WO2018031023A1 - Décompression à double mécanisme pour moteur à combustion interne - Google Patents

Décompression à double mécanisme pour moteur à combustion interne Download PDF

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Publication number
WO2018031023A1
WO2018031023A1 PCT/US2016/046606 US2016046606W WO2018031023A1 WO 2018031023 A1 WO2018031023 A1 WO 2018031023A1 US 2016046606 W US2016046606 W US 2016046606W WO 2018031023 A1 WO2018031023 A1 WO 2018031023A1
Authority
WO
WIPO (PCT)
Prior art keywords
tab
intake
exhaust
pushrod
compression release
Prior art date
Application number
PCT/US2016/046606
Other languages
English (en)
Inventor
Gary Johnson
Matt Martinek
Brian Paul
Ryan Sullivan
Original Assignee
Briggs & Stratton Corporation
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 Briggs & Stratton Corporation filed Critical Briggs & Stratton Corporation
Priority to PCT/US2016/046606 priority Critical patent/WO2018031023A1/fr
Publication of WO2018031023A1 publication Critical patent/WO2018031023A1/fr

Links

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
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • 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
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • F01L13/085—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio the valve-gear having an auxiliary cam protruding from the main cam profile
    • 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
    • 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
    • F01L1/047—Camshafts
    • F01L2001/054—Camshafts in cylinder block
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/108—Centrifugal force

Definitions

  • the present invention relates generally to the field of internal combustion engines.
  • the present invention relates to compression release systems of internal combustion engines.
  • One embodiment of the invention relates to an internal combustion engine including an engine block including a first cylinder and a second cylinder arranged in a V- twin configuration.
  • the first cylinder includes a first cylinder head including a first intake valve and a first exhaust valve.
  • the second cylinder includes a second cylinder head including a second intake valve and a second exhaust valve.
  • a first piston is positioned within the first cylinder and configured to reciprocate within the first cylinder.
  • a second piston is positioned within the second cylinder and configured to reciprocate with the second cylinder.
  • the engine includes a crankshaft driven by the first piston and the second piston and configured to rotate about a crankshaft axis, a first intake pushrod, a first exhaust pushrod, a second intake pushrod, a second exhaust pushrod, and a camshaft driven by the crankshaft via a timing gear.
  • the camshaft includes a first intake cam configured to engage the first intake pushrod to open and close the first intake valve, a second intake cam configured to engage the second intake pushrod to open and close the second intake valve, a first exhaust cam configured to engage the first exhaust pushrod to open and close the first exhaust valve, a second exhaust cam configured to engage the second exhaust pushrod to open and close the second exhaust valve, a movable first compression release member comprising a first tab, and a movable second compression release member comprising a second tab.
  • the first tab is adjacent the first intake cam to engage the first intake pushrod and the second tab is adjacent the second exhaust cam to engage the second exhaust pushrod.
  • the camshaft includes an intake cam configured to engage with an intake pushrod to open and close the intake valve, an exhaust cam configured to engage with an exhaust pushrod to open and close the exhaust valve, and a movable compression release member comprising a tab.
  • the tab In a first position, the tab is adjacent to the intake cam to engage the intake pushrod and in a second position the tab is rotated away from the intake cam to disengage the intake pushrod.
  • FIG. 1 is a perspective view of an internal combustion engine, according to an exemplary embodiment.
  • FIG. 2 is a perspective view from below of the engine of FIG. 1, according to an exemplary embodiment.
  • FIG. 3 is a schematic view of an internal combustion engine, according to an exemplary embodiment.
  • FIG. 4 is a perspective view of a mechanical compression release system of the engine of FIG. 1, according to an exemplary embodiment.
  • FIG. 5 is a side view of the mechanical compression release system of FIG. 4 in an engaged position, according to an exemplary embodiment.
  • FIG. 5 A is a side view of the mechanical compression release system of FIG. 4 in an engaged position with the first cylinder tappets shown, according to an exemplary embodiment.
  • FIG. 5B is a side view of the mechanical compression release system of FIG. 4 in an engaged position with the second cylinder tappets shown, according to an exemplary embodiment.
  • FIG. 6 is a side view of the mechanical compression release system of FIG. 5 in a disengaged position, according to an exemplary embodiment.
  • FIG. 6A is a side view of the mechanical compression release system of FIG. 5 in a disengaged position with the first cylinder tappets shown, according to an exemplary embodiment.
  • FIG. 6B is a side view of the mechanical compression release system of FIG. 5 in a disengaged position with the second cylinder tappets shown, according to an exemplary embodiment.
  • FIG. 7 is a detailed view of the mechanical compression release system in the engaged position with a first cylinder tappet shown, according to an exemplary
  • Typical compression release systems use a compression release mechanism on only the exhaust side of the engine. It is desirable to provide a cost-effective way of accomplishing a user-friendly engine starting process and restricting the compression release mechanism to only the exhaust side can cause the machine, manufacture, and assembly of the mechanism to be costly. In particular, with engines of two or more cylinders, it may be beneficial to provide a compression release mechanism that is amenable to use with both the exhaust and intake tappets and valves to save a manufacturer assembly time and money. [0019] Referring to FIGS. 1-2, an internal combustion engine 100 is shown according to an exemplary embodiment.
  • the internal combustion engine 100 includes an engine block 105 having two cylinders 110 and 112, two cylinder heads 125 and 127, two pistons, and a crankshaft 104. Each piston reciprocates in a cylinder along a cylinder axis to drive the crankshaft 104.
  • the crankshaft 104 rotates about a crankshaft axis 107.
  • the crankshaft 104 is positioned in part within a sump or crankcase cover 116.
  • the engine 100 also includes a fuel system for supplying an air-fuel mixture to the cylinder (e.g., a carburetor, an electronic fuel injection system, a fuel direct injection system, etc.), a camshaft 130 for actuating intake and exhaust valves in the cylinder heads, a muffler, a flywheel, and a blower fan.
  • the engine 100 includes a blower housing 113 configured to direct cooling air over the engine block 105 and other components of the engine. The blower fan pulls air into the blower housing 113 through an air inlet 111.
  • the cylinder and cylinder axis may be oriented horizontally (i.e., a horizontal cylinder engine), vertically (i.e., a vertical cylinder engine), or at an angle (i.e., a slanted engine).
  • the engine may include one cylinder or two or more cylinders.
  • the internal combustion engine 100 may be used in outdoor power equipment, standby generators, portable jobsite equipment, or other appropriate uses.
  • Outdoor power equipment includes lawn mowers, riding tractors, snow throwers, pressure washers, portable generators, tillers, log splitters, zero-turn radius mowers, walk-behind mowers, riding mowers, industrial vehicles such as forklifts, utility vehicles, etc. Outdoor power equipment may, for example, use an internal combustion engine to drive an implement, such as a rotary blade of a lawn mower, a pump of a pressure washer, the auger a snow thrower, the alternator of a generator, and/or a drivetrain of the outdoor power equipment.
  • Portable jobsite equipment includes portable light towers, mobile industrial heaters, and portable light stands.
  • an internal combustion engine 100 including a mechanical compression release system 102 is shown according to an exemplary embodiment.
  • the engine 100 is shown to include an engine block 105 having a first cylinder 110, a piston 115, a cylinder head 125, a camshaft 130, and a crankshaft 104.
  • the piston 115 is shown to include an engine block 105 having a first cylinder 110, a piston 115, a cylinder head 125, a camshaft 130, and a crankshaft 104.
  • the piston 115 has a first cylinder 110, a piston 115, a cylinder head 125, a camshaft 130, and a crankshaft 104.
  • the engine 100 reciprocates in the first cylinder 110 to drive the crankshaft 104.
  • the engine 100 includes two cylinders arranged in a V-twin configuration.
  • the engine includes a single cylinder.
  • the engine includes two or more cylinders that can be arranged in different configurations (e.g., inline, horizontally opposed, etc.).
  • the engine 100 is vertically shafted, while in other embodiments, the engine is horizontally shafted.
  • the piston 115 is coupled to a crankshaft 104 with a connecting rod 135 to convert translation of the piston 115 to rotation of the crankshaft 104.
  • the engine 100 includes a camshaft 130 driven by a geared connection between a cam gear 145 and a timing gear coupled to the crankshaft 104.
  • the camshaft 130 rotates about a camshaft axis 132 (shown in FIG. 4).
  • the engine 100 includes pushrods 140 including tappets or cam followers 155 configured to engage the cams 150 as the camshaft 130 rotates. In some embodiments, the pushrods 140 can engage the cams 150 without use of the tappets 155.
  • the cams 150 are positioned at varying angular positions on the camshaft 130 such that the tappets 155 engaged with the cams 150 are varying distances away from the camshaft 130 at a singular point in time.
  • the cams 150 rotate with the rotation of the camshaft 130 such that the tappets 155 move between relatively nearer and further distances from the camshaft 130 during the combustion processes.
  • the tappets 155 drive push rods 140 to rotate
  • the first cylinder 110 includes a first intake port 165 in which the first intake valve 160 is positioned and a first exhaust port 175 in which the first exhaust valve 170 is positioned.
  • Valve seats 142, 144 are press fit to the first cylinder 110 around an aperture (e.g., opening) to each of the first intake port 165 and the first exhaust port 175.
  • a second cylinder 112 is included.
  • the second cylinder 112 includes a second intake port 195 in which a second intake valve 190 is positioned and a second exhaust port 185 in which a second exhaust valve 180 is positioned.
  • Valve seats 122, 124 are press fit to the cylinder 112 around an aperture (e.g., opening) to each of the second intake port 195 and the second exhaust port 185.
  • the cams 150 include a first intake cam 152, a second intake cam 154, a first exhaust cam 156, and a second exhaust cam 158.
  • the tappets 155 include a first intake tappet 162 engaging with the first intake cam 152, a second intake tappet 164 engaging with the second intake cam 154, a first exhaust tappet 166 engaging with the first exhaust cam 156, and a second exhaust tappet 168 engaging with the second exhaust cam 158.
  • the tappets 155 engage the corresponding cams 150 to open and close corresponding intake and exhaust valves on each of the cylinders 110, 112.
  • Each of the tappets 155 moves between an open position and a closed position. In an open position, each of the tappets 155 are configured to rotate individual rocker arms to open valves in each cylinder 110, 112. In a closed position, each of the tappets 155 are configured to rotate individual rocker arms to allow valves to close in each cylinder 110, 112.
  • the first intake tappet 162 is configured to rotate the first intake rocker arm 182 to open and close the first intake valve 160.
  • the second intake tappet 164 is configured to rotate the second intake rocker arm 194 to open and close the second intake valve 190.
  • the first exhaust tappet 166 is configured to rotate the first exhaust rocker arm 184 to open and close the first exhaust valve 170.
  • the second exhaust tappet 168 is configured to rotate the second exhaust rocker arm 192 to open and close the second exhaust valve 180.
  • a mechanical compression release system 102 is included with the engine 100.
  • the mechanical compression release system 102 includes a camshaft 130 with cams 150, tappets 155, a first compression release member 104, and a second compression release member 106.
  • the first and second compression release members 104, 106 are configured to allow a release of pressure within the respective cylinders 110, 112 during a starting process of the engine 100. This release of pressure allows a user to more easily start the engine 100.
  • the first and second compression release members 104, 106 move between an engaged position and a disengaged position.
  • the first and second compression release members 104, 106 are configured to each lift one of the tappets 155 slightly to, in turn, open either an intake or exhaust valve in each of the cylinders 110, 112 to release pressure within the cylinders 110, 112.
  • the engaged position is achieved during engine starting speeds (approximately 0 RPM-800
  • the centrifugal force of the camshaft 130 increases and forces the first and second compression release members 104, 106 to rotate away from the engaged position and into the disengaged position.
  • the first and second compression release members 104, 106 do not lift the tappets 155.
  • the tappets 155 engage with the cams 150 as during normal combustion processes of the engine 100.
  • the centrifugal forces of the camshaft 130 decrease and the first and second compression release members 104, 106 are configured to return to the engaged position, as shown in FIG. 3.
  • the first and second compression release members 104, 106 are each biased to the engaged position by a biasing member 138 (e.g., torsion spring, clock spring, clip).
  • the biasing member 138 is attached (e.g., linked, coupled, fastened) to a pin 139 (e.g., rod, fastener) attached and extending through the cam shaft 130 and through aperture 137 of the first compression release member 104 on each side of the cam shaft 130.
  • the pin 139 maintains the position of the aperture 137 of member 104 in substantially the same position along the cam shaft 130 during engine operation, while the first compression release member 104 rotates about the pin 139 moving the first tab 1 14 away from the first intake cam 152 when above engine starting speeds.
  • the spring constant of the biasing member 138 can be selected so as to achieve a rotation of the first compression release member 104 at an optimal time during the engine operation (e.g., approximately above 800 RPM).
  • the first compression release member 104 is otherwise biased to the engaged position.
  • the second compression release member 106 additionally uses the biasing member 138 and pin 139 arrangement.
  • the second compression release member 106 is biased using other types of biasing members (e.g., torsion spring, clock spring, clip).
  • the first and second compression release members 104, 106 are shown in the engaged position. As illustrated, the first compression release member 104 is positioned proximate the first intake cam 152. In other embodiments, the first compression release member 104 can be positioned proximate any other cam so as to engage a tappet to open a corresponding valve for compression release.
  • the first compression release member 104 includes a first tab 114 configured to extend above the first intake cam 152 by a first distance 134 in the engaged position.
  • the first compressions release member 104 further includes a base 131 (e.g., counterweight) and one or more legs 133 (e.g., side walls).
  • the base 131 and legs 133 form a rectangular shape surrounding the camshaft 130. In other embodiments, the member 104 is otherwise shaped.
  • the first tab 114 is positioned on the opposite side of the camshaft 130 from the base 131. As such, the first tab 114 is positioned such that during a starting process of the engine 100 (e.g., engine speeds up to 800 revolutions per minute (RPM)), the first tab 114 contacts the first intake tappet 162 as shown in FIG. 5A.
  • RPM revolutions per minute
  • the base 131 is configured to act as a counterweight such that when the engine 100 exceeds engine starting speeds (e.g., greater than 800 RPM), the tab 1 14 is rotated away from the first intake cam 152, while the base 131 rotates toward the first intake cam 152 as shown in FIGS. 6-6B.
  • engine starting speeds e.g., greater than 800 RPM
  • the second compression release member 106 includes a second tab 116 extending above the second exhaust cam 158 by a second distance 136 in the engaged position.
  • the second compression release member 106 is positioned proximate the second exhaust cam 158.
  • the second compression release member 106 can be positioned proximate any other cam so as to engage a tappet to open a corresponding valve for compression release.
  • the tappets 155 are not shown in FIG. 5 for purposes of clarity.
  • the first intake tappet 162 and first exhaust tappet 166 are shown, while the second intake tappet 164 and the second exhaust tappet 168 are omitted for sake of clarity.
  • the first tab 114 of the first compression release member 104 lifts the first intake tappet 162 away from the first intake cam 152 by the first distance 134 to open the first intake valve 160.
  • the first exhaust tappet 166 is engaged with the first exhaust cam 156, while the first intake tappet 162 is engaged with the first tab 114.
  • the first tab 114 is configured to rotate away from the first intake tappet 162 and the first intake tappet 162 will engage with the first intake cam 152 at that moment to proceed with normal operation of the first intake valve 160 during the combustion processes of the engine 100.
  • the second intake tappet 164 and the second exhaust tappet 168 are shown, while the first intake tappet 162 and the first exhaust tappet 166 are omitted for sake of clarity.
  • the second compression release member 106 lifts the second exhaust tappet 168 away from the second exhaust cam 158 by a second distance 136 to open the second exhaust valve 180.
  • the second intake tappet 164 is engaged with the second intake cam 154, while the second exhaust tappet 168 is engaged with the second tab 116.
  • the second tab 116 is configured to rotate away from the second exhaust tappet 168 and the second exhaust tappet 168 will engage with the second exhaust cam 158 at that moment to proceed with normal operation of the second exhaust valve 180 during the combustion processes of the engine 100.
  • first and second compression release members 104, 106 are shown in the disengaged position.
  • the first tab 114 of the first compression release member 104 rotates away from the first intake cam 152 and the second tab 116 of the second compression release member 106 rotates away from the second exhaust cam 158.
  • the first and second tabs 114, 116 move away from the respective cams 152, 158, the first and second compression release members 104, 106 move into a disengaged position.
  • the first intake tappet 162 and the first exhaust tappet 166 are shown, while the second intake tappet 164 and the second exhaust tappet 168 are omitted for sake of clarity.
  • the first compression release member 104 is rotated to a disengaged position such that the first tab 114 is not contacting (e.g., lifting) the first intake tappet 162 away from the first intake cam 152.
  • the first intake tappet 162 contacts the first intake cam 152 and normal operation of the first intake valve 160 occurs with the combustion processes of the engine 100.
  • the second intake tappet 164 and the second exhaust tappet 168 are shown, while the first intake tappet 162 and the first exhaust tappet 166 are omitted for sake of clarity.
  • the second compression release member 106 is rotated to a disengaged position such that the second tab 116 is not contacting (e.g., lifting) the second exhaust tappet 168 away from the second exhaust cam 158.
  • the second exhaust tappet 168 contacts the second exhaust cam 158 and normal operation of the second exhaust valve 180 occurs with the combustion processes of the engine 100.
  • the engine 100 includes only a single cylinder (e.g., first cylinder 110) and a single compression release member (e.g., the first
  • first compression release member 104 is positioned proximate the first intake cam 152. In other contemplated embodiments, the first compression release member 104 can be otherwise positioned, such as proximate the first exhaust cam 154.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un moteur à combustion interne comportant un bloc moteur avec un premier cylindre comprenant une première valve d'admission et une première valve d'échappement et des premières tiges de poussoir d'admission et d'échappement, et un second cylindre comprenant une seconde valve d'admission et une seconde valve d'échappement et des secondes tiges de poussoir d'admission et d'échappement, et un arbre à cames. L'arbre à cames comprend des cames configurées pour venir en prise avec des tiges de poussoir respectives pour ouvrir et fermer des valves respectives, un premier et un second élément de décompression mobile comprenant respectivement une première languette et une seconde languette. Dans une première position, la première languette et la seconde languette sont respectivement adjacentes à la première came d'admission et à la seconde came d'échappement, pour venir en prise avec la première tige de poussoir d'admission et la seconde tige de poussoir d'échappement. Dans une seconde position, la première languette et la seconde languette sont respectivement espacées de la première came d'admission et de la seconde came d'échappement, pour ne pas venir en prise avec la première tige de poussoir d'admission et la seconde tige de poussoir d'échappement.
PCT/US2016/046606 2016-08-11 2016-08-11 Décompression à double mécanisme pour moteur à combustion interne WO2018031023A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2016/046606 WO2018031023A1 (fr) 2016-08-11 2016-08-11 Décompression à double mécanisme pour moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2016/046606 WO2018031023A1 (fr) 2016-08-11 2016-08-11 Décompression à double mécanisme pour moteur à combustion interne

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WO2018031023A1 true WO2018031023A1 (fr) 2018-02-15

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4453507A (en) * 1981-11-25 1984-06-12 Briggs & Stratton Corporation Centrifugally responsive compression release mechanism
US5150674A (en) * 1991-05-21 1992-09-29 Briggs & Stratton Corporation Centrifugally responsive compressing release mechanism
US20040094110A1 (en) * 2002-11-15 2004-05-20 Wolf Burger Automatic decopmression device for valve-controlled internal combustion engines
US6895918B1 (en) * 2003-12-19 2005-05-24 Kawasaki Jukogyo Kabushiki Kaisha Decompression device of internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4453507A (en) * 1981-11-25 1984-06-12 Briggs & Stratton Corporation Centrifugally responsive compression release mechanism
US5150674A (en) * 1991-05-21 1992-09-29 Briggs & Stratton Corporation Centrifugally responsive compressing release mechanism
US20040094110A1 (en) * 2002-11-15 2004-05-20 Wolf Burger Automatic decopmression device for valve-controlled internal combustion engines
US6895918B1 (en) * 2003-12-19 2005-05-24 Kawasaki Jukogyo Kabushiki Kaisha Decompression device of internal combustion engine

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