ME3201 Design of Machine Elements

Project Report
Variable Valve Timing Engine

Group Memebers:
Introduction:
Internal Combustion engines have given a great contribution in the Human History. IC
engines have undergone a great development in their structure, design and the ways of
controlling different parameters like efficiency, particle and gaseous emissions. One of the
important aspect in any engine is its Valve Timing Diagram, that is, the positions at which
the engine valves open and close. For a fixed Valve Timing the engine efficiency changes
with changing engine load and speed. Hence a cam profile performing efficiently for a
particular engine speed may not be efficient for some other speed.
This puts forth the idea of having Variable Valve Timing, where the engine Valve Timing can
be changed on go, depending upon the engine load and speed by having multiple cam
profiles.
Our Idea:
Even though Variable Valve Timing is not a new concept nowadays, all those who are
utilizing this, incorporate an electronic control system which decides when to change valve
timing. Also the number of cam profiles is limited to 2-3 and are disjoint.
We propose to have a completely mechanical system with a continuous surface joining
different cam profiles.

Componets:

 Spur Gear
  Cam Shaft

 Journal Bearing

 Helical Compression Spring

 Cam Profile
We propose to have a Governor Spring Mechanism to move the camshaft along the length
depending on different speeds.

Gear Design
Design Approach:
• Figuring Distance between Crank Shaft and Cam Shaft.
• Identifying Power Transmission Ratio and fixing the diameters of Gear and Pinion.
• Choosing the standard module and hence fixing number of teeth on both.
Calculation:

 Pitch circle diameter = Dp

Dp(P)= 30 cm
Dp(G)= 60 cm

 First let us design pinion

Assuming maximum RPM for pinion(N) =5000 rpm
V = π ∗ Dp ∗ N m/s
30 5000
V = π ∗ 100 ∗ m/s
60

V =78.533 m/s

 From the cam shaft analysis we have got the maximum value of the torque(τ) =15.6
Nm
τ
Wt=R
15.6
Wt= .15

Wt= 104 N

 Dynamic factor calculation(Kv) :

Taking Qv=6
B=0.25(Qv)2/3=0.25(6)2/3=0.8255
A=50+56(1-B)=50+56(1-0.8255)=59.77
 𝐵
A±√200V
Kv= ( )
A
0.8255
59.77±√200∗78.533
Kv= ( )
59.77

Kv=2.54

 Size factor calculation(Ks) :

0.0535
bm√Y
Ks= 0.904 ∗ ( )
1

Value of Y=0.38
0.0535
50∗10∗√0.38
Ks= 0.904 ∗ ( )
1

Ks= 1.228

Overload factor calculation(Ko) :

Assuming Light shock of Power source and Moderate shock of Driven machine.
Ko=1.5

Load distribution factor calculation(Km) :

Km = 1 + Cmc(CpfCpm + CmaCe)
Assuming uncrowned teeth, hence Cmc=1
Assuming straddle mounted, hence Cpm=1.1
Assuming commercial enclosed gear unit, hence Cma=0.15
Ce=1
𝑏 4.92
Cpf=10∗𝐷 − 0.0375 + 10000 ∗ 𝑏
50 4.92
Cpf=10∗30 − 0.0375 + 10000 ∗ 50

Cpf=.1537
Km = 1 + 1(0.1537*1.1 + 0.15*1)
Km = 1.31907
KB=1
YJ=0.38
 𝑩 𝒎 1∗K K
σb= Wt*Ko*Kv*Ks* 𝑏∗𝑚∗Y 𝑱

Putting value of all the variables into formula we get

σb= 3.37 Mpa

 Surface condition factor calculation(ZR) :

Assumed to be 1

 Elastic coefficient (ZE) (N/m2)1/2 :

Assuming pinion and gear both of them are made of steel so from table ZE=191 (N/m2)1/2

 Geometry factor for pitting resistance(ZI):

(cos(ϕ) sin(ϕ)) m𝐺
Z I= ∗m
2 𝐺 ±1

 As our ϕ=20o and m𝐺 = 2 and external mating

ZI=0.1071

1∗𝑍𝑹 𝐾𝒎
σc =Z𝐸 √Wt ∗ Ko ∗ Kv ∗ Ks ∗ 𝑏∗𝑑∗𝑍𝐼

Putting all the value of all the variables we get

σc=380.45Mpa

 Lets take factor of safety S𝑭 = S𝑯 =1.3

S Y𝑵
σb,ball=S 𝒕 ∗ Y
𝑭 𝜭 Y𝒁

 Stress cycle bending factor ,assuming it to be Y𝑵 = 1

Assuming reliability(R) =0.95
Y𝒁 =0.658-0.0798𝑙𝑛(1 − 𝑅)
Y𝒁 = 0.9123
Assuming ,Y𝜭 = 1
Putting all the constants in equation we get
S𝒕 =3.9967Mpa

For pitting
 S Z𝑵 Z𝑾
σc,ball=S 𝑪 ∗
𝑯 Y𝜭 Y𝒁

Stress cycle factor for pitting stress Z𝑵 = 1.1

Hardness ratio for pitting stress, assuming hardness of pinion is same as hardness of gear
Z𝑾 = 1
Putting all the constants in equation we get

S𝑪 = 410.190𝑀𝑃𝑎

For grade 1 steel

S𝑪 = 2.22𝐻𝐵 + 200𝑀𝑃𝑎
So we get hardness =94.68 HB

Result:

 Dp(G)=60 cm
 Dp(P)=30 cm
 Wt=104N
 grade 1 steel, Brinell Hardness 94.68, S𝑪 = 𝟒𝟏𝟎. 𝟏𝟗𝟎𝑴𝑷𝒂

Shaft Design
Design Approach:
 Determining Net Force acting on the Cam Shaft.
 Bending Moment Diagram.
 Magnitude of Bending Moment at Critical Points.
 Finding Location which has Maximum Bending Stress.
 Using Net Force equation, we find Amplitude and Mean Bending Stress.
 Determining Amplitude and Mean Shear Stress in the Region.
 Using Goodman Failure Theory, we find the Factor of Safety for assumed Diameter.
 We can perform few iterations if design comes out to be too conservative.

Assumptions:
 At any instant, two-time varying forces will be acting on the cam shaft. One from
Inlet Valve and another from Exit Valve. We cannot determine the phase difference
 between the forces analytically, as it involves Combustion of Heterogenous
Mixture. Thus, we had to make the assumption that the sum of both forces remains
constant. This seems to be a good assumption as Both the Valves have
counteraction.
 Hence, Ftotal = 1500N = Constant.
 Ctemp = 1 and Reliability 99%.

Calculations:
Force Balance:

𝑅𝐴 + 𝑅𝐵 = 1500𝑁
Moment Balance:
𝑅𝐴 = 241.94 + 0.677𝐹
𝑅𝐵 = 1258.06 − 0.677𝐹
Shear Force Diagram:

Bending Moment: We see that critical regions to be analysed are [7cm, 12cm], [12cm,
17cm] and [28cm, 38cm]. Bending Moment Profile is continuous in these regions and
hence we need to calculate Bending Moment only at the end points.Ma and Mmare found
using Favg = 615.38 N.

 X = 7cm
o 𝑀7𝑐𝑚 = 0 𝑁𝑚
o 𝑀𝑎 = 𝑀𝑚 = 0𝑁𝑚
 X = 12cm
o 𝑀12𝑐𝑚 = 𝑅𝐴 × 5 × 10−2 = 12.1 + 0.0338𝐹
o 𝑀𝑚 = 32.914 𝑁𝑚
o 𝑀 𝑎 = 31.86 𝑁𝑚
  X = 17cm
o 𝑀17𝑐𝑚 = 𝑅𝐴 × 0.1 − 𝐹 × 5 × 10−2
o 𝑀17𝑐𝑚 = 24.194 + 0.0177𝐹
o 𝑀𝑚 = 35.085 𝑁𝑚
o 𝑀𝑎 = 34.54 𝑁𝑚

 X = 28cm
o 𝑀28𝑐𝑚 = 0.0177𝐹 − 50.8
o 𝑀𝑚 = 35.085 𝑁𝑚
o 𝑀𝑎 = 34.54 𝑁𝑚
 X = 33cm
o 𝑀33𝑐𝑚 = 𝑅𝐵 × 5 × 10−2 = 62.9 − 0.03385𝐹
o 𝑀𝑚 = 32.914 𝑁𝑚
o 𝑀𝑎 = 34.86 𝑁𝑚
 X = 38cm
o 𝑀38𝑐𝑚 = 0 𝑁𝑚
o 𝑀𝑎 = 𝑀𝑚 = 0𝑁𝑚

Endurance Limit:
o 𝑆𝑒 = 𝐶𝑙𝑜𝑎𝑑 𝐶𝑠𝑖𝑧𝑒 𝐶𝑠𝑢𝑟𝑓 𝐶𝑡𝑒𝑚𝑝 𝐶𝑟𝑒𝑙𝑖𝑎𝑏 𝑆𝑒 ′
o 𝑆𝑒 ′ = 0.5𝑆𝑢𝑡 = 206.85 𝑀𝑃𝑎
o 𝐶 𝑙𝑜𝑎𝑑 = 1
o 𝐶𝑠𝑖𝑧𝑒 = 1.189𝑑 −0.097 = 0.813
o 𝐶𝑠𝑢𝑟𝑓 = 0.80 [𝑀𝑎𝑐ℎ𝑖𝑛𝑒𝑑]
o 𝐶𝑡𝑒𝑚𝑝 = 1
o 𝐶𝑟𝑒𝑙𝑖𝑎𝑏 = 0.814
o 𝑆𝑒 = 109.51 𝑀𝑃𝑎
Notch Sensitivity:
o 𝐾𝑓,𝑚 = 2.72, 𝐾𝑓𝑠,𝑚 = 2.38
o 𝐾𝑓 = 2.84, 𝐾𝑓𝑠 = 2.46

Torque Calculation:
o 𝑇𝑚𝑎𝑥 = 15.6 𝑁𝑚
o 𝑇𝑚 = 8 𝑁𝑚
o 𝑇𝑎 = 7.6 𝑁𝑚
Goodman Theory:
 𝑁𝑓 = 1.56

Result:
o AISI1020 Steel
o Sut= 413.7 MPa
o Machined

Key Design

Calculation:
15.6
 𝐹𝑠ℎ𝑒𝑎𝑟 = × 102 = 624 𝑁
2.5
 𝑙 = 6𝑚𝑚
 𝑡 = 2𝑚𝑚
 𝑆𝑠𝑦 = 0.577𝑆𝑦 = 119.35𝑀𝑃𝑎

Factor of Safety against Shear:

𝑆𝑠𝑦 × 𝑡 × 𝑙
𝑁𝑓 = = 2.29
𝐹𝑠ℎ𝑒𝑎𝑟

Factor of Safety against Crushing:

 𝑆𝑦 ×𝑡×𝑙
𝑁𝑓 = 2𝐹 = 1.98
𝑠ℎ𝑒𝑎𝑟

Result:

 AISI-1020 Steel
 𝑺𝒚 = 𝟐𝟎𝟔. 𝟖 𝑴𝑷𝒂
 𝒍 = 𝟔𝒎𝒎
 𝒕 = 𝟐𝒎𝒎
 𝒉 = 𝟏𝟎𝒎𝒎

Bearing Design
Journal Bearings are used instead of Roller or Ball Bearings in Heavy Load Applications.
Hence, we have used Journal Bearing in our Design.

Calculation:

 𝜔 = 2500 𝑟𝑝𝑚 = 41.66 𝑟𝑝𝑠

 𝑊 = 2 × 𝐹𝑎𝑣𝑔 = 687.22 𝑁
 𝑙 = 5 𝑐𝑚
 𝑐 = 1 𝑚𝑚
𝑊
 𝑃 = 𝑙𝑑 = 0.274 𝑀𝑃𝑎
𝜂𝑁 𝑅 𝟐
 𝑆= (𝐶 )
𝑃
 𝑅 = 2.5 𝑐𝑚
 𝜂 = 4.5 𝑚𝑃𝑎𝑆
 𝑆 = 0.267
Result:

 Journal Bearing, SAE-70

 𝑴𝒊𝒏𝒊𝒎𝒖𝒎 𝒇𝒊𝒍𝒎 𝒕𝒉𝒊𝒄𝒌𝒏𝒆𝒔𝒔, 𝒉𝟎 = 𝟎. 𝟓𝟖𝟓 𝒎𝒎
 𝑻𝒆𝒎𝒑, 𝑻 = 𝟖𝟎°∁
 ∆𝑻𝒄 = 𝟒. 𝟓𝟔°∁
 𝝓 = 𝟔𝟐°
 𝑪𝒐𝒆𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒕 𝒐𝒇 𝒇𝒓𝒊𝒄𝒕𝒊𝒐𝒏, 𝒇 = 𝟎. 𝟐𝟒
 𝑸 = 𝟎. 𝟐𝟎𝟓 𝒍/𝒔
  𝑸𝒔 = 𝟎. 𝟏 𝒍/𝒔
 𝑷𝒎𝒂𝒙 = 𝟎. 𝟓𝟕 𝑴𝑷𝒂
 𝜽𝒑𝟎 = 𝟖𝟖°
 𝜽𝒑𝒎𝒂𝒙 = 𝟏𝟔. 𝟓°

Spring Design
Design Approach:
 Identifying Design Constraints
 Considering Spring Deflection Amplitude from Cam Profile
 Assuming appropriate Support Condition and Initial Spring Compression Conditions
 Calculating relevant Physical Quantities using the Assumptions and Constraints
 Assuming suitable Factor of Safety for Fatigue and Yield
 Using Zimmerli Data for Design Calculations
 Sine’s Criterion for Fatigue Failure
 Finding appropriate Wire Diameter by Inspecting the Different parameters obtained
from Designs Analysis.

Assumptions:

 The spring is assumed to be Helical Compression Spring. Hence the loading is

assumed to be Fluctuating Compressive Loading.
 As the spring has to hold the valve in position when it is closed there has to be an
Initial Deflection in that state of spring. Hence it is evident that the spring used will
be Set Removed.
 Due to Space Limitations in engine the Outer Diameter of spring is assumed to be
Less than or Equal to 20mm.
 As the spring is supported between a fixed wall and valve surface, the assumption of
End Conditions is taken to be of Spring held between two Flat Parallel Surfaces
 The spring is assumed to be Squared and Ground at both the ends.
 Initial value of spring deformation is assumed to be 20mm so that the spring has
enough force to hold valve in position.
 The wire diameters that are used in spring valves are generally smaller than 1cm and
hence Sine’s Criterion for Torsional Fatigue is considered for fatigue design.
 Zimmerli data on endurance limits of spring steel has been used here for that
purpose.
 The factors of Safety for Fatigue failure and yielding are assumed to be 1.2.

Calculations:
The cam profiles designed suggest that the working displacement that the spring
undergoes from a position where valve is fully closed to the position where valve is fully
opened is 13mm.
𝑦𝑤𝑜𝑟𝑘𝑖𝑛𝑔 = 13𝑚𝑚

Assuming 𝑦𝑖𝑛𝑖𝑡𝑖𝑎𝑙 = 20𝑚𝑚

𝑦𝑐𝑙𝑎𝑠ℎ = 0.2 ∗ 𝑦𝑤𝑜𝑟𝑘𝑖𝑛𝑔 = 2.6𝑚𝑚

Therefore,

𝑦𝑚𝑎𝑥 = 33𝑚𝑚 , 𝑦𝑚𝑖𝑛 = 20𝑚𝑚

𝑦𝑚𝑎𝑥 − 𝑦𝑚𝑖𝑛
𝑦𝑎 = = 6.5𝑚𝑚
2
𝑂𝐷 = 𝐷 + 𝑑 ⟹ 𝐷 = 𝑂𝐷 − 𝑑
From the design constraints we have, 𝑂𝐷 ≤ 20𝑚𝑚, let us assume it to be 20mm.
∴ 𝐷 = 20 − 𝑑
The spring index is given by, 𝐶 = 𝐷/𝑑
4𝐶+2
Bergstrasser factor, 𝐾𝐵 = 4𝐶−3

Shear stress, 𝜏 = 8𝐾𝐵 𝐹𝐷/𝜋𝑑3

𝐹 =𝑘∗𝑦
𝑘 = 𝑑 4 𝐺/(8𝐷3 𝑁𝑎 )
8𝐾𝐵 𝐺𝑑𝑦
∴𝜏=
𝜋𝐷2 𝑁𝑎

8𝐾𝐵 𝐺𝑑𝑦𝑎 8𝐾𝐵 𝐺𝑑𝑦𝑎

𝜏𝑎 = ⟹ 𝑁𝑎 =
𝜋𝐷2 𝑁𝑎 𝜋𝐷2 𝜏𝑎
From Zimmerli Data:

 for Peened springs:

𝑆𝑠𝑎 = 398 𝑀𝑃𝑎
Cosidering fatigue factor of safety to 1.2, i.e. 𝑛𝑓𝑠 = 1.2
 𝑆𝑠𝑎
∴ (𝜏𝑎 )𝑚𝑎𝑥 = = 200.833𝑀𝑃𝑎
𝑛𝑓𝑠

Substituting it in above equation we shall get the value of Na. Using this value of Na to
calculate spring stiffness k.
for ground and squared spring,
𝑁𝑡 = 𝑁𝑎 + 2
Shut length of spring is given by,
𝐿𝑠 = 𝑁𝑡 𝑑
The free length of the spring is given by,
𝐿0 = 𝐿𝑠 + 𝑦𝑐𝑙𝑎𝑠ℎ + 𝑦𝑤𝑜𝑟𝑘𝑖𝑛𝑔 + 𝑦𝑖𝑛𝑖𝑡𝑖𝑎𝑙

The force at shut length 𝐹𝑠 is given by,

𝐹𝑠 = 𝑘 ∗ (𝐿0 − 𝐿𝑠 )
Shear stress at shut length 𝜏𝑠 is given by,

𝜏𝑠 = 8𝐾𝐵 𝐹𝑠 𝐷/𝜋𝑑 3
Factor of safety against yielding is given by,
𝑛𝑦 = 𝑠𝑦𝑠 /𝜏𝑠

The yield factor of safety has to be greater than or equal to 1.2.

and 𝑆𝑢𝑡 = 𝐴/𝑑 𝑚

Material:
The material chosen for design is Chrome Vanadium Oil Tempered and Hardened Spring
Steel(SAE 6150). This is the most popular alloy spring steel and is the most widely used one
in valve springs. Following are some of the characteristics of Chrome Vanadium wires that
make them suitable for valve springs:

 Properties suitable for Fatigue loading

 Ability to take up Shocks and Impact loads
 Potential to Withstand and Resist High Temperatures, which indeed an
important property in IC engines.
The material properties for Chrome Vanadium Steel wire are:

 For 𝑆𝑢𝑡 = 𝐴/𝑑𝑚 , 𝐴 = 2005, 𝑚 = 0.168

 Modulus of Rigidity, 𝐺 = 77.2 𝐺𝑃𝑎
  Relative Cost=3.1
 Torsional yield Strength, for Set Removed Springs is 0.65-0.75 times Ultimate Tensile
Strength. Therefore consider, 𝑆𝑦𝑠 = 0.65𝑆𝑢𝑡

The various spring parameters were studied for different wire diameters. We have written a
Matlab code to calculate these parameters with ease and tabulated the values for the same.
Matlab Code for Calculations:
G=77.2;% (GPa)modulus of rigidity for vanadium-chrome steel in GPs%
A=2005 ; m=0.168 ; rel_cost=3.1;%corresponding values of A,m and rel_cost%
OD=20; %maximum outer diameter in mm%
ya=6.5;%amplitude of oscillation in mm%
yi=20;%initial displacement in mm%
y_working=13;%displacement during operation in mm%
y_clash=0.2*y_working;%clash allowance in mm%
Ssa=241;% (Mpa)value from zimmerlie data for peened spring, will use sines criterion%
nfs=1.2;%minimum fatigue factor of safety%
ny=1.2;%minimum yeild factor of safety%
d= 1.800;% (mm)wire diameter%
Sut=A/(d^m);
Sys=0.5*Sut;%(Mpa)maximum torsional yield strength%

Ta_max=Ssa/nfs;%(Mpa)maximum value of alternating shear stress%

D=OD-d;%(mm)coil mean diameter%
C=(D/d);%spring index%
Kb=(4*C+2)/(4*C-3);%Bergstrasser factor%
Na=1000*(8*Kb*G*d*ya)/(Ta_max*pi*(D^2));%Active number of coils%
Nt=Na+2;%Total number of coils%
Ls=Nt*d;
L0=Ls+y_clash+y_working+yi;
k=((10^6)*((d^4)*G)/(8*Na*(D^3)));%(N/m)spring stiffness%
Fs=k*(L0-Ls)/1000;%(N)force at shut height%
Ts=(Kb*8*Fs*D)/(pi*(d^3));%(MPa) stress at shut height%
ny_actual=(Sys/Ts);%actual factor of safety for yield%
fom_div_spec_wt=-(rel_cost)*(pi*(d^2)*Nt*D)/(4*10^9); %figure of merit divided by
specific weight%

Tabulated Results for different wire Diameters:

The wire diameter which is best following the designs guidelines for springs is 1.2mm
Results:
 d=1.2mm
 D=18.8mm
 𝑵𝒂 = 𝟏𝟒. 𝟏𝟕 ≃ 𝟏𝟒. 𝟐𝟓
 𝑵𝒕 = 𝟏𝟔. 𝟏𝟕 ≃ 𝟏𝟔. 𝟐𝟓
 𝑳𝒔 = 𝟏𝟗. 𝟒𝟏𝟐𝟑𝒎𝒎
 𝑳𝟎 = 𝟓𝟓. 𝟎𝟏𝟐𝟑𝟔𝒎𝒎
𝑵
 𝒌 = 𝟐𝟏𝟐. 𝟒𝟐𝟎𝟏 𝒎

Cam Profile Design

Design Approach:
  Considering Valve Timing diagram for a 4 Stroke Spark Ignition Engine
 Looking in the literature available, for Optimum Valve Timings at different Engine
Speeds.
 Decision regarding the type of Follower Displacement Profile and Follower Shape.
 Obtaining Cam Profile for Different Engine Speeds.

Assumptions:
 We have designed Three cam profiles for three different engine speeds. It is
assumed that we can join these three cam profiles with a Continuous Surface so that
we shall also be able to get optimum valve timing for speeds other than the three
design speed.
 The follower is assumed to be a Flat Face Follower with the Displacement Profile
being a Cycloidal Profile. The reason for choosing Cycloidal profile is that it does not
have any Jerks and hence provides a smooth movement.
 The data from literature we have considered is related with Volumetric Efficiency
and the Brake Torque.
Data:
Using the literature that we went through, we have chosen the Opening and Closing of Inlet
valve with respect to the angle of Camshaft when the Piston is in its Top Dead Centre
Position.

Sr. No. Engine RPM Valve Closing Valve Opening

Angle(𝜽𝟏 radians) Angle(𝜽𝟐 radians)
1 2000 5𝜋/3 11𝜋/6
2 3200 13𝜋/6 3𝜋/4
3 4800 5𝜋/3 4𝜋/3

Cam Profile Generation:

Cycloidal Profile

The value of maximum displacement is assumed to be 13mm.

 ∴ 𝑦𝑚𝑎𝑥 = 13𝑚𝑚
The angle at which maximum displacement occurs is:
𝜃𝑚𝑎𝑥 = (𝜃1 +𝜃2 )/2.
Angle through which rise occurs:
𝜃1 − 𝜃2
𝜃𝑟𝑖 = 𝜋 +
2
Equation of Follower Displacement is given as:
2𝜋(𝜃−(𝜃2 −2𝜋))
𝜃−(𝜃2 −2𝜋) sin{ }
𝜃𝑟𝑖
𝑦 = 𝑦𝑚𝑎𝑥 [ − ]………. for 𝑦 ∈ [𝜃2 − 2𝜋, 𝜃𝑚𝑎𝑥 )
𝜃𝑟𝑖 2𝜋
2𝜋(2𝜃𝑚𝑎𝑥− 𝜃)−(𝜃2 −2𝜋)
(2𝜃𝑚𝑎𝑥− 𝜃)−(𝜃2 −2𝜋) sin{ }
𝜃𝑟𝑖
𝑦 = 𝑦𝑚𝑎𝑥 [ − ]………. for 𝑦 ∈ [𝜃𝑚𝑎𝑥 , 𝜃1 ).
𝜃𝑟𝑖 2𝜋

The profile have been generated for different engine speeds using a Matlab code.

Matlab Code:
RHOC=[];THETAC=[];Y=[];THETA=[];
theta1=(4*pi/3);
theta2=(5*pi/3);
theta_max=((theta1+theta2)/2)-pi;
theta_ri= theta_max-(theta2-2*pi);
L=13;
rb=40;
for theta= (theta2-2*pi):(2*pi/360):theta_max
THETA=[THETA theta];
A=(theta-theta2+2*pi)/theta_ri;
y=L*(A-(1/(2*pi))*sin(2*pi*A));
Y=[Y y];
y_dash=L*((1/theta_ri)*(1-(1/(2*pi))*cos(2*pi*A)));
rho=((y_dash)^2+(rb+y)^2)^0.5;
thetac=theta+atan(y_dash/(rb+y));
RHOC=[RHOC rho];
THETAC=[THETAC thetac];
end
for theta= theta_max:(2*pi/360):theta1
THETA=[THETA theta];
B=(2*theta_max/theta_ri)-((theta+theta2-2*pi)/theta_ri);
y=L*(B-(1/(2*pi))*sin(2*pi*B));
Y=[Y y];
y_dash=L*((-1/theta_ri)*(1-(1/(2*pi))*cos(2*pi*B)));
rho=((y_dash)^2+(rb+y)^2)^0.5;
thetac=theta+atan(y_dash/(rb+y));
RHOC=[RHOC rho];
THETAC=[THETAC thetac];
end
for theta= theta1:(2*pi/360):theta2
THETA=[THETA theta];
y=0;
 Y=[Y y];
y_dash=0;
rho=rb;
thetac=theta;
RHOC=[RHOC rho];
THETAC=[THETAC thetac];
end
for theta= theta2:(2*pi/360):2*pi
THETA=[THETA theta];
A=(theta-theta2)/theta_ri;
y=L*(A-(1/(2*pi))*sin(2*pi*A));
Y=[Y y];
y_dash=L*((1/theta_ri)*(1-(1/(2*pi))*cos(2*pi*A)));
rho=((y_dash)^2+(rb+y)^2)^0.5;
thetac=theta+atan(y_dash/(rb+y));
RHOC=[RHOC rho];
THETAC=[THETAC thetac];
end
polar(THETAC, RHOC);
title('Inlet valve camprofile for engine speed of 4800rpm');
figure
plot(THETA,Y);
title('follower movement vs angle');
xlabel('angle(rad)');
ylabel('follower movement(mm)');

Matlab Plots:
 Engine RPM=2000
 Engine RPM=3200

 Engine RPM=4800
Results:
 The cam profiles have been designed using data in Literature.
Production Drawing