Variable Valve Operating Mechanism for Internal Combustion Engines

In addition, my copending application titled "Apparatus and Method for Controlling the Valve Operation of an Internal Combustion Engine", Ser. No. 310,510 filed on Oct. 13, 1981 now U.S. Pat. No. 4,438,737, and my copending application titled "Apparatus and Timing Mechanism for Controlling the Valve Operation of an Internal Combustion Engine", Ser. No. 310,637 now U.S. Pat. No. 4,438,735, filed on Oct. 13, 1981 both contain subject matter related to this application.

1. Field of the Invention

This invention relates generally to internal combustion engines, and pertains more particularly to a valve operating mechanism therefor.

2. Description of the Prior Art

A relatively large number of mechanisms have been devised for controlling the opening and closing of inlet and exhaust valves for internal combustion engines. Those known to me have had various shortcomings. In this regard, some are quite simple, but perform only one function, such as controlling the height of valve opening, frequently referred to as the valve lift. Others have controlled the period or duration of valve opening without varying the lift.

One relatively early patent which depicts a mechanism for adjusting only the valve lift is U.S. Pat. No. 1,395,851, issued Nov. 1, 1921, to Francis B. McLean for "Valve Operating Mechanism". The effective moment arm or leverage for effecting the opening of the valve is derived from a rocker arm that is pivotally mounted intermediate its ends, the fulcrum or pivot point being shiftable in order to vary the amount of valve lift produced by the valve cam.

A patent depicting a mechanism that determines both the amount of valve lift and the time that the valve remains open is found in U.S. Pat. No. 2,412,457, issued on Dec. 10, 1946 to Laurence D. Harrison for "Valve Actuating Mechanism". The mechanism employs a profiled or contoured adjusting lever or rocker arm that is shifted relative to the valve to be opened and closed. However, the control of the lift and duration are integrated with each other and one cannot be realized in practice without affecting the other. Here again, the predominant change is in the duration, the correlated change in lift being quite minimal.

For the most part, prior art devices for varying the valve lift are indeed quite complicated and relatively costly. Furthermore, some of the devices with which I am acquainted contain parts that are vulnerable to wear with the consequence that their lift span is unduly short. In such instances, the owner would be confronted with the likelihood of frequent and costly repairs, thereby militating against the adoption of such valve actuating mechanisms.

Accordingly, one object of my invention is to provide a valve operating mechanism that will progressively cause a desired change in valve lift followed by a desired change in the duration that the valve is open.

Another object of the invention is to provide a valve operating mechanism of the foregoing character in which the lift can be increased to a practical maximum before the duration is increased.

It is another object of one embodiment of my invention to not only vary the valve duration but the time that the valve begins to open. In this regard, an aim of my invention is to cause the valve to open either sooner or later.

Inasmuch as the internal combustion engine of a vehicle functions most of the time under cruise conditions, the engine in such instances requiring only an increase in power for acceleration or at other abnormal loads, an object of my invention is to provide a valve operating mechanism that will reliably change from a fuel efficient (thermally efficient) cruise or normal operating condition to a mechanically efficient (volumetrically efficient) operating condition, doing so very rapidly.

It is also an object of my invention to provide a variable valve operating mechanism that will be of simple construction and which can be manufactured for a relatively low cost, particularly when measured with respect to the fuel savings to be realized.

Yet another object of the invention is to provide a variable valve operating mechanism that will adhere to present-day emission standards, emission problems becoming negligible where the performance mode is changed for only short periods, such as those experienced during fast acceleration or under extreme load conditions. Stated somewhat differently, deviations from accepted emission standards may be tolerated for short periods of time, whereas they cannot for prolonged periods.

A further object of the invention is to make use of conventional types of camshafts and valve arrangements. In other words, it is within the purview of my invention to provide a mechanism that transmits the appropriate valve opening forces from the cam lobe to the valve at the most effective times.

Still another object of the invention is to provide a valve actuating mechanism that will reduce impact forces that might otherwise damage the cams or the valves. In this regard, it is planned that my mechanism can be readily adjusted for a predetermined amount of valve lash or play.

Another object is to provide a valve operating mechanism that is rugged, requiring little or no maintenance, yet enabling repairs to be inexpensively made should an engine having my invention installed thereon require reconditioning or refurbishing.

A specific object of one embodiment of my invention is to employ two rocker arms of identical construction which may be readily interchanged with each other. In this way tooling, fabricating, refurbishing and inventory costs can be minimized.

Also, the invention has for an object the facile lubrication of all moving parts comprising the valve adjusting mechanism.

Another object is to provide a variable valve operating mechanism that will be quite compact, thereby enabling it to be used in conjunction with vehicle engines where under-the-hood space is exceedingly important.

Still further, an object of my invention is to provide a variable valve operating mechanism that can be used in conjunction with conventional sensing devices. In this regard, my invention lends itself readily to being controlled by a conventional vacuum device, such as a diaphragm connected to the intake manifold of the internal combustion engine, and to a speed responsive device, such as a governor that is driven in accordance with the engine's speed.

In general, an overall object of my invention is to effect certain variations relating to the opening and closing of valves, either inlet or exhaust, that will achieve an optimum operating efficency over a wide range of engine speeds and loads, both normal and abnormal.

Briefly, my invention envisages a pair of rocker arms, the lower rocker arm being pivoted about a fixed axis and the upper rocker arm about a shiftable axis. In a first embodiment of my invention, the rocker arms may be duplicates of each other. When the shiftable axis is moved toward the fixed axis, then the combined moment arms of the two rocker arms is increased in one embodiment so that the amount of valve opening, that is, the valve lift, is first increased without affecting the duration that the valve is open. In another embodiment, the duration can be changed by causing the valve to start to open either sooner or later. The rocker arms, in the first embodiment, are each provided with straight or linear sections, the free end of the upper rocker arm moving along the straight section of the lower rocker arm and the cam lobe engaging the straight section of the upper arm as it is shifted or moved to progressively increase just the valve lift without affecting the valve duration. However, further shifting of the movable axis in the direction of the fixed axis will cause the lobe on the cam of the engine's camshaft to engage a curved or nonlinear section of the upper rocker arm during the rotation of the cam, thereby causing an increase of the duration or time that the valve is open. In the second embodiment, it is planned that one rocker arm be provided with a sloping surface so that the valve starts to open (either earlier or later) depending upon the relative position of the other rocker arm.

Each rocker arm is equipped with an adjustable contact member so that initially any valve lash can be minimized, yet adjustments easily made for any wear occurring over a prolonged period of time. Further, each rocker arm is channeled or grooved so as to retain an adequate quantity of lubricating oil for use when the engine is restarted. In other words, the invention provides a reservoir or dam configuration for the retention of a quantity of oil between the engine starts to provide lubrication until normal oil flow is established. Also, my invention provides a continued lubrication of its moving parts under various load conditions imposed on an engine equipped by my valve actuating mechanism.

FIG. 1 is a diagrammatic view depicting one embodiment of my valve adjusting mechanism in an economy or cruise mode, the valve being closed;

FIG. 2 is a diagrammatic view corresponding to FIG. 1 but with the mechanism adjusted for a high performance mode, the valve also being closed in this view;

FIG. 3 is a sectional view taken in the direction of line 3--3 of FIG. 1 for the purpose of showing to better advantage how the rocker arms are mounted and the manner in which lubrication is achieved;

FIG. 4 is a greatly enlarged sectional view taken in the direction of line 4--4 of FIG. 1 for the purpose of showing the channeled construction of one of the two rocker arms and also the manner in which its contact pad can be adjusted to minimize valve lash;

FIG. 5 is a diagrammatic view of a second embodiment of my invention permitting the valve to be opened sooner in the cycle than with the arrangement depicted in FIGS. 1 and 2, the phantom line position of the left rocker arm having been shifted to the right in order to achieve the earlier opening shown in FIG. 6, and

FIG. 6 is a diagrammatic view corresponding to FIG. 5 in which the phantom position of the left rocker arm shows the earlier opening of the valve (also in phantom outline) for the same rotative position of the cam.

Referring to the drawings, a conventional internal combustion engine 10 has been fragmentarily depicted in FIGS. 1 and 2. The engine 10 includes a cylinder block 12 containing a combustion chamber 14 therein, being one of any number of cylinders. Overlying the cylinder block 12 and secured thereto is a cylinder head 16. It will be discerned that there is a valve port 18 formed by a downwardly facing beveled seat 20. For the sake of simplicity, it will be considered that the valve port 18 constitutes an intake opening. Therefore, a passage 22 extends to the opening or port 18 from the intake manifold (not shown) of the engine 10.

Also conventionally included is a valve 24 having a valve head 26 at its lower end, the valve head 26 being beveled at 28 so as to seat against the beveled seat 20. Extending upwardly from the head 26 is a stem 30. Formed in the upper end portion of the stem 30 is an annular groove 32 for anchoring a washer-like retainer 34. A coil spring 36 acts against the retainer 34 to normally close the valve 24.

A camshaft 38, which is driven from the engine 10, has a conventional valve cam 40 mounted thereon, the cam having an appropriately contoured lobe 40a. Actually, it will be appreciated that the camshaft 38 has a number of cams thereon, whatever number is needed for the number of cylinders or combustion chambers 14 that the engine 10 has. As already indicated, it has been assumed that the valve port 18 constitutes an intake valve opening, the valve 24 hereinafter being referred to as an intake valve. Obviously, each combustion chamber or cylinder 14 would have an exhaust valve. As the description progresses, it will become manifest that my invention is suitable for the control of both inlet and exhaust valves.

At this time, it will be stated that the first embodiment of my valve actuating mechanism has been indicated generally by the reference numeral 48. The mechanism 48 includes a valve cover denoted in its entirety by the reference numeral 50. The valve cover includes side walls 52 and 54, as well as end walls not necessary to identify. The side walls 52 and 54 are provided with hold-down feet 56 which are anchored to the cylinder head 16 by means of screws 58. A lid 60 is held in place by screws 62 which extend downwardly into the upper edges of the side walls 52, 54.

Secured to the inner face of the side wall 52 is a support block 64, the block 64 being held in place by means of anchor bolts 66. Extending upwardly from the block 64 is a pair of upstanding ears 68 (actually two for each valve to be actuated). A tubular shaft 70 extends through the upstanding ears 68, having a radially directed oil hole as indicated at 72. In practice, it is intended that one end of the tubular shaft 70 be connected to an oil supply denoted by the numeral 74 (see FIG. 3 depicting the shiftable axis for the rocker arm 76b) so that oil can be delivered therethrough for lubricating purposes presently to be explained.

Playing an important role in the practicing of the invention are two identical rocker arms 76a and 76b included in the embodiment of my mechanism denoted generally by the reference numeral 48. Inasmuch as the rocker arms are replicas of each other in this instance, identical reference numerals will be employed in the description of the parts constituting the arm in each instance. However, the two arms 76a and 76b are mounted differently, so using the letter suffixes "a" and "b" will help in distinguishing the two rocker arms as to their respective functions.

With respect to the rocker arm 76a, it can be seen from FIGS. 1 and 2 that one end 78 thereof is pivotally mounted on the previously mentioned tubular shaft 70. The other end 80, which is a free end, acts against the upper end of the valve stem 30 in a manner hereinafter referred to. At this time, however, it is to be noted that the rocker arm 76a includes a straight section 82 and an upwardly curving cam or nonlinear profile section 84, the cam section 84 having an oil hole 86 formed therein which communicates with the oil hole 72 in the tubular shaft 70. Thus, when oil under pressure is forced through the tubular shaft 70, some of the oil is discharged through the oil holes 72 and 86 onto the upwardly curving cam section 84. From FIG. 4 it will be observed that the upper side of the rocker arm 76a is channeled or grooved as indicated by the reference numeral 88, the groove 88 being formed by dams or ridges 90 extending along each side of the rocker arm 76a.

Also, from FIG. 4, it will be perceived that the free end 80 of the rocker arm 76a has a vertically drilled hole 92. At the upper end of the hole 92 is a transversely drilled hole 94 having a small diameter section 96, a counterbored section 98 and a large diameter tapped section 100. Contained within the transversely drilled hole 94 is a screw member 102 having a small diameter section 104 loosely received in the small diameter section 96 of the hole 94, an intermediate tapered section 106 and a larger diameter threaded section 108. In order that the screw member 102 can be rotated by means of a socket head wrench, a hexagonal recess 110 is formed in the large end of the screw member 102. Once rotatively adjusted, a lock nut 112, when tightened, maintains the screw member 102 in its adjusted position.

The purpose of the screw member 102 is to determine the position of a contact pad 114. The contact pad 114 includes a cylindrical shank 116 having an inclined or sloping upper end 118. At the lower end of the shank 116 is an arcuate shoe 120 that engages the upper end of the valve stem 28.

Corresponding generally to the platform 64 is a second support block 122, the block 122 being secured to the other side wall 54 of the cover unit 50 by means of anchor bolts 124. Although it does not have to be continuous, a strip 126 extends along the upper marginal edge portion of the inner vertical face of the block 122, being secured in place by means of bolts 128. The upper horizontal face of the block 122 has a transverse groove 130 formed therein that extends from the side wall 54 to the strip 126 for a purpose made clear immediately below.

In the exemplary situation, the upper face of the fixed block 122 slidably supports a block 132 having a rib 134 extending downwardly therefrom into the groove 130 so as to guide the slidable block transversely between the side wall 54 and the strip 126. The block 132 has a pair of upstanding ears 136 which correspond in function to the earlier-mentioned ears 68 on the block 64. It should be taken into account that the ears 68 and the ears 136 would not have to be separate and distinct; instead, slots could be milled in a solid strip if desired for accomplishing the pivoting of the rocker arm 76a in one instance and the rocker arm 76b in the other instance.

At any rate, a tubular shaft 138 extends through the ears 136, the tubular shaft 138 having an oil hole 140 which communicates with the oil hole 86 of the rocker arm 76b, there being one such oil hole 86 in each of the rocker arms 76a, 76b inasmuch as the rocker arms are duplicates of each other. Unlike the tubular shaft 70 which provides a fixedly located axis for the rocker arm 76a, the shaft 138 provides a movable or shiftable axis for the rocker arm 76b.

The manner in which the slidable block 132 is shifted will now be described. In this regard, a rotatable shaft 142 has a threaded section 144 that passes through a correspondingly threaded hole 146 formed in the lower part of the block 132. The shaft 142 also has a smooth or untapped end section 148 that is journaled in an untapped hole in the strip 126. The shaft 142 has a second unthreaded section 152 that is journaled in a sleeve bearing 154 press-fitted into a hole drilled in the side wall 54.

Mounted to the outer faces of the side wall 54 is a relatively small reversible motor 156 suitably fastened to the side wall 54. Consequently, when the motor 156 is energized for operation in one rotative direction, the threaded section 144 will cause the block 132 to be advanced to the right from the position depicted in FIG. 1 to that pictured in FIG. 2. Although not entirely necessary, a coil spring 160 is employed so the block 132 is biased in a direction to maintain engagement between the threaded section 144 and the threaded hole 146.

Referring now to two sensors, and inasmuch as vacuum responsive devices, speed responsive devices and microprocessors utilized in conjunction with internal combustion engines are well known, no need exists for detailing the construction of such devices when employed in conjunction with my mechanism 48. Since the actuating mechanism 48 is intended to be automatically controlled in accordance with the vacuum prevailing at any given moment in the intake manifold (where my invention is used for controlling an inlet valve) a vacuum device 162 has been shown in block form, being connected to the intake manifold (not shown). It can be a simple diaphragm device. Also, a speed responsive device 164 operates in accordance with the speed of the engine 10, as does camshaft 38.

Extending between the vacuum device 162 and the speed responsive device 164 is a control rod 166 having a disk 168 attached thereto so that the disk 168 moves to the left and right in unison with the control rod 166. When the disk 168 moves sufficiently to the left, it engages a lever 170 associated with a switch 172 in circuit with the motor 156 which causes the shaft 142 to be rotated in a direction to shift the block 132 from the position in which it is shown in FIG. 1 to the position in which it appears in FIG. 2. Conversely, when the control rod 166 is moved to the right, a switch lever 174 is engaged which is associated with a switch 176 which energizes the motor 156 to cause rotation thereof in an opposite direction, thereby returning the block 132 from the position in which it appears in FIG. 2 to that in which it appears in FIG. 1. The foregoing operation, in a sense, can be likened to that of a power window which conventionally can be moved into various positions, any one of which is firmly and unyieldingly maintained until the motor is energized to change the window position.

Of course, it must be recognized that various intermediate positions of the block 132 can be established so that there is virtually an indeterminate number of adjusted positions that the rocker arm 76b can be moved into.

At this stage, it is to be appreciated that when the control rod 166 is moved a sufficient distance to the left, then the cam 40 rides against the curved cam section 84 to cause the rocker arm 76b to be forced downwardly for a longer period during each rotation of the camshaft 38, because engagement between the cam 40 and the cam section 84 is maintained for a longer period of time. Consequently, the valve 24 will be open for a longer period of time; not only that, but its lift or downward travel will be increased by reason of the increased moment arm existing under these circumstances by virtue of the end 80 of the rocker arm 76b being positioned nearer the fixed pivotal axis provided by the tubular shaft 70 than it is in FIG. 1.

Stated somewhat differently, when the motor 156 causes the block 132, and also the rocker arm 76b mounted thereon, to move to the right to the position of FIG. 2, the increased opening, both as to the lift of the valve member 24 and the duration or time in which it is maintained open, is increased. Hence the charge of mixed fuel and air that is introduced via the passage 22 is increased and the engine 10 is conditioned for handling or coping with an increased load. This condition would be experienced in practice during, say, the acceleration of a vehicle having an engine equipped with my adjusting mechanism 48 thereon.

On the other hand, when the adjusting mechanism 48 is in the relationship appearing in FIG. 1, that is with the block 132 toward the left, the valve member 24 is not opened as long because the cam lobe 40a engages only the straight section 82. Hence, a lesser amount of mixed fuel and air enters the combustion chamber 14. This condition enhances the normal operation of the engine 10, such as when the vehicle is cruising. As already indicated, there are various intermediate positions that can be established for the rocker arm 76b with respect to the lobe 40a on the cam 40, all depending upon operating or load conditions experienced at any given moment by the engine 10.

Having described the mechanism 48 in considerable detail, the modification now to be referred to can be described more briefly, it is believed. In this regard, a number of parts referred to in conjunction with the first embodiment are also contained in FIGS. 5 and 6, so identical reference numerals are used. However, when the parts perform generally the same purpose, the prefix "2" has been added where the similar part belonging to the mechanism carries a reference numeral below "100" and a "3" has been substituted for the "1" when "100" and above. The numbers for other parts start with "400". This should enable one to more readily make a comparison between the two embodiments. Hence, the mechanism now to be described has been denoted by the reference numeral 248 in contradistinction to the numeral 48 employed for the first embodiment.

The mechanism 248 illustrated in FIGS. 5 and 6 possesses certain practical advantages over the mechanism 48 of FIGS. 1 and 2. For one thing, the mechanism 248 is somewhat simpler. More importantly, at least in some installations, would be the capability of being able to open the valve 24 earlier.

It will be observed that the rocker arm 276a of the mechanism 248 is configured differently from the rocker arm 76a. While its end 278a is pivotally mounted on a fixed shaft 70 and its other end 280a bears against an adjustable lash cap 400 on the upper end of the valve stem 30, the straight section (which would, if present, correspond to the section 82a) is not used. The valve 24 can be opened, more specifically, earlier, by reason of the upwardly curving cam or nonlinear profile section 284a, the point at which the section begins to curve upwardly starting at the end 280a. The function, contour and location of the cam section 284a will be better understood as the description progresses.

The rocker arm at the left in FIGS. 5 and 6 has been indicated generally by the reference numeral 276b, having the end 278b which is pivotally supported in a manner presently to be explained. To simplify the mechanism 248, instead of the contact pad 114, a set screw 314 is employed at the end 280b of the rocker arm 276b. What should be appreciated at this stage is that when the rocker arm 276b is shifted to the right, such as from the solid line position of FIGS. 5 and 6 to the phantom line position in these figures, the valve 24 will open earlier for the same angular or rotative position of the cam 40. In realizing this, the lobe 40a in FIG. 6 bears against the straight section 282b earlier in its angular movement when the rocker arm 276b is in the phantom position of FIG. 6 than when in its solid position because the upwardly curving cam section 284a has raised the end 280b of the rocker arm 276a, acting, of course, through the set screw 314. Close comparison of the respective phantom outline position of the rocker arm 276b in FIGS. 5 and 6 (particularly the right end 280b) with respect to the solid line position of the rocker arm 276b will reveal that the end 280b has been forced downwardly in FIG. 6 to cause the valve 24 to be opened earlier, as denoted by the phantom outline of the valve 24 in FIG. 6.

The way in which the rocker arm 276b is mounted for pivotal movement will now be explained. Bolts 324 hold a bearing block 322 in place. A horizontal shaft 270 is supported by whatever number of blocks 322 are employed. A sleeve 402 encircles the shaft 270. Attached to the sleeve 402 is a first L-shaped arm 404 comprised of a relatively short leg 406 welded to the sleeve 402 and extending radially therefrom plus a longer threaded leg 408. An acorn nut 410 is threadedly mounted on the leg 408, the nut 410 having a semispherical bearing surface 338a which engages in a shallow complementally formed seat at 338b on the underside of the end 278b of the rocker arm 276b. It will soon be understood that the bearing surface 338a and seat 338b provide a shiftable pivot for the rocker arm 276a. Owing to the threaded engagement of the acorn nut 410 on the leg 408, it can be appreciated that the nut 410 can be adjusted up or down on the leg 408. A lock nut 412, once the nut 410 is properly adjusted, retains the nut 410 in its adjusted position.

Whereas the L-shaped arm 404 functions to shift the rocker arm 276b when the sleeve 402 is rotated, the means for causing rotation of the sleeve 402 will now be referred to. This second arm, also L-shaped, has been generally denoted by the numeral 414, being comprised of a relatively short leg 415 secured to the sleeve 402 and extending radially therefrom at a location diametrically opposite the leg 406 of the arm 404. The arm 404 also includes a relatively long leg 416, having a clevis member 418 at its upper end.

A transverse pin 420 extends through the clevis 418 and the left end of a control rod 422. The right end of the actuating rod 422 is actuated by a servomechanism 424. The servomechanism 424 is operated directly from the accelerator pedal 426 via a link 428. The pedal 426 would be located, for instance, in the vehicle having the engine 10 installed thereon.

When the L-shaped arm 414 is actuated by the servomechanism 424, which can be merely a mechanical or hydraulic force amplifier, the L-shaped arm 404 is swung in a clockwise direction about the shaft 270 from its solid position to its phantom position (or a position intermediate these two positions). In so doing, the clevis member 420 traverses an arcuate path indicated by the reference numeral and the double headed arrow 432. The rod 422, it will be appreciated, can swing upwardly and downwardly as indicated by the double headed arrow 434.

Inasmuch as the valve 24 is only one of a number of such valves, it will be appreciated that the cap 436 of each should be shimmed (as is conventional with lash caps) so that the upper surface of each is the same height or distance above the head and its beveled seat 28. In other words the stems should all be the same length.

Next, the acorn nut 410 should be adjusted upwardly or downwardly, on the threaded leg 408, and the set screw 314 upwardly or downwardly with respect to the end 280b, with a 0.015 inch feeler gauge inserted between the base circle of the cam 40 and the straight section 282b so as to make the straight section 282b tangent to the base circle. The lash of 0.015 inch is variable, usually plus or minus 0.005 inch.

The operation of the valve adjusting mechanism 248 should now be readily understandable. With the lobe 40a at the 12 o'clock position, as portrayed in FIG. 5, the base circle portion of the cam is engaging the straight section 282b of the rocker arm 276b. Under these conditions, the valve 24 remains closed in both the solid and phantom positions of the rocker arm 276b.

However, when the lobe 40a rotates to the position depicted in FIG. 6 (approximately the 4 o'clock position), the solid or unshifted position of the rocker arm 176b does not cause the valve 24 to yet open. The situation is different, though, for the phantom line position, for the set screw 314 is then engaging an upper portion of the curved section 284a and acts on the rocker arm 276a to cause the valve 24 to start opening earlier than it would if the rocker arm 276b had not been shifted (that is, in the solid line position of FIG. 6). With the valve 24 open earlier, it follows that fuel and air will start to enter the cylinder 12 earlier.

Concurrently, the moment arm is being changed by reason of the righthand shift of the rocker arm 276b. As with the mechanism 48, this increases the lift. The shift of the rocker arm 276b to the right, if enough, can cause the lobe 40a to engage the curved or cam section 284b when the cam 40 has rotated through a sufficient angle, say to its 8 o'clock position. Thus the valve 24 can be opened earlier and closed later, as well as opened for a greater amount. Consequently, the valve duration and valve lift are here again both controlled (as with the mechanism 48), but with this embodiment, the moment the valve 24 starts to open on each revolution of the camshaft 38 is controlled. Thus, while the mechanism 48 will cause the valve 24 to open at a faster rate, the mechanism 248 has the advantage of being able to open the valve 24 sooner (or later).

My invention, either the mechanism 48 or 248, can be used with a valve timing mechanism which angularly shifts the camshaft 38 in either rotative direction to advance or retard the opening of the valve 24 in relation to the crankshaft. A suitable timing mechanism is disclosed and claimed in my copending application for "Apparatus and Timing Mechanism for Controlling the Valve Operation of an Internal Combustion Engine", hereinbefore identified as a related application.

From the foregoing description, it should be apparent that my invention permits a valve operation to be established that will cause an additional quantity of fuel and air to be drawn into the compression chamber whenever it is needed. In a sense, under such a condition, the effect is analogous to that derived from supercharging or turbocharging. The advantage is that an economy mode of operation can be sustained for whatever period such an operation is desirable, yet when an increased performance is required, an immediate adjustment can be produced so as to accommodate for sudden load changes. Consequently, if emissions are increased during such abnormal load happenings, they are of such short duration that the overall emission quantities are still quite negligible even though the operational characteristics are adjusted to suit the particular conditions that are experienced by the engine 10 at any given moment.

It should be further recognized that my invention permits adjustment of valve lash. The procedures used in adjusting my mechanism 48 to minimize the amount of valve lash are simple and straightforward. For instance, from FIG. 4 it can be seen that when the screw 102 thereappearing is rotated, as indicated above, the tapered section 106 thereof will be moved to the right with the consequence that the inclined top 118 of the shank 116 of the contact pad 114 will be forced farther downwardly. This forces the free end 80 of the rocker arm 76a upwardly. If the end 80 should be lowered, then the adjusting screw 102 is rotated in a reverse direction so as to move the tapered section 196 to the left.

Adjustment of the upper rocker arm 76b is virtually identical to any conventional non-hydraulic valve mechanism adjustment. More specifically, a gauge (not shown) of specified thickness is inserted endwise between the base circle of the cam 40 and the flat contact surface of the upper rocker arm 76b, that is, against the bottom of the groove 88 and between the ridges 90 forming the groove 88. With the gauge in place, the screw 102 for the upper rocker arm 76b is rotated so that the proper clearance or spacing is obtained. In the mechanism 248, the lash cap 436, the nut 410 and the set screw 314 would be adjusted, as already explained.