance and efficiency by compensating for the different valve timing required at various engine speeds and loads. Another recent development in valve train design is to use more than one intake and/or exhaust valve per cylinder because the total opening available for the same valve lift is greater leading to better 'respiration' on the part of the engine. Some multi-valve engines have 3 valves per cylinder - one exhaust and two intake (making 12 valves on a 4 cylinder engine). Others have 4 valves per cylinder - two of each (making 16 valves on a 4 cylinder engine). Toyota has even released a 20 valve four cylinder engine that has 3 intake and 2 exhaust valves per cylinder. Increasing the number of valves per cylinder is limited by the complexity of manufacturing the camshafts and followers for those designs, the increased unreliability brought about by introducing so many moving parts in the engine, and the difficulty that will be encountered in making the valves strong enough to withstand engine stresses when they become smaller as their number increases.
In automotive applications, the camshaft is an internal engine part driven by the crank shaft. In a typical internal combustion engine, the same piston used in compressing the air absorbs the energy of expansion and turns it into linear motion. As it travels down its cylinder, it pushes, via a connecting rod linked by pins, against its corresponding crank on the crankshaft which, like a bicycle's converts the linear motion into rotational. From here on in, it is easy to tap the mechanical energy at the flywheel and the crankshaft pulley (located at the rear and front of the engine, respectively) for transfer to the various car components needing it - most importantly, the transmission and drive train which ultimately convert the motion back into linear at the wheels and propel the car forward.
EXPECTED CHARACTERISTICS OF THE PRODUCED CAMS: Among all the components that make up an engine, the camshaft plays the most significant role in determining the behavior and character of the engine. As for the engine's behavior, most OEM camshafts offer idles that are smooth and polished. A radical aftermarket full-race camshaft may produce an idle that is rough and raw. As for character, one
camshaft may regulate an engine to produce massive lowend torque, while a different camshaft in that same engine may soften up the power production at the low end while allowing the engine to pull strong up to redline. Understanding the function, design, and limitations of the camshaft will allow you to maximize your performance experience.
Function of the Camshaft The four-stroke process that occurs in your car's engine is as follows: intake, compression, power, exhaust. While the crankshaft's position, crankshaft's stroke and rod length ultimately determine where the piston will be in the cylinder at any given degree of rotation, it's the camshaft that determines the position of the intake and exhaust valve during all four strokes. An engine's camshaft(s) is/are responsible for the valve timing in the engine. Proper valve timing is critical for any four-stroke automotive engine to operate at maximum efficiency. When the valves open, how high the valves open (lift), and for how long they stay open (duration) all determine the performance characteristics of the engine. In the performance symphony, the camshaft is the conductor of valve events. It orchestrates which
instruments play (intake or exhaust valves), when they play (opening and closing events) and how loud they play (valve lift). Whereas OEM conductors (cams) offer a classical sound, aftermarket cams can really make your engine rock. The Band of Power As mentioned earlier, the camshaft will determine an engine's character. The engine's character in terms of power production is often termed the "powerband." Where does the engine begin to make power? Where does the engine begin to fall off in power production? Is the power delivery flat and consistent or aggressive and peaky? These questions are answered in the description and understanding of the engine's powerband. Some powerbands are narrow, while other are deemed broad. Some are peaky, some are flat. An engine that makes appreciable power from only 6000 to 8000 rpm (a range of 2000 rpm) would be considered to have a narrow powerband. A comparable-sized engine that makes power from 3000 to 7000rpm (a range of 4000 rpm) might be considered to have a broad powerband. More so than any other internal components of the engine, the camshaft and its complimentary valvetrain components will establish the powerband of the engine. The Ideal Cam So how do you get the perfect cam? The cam that has tremendous low-end torque, a 10,000 rpm redline, an idle
like mom's car and a powerband from idle to redline doesn't exist. Fortunately, an aftermarket performance camshaft that optimizes the rest of your performance combination to provide the performance that you desire probably does exist. Dollar for dollar there is a good chance that aftermarket cam(s) may be the best performance investment that you make. Lift, Lobes and Symmetry For every action, there is always a reaction. From a performance standpoint, the faster a valve opens and reaches full-lift, the better. Why? Horsepower is directly related to how much air and fuel can be stuffed into the cylinder. Air and fuel can't get into the cylinder unless the valves are open. Camshafts that quickly open the valves are said to have an aggressive lobe profile. Unfortunately, the laws of physics govern the maximum amount of possible valve acceleration or "aggressiveness." If the camshaft profile tries to accelerate the valve too fast, excessive wear or valvetrain problems can occur. When returning a valve to its seat, a camshaft once again cannot do this too fast or the valve slams into the valve seat (sometimes valves even bounce off the seat). Most modern cam designs optimize valve acceleration rates by designing camshafts with asymmetric lobes. This style of lobe lifts the valve faster than it lowers the valve. Quite simply, asymmetric lobe designs can be
utilized to maximize the performance available while increasing the durability of the valvetrain. Types of Engines There are two basic styles of piston engines in production today, the overhead-valve engine (OHV) and the overheadcam engine (OHC). Overhead valve engines rely on valve lifters, pushrods, rocker arms and a camshaft which rests in the engine's cylinder block. Examples of OHV engines include most of the domestic V8 and V6 engines manufactured over the last 50 years. Knowing the Specs Since we have already explored the basics of camshafts, we will now attempt to unlock the mysteries surrounding camshaft specifications. Since the camshaft(s) influence when an engine starts making power, when it stops producing power, maximum power output, fuel economy, idle quality, and engine efficiency, it is important to understand camshaft specifications. With this basic understanding, you will be better able to select the camshaft(s) that will keep you ahead of the competition. Lift and Duration The basic function of a camshaft is to open and close the engine's valves. On many applications, a single camshaft controls the opening and closing events of all the valves in
an engine. Other applications may implement as many as four camshafts to control the valve events. Regardless of the number of cams, the rules that apply for single camshaft engines also apply to those with multiple camshafts. The most well-known camshaft specifications are lift and duration. Most manufacturers give specifications for lift at the valve, instead of at the camshaft. On some applications that don't use a rocker assembly these two lifts may be the same. If you need to convert from lift at the camshaft lobe to lift at the valve, use the following equation. Valve Lift = Lobe Lift x Cam Follower Ratio Lift Lift is nothing more than a measurement of the maximum distance the valve is opened. Assuming all other specifications remain the same, choosing a camshaft with more lift will increase the flow of air and fuel into an engine and the flow of exhaust out of an engine. As a result, more power can be made. In many cases, camshafts that have increased lifts over stock specifications and near stock duration will offer increased performance without making measurable sacrifices in "driveability". Everything has a limit and cylinder heads will generally reach a point where airflow no longer increases with an increase in valve lift. Before you order that mega-lift cam, please consider the following: when valve lift is dramatically increased, the
possibility of valve to-piston contact, coil bind at the valve spring and valvetrain interference is also increased. To avoid bent valves, broken retainers and thin wallets, always use the necessary complimentary valvetrain components and check valve-to-piston clearance when recommended by the camshaft manufacturer. Duration Along with how high a valve is opened, how long it remains open also influences the performance of an engine. If you are trying to fill a glass at the sink, how much you open the faucet or valve, as well as how long you have that valve open will determine how much water fills the glass. How long you keep the faucet turned on is a simple measure of duration. The duration specification of a camshaft is measured in crankshaft degrees of which there are 720 in one complete four-stroke cycle. However, the problem with camshaft duration figures is that different manufacturers measure this duration at different valve lifts. The Brand-A manufacturer might measure duration as soon as the valve is lifted .015 of an inch off its seat until it returns to the same lift, while the Brand-C manufacturer might not start measuring until the valve is .050 inch off the seat. The result is that if we had both companies measure the same camshaft, Company-A might measure 306 degrees of duration (measuring at a minimum lift of .015"), while Company-C would measure 256 degrees of duration
(measuring at .050"). In essence we have two completely different numbers for the same camshaft. Luckily, most camshaft manufacturers now provide duration figures at either a minimum lift of 1mm (Japan's industry standard measure) or a minimum lift of .050" (the traditional U.S. hot rod standard). When duration comparisons between two camshafts are being made, only compare the figures if the measurements have been taken at the same minimum lift. Duration and Power More lift translates into more power and torque across the powerband for most cases. In general, increased duration will shift the torque and horsepower peak to a higher rpm. All other specifications being the same, increasing duration yields more top-end and mid-range power while sacrificing low-end torque. As a result of the shifting of the powerband upstairs to higher rpms, a longer duration camshaft, when used with the appropriate valvetrain components, will also raise an engine's redline. One rule of thumb is that every 10 degree increase in duration (measured at 1mm or .050") will shift the torque peak and redline up by 500 rpm. A Closer Look-Valve Timing Believe it or not the explanation of lift and duration has been somewhat simplified. If we only look at lift and duration, we only know how high a valve is lifted and for how long. What lift and duration fail to tell us is when the
valves are opened and closed. If we know that the complete four-stroke cycle contains 720 degrees of crankshaft rotation and the intake stroke (when the piston moves down the cylinder when the intake valve is open) makes up one-fourth of the cycle, we easily deduce that the theoretical duration of the intake cycle is 180 degrees (one-fourth of 720). If we could instantaneously open the intake valve at TDC (the beginning of the intake stroke) and have the intake charge immediately start flowing into the cylinder until the piston was at BDC (the end of the intake stroke, 180 degrees later) where the intake valve would instantaneously slam shut, we might have an engine that would run well with only 180 degrees of intake duration. Early Intake Valve Opening In practice, there are many advantages to opening the intake valve early and closing it late. By initiating the opening the intake valve early, the intake valve has time to get to a lift where appreciable flow will begin. On a well-designed cylinder head teamed with a free-flowing exhaust, the pressure in the cylinder when the valve is opened early may be lower than atmospheric, so the intake charge actually gets sucked in (in practice, the exhaust valve is still open when the intake valve begins to open). The benefits of early intake valve opening are very rpm dependent. At low engine speeds, extremely early intake valve opening may cause exhaust gases to be sucked into the intake manifold causing
erratic idle and other problems. At higher engine speeds, this same amount of early intake valve opening will have no adverse effects since the intake manifold is not operating under a vacuum condition. Late Intake Valve Closing Now that we understand why we need to open the intake valve early, let's take a close look at the closing of the intake valve. The reason we leave the intake valve open past Bottom Dead Center (BDC) is inertia: objects at rest tend to stay at rest, objects (or a mass of air in the case) in motion tend to stay in motion. Since we have an intake charge in motion we can experience additional filling of the cylinder while the piston dwells (or remains in place) at the bottom of its stroke at BDC. On engine with high rod length-tostroke ratios, the piston may dwell around BDC for 20 degrees of crank rotation before the piston starts to move up the cylinder. During this time the flowing intake charge continues to fill the cylinder. If the intake valve closes too late, the piston may pump some of the intake charge out of the cylinder through the intake valve and back into the intake manifold. This reverse flow is obviously undesirable. As you may have guessed, the optimum closing of the intake valve is also very rpm dependent. Exhaust Valve Open Early Since we have a good understanding of the intake side out
the equation let's take a look at the exhaust side. The major difference in dealing with the exhaust side is that the average pressure in the cylinder is probably more than six times the average pressure during the intake cycle. This makes the task of releasing the exhaust gases easier than trying to get the intake charge into the cylinder. During the power stroke, the majority of horsepower is generated during the first 90 degrees or first half of this 180 degree cycle. This being the case, opening the exhaust valve early has little effect on killing power. In fact, power is usually increased since the residual pressure is released from the cylinder so the piston doesn't work as hard to push the remaining gases out when it begins its upward movement on the exhaust stroke. Exhaust Valve Closing Late Keeping the exhaust valve open after TDC can also have benefits. If the exhaust valve is kept open after TDC, the intake valve will also be open at the same time. When both intake and exhaust valves are open at the same time, it is termed valve overlap. The ideal amount of overlap depends on rpm. Higher rpms tolerate more overlap and the intake charge can be drawn into the cylinder due to the draft caused by the exhaust gases leaving the cylinder. When overlap gets excessive, exhaust gas can make its way into the intake manifold, diluting the intake charge. A diluted
intake charge limits power production, so a careful balance must always be struck. The Bottom Line A camshaft may look simple, but its job is no easy task. Understanding the function, design and limitations of aftermarket cams will allow you to make educated decisions about getting the right cam(s) for your car. Remember to rely on the experts. The wealth of knowledge that the major cam companies possess is incredible. While it is great to have an understanding of cams, there are enough selfproclaimed engineers in the world. Nine times out of ten, the specialist at the cam company will know more than you (that's his or her job). The value of your performance education is identifying the one out of ten instances that you may encounter. As always, remember to consider that the camshaft(s) are just one element of the performance combination. All of the parts in the combination need to work together to produce the maximum in power and reliability. Camshafts will only do there job effectively when complimented with the correct valvetrain component. Installation of the camshaft and complimentary valvetrain components must also be done correctly. Failure to do so will result in a loss of performance and the potential for component damage.
COMPANY PROFILE
BAJAJ MOTORS LIMITED
Located on the Delhi-Jaipur Highway on 39-40 milestone, Bajaj Motors Limited is ISO 9001:2000 certified & recommended for TS-16949, ISO-14001 certifications from TUV GmBH, Germany. Since its inception in 1986, BAJAJ MOTORS has its specialization in Machining for Auto components specifically Precision Engine Components.
UNITS :::
Machining Unit Located on the DelhiJaipur Highway on 39-40 milestone, Bajaj Motors Limited is ISO 9001:2000 certified & recommended for TS-16949, ISO-14001 certifications from TUV
GmBH, Germany. Since its inception in 1986, BAJAJ MOTORS has its specialization in Machining for Auto components specifically Precision Engine Components. Forging Unit Fully Equipped with all the facilities, forging plant at Gurgaon. The plant was established in Year 2000 and started its commercial production in the Year 2001. ISO 9001:2000 certified from TUV and in process to obtain TS 16949 and ISO 14001. Casting Unit This is an upcoming unit of Bajaj Motors Ltd. at Bhora Kalan, Binola Industries area, Gurgaon, India spread
over an area of 6 acres in the process of backward integration. Export Orientation is the hallmark of this plant. This unit has started production since March 2006. The specialization of Bajaj Motors Casting Plant is Shell Moulding casting and perhaps this is the largest plant in its category in entire Northern India.
POLICIES ::: Quality Policy :: BAJAJ MOTORS LTD. is committed to provide Value added products to its customers by ethical working, enhancing core competency of its team, continual improvement in the system involving total employees maintaining external & internal customer concepts. Environment Policy ::
BAJAJ MOTORS LTD. is committed to minimize the adverse impact of its operations and improve continually through proactive environmental strategies.
WORK AND EXPERIENCE
CAMSHAFT MANUFACTURING AT THE BML UNIT

Step 1
The process of creating a camshaft begins with raw 8620 billet steel.
Step 2
The raw steel range from 2.125" to 2.5" in diameter and are 20ft in length.
Step 3
The raw steel bars are then turned on a lathe to remove the rough surface and then cut into into the proper lengths depending on the engine size.
Step 4
At this stage, the steel begins the process of becoming a camshaft as both the journals and lobes are cut and evenly spaced out.
Step 5
The Camshafts are then stack up and are prepared for the copper plating.
Step 6
The copper plating is to keep the steel from becoming brittle and straighten the camshaft the heat treating process.
done helps after
Step 7
Once the copper is applied, the journals are lathe down to the thickness that is needed.
Step 8
This process creates a smooth finish.
Step 9
Next, a special lobe milling machine is used to create the lift for the cam. These CNC machines use computerize programs that allow the
manufacture to create the desired lobe and are precise at . 0001 of an inch.
Step 10
Once the the cams are roughly cut, they are placed in a furnace for heat treating. This process hardens the steel making the cam less likely to warp or snap when put under the stress of an engine.
Step 11
After the heat treating, the journals go through their final grounding stage and are milled to the correct dimensions.
Step 12
Following the journals are the lobes. They are grounded and polished to provide a smooth surface which reduces friction in the engine, freeing up horsepower.
Final Step
The last process uses a computerized scanner that checks the tolerences on the cams. Making sure that every lobe and journal are exactly the same.
CONCLUSION
Gone through a rigorous four weeks training under the guidance of capable engineers and workers of bajaj motors limited, headed by the executive director of the company Mr. J.C Jha in the machining plant situated in Narsinghpur, Gurgaon, Haryana. The training was specified under the CAMSHAFT department of the machining unit. Working under the cam machining department the basic grinding, scaling and machining was shown on heavy to medium duty lathes planted in the same line where the specified work was undertaken. The training brought to my knowledge the various machining and manufacturing processes went in not only in the manufacturing of cams but other iron casted products. Thus the training was successfully accomplished under very able guidance of the engineers and sub-engineers of Bajaj Motors Ltd.

Camshaft &amp Rocker-Seminar Report

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Copyright - www.final-yearprojects.co.cc | www.troubleshoot4free.

SUMMER TRAINING REPORT ON MANUFACTURING OF CAMSHAFT & ROCKER ARM

Submitted By Shivek dhar Mechanical engg.(29) Performed at

BAJAJ MOTORS LIMITED NARSINGPUR, GURGAON (HARYANA)

DEPARTMENT OF MECHANICAL ENGINEERING

G . B. PANT ENGINEERING COLLEGE, PAURI (UKD)

WORK AND EXPERIENCE

CAMSHAFT MANUFACTURING AT THE BML UNIT

done helps after

This process creates a smooth finish.

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