This invention, relates to direct acting valve timing-varying gear devices, which is used to change the opening and closing times of valves of an internal combustion engine. The preferred embodiment is comprised of an outer gear means in which there is a hub means having a circular periphery in rotatable sliding contact therewith and there is a plurality of phasing weights slidably disposed therein. Each of said weights having a phasing profile thereon which slideably interacts with the trailing edge of a cavity within said gear means and against the reactive side of a corresponding cavity within said hub means. Said weights respond to centrifugal force exerted thereon and by collective cooperation with said gear and hub means, said force overcomes the natural resistive torque of the camshaft thereby causing said hub to advance relative to said outer gear means. A hydraulically actuated embodiment is comprised of an outer toothed pulley means, an inner hub means and an annular piston means being seal-ably interfaced thereinbetween. Said pulley and hub, having suitable means at the forward part thereof which convolutionally enmesh with the helicoidal splines of said piston means and cooperatively transform the rotating axial movement thereof into an angular dispalcement of said hub relative to said pulley means.

SUMMARY OF THE INVENTION 
The present invention relates generally to timing gear means used in 
internal combustion engines, and specifically for varying the angular 
phase between the camshaft and crankshaft thereof. The valve Timing-Range 
Gear disclosed herein represents the state of the art in engineering 
science, related economic factors and environmental considerations. It 
provides a simple low-cost but highly reliable and technically sound gear 
means for converting the fixed-point camshaft to crankshaft phase into an 
active angular range between two predetermined limits. The preferred 
embodiment comprises phasing weights, which are slidably disposed within a 
hub and gear means and with increasing engine RPM as centrifugal force is 
acting thereon, then said weights correspondingly advance the hub with 
respect to said gear means, thus affecting the original phasing between 
camshaft and crankshaft. With lowering of engine RPM, the inherent 
camshaft torque forces said phasing weights back into the hub means until 
at end-point the original phase is re-established. 
For an alternate embodiment the phasing weights are variably assisted by 
the hydraulic system pressure that is supplied by the oil pump of the 
engine's own lubricating system. 
And in yet another embodiment in which only three major components are 
used, phasing is actuated solely by hydraulic means. The hub and pulley 
are correspondingly configured to provide a cylinder cavity, and both are 
sealably coacting with an annular piston means therein; Said piston having 
a plurality of helicoidal splines on the foreward portion thereof which 
slideably enmesh with the corresponding grooves of said hub and pulley 
means. When hydraulic pressure is applied to the cylinder cavity then said 
piston is forced helically outward and by overcoming the natural resisting 
torque of the camshaft causes a change of angular position between said 
hub and pulley. Diminished hydraulic pressure therein returns said piston 
to the stop and the original camshaft to crankshaft phase is 
re-established. 
BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates generally to internal combustion engines, 
having intake and exhaust valves that are linearly actuated by camshaft 
means, and with said camshaft means having a timing gear or timing 
sprocket means removably attached thereto. Said engine also having 
linearly reciprocating piston means, and connected to a crankshaft, which 
has a suitable driving gear means thereon in a predetermined fixed phase 
to said timing gear means. More specifically, this invention pertains to 
methods and mechanisms which are used for automatically varying and/or 
governing the phased timing of opening and closing of the intake and 
exhaust valves of said engine. 
2. Description of the Prior Art 
State of the art valve timing-varying means which are provided for liquid 
and/or gas fuel burning internal combustion engines especially those which 
are utilized for but not limited to those providing vehicular locomotion, 
are the performance compromised product of engine technologies, prevailing 
economic factors and environmental constraints. These engines depend on 
high component-density electronic subsystems for their overall performance 
and for controlling the function of complex electromechanical, or 
hydro-mechanical subsystems or selected combinations thereof, to vary the 
opening and closing times of valves relative to the angular position of 
the crankshaft. While these systems improve fuel efficiency and engine 
performance, they are beset with problems which are characteristically 
inherent in complex high component-density system designs. The advantages 
gained are frequently offset by system failure, due to the high rate of 
subsystem component malfunctions. In prior arts U.S. Pat. No. 3,978,829 
Takahashi, and U.S. Pat. Nos. 4,494,495, 496, and 4,561,390 Nakamura et 
al. are noted complex, subsystem-interdependent and highly component-dense 
systems, that are costly to manufacture and maintain. Along with added 
electronic controls, they are also excessively bulky and further with 
their substantial overhanging rotating weight, they expand the engine size 
and weight envelope to accommodate the additional loads. Heavy dependence 
on automotive electronics for control functions is also evident in the art 
of U.S. Pat. No. 4,754,727 Hampton. This system further expands the long 
list of engine performance related electronic controls and adds to the 
cost of manufacture and general maintenance. In hydro-mechanical art 
disclosed in U.S. Pat. No. 4,627,825 Bruss et al., overall functional 
reliability is greatly reduced by the added number of electronic 
components required to control and monitor the operation of the device. 
Also, the costs of manufacture and general maintenance is escalated. 
Similarly, U.S. Pat. No. 4,535,731 Banfi, and U.S. Pat. No. 4,787,345 
Thoma, disclose enmeshed straight and helical splines in various 
combinations for transferring axial action into angular displacement. 
However, they too are among the high component-density systems, and as 
such are plagued by the same high-cost to benefit ratio problem as the 
above referred art of Takahashi and Nakamura. For an all hydraulically 
operated device, as disclosed in U.S. Pat. No. 4,858,572 Shirai et al. the 
plurality of vanes lack the positive seals needed to maintain precise 
angular position under any operating condition. 
OBJECTS OF THE INVENTION 
The primary object of the invention is to provide a totally self-contained 
valve Timing-Range Gear means, which will automatically vary the valve 
timing phase of internal combustion engines with a high degree of 
reliability, to best suit load requirements within its predetermined 
limits. 
It is also the object of this invention that said gear means be comprised 
of minimum number of mechanical components and be interconnected to 
cooperatively respond to changes in engine speeds and correspondingly 
alter the engine's camshaft to crankshaft phase, without depending on 
externally processed signals transmitted by any other subsystems. 
Another object is to provide an all-mechanical valve Timing-Range Gear 
means of minimum size and rotating weight, which will readily interface 
with current as well as earlier manufactured engine components. 
And yet another object is that said gear means in at least one of the 
several preferred embodiments, respond to centrifugal force acting 
thereon; and in another is to respond to the combined actions of 
centrifugal force and hydraulic pressure therein; and yet another, to 
respond to hydraulic pressure only, with predictable results. 
It is also an object that each type of said gear means can be produced and 
assembled economically by state of the art methods, and that in its 
intended operation it does not require any dedicated maintenance. 
Other objects and advantages which are peculiar to the features of the 
Timing-Range Gear means of this invention will become readily apparent, 
and can best be understood by examining the following descriptions when 
taken in conjunction with the accompanying reference drawings, 
illustrating the several embodiments which are being disclosed herein.

DETAILED DESCRIPTION OF THE SEVERAL EMBODIMENTS 
The Timing-Range Gear means of this invention which is being disclosed 
herein contains specifications and drawings which illustrate the several 
embodiments whose components are identified by numerals and whose features 
will be more fully understood when read in conjunction with the 
accompanying drawings. 
In FIG. 1 sheet 1 of 4 the preferred embodiment hub member 1, has a thrust 
bearing 2 which has a plurality of radial grooves 3, each of which is in 
communication with the corresponding cavity 4. A plurality of elongated 
mounting holes 5 through flat-bottom 6 and center hole 7 are to be used 
for alternate mounting or centrally locating said gear means to camshaft. 
First side cover 8 is being fixedly interfaced with ring gear means 9. 
Through the toothed periphery 11 said gear means is being driven by timing 
chain 12, FIG. 2 and phased to the driving gear means of the crankshaft 
(not shown) by timing mark 13 of FIG. 3. The inwardly leading edge 14 of 
first side cover 8 channels lubricating oil into each of cavities 4 for 
lubricating weights 15 therein, FIGS. 2 & 3. The second side cover 16 also 
is being fixedly interfaced with said gear member 9 thus together with 
first side cover 8 slideably keeps each of said weights 15 in cavities 4. 
A plurality of bleed-off holes 17 are equally spaced on a circular center 
line in close proximity to the apex of each cavity 18 FIG. 3 and each 
provides a means for excess oil to be expelled therefrom. A plurality of 
slots 19 angularly expanding inward through the second side cover 16, keep 
springs 20 workably in slot 21 of hub member 1, FIGS. 2 & 3. The load 
bearing periphery 23 of hub 1 being in rotatably slideable contact with 
bore 24 of gear member 9, and spring 20 being in longitudinal tension in 
slot 21 of hub 1 by one end of slot 21 and the opposite end of slot 19 of 
side cover 16 thereby maintaining closed position of the timing-range gear 
before installation and during initial set-up. Rotation is indicated by 
arrow 22 of FIG. 3. When gear 9 is driven in the direction of arrow 22 the 
operating torque of the camshaft acting on hub 1 forces the plurality of 
weights 15 into compression between the trailing edge 25 of cavity 18 in 
gear 9 and bottom 26 of cavity 4 of hub 1, thus each weight 15 provides a 
rotational interlock thereinbetween. When centrifugal force is acting on 
the plurality of weights 15 then each is sliding outward against the side 
27 of cavity 4, and the phasing profile 28 of each weight 15 slidingly 
interacts with the trailing edge 25 of cavity 18 causing angular change 
between hub 1 and gear 9. The phantom outline of weight 15 is indicated by 
numerals 29 and 30 showing the progressive action of the weights 15 as 
being driven by the centrifugal force into cavity 18, and numeral 31 
indicates the resultant angular change thereof. 
In the alternate embodiment of this invention as shown in FIGS. 5 and 6 of 
sheet 2 of 4, the gear member 32 being driven directly by the crankshaft 
gear (not shown) and hub 33 being secured in rotatably slideable contact 
therewith between first side cover 34 and second side cover 35. The 
periphery of first side cover 34 being fixedly made a part of gear member 
32 adds physical strength to the gear, and the inwardly leading angular 
edge 36 provides means for lubricating oil to enter cavity 38 to assure 
unhindered sliding action for the plurality of centrifugal weights 39 
therein. The second side cover 35 being fixedly made a part of hub 33 and 
in slidable contact with each weight 39, and together with first side 
cover 34 keeps each weight 39 in slidingly working position within cavity 
38 of hub 33 and trailing edge 40 of cavity 41 in gear 32. The flat-bottom 
bore 42 receives the camshaft (not shown) and the timing-range gear means 
being removably interfaced thereto by threaded fastener means (not shown) 
through center bore 43. Bore 44 interlocks with locating pin within the 
end of the camshaft. (not shown) All other aspects of this embodiment are 
compatible with the preferred embodiment of the timing-range gear means 
shown by FIG. 1. 
Another embodiment of the timing-range gear means of this invention is 
being shown in FIGS. 7 and 8 of sheet 3 of 4, wherein the numeral 45 
denotes the engine block with an oil passage 46 in it which provides the 
means for an oil pressure supply through a hole 47 in bearing 48. Camshaft 
49 being journally supported within bearing 48. In close proximity to the 
inner end of journal 50 is an outside circumferential groove 51 in which a 
resilient locking-ring means 52 being radially secured by the 
overextending end of the axial-locking thrust plate means 53 and 
cooperatively they provide a means for securing the camshaft 49 within the 
engine block 45 in one axial direction. Inside thrust bearing 54 provides 
added sliding surface between the block 45 and thrust plate 53. 
Circumferential groove 55 communicates with oil pressure supply passage 
46, through passage 56 and axial passage 57 and also with passage 58 
within journal 50 of camshaft 49. The first reduced diameter 59 rotatably 
interfaces with outer thrust bearing 60, and the second reduced diameter 
61 forms the two conjuncting sides of groove 62 for resilient "O" ring 
seal means 63. The third reduced diameter 64 has the longitudinal keyway 
65 for key 66. The plurality of centrifugal weights 67 each of which has a 
circumferential groove 68 cut within the circular periphery thereof for 
"O" ring seal means 69. One of each weights 67 being slideably disposed in 
each of a plurality of circular bores 70 in the hub member 71 and directly 
communicating with oil pressure groove 72 at the bottom 73 of each bore 
70. The load bearing periphery 75 of hub 71 being in slideably rotatable 
contact with bore 74 of gear 76, and hub 71 being axially secured therein 
by a resilient dished type locking ring means 77 in the inside 
circumferential groove 78 within bore 74. Lubricating oil is delivered to 
the inner sliding surface 79 by the inwardly leading surface 80 of bore 
81. The first bore 82 of hub 71 has a circumferential flat bottom groove 
83 in which a resilient "O" ring seal means 84 sealably interfacing the 
first reduced diameter 59 and together with "O" ring seal 63 provides a 
pressure tight chamber within groove 72 and the interconnecting passage 
ways for the hydraulic actuation of each of the plurality of weights 67 
within each of bores 70. Arrow 85 indicates direction of operating 
rotation. In the neutral mode of the timing-range gear means of this 
embodiment the driving force of gear member 76 through the trailing edge 
86 of cavity 87 forces each weight 67 into the bottom of bore 70 where the 
bottom 88 of each weight 67 interlocks the hub 71 and gear 76. When the 
plurality of weights 67 are forced outward the phasing profile 89 of each 
weight 67 cooperates with the trailing edge 86 of each cavity 87 and 
coactingly causes an angular change of position between hub 71 and gear 
76. The limits of angular change are indicated by numeral 90. This 
embodiment is mounted onto the camshaft in an angularly fixed position by 
key 66 which radially interlocks with flat washer 91 that is secured in 
place by lock washer 92 and cap screw 93. The cover 94 has a resilient 
seal means 95 in a flat bottom groove 96 providing a leak-proof closure 
therefor. 
The present invention as illustrated in FIGS. 9, 10 and 11 of sheet 4 of 4 
is a timing-range pulley embodiment in which the camshaft 97 has the end 
journal 98 rotatably secured in bearing 99 within bearing boss 100, that 
is an integral part of the engine's cylinder head or can be part of the 
cylinder block (not shown). The camshaft end journal 98, similarly to that 
of camshaft 49 which has been described in the foregoing embodiment, has a 
circumferential groove 55 on the periphery in communication with oil 
pressure supply passage way 101 through hole 102 of bearing 99. The pulley 
member 103 having toothed periphery 104 to engage the driving pulley of 
the crankshaft (not shown). Timing mark 105 is in phased relative position 
to keyway 106 in hub member 107. The load bearing surface of first bore 
108 is in slideably rotating contact with outer periphery 109 of hub 107 
and axially secured therein by first inner planar surface 110 and retainer 
ring 111 in a circumferential inside groove 112 of bore 108. Pulley member 
103 has second bore 113 ending at the second inside planar surface 114, 
and third bore 115 extends therethrough in which a plurality of helicoidal 
inside grooves 116 extend from planar surface 114 to the end of pulley 
103. Hub member 107 has a second load bearing periphery 117 and a third 
118 at the outer end thereof. Also it has a first inside bore 119 in which 
a circumferential flat bottom groove 120 is in close proximity to its end, 
there is a second groove 121 being larger than groove 120, and a third 
groove 122 being identical to groove 120 and in close proximity to inside 
planar surface 123 from which a second bore 124 ends at counter sink 125. 
On the load bearing surface 118 there is a plurality of helicoidal outside 
grooves 126 extending to end of hub 107. The second bore 113 of pulley 103 
and second load bearing periphery 117 of hub 107 together coactively form 
an angularly active annular cylinder between the second inside planar 
surface 114 of pulley 103 and flat bottom surface 127 of hub 107, for 
annular piston 128. The outside load bearing periphery 129 and 130 of 
piston 128 is interfacing in slideably rotating contact with the second 
bore 113 and third bore 115 of pulley 103, and first bore 131 and second 
bore 132 of piston 128 likewise also interfacing the second load bearing 
surface 117 and third load bearing surface 118 of hub member 107. There is 
a plurality of outside helicoidal splines 133 extending forward from 
outside stop surface 134 to the end, and a plurality of inside helicoidal 
splines 135 extending outward from the inside stop surface 136 to end 137 
of piston 128. There is an outside circumferential groove 138 for 
resilient "O" ring seal 139 in load bearing periphery 129 and an inside 
circumferential groove 140 for resilient "O" ring seal 141 in first bore 
131 to sealably interface bore 113 of pulley 103 and periphery 117 of hub 
107. A resilient outside "O" ring seal 142 in groove 143 of hub 107 and 
resilient inside "O" ring seal 144 and 145 in first inside bore 119 
provide pressure tight sealing action therein. Passage way 146 
interconnects the second inside groove 121 and flat bottom 127 and 
provides a means for oil pressure to activate the annular piston 128 in an 
outward direction. As the helicoidal splines 133 and 135 slideably enmesh 
each corresponding helicoidal groove 116 and 126 they provide a rotational 
sliding interlock which when piston 128 extends outward then hub 107 as 
well as pulley 103 are being angularly displaced with respect to piston 
128. When hydraulic pressure is greater then the camshaft torque 
resistance that is acting on the hub 107 piston 128 is extended outward 
causing an angular shift in one direction, and as oil pressure drops then 
it is being forced inward, with previous angular shift then being 
diminished proportional to the oil pressure present within the pressure 
chamber. Key 147 by extending into end cap 148 provides a rotational 
interlock therefor and between camshaft journal 98 and hub 107. End cap 
148 being secured in place by lock washer 149 and cap screw 150. 
From the foregoing detailed description and accompanying drawings, it is 
evident that this invention is well adapted to attain all the ends and 
objects hereinabove set forth together with other advantages which are 
directly attributed to the valve Timing-Range Gear and to those which are 
the derived extensions thereof. 
It is therefore to be understood that certain features and combinations of 
selected features and/or various sub-combinations derived therefrom may be 
employed by those skilled in the art to produce yet another new feature or 
group of new features, without reference thereto and this is contemplated 
by and is within the scope and spirit of the invention and claims. 
Since it is possible to produce derivative embodiments in various 
combinations from extensions of features without deviating from the scope 
and spirit of the invention therefore, it is to be understood that all 
matters described and made reference thereto in the foregoing description 
and specification are part of the legal equivalent of the following claims 
and not to be construed as limitations of the scope and spirit of the 
invention.