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Design Evaluation of a Follower Cam With Variable Valve Lift

Mechanism

Article  in  International Journal of Structural Integrity · March 2013

DOI: 10.1108/17579861311303591

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Evaluation of
Design evaluation of a follower a follower cam
cam with variable valve
lift mechanism
7
G. Dritsas, P.G. Nikolakopoulos and C.A. Papadopoulos
Mechanical Engineering Department & Aeronautics,
University of Patras, Patras, Greece

Abstract
Purpose – The purpose of this paper is to present a methodology for design, analysis and evaluation
of cam-follower systems used for the control of valve movement in internal combustion engines. The
strategy begins with the inverse engineering of existing motor parts, designing them with the CATIA
CAD Software and consequentially the created assembly is simulated using real time conditions
in SimDesigner software, with the Adams Solver.
Design/methodology/approach – The cam profile is generated and the kinematic and dynamic
analysis of the variable valve mechanism is presented. The whole mechanism is verified in a dynamics
analysis to check the validity of the criteria for the follower-cam system design. Comparisons with
standard profiles of motion were made, while it is also evaluated in an experimental device, where the
actual valve displacement was measured.
Findings – The variable valve lift mechanism is designed to have maximum lifts greater than the lift of
the conventional mechanism, with the geometrical constraints, profile of forces, velocities and accelerations
to be better, in terms of stresses and work required, than the design of conventional mechanisms.
Originality/value – The novelty of the paper is consisted in presenting an integrated simulation
methodology in order to precisely model, in component and assembly basis, the follower cam
mechanisms with variable valve lift, and using the available software to perform the kinematic and
dynamic analysis. The proposed simulation methodology can be easily adapted by a design engineer
to model and to analyzed kinematically and dynamically moving components and assemblies found in
internal combustion engines and not only.
Keywords Cam, Follower cam, Variable valve lift, Internal combustion engines, Simulation, Modelling,
Computer software, Computer aided design
Paper type Research paper

Nomenclature
u ¼ steering angle of cam shaft (radians) y€ , g ¼ acceleration (kg m/s2)
v ¼ rotational speed of the cam shaft ffly, g_ ¼ second or Jerk acceleration (kg m/s2)
(rad/s) t ¼ time (s)
y ¼ displacement of the follower (m) v ¼ velocity
y_ , v ¼ momentary speed (m/s2)

1. Introduction
Many factors have to be taken into account in the design of motor engine valve trains
and cams, which may be briefly classified into fluid dynamics and mechanical ones. International Journal of Structural
Integrity
Vol. 4 No. 1, 2013
The authors are very grateful to Professor Athanasios Mihailidis, Director of the Machine Design pp. 7-22
q Emerald Group Publishing Limited
Laboratory of the Mechanical Engineering Department of Aristotle University of Thessaloniki, 1757-9864
for his kind permission with regard to use of the Software Adams and SimDesigner. DOI 10.1108/17579861311303591
IJSI The maximum valve lift and the valve timing are determined based on fluid dynamics
considerations. Efforts should be minimized to work within the allowable stress
4,1 levels, and loss of contact between cam and follower should be avoided. Complexity
appears because of nonlinearities introduced by the kinematical chain usually
interposed between cam and valve.
There are many works done in the design of cam, valve and the whole mechanical
8 valve chain. The current methodology enables the design of the valve train systems. In
this paper a representative amount of recent investigations are presented and divided
in the following topics: valve train design, cam design, valve springs design and the
design of variable valve mechanisms, indicating the recent progress.
Mohiuddin et al. (2008) presented a GT-VTRAIN, as a multi-purpose simulation tool
for the mechanical design analysis of valve train systems. They concluded that high
quality smoothing technique is crucial to avoid the components from being subjected to
unnecessary high stress levels or unnecessary high power to drive them. Christoffel
(2006) presented a new valve lift system which is targeted at reducing fuel consumption
of the new Audi 2.8 litter V6 engine. He concluded that the rolling contact of the newly
designed cam followers then travels along a much more pronounced cam profile which
results in a more aggressive valve stroke progress. Jarvi (1998) studied a new control
ramp mechanism for variable valve timing (VVT). He concluded that the control ramp
mechanism is applicable in principle and functions in the expected way making the
variable valve actuation (VVA) possible and that the variation of the mechanism is also
functioning in the expected way and it is easier to design in order to achieve an
acceptable wear rate. Cardona et al. (2002) presented a methodology to design cams for
motor engine valve trains using a constrained optimization algorithm. They imposed as
constraints the maximum valve lift and timings while the objective function is to
maximize the time integral of the valve area opened to gas flow. They concluded that
using the proposed system, the engine performance at various speeds and loads will be
significantly improved. Wong et al. (2008) introduced a novel design named dual-mode
electro-hydraulic fully variable valve train for both engine intake and exhaust valves.
Experimental and simulation results showed that the dual-mode electro-hydraulic
variable valve train can achieve fully VVT and lift control, and has the potential to
eliminate the traditional throttle valve in the gasoline engines. As claimed the engine
performance at various speeds and loads can be significantly improved.
Methods for cam motion synthesis have become increasingly sophisticated and
many alternatives are continuously proposed. Hsu and Pisano (1993) developed a
lumped/distributed parameter dynamic model to investigate the dynamic responses of
a finger follower valve train, with the effects of an oscillating pivot, frictional forces
between sliding surfaces, and a hydraulic lash adjuster. They found that maximum
operating speed is limited by valve loss, loss contact between components.
Shibano et al. (1992) presented a developed four-valve VVT mechanism with roller
followers. Different intake and exhaust valve timings and lifts are selected independently
by them, depending upon whether engine speed is low or high. Cardona and Géradin (1993)
presented a formulation for describing cam/follower devices in the 3D analysis of flexible
mechanisms. They developed a set of holonomic constraint equations that defines the
behaviour of cams. Mosier (2000) presented a modern methodology of automotive cam
design. He provided a very brief discussion of splines followed by an outline of cam design
starting with valve motion and finishing with manufacturing tests. Neamtu et al. (1998)
showed how to design cam profiles using NURBS curves, whose support functions Evaluation of
are appropriately scaled trigonometric splines. They discuss the design of cams with a follower cam
various side conditions of practical interest. Unlusoy and Tumer (1993) developed an
analytical method of solution for the high-speed dynamic response of a lumped/distributed
parameter model for cam-follower systems. The model combines the distributed parameter
model of the return spring with a viscously damped, single degree-of-freedom, lumped
model of the elastic follower train. Yu and Lee (1998) discussed the relation between 9
the dynamic behaviour and the kinematic features of input cam motions which is based
on the analytical solution of the equation of motion for a single degree-of-freedom model
of a spring.
Variable valve mechanism is responsible for the best fuel economy, reduces NOx
gas, and increase peak torque and power. A number of investigations have been
reported. Many articles have also been done related with the variable valve lift
mechanism. A representative sample is presented in the next paragraph.
Since the intake and exhaust valve timings that provide the best fuel economy, idle
stability, or highest power change according to the engine operating zone, a VVT system
is very beneficial (Shibano et al., 1992). VVA mechanism is considered to be one of the
most suitable solutions to realize the compatibility between higher power output and
performances in the practical speed range. A new VVA mechanism named “Shuttle Cam”
was designed and studied by Yagi et al. (1992). In their mechanism which was applied to a
conventional motorcycle engine with rocker arms and gear-train-driven valve system,
the cam gears move along the idler gear, and cam shafts simultaneously slide along the
rocker-arm slippery surfaces which are concentric with the idler gear. Consequently,
valve lift varies continuously in accordance with the alteration in the rocker-arm lever
ratio and the cam phasing changes simultaneously in accordance with the cam gear
rotation. Automobile manufacturers are advancing engine design to improve fuel
economy, emissions and performance by developing practical VVA systems mentioned
by Demmelbauer-Ebner et al. (1991). Some of these involve variable cam phasing; VVT;
camshaft adjustment mechanisms; VVA systems that also vary phasing, lift and
opening duration; and VVT and lift electronic control systems (VTEC). These systems
focus on torque optimization. Improved torque and performance due to optimized valve
timing result in lower fuel consumption and emissions. To achieve better output and fuel
economy, a new multi-mode VVT mechanism has been developed by Hatano et al. (1993)
featured by a unique hydraulic device for three-mode change-over as follows: deactivate
both intake and exhaust valves. They proved that a four stroke engine with the proposed
VVT demonstrates a fuel economy improvement up 16 per cent during the Japanese test
driving cycle and a power increase by 20 per cent from its predecessor.
In order to fulfil the future requirements regarding fuel consumption and exhaust gas
emissions, new technologies must be adopted in future generations of spark ignition
engines referred by Mohr et al. (2008). One of the possible technologies is, like BMW
already showed with the valvetronic-system, the mechanical fully variable valve train.
Pournazeri et al. (2010) proposed a new type of cam-based VVT system based on the “lost
motion” principle. Using this mechanism, the problems with the valve transition time
and control complexity which are still serious concerns for camless valve train systems
are solved.
The aim of this paper is to develop a systematic design procedure related with cam
and variable valve lift operation. After properly defining the cam profile, we get a valve
IJSI lift profile that is the input data to a mechanical assembly phase of analysis. The precise
4,1 3D modelling of each component, the definition of their mechanical relations that are
kinematically and dynamically analyzed and their also precise virtual assembly, in
order to reach the desired variable valve lift motion, under certain operation conditions,
are the targets of the present article. The well known mechanism from HONDA’s VTEC
was used to perform simulations for various mechanism parameters like displacement,
10 velocity and acceleration. Based on the above results, an accurate CAD model is built
offering the ability to change the depth of valves with mechanical way only and then to
collect a number of results for relevant variable valve lift simulations.
The novelty of the paper is consisted in presenting an integrated simulation
methodology in order to precisely model, in component and assembly basis, the
follower-cam mechanisms with variable valve lift, and using the available software to
perform the kinematic and dynamic analysis. The proposed simulation methodology
can be easily adapted by a design engineer to model and to analyzed kinematically and
dynamically moving components and assemblies found in internal combustion engines
and not only.
The paper is organized as follows: in Section 2, the cam profile design is presented
as well as the problem definition, and referred to the numerical methodology.
The components used for the several simulations are presented and commented in
Section 3. The simulation and the results of the conventional valve mechanism is
presented in Section 4, while in Section 5 the respective results of the simulation of the
follower CAM with variable valve lift, and finally we summarize our major findings in
Section 6.

2. Cam profile design

2.1 Cam synthesis
As it is mentioned we performed a reverse engineering procedure in a well known
mechanism to get the cam profile necessary to produce the desired valves motion. The
data have been collected by the traditional HONDA’s VTEC valve mechanism. Every
component of the mechanism is measured, designed and introduced to CATIA
environment. The cam shaft axis was fixed in his position in order to be stable for the
measurements. The cam profile measurements taken by an analogue Tesa micrometer,
with accuracy of 0.001 mm. The rotation of the cam was measured by an analogue
angle meter, with accuracy of 18. Angular displacement was recorded, by 18 of cam
shaft. The data processed using the Origin Version 6, software tool and the profile of
Figure 1 obtained.
By using the Savitzky-Golay interpolation method, the measured profile of
Figure 1(a) was processed to become smooth, and the final profile of Figure 1(b) was
received. The selection of Savitzky-Golay method is done in order to interpolate with
the highest accuracy the measured data for cam’s profile creation. Further the points
occurred by Savitzky-Golay method, are used as an input to CATIA to design the
CAM. The purpose of the above CAM’s profile treatment is to be ironed out any errors
during the experimental measurement of the known cam profile. This is going to have
a positive effect on the surface of the cam’s profile avoiding thus undesirable problems
during the dynamic analysis of the mechanism. When the reverse analysis finished, the
whole mechanism introduced and assembled in CATIA.
 I Evaluation of
5 point S-G Smoothing of Book1_1 a follower cam
B
90 90
120 60 120 60
20,000 20,000

15,000 15,000
150 30 150 30
10,000 10,000 11
5,000 5,000

0 180 0 0 180 0

5,000 5,000

10,000 10,000
210 330 210 330
15,000 15,000

20,000 20,000
240 300 240 300 Figure 1.
270 270 (a) Measured cam profile;
(b) smoothed cam profile
(a) (b)

2.2 Cam design parameters

For any pair of cam and follower the lift depth of the follower given by the
mathematical expression, y ¼ f(u), where u is the steering angle of camshaft in radians.
Considering stable angular velocity of camshaft, the following relations can be written:
y ¼ gðtÞ ð1Þ
u ¼ vt ð2Þ
where t is the time for camshaft shift of angle u, and v is the rotational speed of the
camshaft. Usually the profile of the central is given on the basis of the angle u, and
consequentially, y corresponds to the displacement of the follower.
The velocity, acceleration and second acceleration, respectively, are occurred:

v ¼ y_ ¼ y 0 v ð3Þ

g ¼ y€ ¼ y 00 v 2 þ y 0 a ð4Þ

g_ ¼ ffly ¼ y 000 v 3 þ 3y 00 va þ y 0 a_ ð5Þ
The above relations (3)-(5) are simplified for constant angular velocity of follower to the
following forms:
y_ ¼ y 0 v ð6Þ

y€ ¼ y 00 v 2 ð7Þ

ffly ¼ y 000 v 3 ð8Þ
0 00 000
Due to their relation with the parameters y_ ; y€ ; ffly the graphs y , y , y often referred as
diagrams of displacement, velocity and acceleration.
IJSI 3. Components of the simulation machine
In this section the components comprising the mechanism of variable valve lift are
4,1 presented (Figure 2). The interconnection of individual components could be read as
follows:
.
The camshaft is considered to be in continuous contact with the roller bearing
number 1.
12 .
The bearing number 1 is in contact with the bearings number 2 and flies one
above the other by reducing the friction.
.
The king of bearing number 2 is linked firmly with the modified hatch bar.
.
The pin of bearing number 1 is in constant contact, and flowing, mounted in an
appropriate formed hollow area on the controller.
.
The bearing number 1 is in contact with the cam.
.
The axis of rotation of controller passes from the axis of the pin which
transcends the bearing number 1, the time the roller bearing face to stand. Thus,
by rotating the axis of controller appropriately (Figure 2) manages to have
opening valves proportional with the load we have every time.
.
On 08 shift of controller in respect to the horizontal plane, the maximum depth of
the interconnecting mechanism is taken, with the depth set at 8.1 mm. The
minimum depth is achieved for 308 of controller shift and the depth for this case
is designated in 1.0 mm.
In Figure 3(a) and (b), the position of controller of the two extreme arrangements for
the lift of the valves is shown. On 08 shift of controller in respect to the horizontal plane,

CAM SHAFT

CAM ROCKER SHAFT

CONTROLLER

MODIFIED MODDLE
FOLLOWER

ROLLER PINS
ROLLER BEARINGS
ROCKER ARMS

VALVE CLEARANCE ADJUSTMENT SCREW

VALVES VALVE SEAT & LINER

Figure 2.
Exploded view of the
components of the
mechanism with
variable valve lift
 Evaluation of
a follower cam

30 deg

13

Figure 3.
(a) (b) Positions of the
Notes: (a) Initial at rest position; (b) at 30° valve and controller

the maximum depth of the interconnecting mechanism is taken. The depth of the valve
has been set at 8.1 mm. The minimum depth achieved, as it is shown in Figure 3(b), for
308 of the controller shift, and the depth for this case is designated in 1 mm.

3.1 Assumptions of this work

The following assumptions were made for the execution of this work:
.
The friction forces are considered to be negligible between of the mechanical
components.
.
The analysis of the follower-cam mechanism took place for its positions of
maximum and minimum valve lift. The transient positions of the mechanism
were not taken into account.
.
This paper is concentrated in the kinematics and dynamics of follower cams and
valves. For this reason the work is focused only in one of the four engine cylinders.
.
The results taken for four complete camshaft returns.

3.2 Materials used for the analysis

The used material of the mechanical components is carbon steel with material
characteristics: Young modulus E ¼ 200 GPa, Poisson ratio v ¼ 0.266, density
r ¼ 7,860 kg/m3, yield strength, Sy ¼ 250 MPa, coefficient of thermal expansion:
a ¼ 18.7 £ 102 6 mm/(mm8C). Aluminium material is used for the piston cross-head
and copper for the valve guides.

4. Simulation and results of the conventional machine

The mechanism is analyzed using the Simdesigner module of CATIA. The time used
for the analysis is 0.12 s, and the camshaft revolutions are 24,0008/s. Simulation
with different variable spring stiffness provides useful results regarding the
IJSI mechanism operation. For example, the loose of contact due to forces developed
4,1 between the machine components can be well estimated.

4.1 Simulation with valve spring of 50 N/mm

The results which are presented in this paragraph correspond to 50 N/mm valve spring
stiffness and preload of 5 mm. The value of 50 N/mm is got by the real data of the
14 aforementioned HONDA’s VTEC valve mechanism. In Figure 4, the contact force
between CAM and follower is presented versus time.
The maximum force is 2,621 N observed in the beginning of follower-cam system
motion. This is reasonable since the mechanism is in its rest position and starts to
accelerate. Also, there is a maximum value of the force at the end of the motion during
the deceleration process. In Figure 5, the force between the follower and the valve is
illustrated. The maximum force in this case is 556 N for each valve.
In Figure 6, the function of the valve displacement and velocity versus time is presented.
It is observed that the maximum displacement is 7.8 mm. Observing the velocity diagram,
it is shown that the valve velocity increases until to a local maximum. Then the velocity
degreases until to the point that the valve lift is maximum. After that, the valve returns to
3,000.0 .Body_Body_11_part2_1_mesaio_rocker.Element_ Force.Mag

2,250.0
Force (newton)

1,500.0

Figure 4. 750.0
Contact force between cam
and follower of the
conventional mechanism
with spring stiffness 0.0
0.045 0.0525 0.06 0.0675 0.075
50 N/mm
Analysis: Time (sec) 2008-06-19 19:15:53

600.0
.Body_Body_15_vida_1_valve1.Element_ Force.Mag

450.0
Force (newton)

300.0

Figure 5. 150.0
Contact force between
follower and valve of the
conventional mechanism
0.0
with spring stiffness 0.045 0.0487 0.0525 0.0562 0.06
50 N/mm
Analysis: Time (sec) 2008-06-19 19:15:53
its base position. Sequentially the velocity is increased till to its maximum value and goes Evaluation of
to zero value until the next turn. It is noted that the valve velocity becomes maximum a follower cam
during its turn on its base. This can be explained by the fact that the forces acting on the
valve (Figure 5) are smaller during its come back process. Concerning the acceleration, it is
observed that increases, almost linearly to the maximum value of 7.6 £ 106 mm/s2, then
reduces to its 0 value and at the end takes negative values.
15
4.2 Simulation with valve spring of 10 N/mm
In this paragraph the simulation results with the valve springs to be 10 N/mm is
presented. This value is chosen in order to issue possible simulation problems for the
certain valve mechanism. From Figure 7, it is seemed that the contact between cam and
follower is not continuous, but it is interrupted.
From Figure 8, it is observed that the maximum valve lift is 10 mm instead of
7.8 mm of the previous predetermined case in which the spring stiffness of 50 N/mm.
In Figure 9 the contact force between valve and follower is presented. It is clear that
the valve force can be changed for cycle to cycle of the engine operation. This can be
produces a small jump of the valve on its base. This is a very awful scenario for

Figure 6.
Displacement, velocity
and acceleration of the
valve versus time of the
conventional mechanism
with spring stiffness
50 N/mm

model 1
10,000.0
.Body_Body_11_part2_1_mesaio_rocker.Element_ Force.Mag

7,500.0
Force (newton)

5,000.0

Figure 7.
2,500.0 Contact force between
cam and follower of the
conventional mechanism
0.0 with spring stiffness,
0.03 0.0375 0.045 0.0525 0.06
10 N/mm
Analysis: Results_3 Time (sec) 2008-06-17 14:25:12
IJSI model 1
15.0
4,1 .Joint_12.Translational_Displacement.Mag

11.25
Length (mm)

7.5
16
Figure 8. 3.75
Displacement of the valve
of the conventional
mechanism with spring 0.0
0.03 0.0375 0.045 0.0525 0.06
stiffness, 10 N/mm
Analysis: Results_3 Time (sec) 2008-06-17 14:25:12

model 1
250.0
.Body_Body_12_odigos1_2_valve.Element_ Force.Mag

187.5
Force (newton)

125.0

Figure 9. 62.5
Contact force of the
valve and its base with
valve spring stiffness 0.0
0.08 0.0887 0.0975 0.1063 0.115
of 10 N/mm
Analysis: Results_3 Time (sec) 2008-06-17 14:25:12

engine operation, because the valve is possible to come in touch with other elements of
the engine, and it is source of faults.

5. Simulation results of follower cam with variable valve lift

5.1 Photographs of the variable valve lift mechanism
In Figures 10 and 11, some photographs coming from CATIA are presented. In
Figure 10, the assembly of the variable valve mechanism is illustrated. The different
valve positions from minimum, to maximum valve lift, are shown in Figure 11. In
Figure 11(a) and (b) different frames of the maximum and the minimum valve lift
positions are also depicted.

5.2 Results of follower cam with variable valve lift

In this paragraph the simulated results of the variable valve lift mechanism are
presented. Looking through the results, shown in Figures 12-17, the major advantages
of variable valve lift instead of a conventional and constant valve lift mechanism can
be obtained. For comparison reasons, the setup of the CATIA, Adams and Simdesigner
programs was kept absolutely the same, as it was in the case of the constant valve lift.
In this case the stiffness of the valve spring was chosen to be 70 N/mm, instead of
50 N/mm. This is because of high speeds of cam and a very small lift, the mass of the
 Evaluation of
a follower cam

17

Figure 10.
Components assembly of
the mechanism with
variable valve lift

Figure 11.
Different CATIA frames
from (a) the minimum to
(b) the maximum valve lift
(a) (b)
IJSI 6,000.0
.Joint_21.Translational_Velocity.Mag
9.0

4,1 .Joint_21.Translational_Displacement.Mag 8.0

4,500.0 7.0

Length (mm/sec)
6.0

Length (mm)
5.0
3,000.0
4.0
18 3.0
1500.0, 2.0
Figure 12. 1.0
Valve displacements and 0.0 0.0
velocity versus time for 0.015 0.0187 0.0225 0.0262 0.03
horizontal controller Analysis: Results_2 Time (sec) 2008-06-30 00:11:54
position
Note: Variable valve mechanism

1.5E+007
.Joint_21.Translational_Acceleration.Mag
Acceleration (mm/sec**2)

1.125E+007

7.5E+006

3.75E+006

Figure 13. 0.0

Valve acceleration versus 0.003 0.0052 0.0075 0.0097 0.012
time for horizontal Analysis: Results_2 Time (sec) 2008-06-30 00:11:54
controller position
Note: Variable valve mechanism

3,500.0
.Body_Body_8.Element_ Force.Mag

2,625.0
Force (newton)

1,750.0

875.0

Figure 14. 0.0

Contact force of cam and 0.015 0.0187 0.0225 0.0262 0.03
follower for horizontal Analysis: Results_2 Time (sec) 2008-06-30
controller position
Note: Variable valve mechanism
 800.0
.Body_Body_3.Element_ Force.Mag
Evaluation of
a follower cam
600.0
Force (newton)

400.0
19
200.0

Figure 15.
0.0 Contact force between
0.015 0.0187 0.0225 0.0262 0.03 valve and follower for
Analysis: Results_2 Time (sec) 2008-06-30 00:11:54 horizontal controller
position
Note: Variable valve mechanism

1,000.0
.Body_Body_5.Element_ Force.Mag

750.0
Force (newton)

500.0

250.0

Figure 16.
0.0 Contact force between
0.005 0.01 0.015 0.02 0.025 valve and its base for
Analysis: Results_2 Time (sec) 2008-06-30 horizontal controller
position
Note: Variable valve mechanism

Figure 17.
Displacement, velocity
and acceleration of the
valve and the follower
with the controller turned
308 against the
horizontal plane
IJSI moving components cannot be controlled satisfactorily by a valve spring of 50 N/mm.
4,1 So, the spring has to be stiffer or in the ideal case has to be designed with variable
stiffness.
5.2.1 Results for horizontal controller position. With the controller to be in the
horizontal position, Figure 12, the variable valve mechanism has been designed to
produce the maximum lift.
20 The maximum valve lift computed 8.1 mm, which is very close to lift of 7.8 mm of
the conventional mechanism as shown in Figure 6. The results are obtained for cam
shaft speed of 24,0008/s.
The valve maximum velocity is 5,711 mm/s, as it is shown in Figure 13. It is
1,411 mm/s higher than those shown in Figure 6, of the conventional mechanism,
which was 4,300 mm/s. This is due to bigger valve lift and the modified valve geometry
of the new mechanism.
In Figure 13, the acceleration of the variable valve mechanism is presented. It is
observed that the highest value is 6.1 £ 106 mm/s2 lower than those of the conventional
mechanism which was 7.6 £ 106 mm/s2.
In Figure 14, the contact force between cam and follower is also presented. It is
observed that the maximum force is 2,200 N. It is smaller 400 N than the relevant value
of the conventional machine. Although the valve springs stiffness is increased 20 N/mm,
the contact force of the variable valve mechanism is reduced. By more carefully design
of rockers and use of light metals alloys like aluminium, the above difference of the
forces between conventional and variable valve mechanism will be higher.
The maximum force between valve and follower is bigger 200 N than those of
conventional mechanism, as it is shown in Figure 15. This is due to higher valve
stiffness, that it is used for the variable valve mechanism dynamic analysis (70 N/mm
instead of 50 N/mm).
In Figure 16, the force between valve and its base is controlled to examine possible
interferences during valve return in the zero position. In this case the force is a little bit
higher, compared with the respective value of the conventional mechanism, due to
higher spring stiffness.
5.2.2 Results of controller position at 308. In this paragraph the results are presented
in case that the controller is turned 308 against the horizontal plane (Figure 17), giving
depth of the valve equal to 1 mm. In the same order as the previous paragraphs the
curves were arising after the analysis and presented. The curve of the valve lift is very
smooth and provides maximum value equal to 1 mm.
The maximum value of velocity obtained at 1,092 mm/s. This value is very smaller,
than those of 5,711 mm/s related with the conventional mechanism.
The peak acceleration is much less than the respective value of the 6.1 £ 106 mm/s2
of the maximum valve lift of the conventional mechanism, limited to 1.6 £ 106 mm/s2.
The force exerted the valve from the bolt is limited to 350 N, because the lift is very
small and springs depressed only 1 mm.

6. Conclusions
The paper presents an integrated simulation platform in order to model precisely in
component and in assembly basis the follower-cam mechanisms with variable valve
lift. Starting with the cam profile, each component of the mechanism is then built and
their geometrical and operational characteristics are defined. Having the whole
mechanism in terms of component and assembly level well defined, the kinematic and Evaluation of
dynamic analysis is performed in order to calculate the displacements, forces and a follower cam
accelerations of every critical component of the mechanism. The proposed simulation
methodology can be easily adapted by a design engineer to model and to analyzed
kinematically and dynamically moving components and assemblies found in internal
combustion engines and not only.
A conventional and well known original cam geometry of the Honda’s VTEC 21
system is used here as reference to build a variable valve mechanism. The below
conclusions can be withdrawn:
.
The results that received after the simulation of the conventional mechanism was
very well and approaching the reality, at least in order of magnitude of the
various parameters like displacement, velocity and acceleration.
.
Based on these results smoothly can be build a CAD model offering the
opportunity to change the depth of valves with mechanical way and then to collect
a number of results for relevant simulations.
.
The new developed mechanism is able to modify the valve lift so, it has advantages
in more qualified and integrated combustion in internal combustion engines.
.
The simulation procedure provides results which can assists the design engineer
in a product development process, so as to achieve the relevant characteristics
required for the machine operation.

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Corresponding author
P.G. Nikolakopoulos can be contacted at: [email protected]

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