EP4043702A1 - Ein system zum betreiben einer zylinderventilbaugruppe für einen verbrennungsmotor - Google Patents

Ein system zum betreiben einer zylinderventilbaugruppe für einen verbrennungsmotor Download PDF

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Publication number
EP4043702A1
EP4043702A1 EP22155573.3A EP22155573A EP4043702A1 EP 4043702 A1 EP4043702 A1 EP 4043702A1 EP 22155573 A EP22155573 A EP 22155573A EP 4043702 A1 EP4043702 A1 EP 4043702A1
Authority
EP
European Patent Office
Prior art keywords
locking element
seat
condition
rocker arm
valve assembly
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.)
Pending
Application number
EP22155573.3A
Other languages
English (en)
French (fr)
Inventor
Harald Fessler
Mathias Binder
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.)
FPT Motorenforschung AG
Original Assignee
FPT Motorenforschung AG
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
Application filed by FPT Motorenforschung AG filed Critical FPT Motorenforschung AG
Publication of EP4043702A1 publication Critical patent/EP4043702A1/de
Pending 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • 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
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • 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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2411—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the valve stem and rocker arm
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • F01L13/0005—Deactivating valves
    • 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
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L2001/2444—Details relating to the hydraulic feeding circuit, e.g. lifter oil manifold assembly [LOMA]
    • 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
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F01L2001/467—Lost motion springs
    • 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
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication
    • 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
    • F02D13/06—Cutting-out cylinders

Definitions

  • the present invention relates to an auxiliary valve motion employing disablement of main Valve events, in particular in the field of large displacement internal combustion engines for trucks and work vehicles.
  • Cylinder deactivation is an efficient measure to realise thermal management and improve fuel consumption at low loads.
  • CDA is realised by deactivating the valve lifts and fuelling of some or all cylinders.
  • HLA hydraulic lash adjusting
  • Efficient engine braking systems require also the deactivation of the valve lift profiles implemented for fired operation.
  • the deactivation of the valve lift profiles is usually not crank angle synchronised per cylinder, which means the valve can close from any position. This can lead to extreme seating velocities and engine durability problems.
  • US2014251266 discloses a deactivation mechanism disposed within a main valve train capable to disable conveyance of main valve events from a main valve motion source to a valve via the main valve train.
  • a rocker arm is arranged to swing over a rocker shaft.
  • This shaft is provided with an oil passage to supply a rocker arm duct in any rocker arm positions.
  • the rocker arm duct supplies a lost motion assembly arranged on the bridge of two exhaust valves.
  • the lost motion assembly includes an outer plunger arranged in a valve bridge opening/casing and arranged to be pushed downwards by the rocker arm through an inner plunger, arranged in a bore of the outer plunger.
  • the outer plunger has a side opening extending through the outer plunger wall for receiving a wedge lock pin or ball.
  • the inner plunger includes one or more recesses shaped to securely receive the one or more wedge lock pins or ball when the inner plunger is pushed downward against an inner plunger spring IPS interposed between the bottom of the bore of the outer plunger and the inner plunger.
  • the central opening of the valve bridge also includes one or more recesses for receiving the one or more wedge lock pins or ball in a manner that permits the wedge lock pins or ball to lock the outer plunger and the exhaust valve bridge together, as shown in figure 1 .
  • the outer plunger spring may bias the outer plunger upward in the central opening of the valve bridge.
  • the inner plunger spring may bias the inner plunger upward in outer plunger bore.
  • valve actuation motion applied by the lost motion assembly does not move the valve bridge body downward to actuate the exhaust valves. Instead, this downward motion causes the outer plunger to slide downward within the central opening of the valve bridge body against the bias of the outer plunger spring, whose bias force is less relevant than the exhaust valve springs one.
  • the hydraulic oil can be pressurized while the hump of the cam is forcing the rocker arm to push the lost motion assembly with the result that valves are immediately closed impacting against their seats. Means, the valves close uncontrolled starting from any valve lift, which can cause very high seating velocities.
  • a solution to avoid this problem is to synchronize the pressurization of the oil in such a way to disconnect the outer plunger from valve bridge only when the rocker arm is in released condition, namely when it is contacting the base circumference of the cam corresponding to no valve lift, namely, valve closed.
  • This synchronization should be carried independently for each of the deactivated/braked cylinders.
  • the main object of the present invention to provide an auxiliary valve motions employing disablement of main valve events, which overcomes the above problems/drawbacks.
  • the scope of the present invention is to design a system with an intrinsic mechanical fail-safe cylinder deactivation system, which does on depend any kind of synchronization and prevents high valve seating velocities.
  • the basic idea of the present idea is to cause the sliding of the "locking element" through oil pressure.
  • an oil duct which communicate the recess in the body of the valve bridge with the bore of the outer plunger.
  • cut forces generate friction forces which oppose the sliding of the locking element, therefore, the disconnection of the outer plunger from the valve bridge body is permitted only when the rocker arm is in released condition.
  • the present invention does not find application only in the solution disclosed in US2014251266 , but in any application where the lost motion assembly implements a latch pin corresponding to the locking element of the present invention.
  • the solution is based on the pressurization of a latch pin seat which forces the pin to unlock the reciprocal movement of two components and the conformation of the pin itself such that
  • second element does not imply the presence of a "first element”, first, second, etc.. are used only for improving the clarity of the description and they should not be interpreted in a limiting way.
  • Figure 2 discloses a preferred embodiment of the invention.
  • the valve bridge VB and the lost motion assembly LMA while the remaining components, such as, rocker arm, camshaft, adjusting screw can be similar to those disclosed in US2014251266 and in general are not relevant for the understanding of the present invention.
  • valve stems VS are only partially disclosed because they are not relevant.
  • valve assembly VAS the set of valve bridge and/or the valve(s) are labelled as valve assembly VAS.
  • the lost motion assembly LMA includes an outer plunger OP and an inner plunger IP arranged inside a bore in the outer plunger, such that the inner plunger can slide in the bore according to the X axis.
  • the rocker arm (not disclosed in figure 2 ) exerts its action, pushing downwards the swivel foot SFO arranged on the top of the outer plunger OP.
  • the inner plunger is encapsulated in the outer plunger and the swivel foot, which closes the outer plunger as a plug or cap.
  • a first duct is disposed to permit pressurized oil to reach the inner bore, so as to push downwards the inner plunger IP against its bias spring IPS.
  • the inner plunger IP is provided with at least a recess IPR and the outer plunger has a passing through opening where a locking element LE is arranged and capable to slide transversally with respect to the X axis.
  • the outer plunge differently from US2014251266 , includes a lateral duct LD communicating the inner bore of the outer plunger with at least one seat LES of the locking element LE defined in the valve bridge body. This lateral duct is arranged to pressurize the locking element seat in such a way to force the locking element to leave its seat by disengaging the outer plunger from the valve bridge.
  • the locking element LE has the shape of prism, such as a cylinder or a parallepiped, or the like and the end walls EW of the locking element(S) seat LES are substantially transversal to the sliding axis.
  • figures 3 and 4 are disclosed two opposite conditions: according to figure 3 the locking element LE contacts the end wall EW while, according to figure 4 the locking element is in an intermediate condition with respect to the opposite walls leading LW and end wall EW.
  • the first situation, on figure 3 is typical while the rocker arm pushes the swivel foot SF, thus the outer plunger spring OPS is compressed, and the locking element LE contacts the end wall EW transferring the rocker arm force from the outer plunger to the valve bridge.
  • the second situation, on figure 4 is typical while the rocker arm is released and the spring OPS is expanded pushing upwards the outer plunger, and the locking element is substantially free to move in case the inner plunger is depressed.
  • FIGS 3 and 4 disclose also the force exchanged in both the situations with the following labels:
  • Figures 2 and 4 disclose different embodiments of the lateral duct LD: according to the solution of figure 2 , the lateral duct is always connected with the seat LES and the pressurized oil is free to reach the seat as the lost motion assembly is pressurized.
  • figure 5 discloses a lateral duct with its outflow arranged between the locking element and outer plunger spring such that the outflow communicate with the seat LS only when the spring OPS is expanded.
  • the wedge angle of the lock pin of US2014251266 is about 45°, thus the reciprocal contact of the wedge with the seat in the valve bridge develops a sliding force that here cannot be developed due to the transversal orientation of the contacting faces of the locking element and of the end wall EW with respect to the X axis.
  • the inner plunger Under the force of the inner plunger spring IPS moves upwards and its recess IPR is shaped to force locking element to slide in the locking condition. Therefore, while the locking motion, towards the locking condition of the locking element, is caused by a mechanical interference, the unlocking motion, towards the unlocking condition of the locking element is essentially caused by the pressure.
  • the system of the present invention includes
  • the inner plunger is completely optional, indeed, the return of the locking element in the locking condition can be achieved by a return spring RS which directly pushes the locking element outside the outer plunger towards the seat in the valve bridge.
  • a return spring pushes a couple of locking elements.
  • the cavity inside the outer plunger, where the return spring and the recesses are defined is isolated from the oil ducts LD in order to avoid pressurization of the cavity itself with a consequent generation of an additional pressure force directed as the return spring action.
  • the lost motion assembly switches in the lost condition only when the rocker arm is released, this means that there is no risk for a sudden and uncontrolled closing of the valves.
  • Figure 5 discloses a slightly different solution with respect to the one of figure 2 .
  • the seat has an end wall EW and a leading wall LW opposite to the end wall, such that the locking element contacts the end wall when the rocker arm is in active condition and contacts the leading wall when the rocker arm is in released condition, due to the spring OPS interposed between the outer plunger and the valve bridge VB.
  • the seat and the locking element are configured to define a play between the locking element and the end and leading walls and wherein the lateral duct LD is arranged in the outer plunger in such a way to communicate with the seat only when the rocker arm is released and the locking element contacts the leading wall LW.
  • the seat LES can include a ramp portion or any possible distancing element arranged to assure a certain clearance between the locking element and the side wall of the seat, so that at the pressurization of the seat, the locking element is ready to be pushed towards the inner plunger recess.
  • said seat LES and said locking element (s) are shaped such that an action exerted on the outer plunger according to said direction X transversal to the locking element movement causes a force interaction between the recess and locking element which is circa parallel to said direction X transversal to the locking element movement. Therefore, no inward movement toward the unlocking condition can be caused by the interaction of the seat LES and the locking element LE. On the contrary, only the pressurization of the duct produces the release.
  • the inner plunger is arranged to close said first duct (LD) when the locking element is in said unlocking condition, such that a pressurization first aims to lower the inner plunger and then to pressurize the first duct (LD).
  • This succession of movements it particularly beneficial because the pressurization force is exerted to win first the frictions to lower the inner plunger and then to move the locking elements in the unlocked condition within the recess of the inner plunger.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP22155573.3A 2021-02-10 2022-02-08 Ein system zum betreiben einer zylinderventilbaugruppe für einen verbrennungsmotor Pending EP4043702A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT102021000002960A IT202100002960A1 (it) 2021-02-10 2021-02-10 Un sistema per operare un gruppo valvola di un cilindro di un motore a combustione interna

Publications (1)

Publication Number Publication Date
EP4043702A1 true EP4043702A1 (de) 2022-08-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22155573.3A Pending EP4043702A1 (de) 2021-02-10 2022-02-08 Ein system zum betreiben einer zylinderventilbaugruppe für einen verbrennungsmotor

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Country Link
EP (1) EP4043702A1 (de)
IT (1) IT202100002960A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022200993A1 (de) 2022-01-31 2023-08-03 Mahle International Gmbh Schaltbrücke für einen Ventiltrieb einer Brennkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140251266A1 (en) 2011-07-27 2014-09-11 Jacobs Vehicle Systems, Inc. Auxiliary Valve Motions Employing Disablement of Main Valve Events and/or Coupling of Adjacent Rocker Arms
US9790824B2 (en) * 2010-07-27 2017-10-17 Jacobs Vehicle Systems, Inc. Lost motion valve actuation systems with locking elements including wedge locking elements
US20200182097A1 (en) * 2018-12-07 2020-06-11 Jacobs Vehicle Systems, Inc. Valve actuation system comprising two rocker arms and a collapsing mechanism
US10851682B2 (en) * 2018-06-29 2020-12-01 Jacobs Vehicle Systems, Inc. Engine valve actuation systems with lost motion valve train components, including collapsing valve bridges with locking pins

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9790824B2 (en) * 2010-07-27 2017-10-17 Jacobs Vehicle Systems, Inc. Lost motion valve actuation systems with locking elements including wedge locking elements
US20140251266A1 (en) 2011-07-27 2014-09-11 Jacobs Vehicle Systems, Inc. Auxiliary Valve Motions Employing Disablement of Main Valve Events and/or Coupling of Adjacent Rocker Arms
US10851682B2 (en) * 2018-06-29 2020-12-01 Jacobs Vehicle Systems, Inc. Engine valve actuation systems with lost motion valve train components, including collapsing valve bridges with locking pins
US20200182097A1 (en) * 2018-12-07 2020-06-11 Jacobs Vehicle Systems, Inc. Valve actuation system comprising two rocker arms and a collapsing mechanism

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022200993A1 (de) 2022-01-31 2023-08-03 Mahle International Gmbh Schaltbrücke für einen Ventiltrieb einer Brennkraftmaschine

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IT202100002960A1 (it) 2022-08-10

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