| Lifter oil manifold assembly for v-type engines -> Monitor Keywords |
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Lifter oil manifold assembly for v-type enginesRelated Patent Categories: Internal-combustion Engines, Poppet Valve Operating Mechanism, Hydraulic SystemLifter oil manifold assembly for v-type engines description/claimsThe Patent Description & Claims data below is from USPTO Patent Application 20060075980, Lifter oil manifold assembly for v-type engines. Brief Patent Description - Full Patent Description - Patent Application Claims
BACKGROUND [0001] The present invention relates to internal combustion engines and lifter oil manifold assemblies therein, which are particularly adapted for use with V-type engines. [0002] Internal combustion engines are well known. Such an engine may include a plurality of combustion cylinders, each containing a reciprocable piston connected to a common crankshaft by a connecting rod. In so-called "four-stroke" or "four-cycle" engines, each cylinder is generally provided with one or more intake valves for admitting a fuel/air mixture to the cylinder, and one or more exhaust valves for exhausting burned mixture from the cylinder. A spark plug extending into each cylinder generally ignites the compressed fuel/air mixture at a predetermined time relative to the rotary position of the crankshaft. Typically, the intake valves are actuated by an intake camshaft that is operatively coupled to the crankshaft and that has a plurality of cam lobes radially disposed at varying predetermined angles to cause the intake valves to open and close at the proper preselected times during the rotation of the crankshaft. The exhaust valves are similarly controlled by an exhaust camshaft. In some engines, the intake and exhaust cam lobes are provided on a single, common camshaft. [0003] In an overhead valve engine, the valves may be directly actuated by camshafts disposed on an engine head, or the camshaft(s) may be disposed within the engine block and may actuate the valves via a valve train wherein the valve train includes valve lifters, pushrods, and rocker arms. In V-style engines, alternate cylinders are typically disposed at an included central angle from the crankshaft bearing axis such that even-numbered cylinders are grouped into a first cylinder bank and odd-numbered cylinders are grouped into a second cylinder bank. According to this engine style, a single camshaft disposed within the engine block may actuate all the valves in both cylinder banks. The longitudinal depression between the banks of a V-style engine, and below the intake manifold, is known in the engine design and manufacturing arts as the engine "valley" or "V-valley." [0004] In many traditional four-stroke internal combustion engines, the mutual relationships of the crankshaft, camshaft, and valves are mechanically fixed. That is, the valves are identically, and fully opened and closed with every two revolutions of the crankshaft. This identical and full opening and closing of the valves results in fuel/air mixture being drawn into each cylinder in a predetermined sequence, ignited by the spark plug, with the burned residue being discharged thereafter. This sequence generally occurs irrespective of the rotational speed of the engine or the load being placed on the engine at any given time. [0005] It is well known that for much of the operating life of a multiple-cylinder engine, however, the load might be met by a functionally smaller engine having fewer firing cylinders, and that at low-demand times, fuel efficiency might be improved if one or more cylinders of a larger engine could be withdrawn from firing service. This can be accomplished by deactivating the valve train leading to preselected cylinders in any of various ways, such as by providing special valve lifters having internal locks that may be optionally switched on and off, either electrically or hydraulically. Such switching can be conveniently performed via a hydraulic manifold that utilizes electric solenoid control valves to selectively pass oil to the lifters on command from an engine control module (ECM). Such a manifold is referred to in the art as a lifter oil manifold assembly (LOMA). As described in U.S. Pat. No. 6,439,176, it is well known to position a LOMA within the V-valley of a V-type engine such that the solenoid control valves therein are vertically interposed within the V-valley. [0006] Such traditional positioning of LOMAs within V-type engines is problematic, however, as industry requirements demand increasingly tighter packaging of engine assemblies. For example, when engine assemblies having reduced height profiles are needed, or when assemblies include additional components, which operate to increase the existing height profiles, the vertical height requirements imposed by the solenoid control valves within LOMAs limit engine design flexibility in this regard. [0007] One situation that challenges designers in this regard is the integration of balance shafts within V-type engine assemblies. Balance shafts are commonly used to reduce or cancel shaking forces and/or vibrations that result from residual imbalances inherent in the design architecture of machinery having rotating parts or mechanisms, such as, for example, motors. These balance shafts are sometimes referred to as "counterbalance" shafts. In internal combustion engines, balance shafts operate to absorb inertia forces and unbalanced moments of inertia in each of the engine cylinders so that vibration of the internal combustion engine can be sufficiently reduced. In certain V-type engines, a single engine balance shaft is positioned within the valley (i.e., in the "V-valley") of the engine. The room or space for placement of such balance shafts in engines, however, is typically small or limited, particularly due to the fact that balance shafts usually are constrained to operate within specified radii, whether to clear mating parts or to enable installation. When the engine comprises a V-type engine, space constraints often pose an even greater challenge to engine designers. This challenge has often forced the difficult decision as to whether a balance shaft or a LOMA should be located in the V-valley, as past attempts to effectively integrate both components into the V-valley of V-type engines has proven difficult. [0008] It is thus desirable to minimize the overall packaging space required in engine assemblies employing LOMAs. It is particularly desirable to minimize the overall packaging space in such assemblies employing a balance shaft in the V-valley. The disclosed apparatus and associated method overcomes the disadvantages in the prior art engine designing. SUMMARY [0009] The disclosed apparatus and associated method advantageously makes possible positioning of both a balance shaft and a lifter oil manifold assembly (LOMA) within the V-valley of V-type engines. According to one embodiment, a multiple-cylinder internal combustion engine comprising hydraulically-operable deactivation valve lifters comprises a LOMA including a plurality of solenoid control valves operable for activation and deactivation of lifters associated with one or more of the cylinders. The engine further comprises an engine block comprising a V-valley in which the LOMA is mounted. In this embodiment, longitudinal axes of the plurality of solenoid control valves are positioned essentially perpendicular to a vertical axis centrally extending from an angle formed by the V-valley of the engine block. Positioning of the LOMA in this manner provides a beneficial decrease in vertical height requirements of V-type engines in which they are incorporated. [0010] While a balance shaft need not also be included within the V-valley according to the disclosed apparatus for beneficial advantages to be realized, according to an exemplary V-type engine of the present disclosed apparatus, V-valley therein not only comprises a LOMA, but also includes a balance shaft. According to this embodiment, a multiple-cylinder internal combustion engine comprises hydraulically-operable deactivation valve lifters, a LOMA comprising a plurality of solenoid control valves operable for activation and deactivation of lifters associated with one or more of the cylinders, an engine block comprising a V-valley in which the LOMA is mounted, and a balance shaft positioned within the V-valley between the engine block and the lifter oil manifold assembly. Further variations and details of the disclosed apparatus are described below. [0011] During operation, LOMAs of the invention provide for selective modification of number of firing cylinders in multiple-cylinder internal combustion engines. Thus, the invention not only provides for design efficiencies, but also provides for more efficient engine operation. According to an exemplary method of the invention, a LOMA of the invention is provided in V-valley of an engine block for selectively activating and deactivating the hydraulically-operable deactivation valve lifters associated with one or more of the cylinders of the engine. One or more solenoid control valves of the LOMA are selectively energized to distribute pressurized oil thereto. In this manner, pressurized oil is selectively directed to the hydraulically-operable deactivation valve lifters. The number of firing cylinders is reduced accordingly. When an increase in the number of firing cylinders is desired, the solenoid control valves are selectively de-energized to redirect oil from the hydraulically-operable deactivation valve lifters in order to increase the number of firing cylinders. Further details of the invention are described below. BRIEF DESCRIPTION OF THE DRAWINGS [0012] FIG. 1 is a schematic drawing of a prior art oil system for an internal combustion engine showing the relationship in operation of a valve deactivation control system with a pressurized oil system. [0013] FIG. 2 is an exploded isometric view from above of a prior art lifter oil manifold assembly (LOMA). [0014] FIG. 3 is an exploded isometric view from the side of a V-type engine of the disclosed apparatus with a LOMA horizontally disposed in V-valley. [0015] FIG. 4 is a schematic cross-sectional view of a V-type engine of the disclosed apparatus with a LOMA horizontally disposed in the V-valley, with an adjacent balance shaft. [0016] FIG. 5 is partially cut out of a LOMA, illustrating positioning of a solenoid control valve within surrounding housing. [0017] FIG. 6 is an exploded perspective view of the partially cut out LOMA of FIG. 5. [0018] FIG. 7 is an exploded perspective view of a LOMA of the disclosed apparatus, wherein the LOMA has five solenoid control valves therein. DETAILED DESCRIPTION [0019] Referring to FIG. 1, engine oil circuits for an internal combustion engine are generally provided with a valve deactivation control circuit, schematically shown in FIG. 1. While only a single control valve and lifter are shown in the schematic of FIG. 1, it should be understood that valve deactivation is generally useful in multiple-cylinder engines for selectively reducing the number of combusting cylinders. [0020] In FIG. 1, an oil pump 10 feeds oil from sump 12 to a juncture 14 where the flow of oil is split three ways. A first flow portion 16 provides conventional general lubrication to the engine. A second flow portion 18 provides oil conventionally to the hydraulic valve lifters 20, which also comprise valve deactivation lifters. A third flow portion 22 provides oil to a valve deactivation control system 24. An optional pressure relief valve 26 facilitates maintenance of oil pressure in control system 24 at a predetermined maximum level. Oil flowing to the valve deactivation control system 24 is filtered by strainer 28 and is then supplied to a solenoid control valve 30, wherein it is either diverted to the sump 12 if the control valve 30 is not energized, or diverted to the deactivation lifters 20 if the control valve 30 is energized, to cause the associated engine intake and exhaust valves to be deactivated. An engine control module (ECM) 32 receives input signals 33 from a pressure transducer 34 in the control system 24 and integrates such input signals 33 (using a predetermined algorithm) with other input operating data, such as oil temperature and engine speed, to provide output signals 36 directing the control valve 30 to energize or de-energize, as appropriate under the circumstances. Continue reading about Lifter oil manifold assembly for v-type engines... Full patent description for Lifter oil manifold assembly for v-type engines Brief Patent Description - Full Patent Description - Patent Application Claims Click on the above for other options relating to this Lifter oil manifold assembly for v-type engines patent application. ###  How KEYWORD MONITOR works... a FREE service from FreshPatents1. Sign up (takes 30 seconds). 2. Fill in the keywords to be monitored. 3. Each week you receive an email with patent applications related to your keywords. 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