EP0302288A1 - Abschaltbare Ventilsteuervorrichtung - Google Patents

Abschaltbare Ventilsteuervorrichtung Download PDF

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Publication number
EP0302288A1
EP0302288A1 EP88111487A EP88111487A EP0302288A1 EP 0302288 A1 EP0302288 A1 EP 0302288A1 EP 88111487 A EP88111487 A EP 88111487A EP 88111487 A EP88111487 A EP 88111487A EP 0302288 A1 EP0302288 A1 EP 0302288A1
Authority
EP
European Patent Office
Prior art keywords
tubular
drive pin
shoulder
slider
transverse
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88111487A
Other languages
English (en)
French (fr)
Other versions
EP0302288B1 (de
Inventor
Zdenek Sidonius Meistrick
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jacobs Vehicle Systems Inc
Original Assignee
Jacobs Manufacturing Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US06/763,962 external-priority patent/US4592319A/en
Application filed by Jacobs Manufacturing Co filed Critical Jacobs Manufacturing Co
Priority to EP88111487A priority Critical patent/EP0302288B1/de
Priority to AT88111487T priority patent/ATE61080T1/de
Publication of EP0302288A1 publication Critical patent/EP0302288A1/de
Application granted granted Critical
Publication of EP0302288B1 publication Critical patent/EP0302288B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams

Definitions

  • This invention relates to disengageable valve drive means.
  • it relates to hydraulically and mechanically disengageable valve drive means which are employed in internal combustion engines which may be switched from the normal powering mode to a retar­ding mode of the compression-release type.
  • a further alternative way to disable the exhaust valve is to provide an eccentric bushing in the rocker arm pivot so as to raise the pivot or fulcrum and thereby introduce a lost motion in the valve train.
  • Such a device is shown, for example in U.S. Patent 3 367 312.
  • other lost motion mechanisms may also be used; see for example U.S. Patent 3 786 792.
  • EP-A 0 037 269 which concerns engine cylinder cutout systems in which for the cutout cylin­ders the exhaust valves are kept open while the intake valves are kept closed.
  • the disengageability of the intake valve train is accomplished by a two-part push­tube, the two parts being telescopically sidable with respect to each other and having locking means to pre­vent telescopic sliding in the normal powering mode of the engine.
  • the locking means are controlled by means of a hydraulically actuated piston accomodated between the outer portion of the two-part pushtube and a housing.
  • the mechanisms consist of a plurality of tubular members which are engaged to each other by locking means in the positive powering mode of the engine and which are disengaged in the retarding mode in order to allow the inner tubular member to slide in the outer tubular member whereby the normal valve motion is disconnected.
  • FIG. 1A and 1B A mechanism in accordance with the invention for dis­abling the exhaust valves is shown in Figs. 1A and 1B which comprises a unitary slave piston and cross­head 258.
  • the unitary slave piston and crosshead 258 is mounted for reciprocating motion in the slave cylin­der 104.
  • the slave piston portion is generally tubular in shape but open at the lower end which comprises the crosshead portion.
  • a series of annular grooves 260 may be formed in the circumferential surface of the slave piston portion of the unitary slave piston and crosshead 258.
  • a cir­cumferential annular channel 262 may also be formed in the slave cylinder 104 which communicates with a lubricating oil duct 264 and the low pressure oil sup­ply duct.
  • a series of radial ports 266 is formed through the skirt of the slave piston portion of the unitary structure 258 near the head of the piston por­tion.
  • the radial ports 266 register with a circumferential channel 268 that communicates through duct 270 with the low pressure feed duct for the control valve.
  • a circum­ferential raceway 272 is formed on the inner surface of the slave piston portion of the unitary slave piston and crosshead 258 adjacent the radial ports 266.
  • Win­dows 274 are formed through the slave piston portion of the unitary structure to clear retainer 276 which is positioned in the windows and located by a retainer ring 278 seated in a groove formed in the slave cylin­der 104.
  • a slider 280 is sized to reciprocate within the slave piston portion of the unitary slave piston and crosshead 258 when duct 270 ist pressurized.
  • Windows 282 are formed in the slider 280 to register with the windows 274.
  • a rocker arm 284 is affixed to the lower portion of the slider 280 by a screw 286 and locking cap 288.
  • the rocker arm contact 284 should be provided with an appropriately hardened surface suitable for activation by the exhaust rocker arm 50.
  • a transverse wall 290 is formed in the slider 290 near the upper end thereof.
  • Slave piston return springs 292 are positioned between the retainer 276 and the transverse wall 290 of the slider 280 to bias the slider 280 upwardly and, in turn, bias the slave piston and crosshead 258 against the adjustable stop 110.
  • a series of radial ports 294 are formed in the upper end of the slider 280 above the transverse wall 290 so as to register with the raceway 272 when the slider 280 is in its uppermost position.
  • a piston 296 is located within the slider 280 above the transverse wall 290.
  • the piston 296 is provided with an axial shaft 298 to guide spring 302 which bi­ases the piston 296 away from the transverse wall 290.
  • the lower circumferential portion of the piston 296 has substantially the same diameter as the inside of the slider 280 within which it can be reciprocated.
  • the upper circumferential portion of the piston 296 is relieved to form a raceway 304.
  • a plurality of balls 306, which may, for example, be ball bearings, is positioned in the series of radial ports 294.
  • the balls 306 have a diameter greater than the wall thickness of the slider 280 so that the balls 306 extend into the raceway 272 and lock the slider 280 and the unitary slave piston and crosshead 258 together.
  • Fig. 1B illustrates the mechanism of Fig. 1A during the retarding mode of operation wherein the exhaust valves have been disabled by unlocking the slider 280 from the unitary slave piston and crosshead 258. It will be appreciated from Fig. 1B that when the exhaust valves have been disabled by this mechanism the exhaust valve springs have, in effect been removed from the remainder of the exhaust valve train. If the slave piston return spring 292 exerts insufficient force to avoid play in the valve train and maintain contact among the rocker arm, pushtube, cam follower and cam, a supplemental spring mechanism may be provided.
  • an alternative exhaust valve dis­abling mechanism may be used in place of the rocker arm adjusting screw and locknut.
  • Fig. 2A shows such a mechanism during the powering mode of engine operation wherein it performs the fun­ction of the adjusting screw.
  • Fig. 2B shows the same mechanism during the retarding mode of engine opera­tion wherein it disables the rocker arm 50 and, there­fore, the exhaust valves.
  • Point 308 represents the point about which rocker arm 50 pivots when actuated by the pushtube 52.
  • the mecha­nism comprises a tubular adjusting screw 310 which replaces the solid adjusting screw and which is locked in its adjusted position by locknut 312.
  • the tubular adjusting screw is provided with three concentric bo­res.
  • a large bore 314 extends a short distance from the pushtube end of the adjusting screw 310.
  • An inter­mediate bore 316 extends from the large bore 316 sub­stantially to the top of the adjusting screw 310.
  • a small bore 318 extends through the top of the adjus­ting screw 310.
  • a sloping shoulder 320 is formed bet­ween the large bore 314 and the intermediate bore 316 while a horizontal shoulder 322 is formed between the intermediate bore 316 and the small bore 318.
  • a drive pin 324 is positioned within the adjusting screw 310.
  • the maximum diameter of the drive pin 324 is slightly less than the diameter of the intermediate bore 316 to permit reciprocation of the drive pin 324 relative to the adjusting screw 310.
  • One end of the drive pin 324 is adapted to mate with, and be driven by, the pushtube 52.
  • a snap ring 326 limits the down­ ward (as shown in Figs. 2A and 2B) movement of the drive pin 324 relative to the adjusting screw 310.
  • the upper portion of the drive pin 324 has an outside diameter 328 which is slightly smaller than the small bore 318 of the adjusting screw 310 so as to permit relative reciprocation of the drive pin and adjusting screw 310.
  • a shoulder 330 is defined by the diameter 328 of the upper portion of the drive pin 324 and the maximum diameter of the drive pin.
  • a compression spring 332 is located within the adjusting screw 310 between shoulders 322 and 330 so as to bias the drive pin 324 downwardly (as shown in Figs. 2A and 2B) relative to the adjusting screw 310.
  • a plurality of ports 334 are disposed around the circumference of the drive pin 324 in the region of its largest diameter. The ports 334 are directed angularly downwardly (as shown in Figs. 2A and 2B) from the outside of the drive pin 324 toward the axis of the drive pin.
  • a stepped cavity 336 is formed within the drive pin 324.
  • the largest diameter 338 of the stepped cavity 336 communicates at its upper region with the plurality of ports 334, and with an intermediate diameter 340 through a sloping shoulder 342.
  • the intermediate diameter 340 terminates at a shoulder 344 while a smaller diameter section 346 extends from the shoulder 344 through the top of the drive pin 324.
  • a stepped actuator pin 348 is mounted for reciproca­ting motion with respect to the drive pin 324 and in­cludes a large diameter section 350, an intermediate diameter section 352 and a small diameter section 354.
  • a sloping shoulder 356 joins the larger diameter sec­tion 350 and the intermediate diameter section 352 while a horizontal shoulder 358 is located between the intermediate and small diameter sections of the actuator pin 348.
  • the actuator pin 348 is biased toward its uppermost position by a com­pression spring 360 located within the cavity 336.
  • a ball 362 is located in each of the ports 334.
  • the balls 362 are larger in diameter than the wall thick­ness of the drive pin 324 in the region of the ports 334 so that when the actuator pin is in its uppermost position (as shown in Fig. 2B) the balls 362 extend outside the drive pin 324 and engage the shoulder 320 of the adjusting screw 310.
  • the sloping shoulder 320 cams the balls 362 inwardly so that the balls 362 rest, at least partially, on the sloping shoulder 356 of the actuator pin 348. In this position (Fig. 2B), the balls 362 clear the shoul­der 320 and the adjusting screw 310 is free to recipro­cate with respect to the drive pin 324 so that no move­ment is imparted to pushtube 52.
  • Point 364 (Fig. 2B) represents the maximum upward ex­cursion of the drive pin 324 as a result of the upward movement of the exhaust valve pushtube 52.
  • the distance 366 (Fig. 2B) represents a clearance (which should be a minimum off abourt 0.100 ⁇ ) between point 364 and the rest position of the master piston 66 ⁇ (or 224).
  • the master piston 66 ⁇ (or 224) is biased toward its rest position by the leaf spring 120 ⁇ (or 236).
  • the hydraulic circuit will be pressurized by the low pressure pump and the master piston 66 ⁇ will be driven downwardly (as viewed in Figs. 2A and 2B) until it contacts the end of the drive pin 324 against the bias of leaf spring 120 ⁇ and compression spring 360.
  • the motion of the pushtube 52 will be transmitted through the drive pin 324 to the master piston 66 ⁇ but the rocker arm 50 will remain at rest since the drive pin 324 will be disengaged from the adjusting screw 310.
  • the bias of compression spring 332 will maintain the rocker arm 50 in contact with the exhaust valve crosshead (not shown). It will be seen, therefore, that the exhaust valves are auto­matically disabled by the mechanism of Fig. 2A and 2B whenever the engine retarder is switched on.
  • Figs. 3A and 3B illustrate a mechanism which is very similar to the mechanism shown in Figs. 2A and 2B but which is designed to delay but not entirely disable the motion of the intake valve.
  • parts which are common to both mecha­nisms carry the same designators. It will be under­stood, however, that the rocker arm 232 is an intake valve rocker arm, the pushtube 228 is an intake valve pushtube and the master piston 224 is located in align­ment with the intake valve pushtube 228 within a mas­ter cylinder 226 located in the retarder housing.
  • Figs. 3A and 3B are intended principally to provide the intake valve delay, it will be appreciated that this mechanism may be used whenever a delay in the intake or exhaust valve motion is re­quired. Similarly, the mechanism of Figs. 2A and 2B may be used whenever the intake or exhaust valves are required to be disabled.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
EP88111487A 1985-08-09 1986-05-26 Abschaltbare Ventilsteuervorrichtung Expired - Lifetime EP0302288B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP88111487A EP0302288B1 (de) 1985-08-09 1986-05-26 Abschaltbare Ventilsteuervorrichtung
AT88111487T ATE61080T1 (de) 1985-08-09 1986-05-26 Abschaltbare ventilsteuervorrichtung.

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US763962 1985-08-09
US06/763,962 US4592319A (en) 1985-08-09 1985-08-09 Engine retarding method and apparatus
EP88111487A EP0302288B1 (de) 1985-08-09 1986-05-26 Abschaltbare Ventilsteuervorrichtung

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP86107117.3 Division 1986-05-26

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP90110325A Division EP0396154B1 (de) 1985-08-09 1986-05-26 Vorrichtung für die Ausschaltung eines Ventils einer Brennkraftmaschine
EP90110325.9 Division-Into 1990-05-31

Publications (2)

Publication Number Publication Date
EP0302288A1 true EP0302288A1 (de) 1989-02-08
EP0302288B1 EP0302288B1 (de) 1991-02-27

Family

ID=67138978

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88111487A Expired - Lifetime EP0302288B1 (de) 1985-08-09 1986-05-26 Abschaltbare Ventilsteuervorrichtung

Country Status (2)

Country Link
EP (1) EP0302288B1 (de)
AT (1) ATE61080T1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2354551A (en) * 1999-09-22 2001-03-28 Mack Trucks Two-cycle compression braking in a four-stroke i.c. engine using hydraulic lash adjustment
WO2008116704A1 (de) * 2007-03-23 2008-10-02 Schaeffler Kg Ventiltrieb einer brennkraftmaschine mit einem deaktivierbaren tellerhubventil
WO2008116703A1 (de) * 2007-03-23 2008-10-02 Schaeffler Kg Ventiltrieb einer brennkraftmaschine
WO2008116711A1 (de) * 2007-03-24 2008-10-02 Schaeffler Kg Brennkraftmaschine mit motorbremse

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3220392A (en) * 1962-06-04 1965-11-30 Clessie L Cummins Vehicle engine braking and fuel control system
EP0037269A1 (de) * 1980-03-28 1981-10-07 Engine Control Industries Ltd. Zylinder-Abschaltsystem für Brennkraftmaschinen
US4411229A (en) * 1981-02-09 1983-10-25 Mile-Age Research Corporation Cylinder deactivation device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3220392A (en) * 1962-06-04 1965-11-30 Clessie L Cummins Vehicle engine braking and fuel control system
EP0037269A1 (de) * 1980-03-28 1981-10-07 Engine Control Industries Ltd. Zylinder-Abschaltsystem für Brennkraftmaschinen
US4411229A (en) * 1981-02-09 1983-10-25 Mile-Age Research Corporation Cylinder deactivation device

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2354551A (en) * 1999-09-22 2001-03-28 Mack Trucks Two-cycle compression braking in a four-stroke i.c. engine using hydraulic lash adjustment
US6293248B1 (en) 1999-09-22 2001-09-25 Mack Trucks, Inc. Two-cycle compression braking on a four stroke engine using hydraulic lash adjustment
GB2354551B (en) * 1999-09-22 2003-12-03 Mack Trucks Two-cycle compression braking on a four stroke engine using hydraulic lash adjustment
WO2008116704A1 (de) * 2007-03-23 2008-10-02 Schaeffler Kg Ventiltrieb einer brennkraftmaschine mit einem deaktivierbaren tellerhubventil
WO2008116703A1 (de) * 2007-03-23 2008-10-02 Schaeffler Kg Ventiltrieb einer brennkraftmaschine
US8056520B2 (en) 2007-03-23 2011-11-15 Schaeffler Kg Valve drive of an internal combustion engine
WO2008116711A1 (de) * 2007-03-24 2008-10-02 Schaeffler Kg Brennkraftmaschine mit motorbremse

Also Published As

Publication number Publication date
ATE61080T1 (de) 1991-03-15
EP0302288B1 (de) 1991-02-27

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