Patent Publication Number: US-10767521-B1

Title: Overhead sliding rotary valve assembly and method of use

Description:
TECHNICAL FIELD 
     The apparatus of the present application relates to a device and means to vary the size of intake and exhaust ports in a four-cycle engine. 
     BACKGROUND 
     Four-cycle internal combustion engines have, as their name implies, four cycles (strokes): (1) intake stroke, (2) compression stroke, (3) power stroke, and (4) exhaust stroke. A simplistic explanation of the four cycles begins with the piston at top dead center (TDC), intake stroke initiates with the opening of intake valve as the piston begins to move down the cylinder. The open intake valve permits the introduction of air and fuel into the combustion chamber. The downward movement of the piston creates a vacuum that pulls an air-fuel mixture into the cylinder. As the piston reaches bottom dead center (BDC), intake valve closes. At this point, intake and exhaust valves are closed. During the compression stroke, the piston moves up the cylinder, compressing an air-fuel mixture. As the piston reaches TDC, a spark plug ignites the mixture converting the potential energy of the air/fuel mixture into kinetic energy. During the power stroke, the pressure created by exploding air-fuel mixture forces the piston down the cylinder and the power created by the explosion is captured as mechanical energy, which turns the crankshaft as the reciprocating motion of the piston is converted into rotational motion by the crankshaft. As the piston reaches BDC, the exhaust valve opens. During the exhaust stroke, the piston moves back up the cylinder forcing the waste gases out of the combustion chamber through the open exhaust valve. At TDC, the exhaust valve closes and the four-cycle process begins again. A video at “Animated Engines—Four Stroke” visualizes the four-cycle process. 
     The precise control of intake valve and exhaust valve in a four-stroke engine is more complicated than as described in the commonly utilized simplistic explanation. With intake stroke, intake valve opens while the piston is moving up the cylinder and reaches a point a few degrees prior to reaching TDC position. The number of degrees dictated by the design of the camshaft is fixed. The piston continues to TDC, reverses direction, and starts back down the cylinder. The downward movement of the piston creates a vacuum that pulls an air-fuel mixture into the combustion chamber through the open intake valve port. Intake valve opens a few degrees after bottom dead center (ABDC). The number of degrees is fixed by the design of the camshaft. At this point, intake and exhaust valves are closed for the beginning of the compression stroke. During the compression stroke, a few degrees before top dead center (BTDC), the spark plug ignites the mixture. The engine control system determines when this occurs. During the power stroke, the pressure created by the exploding air-fuel mixture forces the piston down the cylinder. During the exhaust stroke, the exhaust valve opens a few degrees before bottom dead center (BBDC). The precise number of degrees when this occurs is fixed by the design of the camshaft is fixed. The piston is then forced back up the cylinder forcing the waste gases and combustion by-products out of the combustion chamber through the exhaust valve. A few degrees after top dead center (ATDC), the exhaust valve closes. At this point in the cycle both valves, intake and exhaust, are open. This is called the overlap. An example of overlap can be seen at “Engine camshaft animation (500-7000 rpm at the end).” 
     Most four-cycle internal combustion engines utilize a lobed camshaft that is fixed in its duration, (i.e., the number of degrees of crankshaft rotation where intake and exhaust valves are open), and timing, (i.e., the rotational position of the crankshaft in degrees BTDC/BBDC where the valves start to open and the position of crankshaft in degrees ABDC/ATDC where the valves are closed). The duration and timing dictate to a large degree the smoothness at idle and the maximum horsepower. In automobiles, a smooth idle is very desirable for occupant comfort. 
     Horsepower of these engines can be increased by installing superchargers and/or turbochargers. Superchargers and turbochargers add cost and complexity, leading to additional opportunity for engine failure. Both superchargers and turbochargers require a “waste gate” that regulates the internal pressure of intake system by bleeding off the pressure, thus preventing “preignition.” Waste gates direct excess pressure into the exhaust system, thus wasting energy created by turbochargers and superchargers. Pre-ignition is an event where the air/fuel mixture in the cylinder ignites before the spark plug actuates and can severely damage an engine. Pre-ignition, in its milder form, is termed “knock.” Cars with computer-controlled engines have “knock sensors,” typically a microphone tuned to listen for knock(s), which detect these pre-ignition events and signal the engine control system, which acts to reduce ignition advance. A video depicting knocking, pre-ignition and examples of damage caused by pre-ignition can be found in “Knocking and Pre-ignition.” 
     In U.S. Pat. No. 5,249,553, duration is determined by the cams and intake/exhaust ports. The cam duration is derived by measuring the number of degrees it is open to the combustion chamber. Intake/exhaust port duration is derived by measuring the number of degrees during which intake/exhaust cams are open. In U.S. Pat. No. 5,249,553, the cam&#39;s contribution to duration is approximately 140° while intake/exhaust port contribution is approximately 80°. The camshaft is geared to rotate half the rate as the crankshaft. To determine the duration, the two (2) angles (140° and 80°) are summed (220°) and then doubled, resulting in 440°. Engines with this degree of duration are not suitable for everyday use. A camshaft for a racing engine, COMP Cams Catalogue part #01-710-9 [37], has 322° degrees of intake duration and 330° of exhaust duration. The revolutions per minute (RPM) range for an engine equipped with this camshaft is 5000 to 7800. “Parts Details: Buick 4.1 L camshaft” depicts camshaft specifications, including duration (exhaust 194°/intake) 188°, for a typical engine, e.g. a Buick V-6. Duration can be listed two ways; one is an absolute measurement while the other is duration once the valve has lifted 1.27 mm (0.050 inch). Poppet valves are not functional until they are moved 1.27 mm (0.050 inch) off their seat, resulting in two different durations listed. 
     U.S. Pat. Nos. 8,210,147, 8,459,227, and 8,776,756 have extremely complicated mechanisms with many additional parts. They employ an additional crankshaft, two connecting rods, two sliding spool valves, and six pairs of sealing rings. All of these would act to limit the maximum RPM achievable as these reciprocating motions would add to existing noise and vibration created by the engine crankshaft, connecting rods, and pistons. 
     In U.S. Pat. No. 6,308,677, the oval-shaped cam ports restrict maximum flow. Additionally, this configuration provides only one level of horsepower and idle characteristics. 
     U.S. Pat. No. 6,651,605 discloses a complex valve system combined with a throttle. The camshaft rotates within a throttle shaft, which is a metal cylinder with cutouts to control flow. This configuration creates significant friction between the camshaft and throttle shaft, which increases with RPMs, and makes it difficult to regulate the throttle. 
     U.S. Pat. No. 7,044,097 employs a cylinder head with two rotatable camshafts. The camshafts have ports perpendicular to the axis of the camshaft. This configuration provides only one set of engine performance characteristics. 
     U.S. Pat. No. 6,006,714 provides an alternative to poppet valves for motor vehicles and other applications including gasoline, diesel, natural gas or other internal combustion engines. The aspiration system of the present invention operates without reciprocating valve heads and associated valve seats or other conventional seals and without any valve elements that extend into the engine cylinders. 
     U.S. Pat. No. 7,089,893 utilizes a valve system for a combustion engine, which possesses a fixed cylindrical valve shaft. 
     The aforementioned inventions suffer from a number of disadvantages, such as changing the duration and/or timing requires engine disassembly and existing camshaft(s) must be removed and replaced with camshaft(s) of different duration and/or timing and the engine reassembled; changing lobed camshaft(s) is expensive and time consuming, requiring numerous special jigs, tools, and fixtures; idle characteristics for these inventions are fixed; maximum horsepower is fixed; engines equipped with poppet valves are limited in terms of maximum RPMs and poppet valves are reciprocating mass prone to failure because as the engine RPMs rise, the reciprocating mass will overcome the resistance provided by the valve springs, resulting in contact between valve(s) and piston(s); each aforementioned invention has complicated reciprocating mechanisms that are prone to excessive wear and tend to limit engine maximum RPMs; poppet valve engines require clearances (valve lash) between the cam and the valve, but eventually clearances are reduced to zero and the valve will start to open, resulting in a loss of duration and timing; and manufacturing lobed camshafts is complicated and requires expensive, high precision equipment. In accordance with each invention, a four-cycle internal combustion engine contains camshaft(s), sleeve valves or other valve systems that is/are fixed in their duration and timing, necessitating a tradeoff between smooth idle and maximum horsepower. Moreover, the aforementioned inventions do not allow for individualized duration and timing for each cylinder. 
     SUMMARY 
     The present application discloses a novel cylindrical valve shaft assembly that allows for the selection of an alternate intake/exhaust port size by the use of cylindrical valve shafts possessing at least two intake/exhaust ports per cylinder, whereby the shafts are laterally repositioned to permit the selection of one of at least two available intake/exhaust port sizes and/or geometries. 
     The invention allows for full aspiration, (i.e., intake and exhaust, of multiple combustion chambers with only one moving part within the aspiration head, and no separate seals, moving bearings, lubricants, or coolants). In addition, the aspiration system of the present invention can achieve substantially ideal aspiration timing with enhanced air throughput and can thereby allow internal combustion engines to more closely approach their theoretical potential with reduced harmful emissions. 
     In one aspect, the aspiration system of the present invention allows for charging and exhausting of a combustion chamber of an internal combustion engine via transverse flows through a rotor. According to this aspect of the invention, the aspiration system includes a rotor having a rotation axis, an intake subsystem including two intake passageways each having an end adjacent to the rotor, and an exhaust subsystem including two exhaust passageways each having an end adjacent to the rotor. The intake subsystem can be used to deliver charge or just an oxygen-containing gas such as air to the combustion chamber, (i.e., the fuel can be delivered separately). The passageway ends of the respective intake subsystem and the exhaust subsystem are located at substantially overlapping longitudinal positions relative to the rotation axis of the roller. That is, each of the intake passageway ends are located at substantially the same position or in at least partially overlapped positions along the length of the rotor, and the same is true with respect to the exhaust passageway ends. The intake passageway ends can be located in longitudinally overlapping positions relative to the exhaust passageway ends or can be offset there from. The rotor includes at least one transverse bore for alternately allowing communication between the intake passageways and between the exhaust passageways. A single bore can be used for intake and exhaust or more than one bore can be provided. Preferably, the bore(s) allows for substantially linear flow, transversely through the rotor. In one embodiment, a straight bore extending diametrically through a cylindrical rotor alternately interconnects the intake passageways and the exhaust passageways. The aspiration system thereby employs a rotor for sealing of intake and exhaust, has a reduced length relative to the rotation axis, and allows for increased flow rates to and from the combustion chamber. 
     Accordingly, the present application provides cylinder heads and camshafts that create excellent idle characteristics and two levels of horsepower. Camshafts manufactured to fit the requirements of each engine, camshafts that are less expensive to manufacture than engines equipped with the aforementioned valve systems and traditional valve systems. The disclosed camshaft and head combination have no RPM limit and eliminates duration and timing loss due to clearances (valve lash). The disclosed camshafts can be replaced with minimal engine disassembly and special tools. The disclosed camshafts can be configured to each valve of each cylinder, each having its own duration and timing thus, allowing for equal air/fuel distribution to all cylinders to compensate for manifold design. The present application also discloses an engine, which omits the following failure prone parts: reciprocating (i.e.: poppet) intake and exhaust valves, lobed camshafts, rocker arms, lifters, push rods, valve guides, valve springs, valve locks and valve retainers, and other related hardware needed for actuation. 
     The present apparatus recognizes and addresses the previously mentioned long-felt needs and provides utility in meeting those needs in its various possible embodiments. To one of skill in this art who has the benefits of this disclosure&#39;s teachings, other and further objects and advantages will be clear, as well as others inherent therein. The disclosures herein are not intended to limit the scope of the invention, merely to provide context with which to understand the patent claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows the cylinder head assembly with a phantom engine block. 
         FIG. 2  shows the engine assembly in an exploded view. 
         FIG. 3  shows the intake section of the cylinder head. 
         FIG. 4  shows an enlarged view of intake section. 
         FIG. 5  shows intake section. 
         FIG. 6  shows a sectional view of intake section. 
         FIG. 7  shows intake inner-ring sealing assembly. 
         FIG. 8  shows an exploded view of intake inner-ring. 
         FIG. 8 a  through 8 f    depict various embodiments of suitable ring segment joints. 
         FIG. 9  shows intake inner-ring spring. 
         FIG. 10  shows intake middle-ring sealing assembly. 
         FIG. 11  shows an exploded view of intake middle-ring. 
         FIG. 12  shows intake middle-ring spring. 
         FIG. 13  shows intake oil-control device. 
         FIG. 14  shows an enlarged view of intake oil-control device. 
         FIG. 15  shows intake oil-control spring. 
         FIG. 16  shows intake inner-ring positioned with intake inner-ring spring. 
         FIG. 17  shows intake middle-ring positioned with intake middle-ring spring. 
         FIG. 18  shows intake oil-control device positioned with intake oil-control spring. 
         FIG. 19  shows intake middle-ring and intake idle spring. 
         FIG. 20  shows intake camshaft drive and shift assembly. 
         FIG. 21  shows an exploded view of intake cam drive/shift. 
         FIG. 22  shows an enlarged view of intake telescoping shaft. 
         FIG. 23  show an enlarged view of intake camshaft, male telescoping shaft-intake, and the rifled shaft. 
         FIG. 24  shows the rifled shaft actuator. 
         FIG. 25  shows an exploded view of the rifled shaft actuator. 
         FIG. 26  shows the rifled shaft. 
         FIG. 27  shows a front view of the rifled shaft. 
         FIG. 28  shows a side view of the rifled shaft. 
         FIG. 29  shows a sectional view of the rifled shaft. 
         FIG. 30  shows the rifled shaft cover. 
         FIG. 31  shows the master-pin assembly. 
         FIG. 32  show an exploded view of the master-pin assembly. 
         FIG. 33  shows an exploded view of the sliding assembly. 
         FIG. 34  shows the slave-pin assembly. 
         FIG. 35  shows an exploded view of the slave-pin assembly. 
         FIG. 36  shows intake cam. 
         FIG. 37  shows enlarged view of intake cam. 
         FIG. 38  shows an exploded view of a partial center section of the cylinder head oriented to display intake side. 
         FIG. 39  shows a view of the bottom of the partial center section. 
         FIG. 40  shows a view of intake cam and center section. 
         FIG. 41  shows a sectional view of intake cam and center section. 
         FIG. 42  shows enlarged view intake cam, center section, oil-control device/spring, and the sealing rings/springs. 
         FIG. 43  shows sectioned view of the exhaust side of the center section. 
         FIG. 44  shows enlarged view of the exhaust port with lands and grooves. 
         FIG. 45  shows an exploded view of the partial center section oriented to display the exhaust side of the head. 
         FIG. 46  shows the exhaust inner-ring sealing assembly. 
         FIG. 47  shows an exploded view of the exhaust inner-ring. 
         FIG. 48  shows the exhaust inner-ring sealing assembly spring. 
         FIG. 49  shows the exhaust middle-ring sealing assembly. 
         FIG. 50  shows an exploded view of the exhaust middle-ring. 
         FIG. 51  shows the exhaust middle-ring sealing assembly spring. 
         FIG. 52  shows the exhaust oil-control device. 
         FIG. 53  shows an enlarged view of the exhaust oil-control device. 
         FIG. 54  shows the exhaust oil-control spring. 
         FIG. 55  shows an exhaust inner-ring positioned with exhaust inner-ring spring. 
         FIG. 56  shows an exhaust middle-ring positioned with exhaust middle-ring spring. 
         FIG. 57  shows an exhaust oil-control device positioned with exhaust oil-control spring. 
         FIG. 58  shows an exhaust inner-ring, exhaust middle-ring, and exhaust oil-control device. 
         FIG. 59  shows the center section oriented to display the exhaust side. 
         FIG. 60  shows an enlarged view of the exhaust side of the center section. 
         FIG. 61  shows the exhaust camshaft drive and shift assembly. 
         FIG. 62  shows an exploded view of the exhaust cam drive/shift. 
         FIG. 63  shows an enlarged view of exhaust telescoping shaft. 
         FIG. 64  show an enlarged view of the exhaust camshaft and the rifled shaft. 
         FIG. 65  shows the exhaust camshaft. 
         FIG. 66  shows an enlarged view of the exhaust cam. 
         FIG. 67  shows the exhaust section of cylinder head. 
         FIG. 68  shows a sectional view of exhaust section. 
         FIG. 69  shows a front view of the engine assembly. 
         FIG. 70  shows a sectional and partial view of the engine assembly with cams in primary position. 
         FIG. 71  shows a partial view of the engine assembly. 
         FIG. 72  shows a sectional and partial view of the engine assembly with the camshafts in the primary position at the start of the intake stroke. 
         FIG. 73  shows a partial view of the engine assembly. 
         FIG. 74  shows a sectional and partial view of the engine assembly with the camshafts in the primary position at the start of the compression stroke. 
         FIG. 75  shows a partial view of the engine assembly. 
         FIG. 76  shows a sectional and partial view of the engine assembly with the camshafts in the primary position at the start of the power stroke. 
         FIG. 77  shows a partial view of the engine assembly. 
         FIG. 78  shows a sectional and partial view of the engine assembly with the camshafts in the primary position in the exhaust stroke. 
         FIG. 79  shows a front view of the engine assembly. 
         FIG. 80  depicts a sectional and partial view of the engine assembly with the cams in secondary position. 
         FIG. 81  shows a partial view of the engine assembly. 
         FIG. 82  shows a sectional and partial view of the engine assembly with the camshafts in the secondary position at the start of the intake stroke. 
         FIG. 83  shows a partial view of the engine assembly. 
         FIG. 84  shows a sectional and partial view of the engine assembly with the camshafts in the secondary position at the start of the compression stroke. 
         FIG. 85  shows a partial view of the engine assembly. 
         FIG. 86  shows a sectional and partial view of the engine assembly with the camshafts in the secondary position at the start of the power stroke. 
         FIG. 87  shows a sectional view of the engine assembly. 
         FIG. 88  shows a sectional and partial view of the engine assembly with the camshafts in the secondary position in the exhaust stroke. 
         FIG. 89  shows the lubricating oil inlets and oil returns in two sectional views of the partial center section. 
         FIG. 90  shows the lubricating oil inlets. 
         FIG. 91  shows the lubricating oil returns. 
         FIG. 92  shows a back view of the rifled shaft housing. 
         FIG. 93  shows a sectional and partial view of the rifled shaft housing. 
         FIG. 94  shows a partial side view of the rifled shaft housing. 
         FIG. 95  shows a sectional view of the rifled shaft housing. 
         FIG. 96  shows the fluid containment system. 
         FIG. 97  shows an exploded view of the fluid containment system. 
         FIG. 98  shows the solenoid retainer bolt. 
         FIG. 99  shows the master-pin assembly retainer bolt. 
         FIG. 100  shows the rifled shaft housing bushing. 
         FIG. 101  shows the rifled shaft housing oil seal. 
         FIG. 102  shows the rifled shaft to camshaft retaining bolt. 
         FIG. 103  shows the slave-pin assembly retainer bolt. 
         FIG. 104  shows the male telescoping shaft-intake. 
         FIG. 105  shows the slotted shaft spacer. 
         FIG. 106  shows the cam-to-cam pulley. 
         FIG. 107  shows intake square key. 
         FIG. 108  shows the cam-to-crankshaft pulley. 
         FIG. 109  shows the snap ring. 
         FIG. 110  shows the housing-to-housing vent tube. 
         FIG. 111  shows the rear cam cover-intake. 
         FIG. 112  shows the rear cam cover-exhaust. 
         FIG. 113  shows the cam-to-cam drive belt. 
         FIG. 114  shows the male telescoping shaft-exhaust. 
         FIG. 115  shows the exhaust square key. 
         FIG. 116  shows the oil return tube. 
         FIG. 117  shows the shift assembly to head bolt. 
         FIG. 118  shows a side view of the cylinder head assembly. 
         FIG. 119  shows a cropped section view of the cylinder head assembly. 
         FIG. 120  shows a side view of the cylinder head assembly. 
         FIG. 121  shows a cropped section view of the cylinder head assembly. 
         FIG. 122  shows a side view of the cylinder head assembly. 
         FIG. 123  shows a cropped section view of the cylinder head assembly. 
         FIG. 124  shows a side view of the cylinder head assembly. 
         FIG. 125  shows a cropped section view of the cylinder head assembly. 
         FIG. 126  shows the cylinder head assembly. 
         FIG. 127  shows exploded view of the cylinder head assembly. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     An embodiment of an engine assembly  3  of the present applicaton is depicted in  FIG. 1 . Additionally, discloses the following assemblies: intake section  6 , center section  7 , exhaust section  8 , intake cam drive and shift assembly  190 , exhaust cam drive and shift assembly  350 , engine block  376  (unclaimed matter), and electronic cam advance-retard device  377  (unclaimed matter). 
       FIG. 2  discloses, in an exploded view, an embodiment of engine assembly  3 : intake section  6 , center section  7 , exhaust section  8 , intake cam drive and shift assembly  190 , cam-to-crankshaft pulley  278 , exhaust cam drive and shift assembly  350 , cam-to-cam drive belt  328 , oil return tubes  356 , crankshaft-to-cam belt  368 , crankshaft pulley  370 , fluid containment system  364 , engine block  376 , and electronic cam advance-retard device  377 . The intake section  6  possesses an intake cam apse  440  into which the intake cam  11 , part of the intake cam drive and shift assembly  190 , is received. The center section  7  possesses an center intake cam apse  630  and center exhaust cam apse  645  into which the intake cam  11 , part of the intake cam drive and shift assembly  190 , in received into center intake cam apse  630  and the exhaust cam  12 , part of the exhaust cam drive and shift assembly  350 , is received into center exhaust cam apse  645  The exhaust section  8  possesses an exhaust cam apse  540  into which the exhaust cam  12 , part of the exhaust cam drive and shift assembly  350 , in received. Camshaft sleeves  340  and  345  (not shown) are formed when from the union of the intake section  6 , center section  7 , and exhaust section  8  so as to align their grooves to form circular voids into which the camshafts  11 ,  12  are received. Faces of intake section  6 , center section  7 , exhaust section  8 , intake cam  11 , and exhaust cam  12  are identified as follows: intake front face  400 , intake inside face  415 , intake top face  435 , intake cam apse  440 , exhaust front face  500 , exhaust outside face  510 , exhaust top face  535 , exhaust cam apse  540 , center front face  600 , center exhaust side face  615 , center intake cam apse  630 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center top face  655 , camshaft intake distal  735 , and camshaft exhaust distal  745 . 
     In an embodiment, the diameter of the cam-to-crankshaft pulley  278  is four (4) time the diameter of the crankshaft pulley  370 . Projection lines indicate fitment relationships. 
       FIG. 3  provides, in an exploded view, an overview of intake section  6  of the cylinder head assembly  5 . Faces of intake section  6  are identified as follows: intake front face  400 , intake inside face  415 , intake lower sealing face  425 , intake bottom face  430 , intake cam apse  440 . 
       FIG. 4  discloses, in an enlarged view, an embodiment of intake section  6  of the cylinder head assembly  5 . Intake oil-control spring  105 , intake oil-control device  106 , intake middle-ring sealing assembly spring  110 , intake middle-ring sealing assembly  115 , intake inner-ring sealing assembly spring  120 , intake inner-ring sealing assembly  125  are identified. Grooves  81 ,  83 ,  85  that holds sealing rings and oil-control devices are identified. Lands  82  between grooves serve to support the grooves  81 ,  83 ,  85  identified. Intake port  10  is identified. Intake section  6  functions to bring an air/fuel mixture in via intake port  10  and functions as a seal to the intake cam  11  (not shown). 
       FIG. 5  provides a side view of intake section  6 . A cutting line for  FIG. 6  is identified. 
       FIG. 6  depicts an embodiment of intake section  6 , in a sectional view, illustrating the relationship between intake port  10 , lands  82 , and grooves  81 ,  83 ,  85 . This view is a “bare part,” (i.e., intake section  6  only). Faces of intake section  6  are identified as follows: intake outside face  410 , intake inside face  415 , intake upper sealing face  420 , intake lower sealing face  425 , intake bottom face  430 , intake top face  435 , intake cam apse  440 . 
       FIG. 7  depicts an embodiment of intake inner-ring  125  that seals the combustion chamber so there is minimal blowback of gases to the crankcase. Sealing ring overlap joints (4)  72  are identified. The overlap joints  72  allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. 
       FIG. 8  depicts an exploded view of intake inner-ring  125 . Illustrated features: intake right-hand inner-ring segments (2)  126 , intake left-hand inner-ring segments (2)  127  and sealing ring mating members (8)  70 . Sealing of the sealing ring mating member parts  126 ,  127  is accomplished by overlapping the mating members (8)  70 . The overlapping mating members  70  forms overlap joints  72  (not shown) that allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. Projection lines indicate fitment relationships. Intake inner-ring  125  functions as a seal between intake cam  11  (not shown) and intake section  6  (not shown). 
       FIG. 8 a    depicts a butt joint ring  780 . The butt joint ring  780  is used on the piston(s) of many internal combustion engines. They are inexpensive but lose their ability to seal as they wear. Their use was considered in place of overlapping joints  72  but was rejected for the wear problems. Note: See Federal Mogul publication “Piston Ring Handbook” for additional data on piston rings. 
       FIG. 8 b    depicts an angle joint ring  785 . The angle joint ring  785  is not used on the piston(s) of car and truck engines. 
       FIG. 8 c    depicts an overlapped joint ring  790 . The overlapped joint ring  790  is used on the piston(s) of many internal combustion engines. They are more expensive than butt joints or angle joint ring due to additional machining cost. Overlapped joint maintain their ability to seal as they wear. They were selected for use as overlapping joints  72 . 
       FIG. 8 d    depicts a convex step type joint  795 . The convex step type joint  795  is not used on the piston(s) of car and truck engines. 
       FIG. 8 e    depicts an angle step type joint  800 . The angle step type joint  800  is not used on the piston(s) of car and truck engines. 
       FIG. 8 f    depicts a hook type joint  805 . The hook type joint  805  is not used on the piston(s) of car and truck engines. 
       FIG. 9  depicts an embodiment of intake inner-ring spring  120 . Intake inner-ring spring  120  provides pressure to assure contact between intake inner-ring  125  and intake cam  11  (not shown). 
       FIG. 10  depicts an embodiment of intake middle-ring  115  that seals the combustion chamber so there is minimal blowback of gases to the crankcase. Sealing ring overlap joints (4)  72  identified. The overlap joints  72  allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. 
       FIG. 11  depicts an exploded view of intake middle-ring  115 . Illustrated features are intake right-hand middle-ring segments (2)  116 , intake left-hand middle-ring segments (2)  117  and sealing ring mating member (8)  70 . Sealing of the sealing ring mating member parts  116 ,  117  is accomplished by overlapping the mating members (8)  70 . The overlapping mating members  70  forms a sealing ring mating member joints (not shown)  72  that allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. Projection lines indicate fitment relationships. Intake middle-ring  115  functions as a seal between intake cam  11  (not shown) and intake section  6  (not shown). 
       FIG. 12  depicts an embodiment of intake middle-ring spring  110 . Intake middle-ring spring  110  provides pressure to assure contact between intake middle-ring  115  (not shown) and intake cam  11  (not shown). 
       FIG. 13  depicts intake oil-control device  106 . It is positioned in the groove for oil-control device  81 . Intake oil-control device and spring  105 ,  106  occupies the leading edge (first half) of the groove for oil-control device  81 . The trailing edge (second half) channels and distributes lubricating oil to the intake side of the cylinder head assembly  5 . Excess oil flows into oil channel  94  where it flows into an oil-control groove  81  when the oil-control segment  106  contacts intake cam  11 . 
       FIG. 14  depicts a enlarged view of the oil scraper face  92  and the oil scraper leading face  94 . The oil scraper leading face  94  collects lubricating oil and channels it to oil return passageways  99  (not shown). 
       FIG. 15  depicts an intake oil-control spring  105 , which provides pressure to assure sealing between intake oil-control segment  106  (not shown) and intake cam  11  (not shown). Intake oil-control device and spring  105 ,  106  occupy the leading edge (first half) of the groove for oil-control device  81 . The trailing edge (second half) of the groove for oil-control device  81  channels and distributes lubricating oil to the intake side of the cylinder head assembly  5 . Excess oil flows into oil channel  94  where it flows into an oil-control groove  81  when intake oil-control segment  106  contacts intake cam  11  (not shown). 
       FIG. 16  depicts an embodiment of intake inner-ring  125 , and the intake inner-ring spring  120  positioned to show relationship. 
       FIG. 17  depicts intake middle-ring  115  and intake middle-ring spring  110  positioned to show relationship. 
       FIG. 18  depicts intake oil-control device  106  and the intake oil-control spring  105  positioned to show relationship. 
       FIG. 19  depicts the concave shape of intake middle-ring spring  110 , intake middle-ring  115 , to display their orientation when installed in intake sides (i.e., intake section  6  and center section  7 ) of the cylinder head assembly  5  (not shown). All rings ( 115 ,  125 ,  165 ,  175 ), oil control devices ( 106 ,  156 ), and springs ( 105 ,  110 ,  120 ,  155 ,  160 ,  170 ) are concave to engage the curved surface onto which they are affixed. 
       FIG. 20  discloses an embodiment of intake cam drive/shift  190 . This device rotates intake cam  11 . In addition, nutate intake cam  11  between its operating positions (primary or secondary). Nutation is controlled by the engine control module (unclaimed matter). 
       FIG. 21  discloses exploded view of intake cam drive/shift  190 . Projection lines provide relationships of parts in the device, starting with intake cam  11 , followed by cam-to-rifled shaft dowel pin  258 , rifled shaft  290 , rifled shaft to camshaft retaining bolts (2)  256 , rifled shaft actuator  200 , male telescoping shaft-intake  270  (i.e. connecting member), slotted shaft spacer  272 , cam-to-cam pulley  274 , slotted shaft spacer  272 , intake square key  276 , cam-to-crankshaft pulley  278 , and ending with the snap ring  280 . The cam-to-crankshaft pulley  278  rotates intake cam drive/shift  190  except for the rifled shaft housing  210  (a member of rifled shaft actuator  200 ), which is bolted to the cylinder head assembly  5 . Nutation occurs when, with the engine assembly  3  running, and the engine control module (unclaimed matter) sends a signal to the camshaft shifting mechanism  238 , e.g. double-acting solenoid shell  238 , i.e., (not shown), a member of the master-pin assembly  230  (not shown), to momentarily move the master-pin  232  (not shown) to or froe. The master-pin  232  (not shown), a member of the master-pin assembly  230  (not shown), then engages master-pin rifling  298  (not shown) in the rifled shaft  290  (not shown). Simultaneously, the slave-pins  260  (not shown) then engages slave-pin rifling  296  (not shown) in the rifled shaft  290  (not shown). The combined action of the pins  232 ,  260 , the rifling  296 ,  298  and rotation of rifled shaft  290  shifts intake cam and rifled shaft  290  laterally on their axes from the primary position to the secondary position or vice-versa. When the shifting is complete, the pins  232 ,  260  engage either the rifled shaft positioning detent-primary  301  (not shown) or the rifled shaft positioning detent-secondary  300  (not shown). Faces of intake cam  11  are identified as follows: camshaft intake proximal  730 . 
       FIG. 22  is an enlarged view of the male telescoping shaft  270  that identifies indexing spline-male telescoping shaft  283  and square key slot  282 . The indexing spline-male telescoping shaft  283  mates with the indexing fossa  284 , in the rifled shaft  290 , to align the male telescoping shaft  270  and the rifled shaft  290 . 
       FIG. 23  is an enlarged view illustrating how the rifled shaft  290 , and intake cam  11 , and male telescoping shaft-intake  270  are aligned by intake cam indexing bore  48 , cam-to-rifled shaft dowel pin  258 , rifled shaft indexing bore  294  (not shown), and cam attachment bore  293 . Indexing fossa  284  mates with indexing spline-male telescoping shaft  283 +shaft  290 . Rifled shaft/cam bolts (2)  256  attach the rifled shaft  290  to intake cam  11 . This arrangement allows the intake cam  11  and rifled shaft  290  to nutate the mail telescoping shaft-intake  270  thus changing from the primary intake aperture to the secondary intake aperture or vice-versa Faces of intake cam  11  are identified as follows: camshaft intake proximal  730 . 
       FIG. 24  discloses an embodiment of the rifled shaft actuator  200 . The rifled shaft actuator  200  function is two-fold: 1) Position intake cam  11  (not shown) and exhaust cam  12  (not shown) in either the rifled shaft positioning detent-primary  301  (not shown) or the rifled shaft positioning detent-secondary  300  (not shown); 2) Shift intake cam  11  (not shown) and exhaust cam  12  (not shown) from the primary position to the secondary position or vice-versa. 
       FIG. 25  discloses exploded view of the rifled shaft actuator  200 . Projection lines provide relationships of parts and assemblies. Starting with the rifled shaft  290 , followed by the rifled shaft to camshaft retaining bolts  256 , rifled shaft housing  210 , rifled shaft housing bushing  252 , rifled shaft housing oil seal  254 , slave-pin assemblies (3)  220 , and master-pin assembly  230 . Three slave-pins  260  (not shown), members of slave-pin assemblies  220 , and the master-pin  232  (not shown), member of the master-pin assembly  230 , function to position the rifled shaft  290  in one of the two detent positions: rifled shaft positioning detent-primary  301  (not shown), rifled shaft positioning detent-secondary  300  (not shown) or shift the rifled shaft  290 , using the master-pin rifling  298  (not shown), and slave-pin rifling  296  (not shown). 
       FIG. 26  (orthographic view) provides an overview of the rifled shaft  290  and the rifled shaft indexing bore  294 . 
       FIG. 27  (front view) identifies the: cam attachment bore  293  (2) and indexing fossa for a male telescoping shaft  284 . 
       FIG. 28  identifies the following feature: rifled shaft positioning detent-primary  300 , rifled shaft positioning detent-secondary  301 , slave-pin rifling  296  (3), and the master-pin rifling  298 . The positioning detents  300 ,  301  mates with the slave-pin  260  (3) (not shown) members of slave-pin assembly  220  (6), and the master-pin  232  (not shown) member of the master-pin assembly  230 . Cutting line  29  is shown. 
       FIG. 29  Sectional view identifies the following features: slave-pin rifling  296  (3) and the master-pin rifling  298 . The rifling  298 ,  296  engage the master-pin  232  (not shown) and slave-pins (3)  260  (not shown) shift the rifled shaft  290  from primary position to secondary position or vice-versa. 
       FIG. 30  discloses an embodiment of the rifled shaft housing  210 . Features identified are: lubricating oil inlet  100 , slave-pin assembly bosses (3)  310 , master-pin assembly boss  312 , oil return/vent ports (2)  314 , bore for spiral housing-to-cylinder head bolts (2)  316 , bore for spiral shift housing bushing  318 , and bore for spiral shift housing oil seal  320 . 
       FIG. 31  discloses an embodiment of the master-pin assembly  230 . There are two (2) master-pin assemblies in the cylinder head assembly  5 . The master-pin assembly  230  is bolted to the master-pin assembly boss  312  (not shown) by three master-pin assembly retainer bolts  246  (not shown). 
       FIG. 32  discloses an exploded view of the master-pin assembly  230 . Projection lines provide relationships of parts in the assembly and identifies the following features: master-pin enclosure  231 , master-pin base  234 , double-acting solenoid shell  238 , solenoid holder  240 , solenoid retainer bolt  244 , master-pin assembly retainer bolts (3)  246  and sliding assembly  374 . The engine control module (unclaimed matter) sends a signal to the double-acting solenoid shell  238  to momentarily move the master-pin  374 , a member of the sliding assembly  374 , to or fro. This action results in intake cam  11  (not shown) being shifted to either the primary position or the secondary position. 
       FIG. 33  discloses an exploded view of the sliding assembly  374 . Projection lines provide relationships of parts in the assembly and identifies the following features: solenoid armature  372 , solenoid to master-pin connector  242 , master-pin slider  236 , and master pin  232 . When engine control module (unclaimed matter) sends a signal to the double-acting solenoid shell  238 , the solenoid armature  372  moves the sliding assembly  374  which also moves the master-pin  232 . The master-pin  232  and slave pin (3)  260  ride in either rifled shaft positioning detent-secondary  300  or rifled shaft positioning detent-primary  301 . When the master pin  232 , a member of the sliding assembly  374 , is moved it engages the master-pin rifling  298 , a feature on the rifled shaft  290 , initiating latitudinal movement of the rotating camshaft (intake cam  11  or exhaust cam  12 ) and rifled shaft  290 . Simultaneously, the slave pin (3)  260  engage the slave-pin rifling  296 , a feature on the rifled shaft  290 . As the camshaft (intake cam  11  or exhaust cam  12 ) and rifled shaft  290  rotates, the master pin  232  and slave pin (3)  260  ride in the master-pin rifling  298  and slave-pin rifling  296 , respectively, continuing the latitudinal movement of the camshaft (intake cam  11  or exhaust cam  12 ) and rifled shaft  290  until the master pin  232  and slave pin (3)  260  reach the rifled shaft positioning detent-secondary  300  or rifled shaft positioning detent-primary  301 . Latitudinal movement ceases at this point. 
     Solenoids are electromagnets. They are made of a large coil of copper wire with an armature (a slug of metal) in the middle. Upon energization (current is applied), the armature is pulled into the center of the coil. A double-acting solenoid contains two (2) coils, one at each end of the housing. Depending on which coil is energized, the armature can be pulled either direction. When neither coil is energized, the armature rides in the middle of the double-acting solenoid. An example of double-acting solenoid is found at “Double acting solenoids.” See reference MGPU019. 
       FIG. 34  discloses an embodiment of the slave-pin assembly  220 . There are six (6) in the cylinder head assembly  5 . The slave-pin assembly  220  is bolted to the slave-pin assembly boss  310  (not shown) by three slave-pin assembly retainer bolts  264 . 
       FIG. 35  provides an exploded view of the slave-pin assembly  220 . Projection lines provide relationships of parts in the assembly and the following features: slave-pin  260 , slave-pin housing  262 , and slave-pin assembly retainer bolts (3)  264 . Slave-pins  260  (3) are used as positioning detents  300 ,  301 . Additionally, during camshaft shifts, they transit the slave-pin rifling  296  (3) to shift the rifled shaft  290  from primary position to secondary position or vice-versa. 
       FIG. 36  discloses an embodiment of intake cam  11 . Depicted are the following features: primary intake apertures  40  (i.e. primary intake cam ports  40 ), secondary intake apertures  45  (i.e. secondary intake cam ports  45 ) and ‘Axis of rotation’. The apertures are shown in an orientation for four cylinder engine with firing order: 1, 3, 4, 2. As intake cam  11  rotates, periodically, the primary intake apertures  40  or the secondary intake apertures  45  will align with a an intake port  10  in intake section  6  (not shown), allowing air/fuel mixture to pass into the combustion chamber  90  in the center section  7  (not shown) through the combustion chamber intake port  91 . Faces of intake cam  11  are identified as follows: camshaft intake proximal  730 , and camshaft intake distal  735 . The “axis of rotation” is delineated. 
       FIG. 37  depicts the following features in an enlarged view: intake cam  11  attachment points, threaded holes for camshaft mounting bolt  292  and alignment by intake cam indexing bore  48 . Face of intake cam  11  is identified as follows: camshaft intake proximal  730 . 
       FIG. 38  shows an exploded and partial view of the center section  7 . The view is oriented to display intake side of the head and depicts the following features: spark plug access opening  30 , combustion chamber  90 , oil return passageways  99 , lubricating oil inlets  100 , intake oil-control spring  105 , intake oil-control device  106 , intake middle-ring spring  110 , intake middle-ring  115 , intake inner-ring spring  120 , and intake inner-ring  125 . The center section  7  functions to bring an air/fuel mixture in via intake port  10  (not shown) in intake cam  11  to the combustion chamber  90  and functions as a seal to intake cam  11  (not shown). Faces of center section  7  are identified as follows: center intake side face  610 , center upper sealing face-intake  620 , center lower sealing face-intake  625 , center intake cam apse  630 , and center top face  655 . 
       FIG. 39  shows a partial bottom view of the center section  7  and depicts the following features: threaded spark plug bores  87 , combustion chambers  90 , oil return passageways  99 , and lubricating oil inlets  100 . Air/fuel mixture is pulled into the combustion chamber  90  by the piston&#39;s downward movement in the engine block  376  (unclaimed matter) through intake port  10  (not shown). At this point the exhaust port  20  (not shown) is sealed. Intake port  10  will be sealed when the piston reaches (BDC). The piston then moves to (TDC), compressing the air/fuel mixture. At (TDC), spark plug  375  (unclaimed matter/not shown), located in the threaded spark plug bore  87 , ignites the mixture, forcing the piston to (BDC). At (BDC) the exhaust valve  98  (not shown) opens, the piston moves to (TDC) forcing the burnt air/fuel mixture through the combustion chamber exhaust port  89  and out the exhaust valve  98 . Faces of center section  7  are identified as follows: center bottom face  650 . 
       FIG. 40  depicts an embodiment of intake cam  11  and center section  7  as a partial view side. A cutting line for  FIG. 41  is identified. 
       FIG. 41  shows a partial and sectional view of intake cam  11  and center section  7 . Depicted are the following features: spark plug access opening  30 , threaded spark plug bore  87 , intake cam  11 , center section  7 , secondary intake aperture  45 , and combustion chamber  90 . Grooves  81 ,  83 ,  85 , hold intake oil-control device and intake oil-control spring  105 ,  106 , and intake sealing rings  110 ,  115 ,  120 ,  125 , respectively. The spark plug access opening  30  allows for routine maintenance. Threaded spark plug bore  87  holds spark plugs in place. 
       FIG. 42  depicts an enlarged view of  FIG. 41 . Placement of the oil-control device  106  and spring  105 , and intake sealing rings  115 ,  125 , and springs  110 ,  120  is depicted. The spark plug access opening  30  allows for routine maintenance. The secondary intake aperture  45  is crossing the oil-control device and spring  105 ,  106 . As intake cam  11  continues rotating clockwise, the secondary intake aperture  45  crosses intake sealing rings and springs  110 ,  115 ,  120 , and  125 . This illustrates the correct placement of the oil-control device and spring  105 ,  106 , and intake sealing rings and springs  110 ,  115 ,  120 , and  125  for engines with camshafts rotating clockwise. Air/fuel mixture is pulled through the secondary intake aperture  45  into the combustion chamber  90 , where the mixture is burned, then out the exhaust valve  98  (not shown). Note: This drawing is with intake cam  11  in the secondary position. When intake cam  11  is in the primary position, the primary intake aperture  40  is in use. 
       FIG. 43  shows a partial side view of the exhaust side of the center section  7  and exhaust cam  12 . Cutting line for  FIG. 44  identified. 
       FIG. 44  shows a partial and sectional view of the center section  7  and exhaust cam  12 . Placement of the oil-control device  156 , spring  155 , and the exhaust sealing rings  165 ,  175  and springs  160 ,  170 , is depicted. The spark plug access opening  30  allows for routine maintenance. The secondary exhaust aperture  65  (i.e. secondary exhaust cam ports  65 ) has crossed the oil-control device and spring  155 ,  156 . As the exhaust cam  12  continues rotating clockwise, the secondary exhaust aperture  65  crosses the exhaust sealing rings and springs  160 ,  165 ,  170 , and  175 . This illustrates the correct placement of the oil-control device and spring  155 ,  156 , and intake sealing rings and springs  160 ,  165 ,  170 , and  175  for engines with camshafts rotating clockwise. Air/fuel mixture is burned in combustion chamber  90 . The burned mixture is passes through the exhaust valve  98  (not shown) and then into the secondary exhaust aperture  65 . Note: This drawing is with the exhaust cam  12  in the secondary position. When the exhaust cam  12  is in the primary position, the secondary exhaust aperture  60  is in use. Faces of center section  7  and exhaust cam  12  are identified as follows: center exhaust side face  615 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center bottom face  650 , center top face  655 . 
       FIG. 45  shows an exploded and partial view of the center section  7 . The view is oriented to display the exhaust side of the head and depicts the following features: spark plug access opening  30 , combustion chamber  90 , lubricating oil return passageways  99 , lubricating oil inlets  100 , exhaust oil-control spring  155 , exhaust oil-control device  156 , exhaust middle-ring spring  160 , exhaust middle-ring  165 , exhaust inner-ring spring  170 , and exhaust inner-ring  175 . The center section  7  functions to guide the burnt air/fuel mixture, in the combustion chamber  90 , through primary exhaust aperture  60  (i.e. primary exhaust cam ports  60 ) or secondary exhaust aperture  65  in exhaust cam  12 . Additionally, functions as a seal to the exhaust cam  12  (not shown). Faces of center section  7  are identified as follows: center exhaust side face  615 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center top face  655 . 
       FIG. 46  depicts an embodiment of the exhaust inner-ring sealing assembly  175  that seals the combustion chamber so there is minimal blowback of gases to the crankcase. Sealing ring overlap joints  72  identified. The overlap joints  72  allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. The exhaust inner-ring  175  functions as a seal between the exhaust cam  12  (not shown) and the exhaust section  7  (not shown). 
       FIG. 47  depicts an exploded view of the exhaust inner-ring  175 . Illustrated features: exhaust right-hand inner-ring segments (2)  176 , exhaust left-hand inner-ring segments (2)  177  and sealing ring mating member (8)  70 . Sealing of the sealing ring mating member parts  175 ,  176  accomplished by overlapping the mating members  70 . The overlapping mating members  70  forms a sealing ring mating member joints  72  (not shown) that allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. Projection lines indicate fitment relationships. 
       FIG. 48  depicts an embodiment of the exhaust inner-ring spring  170 . The exhaust inner-ring spring  170  provides pressure to assure contact between the exhaust inner-ring  175  and the exhaust valve shaft  12  (not shown). 
       FIG. 49  depicts an embodiment of the exhaust middle-ring  165  that seals the combustion chamber so there is minimal blowback of gases to the crankcase. Sealing ring overlap joints (4)  72  identified. The overlap joints  72  allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. The exhaust middle-ring  165  function as a seal between the exhaust cam  12  (not shown) and the center section  7  (not shown). 
       FIG. 50  depicts an exploded view of the exhaust middle-ring  165 . Illustrated features: exhaust right-hand middle-ring segments (2)  166 , exhaust left-hand middle-ring segments (2)  167  and sealing ring mating member (8)  70 . Sealing of the sealing ring mating member parts  165 ,  166  accomplished by overlapping the mating members  70 . The overlapping mating members  70  forms a sealing ring mating member joints  72  (not shown) that allows for expansion and contraction of cylinder head during engine warm-up and cool-down and compensates for wear while maintaining their original sealing competence. Projection lines indicate fitment relationships. 
       FIG. 51  depicts an embodiment of the exhaust middle-ring spring  160 . The exhaust middle-ring spring  160  provides pressure to assure contact between the exhaust middle-ring  165  (not shown) and the exhaust cam  12  (not shown). 
       FIG. 52  depicts the exhaust oil-control device  156 . The exhaust oil-control device and spring  155 ,  156  occupy the leading edge (first half) of the groove for oil-control device  81 . The trailing edge (second half) channels and distributes lubricating oil to exhaust side of the cylinder head assembly  5 . Excess oil flows into an oil channel  94  where it flows into an oil-control groove  81  when the oil-control segment  156  contacts the exhaust cam  12 . 
       FIG. 53  depicts an enlarged view of the oil scraper face  92  and the oil scraper leading face  94 . The oil scraper leading face  94  collects lubricating oil and channels it to oil return passageways  99  (not shown). 
       FIG. 54  depicts an exhaust oil-control spring  155 , which provides pressure to assure sealing between the exhaust oil-control segment  156  (not shown) and exhaust cam  12  (not shown). 
       FIG. 55  depicts an embodiment of exhaust inner-ring  175  and exhaust inner-ring spring  170  positioned to show relationship. 
       FIG. 56  depicts the exhaust middle-ring  165  and the exhaust middle-ring spring  160  positioned to show relationship. 
       FIG. 57  depicts the exhaust oil-control device  156  and exhaust oil-control spring  155  positioned to show relationship. 
       FIG. 58  depicts the exhaust middle-ring  165 , the exhaust inner-ring  175 , and exhaust oil-control device  156  to display their orientation when installed in the exhaust sides of the cylinder head assembly  5 . 
       FIG. 59  discloses the center section  7  oriented to display the exhaust side of the head in an exploded view of the following features: spark plug access openings (4)  30 , combustion chamber (4)  90 , oil return passageways (5)  99 , and lubricating oil inlets (6)  100 . Faces of center section  7  are identified as follows: center front face  600 , center exhaust side face  615 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center top face  655 . 
       FIG. 60  depicts an enlarged view of the following features: exhaust oil-control spring  155 , exhaust oil-control device  156 , exhaust middle-ring assembly spring  160 , exhaust middle-ring assembly  165 , exhaust inner-ring assembly spring  170 , and exhaust inner-ring assembly  175 . Projection lines indicate placement of exhaust oil-control devices  155 ,  156 , and exhaust sealing rings  160 ,  165 ,  170 ,  175 , and in grooves  81 ,  83 ,  85  respectively. Lands (3)  82  between grooves are also identified. 
       FIG. 61  discloses an embodiment of the exhaust cam drive/shift  350 . This device rotates the exhaust cam  12 . In addition, nutate the exhaust cam  12  between its operating positions (primary or secondary). Nutation is controlled by the engine control module (unclaimed matter). 
       FIG. 62  provides an exploded view of the exhaust cam drive/shift  350 . Projection lines provide relationships of parts in the device. Starting with the exhaust cam  12 , followed by cam-to-rifled shaft dowel pin  258 , rifled shaft  290 , rifled shaft to camshaft retaining bolts (2)  256 , rifled shaft actuator  200 , male telescoping shaft-exhaust  352 , exhaust square key  354 , slotted shaft spacer  272 , cam-to-cam pulley  274 , and ending with the snap ring  280 . The cam-to-cam pulley  274  rotates the exhaust cam drive/shift  350  except for the rifled shaft housing  210  (not shown), which is bolted to the cylinder head assembly  5 . There are two (2) cam-to-cam pullies  274  in the cylinder head assembly  5 . One on intake cam drive/shift  190  that rotates via the cam-to-cam belt  328  the second on the exhaust cam drive/shift  350 . Nutation occurs when, with the engine assembly  3  is running, the engine control module (unclaimed matter) sends a signal to the double-acting solenoid shell  238  (not shown), a member of the master-pin assembly  230  (not shown), to momentarily move the master-pin  232  (not shown) to or fro. The master-pin  232  (not shown), a member of the master-pin assembly  230  (not shown), then engages master-pin rifling  298  (not shown) in the rifled shaft  290  (not shown). Simultaneously, slave-pins (3)  260  (not shown) then engages slave-pin rifling  296  (not shown) in the rifled shaft  290  (not shown). The combined action of the pins  232 ,  260 , the rifling  296 ,  298  and rotation of rifled shaft  290  shifts the exhaust cam and rifled shaft  290  laterally on their axes from the primary position to the secondary position or vice-versa. When the shifting is complete the pins  232 ,  260  engage either the rifled shaft positioning detent-primary  301  (not shown) or the rifled shaft positioning detent-secondary  300  (not shown). 
       FIG. 63  is an enlarged view of the male telescoping shaft-exhaust  352  that identifies indexing spline-male telescoping shaft  283  and square key slot  282 . The indexing spline-male telescoping shaft  283  mates with the indexing fossa  284 , in the rifled shaft  290 , to align the male telescoping shaft-exhaust  352  and the rifled shaft  290 . 
       FIG. 64  is an enlarged view illustrating how the rifled shaft  290 , and exhaust cam  12 , are aligned by exhaust cam indexing bore  68 , cam-to-rifled shaft dowel pin  258 , rifled shaft indexing bore  294 , and threaded holes (2) for camshaft mounting bolts (2)  292 . Indexing fossa  284  mates with indexing spline-male telescoping shaft  283  (not shown) to align male telescoping shaft-exhaust  352  and the rifled shaft  290 . Faces of exhaust cam  12  are identified as follows: camshaft exhaust proximal  740 . 
       FIG. 65  discloses an embodiment of the exhaust cam  12  and depicts the following features: primary exhaust apertures (4)  60 , the secondary exhaust apertures (4)  65  and ‘Axis of rotation’. The apertures are shown in an orientation for a four (4) cylinder engine with firing order: 1, 3, 4, 2. As the exhaust cam  12  rotates, periodically, the primary exhaust apertures (4)  60  or the secondary exhaust apertures (4)  65  will align with exhaust port  20  (4) in the center section  7  (not shown) allowing burnt air/fuel mixture to exit the combustion chamber  90  in the center section  7  (not shown). Faces of exhaust cam  12  are identified as follows: camshaft exhaust proximal  740 , camshaft exhaust distal  745 . The “axis of rotation” is delineated. 
       FIG. 66  depicts the following features: exhaust cam  12  attachment points, threaded hole for camshaft mounting bolt (2)  292 , and alignment by exhaust cam indexing bore  68 . 
       FIG. 67  provides a side view of the exhaust section  8  and cutting line  68 . Faces of Exhaust section  8  are identified as follows: exhaust inside face  515 , exhaust upper sealing face  520 , exhaust lower sealing face  525 , exhaust cam apse  540 . 
       FIG. 68  depicts an embodiment of the exhaust section  8 , in a sectional view, illustrating the relationship between the exhaust port  20 , lands (3)  82 , and grooves  81 ,  83 ,  85 . This view is a “bare part” (i.e., the exhaust section  8  only). Faces of exhaust section  8  are identified as follows: 
     exhaust outside face  510 , exhaust inside face  515 , exhaust upper sealing face  520 , exhaust lower sealing face  525 , exhaust bottom face  530 , exhaust top face  535 , exhaust cam apse  540 . 
       FIG. 69  depicts a front view of the engine assembly  3 , engine block  376  (unclaimed matter), electronic cam advance-retard device  377  (unclaimed matter), and cutting line  70 . Cutting line  70  is set at an angle so that it bisects intake cam  11  and the exhaust cam  12  axially. 
       FIG. 70  depicts a sectional view of the engine assembly  3 . Intake cam  11  and exhaust cam  12  are in the primary position. The primary intake aperture  40  and primary exhaust aperture  60  are operational. Spark plug  375  (unclaimed matter), located between intake aperture  40  and primary exhaust aperture  60 , ignites the incoming air/fuel mixture. By design, the ports and apertures line up laterally to maximize fluid flow through the open valve. The secondary intake aperture  45  and secondary exhaust aperture  65  are in retracted position and not involved in engine operation. While in these retracted positions, oil return passageway  99  (not shown) removes extraneous oil. The rifled shafts  290  telescope over the male telescoping shaft-intake  270  and male telescoping shaft-exhaust  352  to allow intake cam  11  and exhaust cam  12  to move laterally. The crankshaft pulley  370  rotates the cam-to-crankshaft pulley  278  by the crankshaft-to-cam belt  368 . The crankshaft pulley  278  rotates the cam-to-cam pulley  274  on intake side of the cylinder head assembly  5 . The cam-to-cam belt  328  rotates the cam-to-cam pulley  274  on the exhaust side of the cylinder head assembly  5  in sync with the cam-to-cam pulley  274  on intake side of the cylinder head assembly  5 . Slave pin assemblies  220  maintain lateral position of intake cam  11  and exhaust cam  12 . The rifled shaft housing  210 , rear cam cover-intake  324  and rear cam cover-exhaust  326  are depicted. 
       FIG. 71  depicts a partial view of the engine assembly  3  and cutting line  72 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 72  depicts a sectional and partial view of engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during intake stroke when the primary apertures  40 ,  60  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  is beginning to open. The air/fuel mixture flows through the intake runner  750  into the combustion chamber  90 . The exhaust cam  12  has rotated so that it is starting to close the exhaust valve  98 . Burnt air/fuel mixture has been expelled through the exhaust runner  755 . The piston  770  (unclaimed matter) is at TDC. During this period, both valves are open, creating overlap. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , fluid transfer tube  366 , piston  770  (unclaimed matter), cylinder  775  (unclaimed matter), intake runner  750  and exhaust runner  755  are depicted. The intake runner  750  and exhaust runner  755  are also referred to individually and collectively as aspiration ports. 
       FIG. 73  depicts a partial view of the engine assembly  3  and cutting line  74 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 74  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during the compression stroke when the primary apertures  40 ,  60  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  is closed. The exhaust cam  12  has rotated so that the exhaust valve  98  is closed. The piston  770  (unclaimed matter &amp; not seen) is at BDC. As the piston  770  (unclaimed matter &amp; not seen) moves upward, in the cylinder  775  (unclaimed matter), it compress the air/fuel mixture. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , fluid transfer tube  366 , cylinder wall  775  (unclaimed matter) are depicted. 
       FIG. 75  depicts a partial view of the engine assembly  3  and cutting line  76 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 76  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during the power stroke when the primary apertures  40 ,  60  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  has closed. The exhaust cam  12  has rotated so that the exhaust valve  98  has closed. The spark plug  375  (unclaimed matter) has ignited the air/fuel mixture. Pressure from the burning air/fuel mixture has pushed the piston  770  (unclaimed matter &amp; not seen), through the cylinder  775  (unclaimed matter), to BDC. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , fluid transfer tube  366 , and cylinder  775  (unclaimed matter) are depicted. 
       FIG. 77  depicts a partial view of the engine assembly  3  and cutting line  78 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 78  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during the exhaust stroke when the primary apertures  40 ,  60  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  has closed. The exhaust cam  12  has rotated so that the exhaust valve  98  is open. Burnt air/fuel mixture has been expelled through the exhaust runner  755 . The piston  770  (unclaimed matter) is at TDC. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , fluid transfer tube  366 , piston  770  (unclaimed matter), cylinder  775  (unclaimed matter) and exhaust runner  755  are depicted. 
       FIG. 79  depicts a front view of the engine assembly  3 , engine block  376  (unclaimed matter), electronic cam advance-retard device  377  (unclaimed matter) and cutting line  80 . 
       FIG. 80  depicts a sectional and partial view of the engine assembly  3 . Intake cam  11  and exhaust cam  12  are in the secondary position. The secondary intake aperture  45  and secondary exhaust aperture  65  are operational. Spark plug  375  (unclaimed matter), located between intake aperture  45  and primary exhaust aperture  65 , ignites the incoming air/fuel mixture. By design, the ports and apertures line up laterally to maximize fluid flow through the open valve. The primary intake aperture  40  and primary exhaust aperture  60  are in retracted position and not involved in engine operation. While in these retracted positions, oil return passageway  99  (not shown) removes extraneous oil. The rifled shafts  290  telescope over the male telescoping shaft-intake  270  and male telescoping shaft-exhaust  352  to allow intake cam  11  and exhaust cam  12  to move laterally. The crankshaft pulley  370  rotates the cam-to-crankshaft pulley  278  by the crankshaft-to-cam belt  368 . The crankshaft pulley  278  rotates the cam-to-cam pulley  274  on intake side of the cylinder head assembly  5 . The cam-to-cam belt  328  rotates the cam-to-cam pulley  274  on the exhaust side of the cylinder head assembly  5  in sync with the cam-to-cam pulley  274  on intake side of the cylinder head assembly  5 . Slave pin assemblies  220  maintain lateral position of intake cam  11  and exhaust cam  12 . The rifled shaft housing  210 , rear cam cover-intake  324  and rear cam cover-exhaust  326  are depicted. 
       FIG. 81  depicts a partial view of the engine assembly  3  and cutting line  82 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 82  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during intake stroke when the secondary apertures  45 ,  65  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  is starting to open. The air/fuel mixture flows through the intake runner  750  into the combustion chamber  90 . The exhaust cam  12  has rotated so that it is starting to close the exhaust valve  98 . Burnt air/fuel mixture has been expelled through the exhaust runner  755 . The piston  770  (unclaimed matter) is at TDC. During this period, both valves are open, creating overlap. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , fluid transfer tube  366 , rear cam cover-intake  324  and rear cam cover-exhaust  326  are depicted. piston  770  (unclaimed matter), cylinder  775  (unclaimed matter), intake runner  750  and exhaust runner  755  are depicted. 
       FIG. 83  depicts a partial view of the engine assembly  3  and cutting line  84 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 84  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during the compression stroke when the secondary apertures  45 ,  65  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  is closed. The exhaust cam  12  has rotated so that the exhaust valve  98  is closed. The piston  770  (unclaimed matter &amp; not seen) is at BDC. As the piston  770  (unclaimed matter &amp; not seen) moves upward, in the cylinder  775  (unclaimed matter), it compress the air/fuel mixture. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , fluid transfer tube  366 , cylinder  775  (unclaimed matter) are depicted. 
       FIG. 85  depicts a partial view of the engine assembly  3  and cutting line  86 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 86  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during the power stroke when the secondary apertures  45 ,  65  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  has closed. The spark plug  375  (unclaimed matter) has ignited the air/fuel mixture. Pressure from the burning air/fuel mixture has pushed the piston  770  (unclaimed matter &amp; not seen), through the cylinder  775  (unclaimed matter), to BDC. The exhaust cam  12  has rotated so that the exhaust valve  98  has closed. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , and fluid transfer tube  366 , and cylinder  775  (unclaimed matter) are depicted. 
       FIG. 87  depicts a partial view of the engine assembly  3  and cutting line  88 . The electronic cam advance-retard device  377  (unclaimed matter) is identified. 
       FIG. 88  depicts a sectional and partial view of the engine assembly  3 . Shown are the positions of intake cam  11  and exhaust cam  12  during the exhaust stroke when the primary apertures  45 ,  65  align with intake port  10  and exhaust port  20  respectively. Intake cam  11  has rotated so that intake valve  97  has closed. The exhaust cam  12  has rotated so that the exhaust valve  98  is open. Burnt air/fuel mixture has been expelled through the exhaust runner  755 . The piston  770  (unclaimed matter) is at TDC. The engine block  376  (unclaimed matter), spark plug  375  (unclaimed matter), cylinder head assembly  5 , intake section  6 , center section  7 , exhaust section  8 , combustion chamber  90 , threaded spark plug bore  87 , and fluid transfer tube  366 , piston  770  (unclaimed matter), cylinder  775  (unclaimed matter) and exhaust runner  755  are depicted. 
       FIG. 89  depicts a side view of the center section  7  and cutting lines  90  and  91 . Faces of center section  7  are identified as follows: center exhaust side face  615 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center top face  655 . 
       FIG. 90  depicts lubricating oil inlets  100  and combustion chamber  90  in sectional view of the center section  7 . Faces of center section  7  are identified as follows: center intake side face  610 , center exhaust side face  615 , center lower sealing face-intake  625 , center intake cam apse  630 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center bottom face  650 , center top face  655 . 
       FIG. 91  depicts oil return passageways  99  in a sectional view of the center section  7 . Faces of center section  7  are identified as follows: center intake side face  610 , center exhaust side face  615 , center lower sealing face-intake  625 , center intake cam apse  630 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center bottom face  650 , center top face  655 . 
       FIG. 92  discloses a back view of the rifled shaft housing  210  and cutting line  93 . 
       FIG. 93  depicts a sectional view of the rifled shaft housing  210  and a lubricating oil inlet  100 . 
       FIG. 94  depicts a partial view of the rifled shaft housing  210  and cutting line  95 . 
       FIG. 95  depicts a sectional view of the rifled shaft housing  210 , lubricating oil inlet  100 , and oil return/vent port  314 . 
       FIG. 96  discloses an embodiment of the fluid containment system  364  and is part of the emissions control system. 
       FIG. 97  depicts an exploded view of the fluid containment system  364 : housing-to-housing vent tube (2)  322 , rear cam cover-intake  324 , rear cam cover-exhaust  326 , and fluid transfer tube  366 . When intake camshaft  11  (not shown) and the exhaust cam  12  (not shown) shifts from the primary position to the secondary position and visa-versa, materials at one end of the camshafts are displaced/replaced and is replaced/displaced to the opposite end of the camshafts through the fluid containment system  364 , preventing fluid loss to the atmosphere. 
       FIG. 98  depicts the solenoid retainer bolt  244 . There are two solenoid retainer bolts  244  in the cylinder head assembly  5  and one in each master-pin assembly  230 . The double-acting solenoid shell  238  is secured to the solenoid holder  240  by the solenoid retainer bolt  244 . 
       FIG. 99  depicts the master-pin assembly retainer bolt  246 . There are six master-pin assembly retainer bolts  246  in the cylinder head assembly  5  and three master-pin assembly retainer bolts  246  in each master-pin assembly  230 . The master-pin assembly  230  is secured to the rifled shaft housings  210  by three master-pin assembly retainer bolts  246 . 
       FIG. 100  depicts the rifled shaft housing bushing  252 . There are two rifled shaft housing bushings  252  in the cylinder head assembly  5 . These bushings hold the male telescoping shaft-intake  270  and the male telescoping shaft-exhaust  352  in alignment and allows them to rotate. These bushings are oil impregnated to reduce friction. 
       FIG. 101  depicts the rifled shaft housing oil seal  254 . There are two rifled shaft housing oil seals  254  in the cylinder head assembly  5 . This oil seal prevents leakage of oil and fluids from the engine assembly  3 . 
       FIG. 102  depicts the rifled shaft to camshaft retaining bolt  256 . There are four retaining bolts  256  on the cylinder head assembly  5 . The rifled shaft  290  is secured to intake cam  11  by two (2) rifled shaft to camshaft retaining bolts  256 . The rifled shaft  290  is secured to the exhaust cam  12  by two (2) rifled shaft to camshaft retaining bolts  256 . 
       FIG. 103  depicts the slave-pin assembly retainer bolt  264 . There are eighteen slave-pin assembly retainer bolts  264  on the cylinder head assembly  5 . The slave-pin assemblies (6)  220  are secured to the rifled shaft housings (2)  210  by three (3) slave-pin assembly retainer bolts  264 . 
       FIG. 104  depicts the male telescoping shaft-intake  270 . This shaft telescopes into the rifled shaft  290  allowing intake cam to shift from the primary position to the secondary position and vice versa. The indexing spline-male telescoping shaft  283  aligns the male telescoping shaft-intake  270  to the indexing fossa  284  in the rifled shaft  290  to synchronize them. 
       FIG. 105  depicts the slotted shaft spacer  272 . There are four slotted shaft spacers  272  on the cylinder head  5 . Two (2) are mounted on the male telescoping shaft-intake  270  and two (2) are mounted on the male telescoping shaft-exhaust  352  to space components on the male telescoping shaft-intake  270  and the male telescoping shaft-exhaust  352 . 
       FIG. 106  depicts the cam-to-cam pulley  274 . There are two cam-to-cam pulleys  274  are on cylinder head  5 . One on the male telescoping shaft-intake  270  and one on the male telescoping shaft-exhaust  352 . The cam-to-cam drive belt  328  is installed over the two cam-to-cam pulleys  274  rotate intake cam  11  and exhaust cam  12 . This combination of parts functions to synchronize the camshafts. 
       FIG. 107  depicts intake square key  276 . Intake square key  276  is inserted in square key slot  282  on the male telescoping shaft-intake  270 . This arrangement assures that the following parts are indexed and rotate in unison: slotted shaft spacer  272 , cam-to-cam pulley  274 , and cam-to-crankshaft pulley  278 . 
       FIG. 108  depicts the cam-to-crankshaft pulley  278 . The cam-to-crankshaft pulley  278  is installed on the male telescoping shaft-intake  270  and rotates the male telescoping shaft-intake  270 . 
       FIG. 109  depicts the snap ring  280 . There are two snap rings  280  installed on the engine assembly  3 . One (1) snap ring  280  is installed on the male telescoping shaft-intake  270  and secures the following parts: slotted shaft spacer  272 , cam-to-cam pulley  274 , and cam-to-crankshaft pulley  278 . One (1) snap ring  280  is installed on the male telescoping shaft-exhaust  352  and secures the following parts: slotted shaft spacer  272  and cam-to-cam pulley  274 . 
       FIG. 110  depicts the housing-to-housing vent tube  322 . This device is part of the fluid containment system  364 . There are two housing-to-housing vent tubes  322  in this system. One is attached to the oil return/vent port  314  of intake cam drive and shift assembly  190 , the oil return/vent port  314  of the exhaust cam drive and shift assembly  350 , and fluid transfer tube  366 . The other is attached to the fluid transfer tube  366 , the rear cam cover-intake  324 , and the rear cam cover-exhaust  326 . 
       FIG. 111  depicts the rear cam cover-intake  324 . This device is part of the fluid containment system  364 . It is attached to the fluid transfer tube  366  and the back of the cylinder head assembly  5 . Fluid displaced/replaced, by the shifting of intake cam  11  and the exhaust cam  12  from primary position to secondary position and vice versa, passes through it to the fluid transfer tube  366  or the back of the cylinder head assembly  5 . 
       FIG. 112  depicts the rear cam cover-exhaust  326 . This device is part of the fluid containment system  364 . It is attached to the fluid transfer tube  366  and the back of the cylinder head assembly  5 . Fluid displaced/replaced, by the shifting of intake cam  11  and the exhaust cam  12  from primary position to secondary position and vice versa, passes through it to the fluid transfer tube  366  or the back of the cylinder head assembly  5 . 
       FIG. 113  depicts the cam-to-cam drive belt  328 . The cam-to-cam drive belt  328  is installed over the two cam-to-cam pullies  274  that rotate intake cam  11  and exhaust cam  12 . 
       FIG. 114  depicts the male telescoping shaft-exhaust  352 . This shaft telescopes into the rifled shaft  290  allowing the exhaust cam to shift from the primary position to the secondary position and vice versa. The indexing spline-male telescoping shaft  283  aligns the male telescoping shaft-exhaust  352  to the indexing fossa  284  in the rifled shaft  290  to synchronize them. 
       FIG. 115  depicts the exhaust square key  354 . The exhaust square key  354  is inserted in square key slot  282  on the male telescoping shaft-exhaust  352 . This arrangement assures that the following parts are indexed and rotate in unison: slotted shaft spacer  272  and cam-to-cam pulley  274 . 
       FIG. 116  depicts the oil return tube  356 . There are two oil return tubes  356  installed on the engine assembly  3 . One is attached to the oil return/vent port  314  of intake cam drive and shift assembly  190  and the oil return port in the engine block. The second is attached to the oil return/vent port  314  of the exhaust cam drive and shift assembly  350  and the oil return port in the engine block. 
       FIG. 117  depicts a shift assembly to the head bolt  362 . There are four shift assembly to head bolts  362  installed on the engine assembly  3 . Two bolts attach intake cam drive and shift assembly  190  to the cylinder head assembly  5 . Two bolts attach the exhaust cam drive and shift assembly  350  to the cylinder head assembly  5 . 
       FIG. 118  provides a side view of cylinder head assembly  5 . A cutting line for  FIG. 119  is identified. 
       FIG. 119  depicts an embodiment of cylinder head assembly  5 , in a cropped sectional view, illustrating the relationship between intake port  10 , intake cam  11 , center section  7  and spark plug  375  and to illustrate how duration is measured. Note: Duration is measured in degrees of crankshaft rotation. This view is a “bare part,” (i.e., intake section  6 , center section  7 , intake cam  11 , and spark plug  375  only). The intake cam  11  has rotated to open the intake valve  97 . Cam duration is measured by the interaction of the intake cam  11  and the intake port  10 . The intake cam  11  is measured in degrees of rotation when the primary intake aperture  40  is open (pass fluid) to the intake port  10 . The intake port  10  is measured in degrees of rotation when the primary intake aperture  40  is open (pass fluid). In this illustration, the intake cam  11  rotates 30°. The intake port  10  is open for 29°. The cams in this device rotate are quarter-speed cams. (i.e. the cams rotate 90° when the crankshaft (not shown) rotates 360°.) To calculate the crankshaft duration of this device the following formula is used: ([intake cam  11  duration 30°+intake port  10  duration 29°]*360/90). The resulting crankshaft duration is 236° as calculated as follows: ([30°+29°]*4)=236°. Faces of intake section  6  and center section  7  are identified as follows: intake outside face  410 , intake bottom face  430 , intake top face  435 , center bottom face  650 , and center top face  655 . 
       FIG. 120  provides a side view of cylinder head assembly  5 . A cutting line for  FIG. 121  is identified. 
       FIG. 121  depicts an embodiment of cylinder head assembly  5 , in a cropped sectional view, illustrating the relationship between intake port  10 , intake cam  11 , center section  7  and spark plug  375  and to illustrate how duration is measured in degrees of crankshaft rotation. This view is bare part, i.e., intake section  6 , center section  7 , intake cam  11 , and spark plug  375  only. The intake cam  11  rotated to close the intake valve  97 . Measurement of duration has ceased. Faces of intake section  6  and center section  7  are identified as follows: intake outside face  410 , intake bottom face  430 , intake top face  435 , center bottom face  650 , and center top face  655 . 
       FIG. 122  provides a side view of cylinder head assembly  5 . A cutting line for  FIG. 123  is identified. 
       FIG. 123  depicts an embodiment of cylinder head assembly  5 , in a cropped sectional view, illustrating the relationship between intake port  10 , intake cam  11 , center section  7  and spark plug  375  and to illustrate how duration is measured. Note: Duration is measured in degrees of crankshaft rotation. This view is bare part, i.e., intake section  6 , center section  7 , intake cam  11 , and spark plug  375  only. The intake cam  11  has rotated to open the intake valve  97 . The secondary intake aperture  45  in the intake cam  11  is active. Cam duration is measured by the interaction of the intake cam  11  and the intake port  10 . The intake cam  11  is measured in degrees of rotation when the secondary intake aperture  45  is open (pass fluid) to the intake port  10 . The intake port  10  is measured in degrees of rotation when the secondary intake aperture  45  is open (pass fluid). In this illustration, the intake cam  11  rotates 37°. The intake port  10  is open for 29°. The cams in this device rotate are quarter-speed cams, i.e. they rotate 90° when the crankshaft (not shown) rotates 360°. To calculate the duration of this device the following formula is used: ([intake cam  11  duration of 37°+intake port  10  duration of 29°]*360/90). The resulting duration is 264° as calculated as follows: ([37°+29°]*4)=264°. Faces of intake section  6  and center section  7  are identified as follows: intake outside face  410 , intake bottom face  430 , intake top face  435 , center bottom face  650 , and center top face  655 . 
       FIG. 124  provides a side view of cylinder head assembly  5 . A cutting line for  FIG. 125  is identified. 
       FIG. 125  depicts an embodiment of cylinder head assembly  5 , in a cropped sectional view, illustrating the relationship between intake port  10 , intake cam  11 , center section  7  and spark plug  375  and to illustrate how duration is measured. Note: Duration is measured in degrees of crankshaft rotation. This view is a bare part, i.e., intake section  6 , center section  7 , intake cam  11 , and spark plug  375  only. The intake cam  11  rotated to close the intake valve  97 . Measurement of duration has ceased. Faces of intake section  6  and center section  7  are identified as follows: intake outside face  410 , intake bottom face  430 , intake top face  435 , center bottom face  650 , and center top face  655 . 
       FIG. 126  depicts an embodiment of cylinder head assembly  5 . This view is a bare part, i.e., intake section  6 , center section  7 , exhaust section  8  only. The relationship between the cylinder head assembly  5  and the intake camshaft sleeve  340  and exhaust camshaft sleeve  345  is depicted. Faces of intake section  6 , center section  7 , and exhaust section  8  are identified as follows: intake front face  400 , intake top face  435 , exhaust front face  500 , exhaust outside face  510 , exhaust top face  535 , center front face  600 , center top face  655 . 
       FIG. 127  depicts an exploded view of the cylinder head assembly  5 . Features and faces of the intake section  6 , center section  7 , exhaust section  8  are depicted: exhaust port  20 , spark plug access opening  30 , lubricating oil return passageways  99 , lubricating oil inlets  100 , intake front face  400 , intake back face  405 , intake outside face  410 , intake inside face  415 , intake upper sealing face  420 , intake lower sealing face  425 , intake bottom face  430 , intake top face  435 , intake cam apse  440 , exhaust front face  500 , exhaust outside face  510 , exhaust cam apse  540 , center front face  600 , center exhaust side face  615 , center intake cam apse  630 , center upper sealing face-exhaust  635 , center lower sealing face-exhaust  640 , center exhaust cam apse  645 , center top face  655 . 
     The rifled shaft housing  210  designed to fit either intake section  6  or the exhaust section  8  of the cylinder head assembly  5 . When attached to intake section  6 , one oil return/vent port  314  will hang vertically acting as an oil return passageway  99 , the other port, pointing horizontally acting as a vent port to the fluid containment system  364 . When attached to the exhaust section  8 , one oil return/vent port  314  will hang vertically acting as an oil return passageway  99 , the other port, pointing horizontally, and acting as a vent port in communication with the fluid containment system  364 . The rifled shaft housings  210  installs with the two vent ports attach to the housing-to-housing vent tube  322  and function as part of the fluid containment system  364 . 
     Passageways in the head  5  exist between at ports  10 ,  20 . Passageways in the camshafts  11 ,  12  exist between apertures  40 ,  45 ,  60 ,  65 . The apertures  40 ,  45 ,  60 ,  65  and ports  10 ,  20  combine to become valves  97 ,  98 . An intake cam  11  and an exhaust cam  12  rotate in the same direction. 
     The manner of operation is different from other known camshaft(s)/head systems in present use. Namely, the valve camshafts  11 ,  12  not only rotate on their lengthwise axis, they also shift laterally, in unison, on their lengthwise axis to one of at least two operational positions (primary or secondary). In the primary position, apertures  40 ,  60  overlap ports  10 ,  20  permitting flow. In the secondary position, apertures  45 ,  65  overlap ports  10 ,  20  permitting flow. The apertures are the primary intake  40 , secondary intake  45 , primary exhaust  60 , and secondary exhaust  65 . The camshafts  11 ,  12  operate in the primary position at idle RPMs to 1500-2000 RPMs. Above this RPM range, the camshafts operate in the secondary position, i.e. aligning their secondary apertures  45 ,  65  with the ports  10 ,  20 . 
     This device is designed to function with camshafts that rotate clockwise or counterclockwise. Sealing rings/springs  110 ,  115 ,  120 ,  125 ,  160 ,  165 ,  170 ,  175 , are non-directional. Rotational direction does not dictate placement of sealing rings/springs  110 ,  115 ,  120 ,  125 ,  160 ,  165 ,  170 ,  175 . Placement of oil-control devices/springs  105 ,  106 ,  155 ,  156 , dictated by rotational direction. Regardless of rotation direction, clockwise or counterclockwise, aperture(s)  40 ,  45 ,  60 ,  65 , must rotate past the oil-control devices/springs  105 ,  106 ,  155 ,  156 , followed by sealing rings/springs  110 ,  115 ,  120 ,  125 ,  160 ,  165 ,  170 ,  175 . 
     All depictions in this document utilize clockwise rotating camshafts.  FIG. 42  depicts correct placement of oil-control devices/springs  105 ,  106  in intake side of the center section  7 . This placement is applicable to the following: intake port  10  of intake section  6 , exhaust port  20  of the center section  7 , and exhaust port  20  of the exhaust section  8 . 
     The precise timing and lateral movement of intake cam  11  and exhaust cam  12  is controlled by the engine&#39;s control system (not shown) to prevent damage to the engine. 
     The lateral positions of intake cam  11  and exhaust cam  12  is always either primary position or secondary position except during transition from one position to the other. The slave pins (3)  260  riding in the primary detent  300  or secondary detent  301  maintain lateral positioning of the camshafts. The articulated master pin  232  (a member of the sliding assembly  374 ) moves laterally to engage the master pin rifling  298 . The master pin  232  is longer than the slave pin  260  and can only enter the master pin rifling  298  thereby controlling lateral movements. Double-acting solenoids contain two electromagnets (coils). This allows the solenoid armature  372  to shuttle back and forth depending upon which coil is activated. Lateral movements of intake cam  11  and exhaust cam  12  are initiated by a signal from the engine control system (not shown). The signal will activate the double-acting solenoid shell  238  to pull the sliding assembly  374 . The master pin  232  engages the master-pin rifling  298  moving the rifled shaft  290  laterally which engages the slave-pins (3)  260  into slave-pin rifling (3)  296 . The rotating camshafts  11 ,  12  moves laterally in the slave-pin rifling (3)  296  until the slave-pins  260  engage the primary detent  300  or secondary detent  301 . Depending which coil is energized, the sliding assembly  374  can be pulled either direction. 
     There is an 8 mm border between an aperture and the oil control device. That could increase to 23 mm, but it would necessitate a redesign of both cams and all three parts of the cylinder head, rifled shaft, rifled shaft housing and the two telescoping members. Additionally, some of the oil return ports would need to be repositioned to accommodate the additional 15 mm. 
     Lubricating oil, under pressure, is supplied by an engine block (not shown) machined to match with lubricating oil inlets  100  in the cylinder head. The same engine block (not shown) will also contain passageways to match with oil return passageways  99 . These passageways would channel the lubricating oil to the engine block oil pan (not shown). There the oil pump (not shown) picks up the oil and returns it to the lubricating oil inlets  100 . 
     Electronic cam advance-retard device: this is an optional device designed to provide more torque or less torque. More torque is required, to get a vehicle moving from a start, when it is heavily laden or towing another vehicle or trailer. Less torque is needed on slippery surfaces such as: wet, snowy, icy, or any surface with limited traction. Lowering the torque reduces the possibility of wheel(s) losing traction.