Note: Descriptions are shown in the official language in which they were submitted.
CA 02227025 1998-03-20
intro-i
naz~r~rar a
The majority of designs submitted under the name of
ANCAM-L, is centered around New Camshaft Locations; the fact
that they are "new"or a novelty, stems from two factors: it is
either a deliberate new placement (in the engine block), or it
is a consequence of other elements, such as Attains New Engine
Ports, or New Valve Trains, categorized mostly as "Prior Art."
While in Europe - and possibly in Japan _ the pushrod
engine is a vanishing species. But the Detroit's Big Three still
recognize this motor as an engine of high-performance potential
that comes in at a low cost and that is relatively easy to
produce and to maintain. Witness the presence of Corvette and
the Viper.
Besides the regular, on-going production, almost the
entire huge automotive after-market is based on pushrod engines,
namely the ubiquitous Chevy 350 CID motor, of which several
milllion are running strong, after almost 50 years of
production. Therefore, the longevity of the pushrod engine is
probably good for another 25 to 30 years - well beyond the year
2000 - i:F one dares to look that far ahead. Attains proposals
revitalize this trend and bring in a new dimension in the
Variable Valve Train technology, that can now be adapted to a
pushrod-type motor.
Also, as it stands now, every Detroit
auto-manufacturer producing pushrod and SOHC/DOHC motors, must
use two completely different short-blocks, which is very costly
from a production point-of-view. Attains proposal to use only
one could: save them several hundred million dollars.
CA 02227025 1998-03-20
intro-ii
PRESENTATION FORMAT
Tne main thrust of the ANCAM-L submission lies in the
new camshaft locations; as these engines use many Prior Art
components, these are always mentioned in the text and their
Figures are assembled in an Appendix for quick reference.
In addition to the claims for new camshaft locations,
there is a valve train feature, called ORS/RRA, which is used in
many of the said engines.
The last claim is called XANTA II, and it is a
variation to a previously submitted design called: XANTA.
Most of the Figures of complete engines are 64~
reductions of designs drawn in actual-size. However, due to the
prevailing rules, they cannot be presented here in their
original format.
CA 02227025 1998-03-20
intro-iii
OHV ENGINES BY ATTAIN
Introduction
Attains proposals are intended only for "V" -type
engines with OHV (pushrod-type) valve trains. The V-type motor
is an engine with 45~to 90~(degrees) between its cylinder banks.
The proposals are not suitable for IL (in-line) engines, nor for
"boxer" motors, with opposed cylinder banks.
Each model year, more than 10 million engines leave
the North American assembly lines; the exact percentage that the
V-type, OHV engines, occupy in the overall 10 million total, is
not exactly known to the writer but a close estimate would be
between 3 to 4 million units. These motors go into trucks, cars,
sports utility vehicles, and others - and reach even to the top
performance echelons: they are found in the GM's Corvettes and
it the Vipers, built by the Chrysler Corporation.
As alluded to earlier, each North American
manufacturer uses two different engine blocks and assembly lines
to produce V-type motors: one for the OHV (pushrod-type) and the
other f=or the SOHC/DOHC engines - which is very costly. Attain
proposes to use only one short-block for both types, which would
save the producers several hundred million dollars, when the
production facilities are streamlined.
CA 02227025 1998-03-20
- 1 -
MAIN DIFFERENCES
BETWEEN THE
V-TYPE ENGINES: OHV vs. SOHC/DOHC
An OHV Short-Block & Cylinder Heads
A single camshaft is deeply wedged in the center of a
block, surrounded by an intricate array of galleries and
passages, forcing oil under pressure to first enter the
hydraulic adjusters and then climb up via the pushrods into the
engines cylinder head to lubricate all valve-train components.
This ca~;ting is relatively heavy and complex, on account of all
passages around the camshaft.
The OHV cylinder heads are fairly simple but are
normally limited to 2 valves/head and can only use the wedge-
type combustion chamber, which allows in-line valves with some
small angles between them.
An SOHC/DOHC Short-Block & Cylinder Heads
Its block is simple and straight-forward: the
cylinders with its jackets aim down into the barrel-shape crank-
case; it:s cylinder heads are lubricated via drilled passages in
the cylinder block.
The cylinder heads are tall, heavy and can be very
complex, raising both their costs and heights.
Conclusions
The OHV engine has a heavier short block but lighter
cylinder' heads - while the SOHC/DOHC motor has a light short-
block and heavy cylinder heads.
CA 02227025 1998-03-20
- 2 -
Figures For V-Type Engines
Figure 1, shows a 'generic' type of a V-8 engine,
illustrating the relative simplicity of the cylinder heads.
Figure 2, is an image of a large-bore General
Motors' V-8 engine; it shows clearly the complexity of oil
passages and galleries in the center of the V, of its short-
block - and the relative simplicity - and substantial height -
of its c~~linder heads.
Figure 3, is a cross-section of an SOHC motor made
by BMW. It employs 2 V/H and is built on a 60° short-block. Of
note is t:he simplicity of the said short-block.
Figure 4, demonstrates again the simplicity of the
short block of this DOHC motor, with 4 V/H; the height,
complexity and no doubt its costs - are all in its cylinder heads.
It is also produced by BMW.
CA 02227025 1998-03-20
- 3 -
ATTAINS OBJECTIVES FOR OHV ENGINES
AND
HOW ARE THEY ACHIEVED
As in previous submissions - ANSA, DEM and Attains
New Engine Ports - the present objectives are exactly the same:
to deliver an engine of superior performance, which will be
much lighter, considerably lower - and that can be produced at
less than present costs.
These objectives are achieved as follows:
1. the :Lighter and cheaper-to-produce SOHC/DOHC short-block is
the basis of new, proposed motors
2. although the wedge-type combustion chamber can remain as is,
a narrow angle, hemi-spherical combustion chamber was
selected for a higher specific output, as a combustion
chamber of 1st choice
3. a pu:ahrod valve-train was selected because of its low cost
and i.ts overall simplicity
4. ANSA valve trains (Prior Art) were chosen, because they
deliver about 50~ lower cylinder heads and intake manifold
heights, than their counterparts, which saves weight and cost
5. the new intake ports (Prior Art) were given a complete
freedom to optimize their shapes, where applicable; Attains
new Parallel-Flow Ports are introduced to enhance the
engine's performance still further
CA 02227025 1998-03-20
- 4 -
how are the objectives achieved - cont'd
6. When feasible and practical, Attains UNICAST/UNIBLOC (Prior
Art) manufacturing technique of producing the cylinder head
casting with the engine block - as one unit - is implemented,
to cut costs, material usage and assembly expense.
ANTICIPATED RESULTS
* The new engine - say a typical mid-size V-8 motor - made out
of steel, should be between 80 to 120 lbs. lighter, and be
between 12 to 16 cm lower. If produced by a UNICAST/UNIBLOC
method, another 30 to 50 lbs. may be saved. The reduced
materials usage/assembly costs may amount to $100 to $150
dollars.
* A lower engine height leads to lower hood-profiles - and an
increased mileage on the highways.
* Less weight also means better handling, lower tire and brake
pad wear - and leads, again to better mileage - or higher
km/ Liter of fuel.
CA 02227025 1998-03-20
CHC
An SOHC/DOHC engine short-block is fitted with an add-
on component called a "cradle." It holds the said engine's
camshaft, its bearings, and the required number of guides for
the pushrods and their tappets.
The name "CHC" stands for Central High Cam, or
Camshaft, as it positions and supports the engine's camshaft
centrally, and high in the engine block. The cradle acts as a
bridge, spanning the opposing cylinder banks and providing all
its components with a rigid support. It is bolted, or cross-
bolted, to the engine block to form a solid and stable assembly.
CA 02227025 1998-03-20
- 6 -
The Cradle
The cradle is essentially a hollow container, with its
side-walls tapered to conform to cylinder-bank angles; for
instance', if it is installed in a 90"engine-block, its sides
will be angled at 45°. The top and the bottom of the cradle are
provided with structural braces and supports, that are drilled
and then fastened by bolts to the walls, or bottom, of the
inside V of the engine, to firmly secure the assembly to the
engine block.
At the front of the cradle is a gear, or a sprocket
for a chain-drive, to drive the camshaft at its normal speed,
which i:~ at 50~ of the crankshaft's revolutions.
Depending on the designer's preference, the cradle may
close at bottom, or top - or remain completely open.
Lubrication
The lubrication of the camshaft itself, its bearings
and the pushrod guides is taken care of by the main oil pump and
via drilled passages either in the cradle, or in the engine
block, or both; in all instances the oil pressure needs to be
only moderate, as there is no need to push the oil up into the
cylinder heads via the engine's pushrods. The valve trains are
lubricated by drilled passages in the cylinder banks, as per
'standard' SOHC/DOHC lubrication practice. - The CHC motor
employs either DPR (Dry Pushrods), or Attains APR's, both of
which are "dry" and "empty" (Prior Art).
CA 02227025 1998-03-20
The Cylinder Heads & Engine Ports
The Attain cylinder heads can use either the
manufacturers' own engine ports, or Attains Parallel Flow
Ports, or enhanced-flow ports, like the VSP-type (Prior Art).
The number of valves in these ports can go up from 2 to 3, or
even 4 valves/head.
Regardless of the type of intake port used, the Attain
CHC engine employs off-set intake rockers, which allow the said
port complete freedom of shape, size and direction, leading to
enhanced engine performance.
All of this can be achieved on account of the
"cradle", where the cam-lobes can be placed at any desirable
position on the camshaft, giving the engine designer complete
freedom to maximize engine performance. The exhaust pushrod/port
alignment was never a problem - and remains so in this engine as
well.
Due to its higher position in the engine block -
-and by virtue of employing ANSA Valve Train - the CHC camshaft
allows its pushrods to comfortably reach the exhaust valves -
- to create a hemi-spherical combustion chamber a feature, that
was hitherto not possible without excessive-length pushrods, or
special rockers.
Using ANSA Valve Trains, a high-performance combustion
chamber is available to a single-camshaft engine with cylinder
heads that are 50$ lower, than it was previously possible.
CA 02227025 1998-03-20
_ g -
Valve Trains
By their very nature, the Attain Valve Trains (Prior
Art), that are proposed for the CHC Engine, are up to 50~
lighter, which in many instances may reduce the reciprocating
weight to a point, where a performance of a pushrod engine may
be elevated to a rank of an SOHC engine. For instance, some DPR
(Dry Puslzrods) are only 2.5 to 3.5 inches long.
An additional consideration is the use of an off-
set rockier for the exhaust valves: because it must reach the
valve in a place, where a short-block is usually narrower, i.e.
between the cylinder, the pushrod may 'dip' lower, even though
the camshaft remains fairly low.
Figures For "CHC" Engines
Figure 10, is an actual-size schematic of a "cradle",
installed in a 90° V-type, SOHC/DOHC short-block; is shows how
the cradle is attached to the short-block by bolts, or other
means, and shows the general outline of its body with the
supports for the camshaft and the pushrod guides.
Figure 11, shows a V-8 engine cross-section with the
"cradle" installed in the "V" of the engine; an off-set intake
rocker provides the intake port with complete freedom to assume
its optimum shape.
CA 02227025 1998-03-20
_ g _
figures for CHC engines - cont'd
Figure 12, shows a CHC motor in a 90° SOHC/DOHC
short-block, with an ORS/RRA Valve Train (please see Attains
claim be7_ow) and an Attain PFP Type IB intake port (Prior Art).
Figure 13, shows a CHC cradle installed in a "closely
coupled" 60° V engine block, which eliminated the pushrods for
intake valves, which are actuated by rockers only. The intake
port is Attains Type IB. The exhaust valves are operated by
"push-links" and employ ANSA (Prior Art) Pull Springs.
Figure 14, shows a large, V-8 motor, with a narrow-
angle hemispherical combustion chamber, an Attain PFP Port Type
IB for the intake tract and a SIR/2 Valve Train (Prior Art).
Figure 15, is a cross-section of a (NASCAR) racing
engine, with 2 In-Line Valves, at a very low inclined angle;
both valves use Attains ORC/RRA valve train (please see claim
below). Both valves use off-set rockers, which allows the
pushrods be pass very low in the engine. The "Vertical Stack"
intake port aims directly at the valve - as per usual racing
practice.. ANSA Valve Trainsemploy Twist Coil Springs.
Figures 16 and 17 show two CHC engines of similar
construction; Figure 16 is a V-8 engine, while Figure 17 shows a
V-6 motor..
Figure 18, is a CHC adaptation to a 45° V block of a
motocycle engine - Harley Davisdon's air-tolled twin cylinder.
CA 02227025 1998-03-20
- 10 -
VARIABLE VALVE TIMING FOR OHV ENGINES
OR
V V T / O H V
~h~.a-r»~
Two camshafts, placed vertically one above the other,
the lowe~_ one driving the upper camshaft, are placed in an add-
on, separate component called a "cradle", in the center of an
SOHC/DOHC: engine-type short-block, so that each of the said
camshafts can actuate through pushrods only the intake, or
exhaust Attain-type valves on both cylinder banks, allowing the
said camshaft's timing, or indexing, to be changed by
appropriate mechanisms to affect either the timing of all
intake, or all of exhaust valves singly, or simultaneously.
Introduction
The "Variable Valve Timing", also called cam-phasing,
or variable-indexing, is rapidly gaining popularity, because it
improves the engine's performance, the vehicle's mileage and it
reduces emissions. While it is very desirable - it also adds a
lot of cost to an engine, as a DOHC (Dual Over Head Camshafts)
becomes rnandatory. Each set of valves - in each cylinder bank -
-must have its own camshaft to effect a 'cam-phasing' and then
both banlts must work together in 'unison' - The VVT mechanism
and its operation is not discussed here at all.
Many excellent engines on this Continent are the OHV,
single-camshaft types - but the 'Cam-Phasing' Technology has
eluded them so far. - Attain's proposed VVT/OHV Camshaft
Location can now change all that.
CA 02227025 1998-03-20
- 11 -
The Essence Of Attains Proposals
Attains new VVT/OHV camshaft locations resolve the
above shortcoming by extending the CHC concept to two camshafts,
positioned vertically one above the other, so that the intake
valves and exhaust valves in both cylinder banks are actuated by
a separate camhaft.
The lower camshaft is driven by a chain, or a
reduction gear at 50~ of the crankshaft speed, and a second set
of gears is driving the camshaft above the first one at the same
speed, on a ratio of 1:1. Actuating Attain valve trains through
Attain pushrods (either the DPR, or APR's - Prior Art), the
lower camshaft actuates all intake valves - and likewise, the
upper camshaft actuates all exhaust valves of the said engine. -
Thus, each camshaft's indexing, or phasing can be regulated by
the apprc>priate mechanisms attached in front of the camshafts -
- and ahead of the chain-drive, or gears, to vary the timing for
each set of valves singly, or simultaneously for both.
The Engine Block
To save money and weight, an SOHC/DOHC engine short-
block is employed. It retains its "native lubrication system"
and needs only cosmetic changes to be adapted for this task.
The Cradle
The two vertically stacked camshafts are mounted in a
"cradle", which is a bridge-like housing, fabricated out of
light alloys, or synthetic materials; it provides support for
the camshafts' bearings, has passages for oil supply and gives
structural support to all valve guides.
CA 02227025 1998-03-20
- 12 -
Installation Of The Cradle
And The Camshafts
The cradle is installed into the engine's V by
vertical, as well as angular bolts. E.G.: at 45° in a 90° V-
block engine, to provide the entire assembly with stability and
adequate support of the camshafts.
Installation of the camshafts into the cradle will
depend on the type of bearing selected by the designer; if the
present OHV-type bearings are used, the camshafts -- must be
inserted from the front. If an SOHC/DOHC bearing types are
selected with bearings caps and bolts, they will be installed
from abo~re.
Valve Trains & Cylinder Heads
The VVT/OHV engine uses only Attains ANSA Valve
Trains and services Attains Cylinder Heads, which are nominally
50~ lowe:r~ than their 'regular' counterparts, saving weight and
costs. _Cf a UNICAST/UNIBLOC production method is adopted,
further weight savings will materialize.
Engine Ports
The VVT/OHV engine can use either the manufacturer's
original engine ports, or Attains Parallel Flow.,. or Enhanced
Flow Port=s .
In either case, the engine's cylinder head heights,
and the intake manifold heights are drastically reduced. - and
deliver key advantages described below.
CA 02227025 1998-03-20
- 13 -
The Number Of Bearings In
VVT/OHV's Dual Camshafts
When contemplating dual camshafts in an engine, a
comparison with a typical, single-camshaft OHV V-8 motor is in
order;
* an OHV V-8's camshaft with 2 V/H has 5 bearings,
plus a thrust bearing - for a total of 6, and is
supports (8 x 2 =) 16 cam-lobes
* a VVT/OHV engine with 2 hollow-shaft (tube-like)
camshafts will also have 16 camlobes but each
camshaft will have only 8 lobes, which can be
comfortably supported by 3 bearings, plus a thrust
bearing for each.
This means, that the additional camshaft needs only
2 additional bearings.
Rey Advantages Of VVT/OHV
1. Fully separate intake and exhaust valve cam-phasing is
achieved with only 2 camshafis, instead of the 4, needed in
a DOHC motor .
2. A V--Type engine needs only 2 "cam-phasing" mechanisms,
instead of the 4 needed in an DOHC motor.
3. A simpler, less costly and lighter SOHC/DOHC short-block is
the basis of a modern, low angle IVA° hemi-spherical
combustion chamber, with a very high performance potential.
CA 02227025 1998-03-20
- 14 -
key advantages - cont-d
4. Atta:in's ultra-low cylinder heads reduce engine weight -
and furthermore - open the door to a UNICAST/UNIBLOC casting
method - lowering the engine weight further.
5. ANSA Valve Trains & Springs, DPR and APR pushrods reduce the
reciprocating weight of valve mechanisms by 35$ to 40$, or
more, elevating this pushrod engine-type to an SOHC
performance plateau.
6. Engine producers can readily use the existing SOHC/DOHC
engine short-blocks for this "new engine,"
7. A 2-camshaft engine permits a full implementation of a dual-
ignition system technology, with 2 spark-plugs/cylinder, now
used in the Alfa-Romeo and Mercedes-Benz automobiles: each
camshaft provides an ignition trigger for a separate set of
spa rk-plugs.
Figures For WT/OHV
Figure 20, show a cross-section of a V-8 SOHC/DOHC
short-block, into which a cradle with two vertical camshafts was
installed; the said cradle is fastened into the"V~~ of the
engine by cross-bolts. The lower camshaft actuates the intake
valves - the upper camshaft all the exhaust valves; The cradle
also supports all the pushrod guides, the lower reduction gear
and the :L:1 gear drive from the lower camshaft to the upper one.
This is <~ 2 V/H, (In-Line) engine with ANSA valve trains.
CA 02227025 1998-03-20
- 15 -
figures for VVT/OHV - cont'd
Figure 21, is a schematic of the chain-and-gear drive
of the VVT/OHV engine;t:~e,lower (intake) camshaft is driven by a
1:2, regular chain-sprocket drive, which in turn drives an upper
(exhaust; camshaft by a 1:1 gear set. As it is customary, the
Variable Valve Timing Devices) are placed in front of the
camshaf is .
Figure 22, illustrates the various options available
to drive the low (intake) camshaft: it could be driven by a set
of gears (Edelbrock), or by a toothed-belt, marketed by Jesel.
Figure 23, is a plan view (from the angle of the
cylinder bank's deck-line, @ 45°) of the two valves in the
VVT/OHV engine shown in Figure 22 above: the intake valve uses
an off-set rocker arm, which allows the intake port complete
freedom to shape its path to the center of the engine. The
exhaust valve uses a straight-line pushrod.
Figure 24, is a schematic of the VVT/OHV camshafts,
viewed from the side of the engine.
Each camshaft rotates in 3 bearings (+ a thrust
bearing) and has only 8 cam-lobes, which can be located on the
said camshaft at any place the design of the engine calls for,
to give the intake ports absolute freedom. Should the need
arise, even the center bearings could be shifted slightly left,
or right.,
Of note is the fact, that the two camshafts need only
2 additional bearing, plus a thrust bearing - while saving two
complete camshafts with 10 bearings.
CA 02227025 1998-03-20
- 16 -
figures for VVT/OHV - cont'd
Figure 25, is a cross-section of 2 V/H V-8 engine
with hemispherical combustion chambers and ANSA Valve Trains and
DPR, or P,PR Pushrods (Prior Art).
Figures 26 A & 26 B, depict one engine, which is V-
8 motor, with hemispherical combustion chambers and SIR/2 valve
trains (1?rior Art). Figure 26 A, shows the intake tract, based
on a PFP Type IB Attain Port (Prior Art), while the Figure 26 B,
gives details of its exhaust-side.
Figures 27 A & 27 B, are a cross section of a V-
8 motor, with 3 V/H; the intake tract shown on Figure 27 A,
shows a T-Bar Valve Train, in which each pushrod actuates a pair
of valve~~ in Attain PFP Type V (Prior Art).
Figure 27 B, shows the exhaust-side of this VVT/OHV
engine, using an ANSA Valve Train.
CA 02227025 1998-03-20
- 17 -
THREE-CAM ENGINES
Abstract
In a narrow-angle V-type engines 3 camshafts replace a
set of four camshafts, when the intake valves in both cylinder
banks of the said engine are actuated by an indexed CHC
camshaft from a central cradle, while the outside exhaust valves
are actuated by two camshafts positioned high in the short-
block of the said engine, and deliver a cylinder head structure
that is 50~ lower than the equivalent 4-camshaft DOHC motor.
The Three-Camshaft Engines
A Three-Camshaft engine uses the centrally located
camshaft, installed in a cradle to actuate intake valves in both
cylinder banks of a narrow-angle V-type engine, such as a 60~V-
6, or a 'J-12 motor. Conveniently, this CHC camshaft also allows
the indexing or cam-phasing of all intake valves.
The exhaust valves on the outsides of the cylinder
banks are. actuated by separate camshafts, each of them placed
high in the engine block. The proposed port is Attains Type III
which recxuires only one cam-lobe to open two valves. - The
intake ports may be the manufacturer's own design, or Attains
Parallel Flow Types.
The main advantages of the Three-Camshaft Engine are
its ability to deliver a high-performance engine with only 3
camshafts and one cam-phasing mechanism, instead of the4=cams
and 2 cam.-phasing devices.
CA 02227025 1998-03-20
- 18 -
three-cam engines - cont'd
Further advantage is the engine's very low 'profile',
which is at least 50~ lower than a corresponding, 4-camshaft
DOHC motor. - which is usually quite tall, on account of the
narrow angle between the cylinder banks.
Of note is the little-known fact, that many automobile
manufacturers of V-6 engines have chosen a 90~short block for
this type of engine - just to be able to accommodate it under
the hood.
Figure For A Three-Camshaft Engine
Figure 35, is a cross-section of 3-Camshaft Engine;
it is a 60°, V-6 motor with 24 valves, indicating a high-
performance engine.
The central camshaft sits in a CHC-type cradle and has
only 6 lobes to actuate 12 valves. This camshaft can be indexed
for improved performance; the intake engine ports are Attains
PFP Type IB (Prior Art).
Each cylinder bank has its own, outside camshaft to
actuate -the exhaust valves; again, only 6 cam-lobes are needed
to for 12 valves; the exhaust ports are Attain Type V, and the
valve mechanisms are Attains T-bar, with one rocker for 2
valves - (Prior Art - on both.)
CA 02227025 1998-03-20
- 19 -
TWIN-SADDLE CAM
Abstract
Two camshafts, placed horizontally side-by-side are
installed in a separate component called a twin-saddle, which is
made out of light alloys, or synthetic material - in the middle
of a narrow V-type engine block, actuate two separate sets of
Attain-type valve trains, one in each cylinder bank of the said
engine, while the said camshafts are driven either by a common
central ~~ear, or a chain-drive and deliver a cylinder head that is
50~ lower than its SOHC counterpart.
The Twin Saddle-Cam
This Twin-Saddle camshaft location is well-suited for
a narrow-angle V-type engine, such as a 60°, V-6 engine; the
single camshaft serving each cylinder bank of the said engine
may be used to actuate in-line valves, or valves for a hemi-
spherica_L combustion chamber engine with short push-links on the
outside of the said engine block - where the exhaust valves
usually are.
Figure For A Twin-Saddle Cam Engine
Figure 40, shows a Twin-Saddle Cam engine, which is a
60°, V-6 motor, with to 24 valves, actuated by two camshafts.
The said camshafts operate from a separate component, called
"saddle", and houses two horizontally placed camshafts, which
can be driven either by a central gear - as shown - or by a
chain drive. Both engine ports are Attains PFP's (Prior Art.)
CA 02227025 1998-03-20
- 20 -
SINGLE, or DUAL CAMSHAFTS-IN-HEAD
OR
S/CIH and D/CIH
TY~~tr~i.i-
A single, or double camshafts located in the shoulders
of an Attain-type cylinder head, immediately above the engine's
short-block, actuate either both the intake and exhaust valves
of the ANSA Valve Train, either directly, or by means of push-
rods and off-set rockers, thus delivering a cylinder head
structurs~ that is 50$ lower than a corresponding SOHC, or DOHC
cylinder head.
S/CIH
When a single camshaft is placed above the 'shoulder'
of the engine block, at the base of the cylinder head, it can
actuate the valves closest to it by means of rockers, and the
valves on the opposite side of the cylinder head by means of
short pushrods, that may be called push-links.
The S/CIH valve train creates an environment, which
allows the use of manufacturers' own engine ports, or Attains
Parallel Flow Ports on either, or both sides of the cylinder
head, which itself is now about 50~ lower than a comparable
SOHC counterpart.
CA 02227025 1998-03-20
- 21 -
D/CIH
The D/CIH concept employs two camshafts, instead of a
single one, so the use of push-links is no longer necessary,
since each set of valves, i.e. the intake and the exhaust valves
have their own camshaft . As far as the cylinder head and the
ports are' concerned, the results are the same: a reduction of
about 50$ in height over an existing DOHC counterpart.
Figures For SCIH and D/CIH Engines
Figure 45, is an actual-size image of V-8 engine with
a single camshaft located on one side of the shoulder of the
cylinder head. Intake valves are opened by rockers and the exhaust
valves a~_e actuated by short pushrods, called push-links. The
intake pert of this engine uses an Attain PFP Port Type IB
(Prior Art.)
Figure 46, shows a reduced-size cross-section of a
D/CIH encfiine, where the camshafts are located in each of the
cylinder heads' shoulders.
Both engine ports are of the PFP Paralle-Flow Port
Type (Prior Art) and the valve trains are of the PFP variety
also.
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ONE ROCKER SHAFT - REVERSE ROCKER ARM
OR
ORS/RRA
Abstract
One common rocker shaft, with one, or two reverse
rockers, allows both intake and exhaust valves to be actuated by
Attain Pushrods and ANSA valve-train Components with Pull-
or Twist Springs, to service a hemispherical combustion chamber
with an included valve angle rangingfrom about 5° to 18° +, and
creates a cylinder head that is about 50$ lower than a
corresponding OHV cylinder head type.
ORS/RRA
As the name implies, the ORS/RRAis a valve mechanism
that can be applied to both intake and exhaust valves, numbering
from 2 t:o 4, operating from one common rocker-shaft and using
one, or 1=wo reverse rocker-arms.
Reverse rocker arms are not new to the engine
technology but they have been applied to a single valve, rather
than both intake & exhaust valves. The case in point is the now
famous Chrysler-Hemi Head, produced in the 195C~'s, and many
others in Europe before. However, it is the Attain ~ Stem Valve
and Atta_Ln's Pull-, or Twist Springs, that allow its application
to both p_ntake and exhaust valves in a hemi-spherical combustion
chamber; a regular Valve-Spring Assembly, with compression coil
springs cannot deliver the desired geometry.
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The ORS/RRA uses a single shaft, preferably hollow, to
which both regular and reverse rocker arms are attached. The
hollow shaft allows ample access of oil to lubricate the said
valve train components and, in the case of Attains Twist Coil
Springs (Prior Art) small containers around the said springs can
serve as both dampers and coolers of the springs.
The ORS/RRA mechanism is ideally suited for Attains
CHC Camshaft Location - reviewed above - because the centrally
located nigh-camshaft can comfortably reach the exhaust valve on
the far-end, i.e. on the outside, of the cylinder bank of a V-
type engine with a pushrod. Hence, an ultra-low, hemispherical
combustion-type cylinder is created, showing a height -
reduction of about 50 $ .
Other attributes of the ORS/RRA Valve Train are:
1. low cost of the valve train
2. complete freedom to shape the intake ports -
- without any interference from pushrods
3. potential to use Attains Parallel-Flow Ports
4. full potential to apply Attains Pull-, or Twist
Springs proposed in ANSA (Prior Art)
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Figures For ORS/RRA
Figure 50, is an actual-size schematic of an ORS/RRA
application to a 2 V/H hemispherical combustion chamber engine.
The Reverse Rocker Arm is used on the exhaust valve. The two
pushrods (Dry Pushrods, optional - Prior Art) converge to a
Central High Camshaft - CHC. The mechanism uses Attain ~ Stem
Valves and either a Twist Coil Spring, or a Pull-Coil Spring
(Prior A:rt) can be applied here.
Figure 51, demonstrates - in actual size - the use
of 2 Re~;rerse Rocker Arms, which are employed to open both the
intake and exhaust valves. Both pushrods lead to a CHC camshaft.
Figure 52, depicts an ORS/RRA valve train applied to
a narrow-angle hemispherical combustion chamber; the intake
valve is actuated by a Reverse Rocker Arm.
Figure 53, is a plan view of the engine shown in
Figure 52 above, as viewed from the plane of the engine block.
It shows the 2 pushrods leading to the One Rocker
Shaft, which in this instance uses 2 Twist Coil Springs ( Prior
Art) to close both valves. The ORS is supported by three
bearings,, and the Twist Coil Springs show the outline of an oil
container used as a vibration damper and oil cooler.
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TtThTT71 TT
AbStraCt
An external arm (XA) pivoting from a short horizontal
shaft, where is may be assisted by a secondary spring, actuates
an Attain ~ Stem Valve through a tappet with a hydraulic valve-
lash adjuster which is placed in the Upper Valve Guide,
accommod~~ting also a main closing spring, while a Lower Valve
Guide as;aures the stability of the said ~ Stem Valve.
XANTA II VALVE TRAIN
The name XANTA II was selected on account of a close
resemblance to a previously claimed novel valve train, called
XANTA.
The XANTA II valve train also uses an Attain ~ Stem
Valve, which moves in its customary Split Valve Guide, which
consists of the Upper and the Lower Valve Guides (Prior Art).
The entire side thrust of the rotating camshaft -
transmitt=ed to a valve train by a cam-lobe - is absorbed by an
External Arm (XA), which pivots either freely from a short
horizontal shaft, or is assisted by small, secondary helper-
spring. The upper surface of the XA (External Arm) is curved,
i.e. moderately convex, while its underside has a small 'spur',
which i~; either ground for a groove, or has a small ridge,
dependin<~ on the "New Tappet" (NTA) type selected.
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Rather than to assume a single function of a valve
guide, in the XANTA II Valve Train the Upper Valve Guide
incorporates a small hydraulic adjuster, which is contained in
an small inner shell; the adjuster pushes directly against the
tappet, which, in this fashion, maintains constant contact with
the XA (External Arm).
The Upper Valve Guide's lower portion is a hollow
tube, into which the upper end of the Attains ~Z Stem valve is
pressed-.in and secured by valve locks.
As well, the Upper Valve Guides or the bottom of the
valve' s lock - serve as pick-up points for a variety of Attain
Springs, which may be of the Pull, or Compression-Type Varieties.
The choice of the NTA (New Tappets) will determine
whether the entire valve train assembly can rotate, or not: if a
spherical tappet is chosen, the assembly can rotate - the type
of sprir,,g permitting; otherwise a 'key' is used to maintain the
assembly in one position.
Overall, the Upper Valve Guide sub-assembly has a
close re=semblance to a capital letter "H" . The basic shape of
the Upper Valve Guide may be round, or oval; in the latter case
a 'key' will not be necessary to maintain the valve guide in the
same position.
The XANTA II Valve Train is very compact, simple, and
can be Easily produced.
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Figures For XANTA II
Figure 70, is a cross-section of the XANTA II Valve
Train A~~sembly; it is shown here in its "double-actual-size", or
DAS. - A spherical tappet is placed on top of the hydraulic
adjuster filling out the inner shell of the Upper Valve Guide.
The XA (External Arm) swings from a horizontal shaft; an
auxiliary spring is shown - but it is optional; the main
closing spring is an Attain Twist-Coil Spring.
The entire XANTA II Valve Train Assembly is only 91 to
92 mm i:all, which is less than 50~ of Porsche's Boxster, or
their just announced 1999 Model 996 - used in their 911 car; both
of these, DOHC motors show a height of 205 to 210 mm, measured
vertically up from the deck-line.
In the this Figure, an Attain ~ Stem Valve has a 39 mm
diameter and is about 42 mm+ tall.
Figure 71, is essentially a duplicate of the valve
train shown in Figure 70, but it uses a slightly tapered
compression spring; its intake valve has a diameter of 40 mm,
and is 50 mm tall.
The entire valve train assembly is 96 mm tall.
