Oil flow system for engine cylinder deactivation

Abstract

The present application relates to an oil flow system for engine cylinder deactivation, and provides a method and system for an engine oil system for a cylinder head. In one example, the engine oil system may include a first oil gallery and a second oil gallery fluidically coupled to each other via a plurality of oil chambers. Each oil chamber includes a plug, and one or more of the plugs may include a slot that is shaped to direct the flow of engine oil from a solenoid valve to a second oil gallery.

Description

Technical Field

[0001] The present description generally relates to methods and systems for controlling the flow of oil within a vehicle engine system. Background Art

[0002] Variable displacement engines typically employ a valve deactivation assembly that includes a rolling thumbwheel follower that can be switched from an enabled mode to a disabled mode. One method for enabling and deactivating a rolling thumbwheel follower (e.g., a rocker arm) includes utilizing an oil pressure-actuated locking pin disposed within an inner arm of the rolling thumbwheel follower. In the enabled mode, the locking pin engages the inner and outer arms together in a locked state to actuate movement of the outer arm via movement of the inner arm. The outer arm moves a poppet valve to control the entry or exhaust of gases from a combustion chamber. In the disabled mode, the inner arm is disengaged from the outer arm in an unlocked state, and movement of the inner arm is not transferred to the outer arm and the poppet valve, resulting in lost motion.

[0003] As is common in the valve deactivator art, a mode shift from a locked state to an unlocked state (or vice versa) occurs only when the roller follower engages the base circle portion of the cam. This ensures that the mode change occurs when the valve deactivator assembly (and more specifically the locking mechanism) is not under load. Due to the high rotational speed of the cam, it is desirable but difficult to reduce the amount of time required to shift from the locked state to the unlocked state so that the shift is performed during a single base circle cycle. The inventors herein have recognized that one problematic issue that may arise during a mode shift of a rolling thumbwheel follower that includes an oil pressure-actuated locking pin is the presence of air trapped within the locking pin hydraulic circuit. Air trapped within the hydraulic circuit is compressible and increases the amount of time required to switch from a locked state to an unlocked state (or vice versa).

[0004] When operating in a locked state, the locking pin hydraulic circuit of the switching scroll thumbwheel follower can be initialized (primed) with hydraulic pressure to facilitate the transition to an unlocked state. In one example, the initialization is achieved by utilizing a dual-function hydraulic lash adjuster (HLA), which is configured to provide a hydraulic fluid at one of a first lower pressure or a second higher pressure to the locking pin hydraulic circuit. Based on the state of the oil control valve, the first pressure and the second pressure exist at the upper feed inlet of the hydraulic lash adjuster. The hydraulic lash adjuster guides the hydraulic fluid to the locking pin hydraulic circuit via a single inlet located in the plunger of the lash adjuster. An example method is shown in EP1892387 by Hendriksma et al. Among them, the dual-feed hydraulic lash adjuster is equipped to supply engine oil to two adjacent oil galleries (gallery) of the valve actuation mechanism for the cylinder. The two oil galleries are fluidly coupled in the hydraulic lash adjuster to provide a variable hydraulic fluid pressure to the valve actuation mechanism depending on the engine conditions. The first gallery allows the higher pressure hydraulic fluid to flow to the second gallery in order to carry the trapped air in the second oil gallery to the pressure relief valve.

[0005] However, the inventors herein have recognized potential issues with such systems. As one example, fluidly coupling a first gallery to a second gallery within a hydraulic lash adjuster may increase the cost and / or complexity of the hydraulic lash adjuster and may result in greater difficulty maintaining the engine oil system. Summary of the invention

[0006] In one example, the above problem can be solved by a system comprising: a first plurality of oil passages, a second plurality of oil passages, and an oil chamber, all of which are disposed in an engine cylinder head; a plug housed in the oil chamber and comprising a slot fluidly coupled to a first section of the second plurality of oil passages; and a clearance formed between the plug and the oil chamber, the clearance fluidly coupling the first plurality of oil passages and the second plurality of oil passages. In this way, oil can flow from the first plurality of passages to the second plurality of passages through the clearance.

[0007] As an example, each plug can direct engine oil toward a separate hydraulic lash adjuster via a second plurality of passages and a corresponding slot of each plug, wherein the hydraulic lash adjuster coupled to the second plurality of passages is adjustable between an enabled mode and a disabled mode. The plug fluid separates sections of the second plurality of passages so as to enable cylinders of the engine to be individually disabled. Additionally, the oil flowing through the gap formed by each plug can reduce the amount of air present in the first plurality of passages and the second plurality of passages, thereby reducing the likelihood of air flow entering the inlet of the hydraulic lash adjuster. Reducing the amount of air in the engine oil system can reduce the likelihood of oil system degradation and increase the ease of maintaining the system.

[0008] It should be understood that the above summary is provided to introduce in a simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims attached to the detailed description. Furthermore, the claimed subject matter is not limited to embodiments that address any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A schematic diagram of an engine system including multiple intake and exhaust valves is shown.

[0010] Figure 2 A schematic diagram showing a plurality of oil flow passages of a cylinder valve actuation system of an engine system fluidly coupled to a plurality of slotted plugs.

[0011] Figure 3 A first perspective view of a cylinder head of an engine system is shown.

[0012] Figure 4 Show Figure 3 A second perspective view of the cylinder head.

[0013] Figure 5 Shown in Figure 3 to Figure 4 A perspective view of the oil passages within the interior of a cylinder head.

[0014] Figure 6 Show Figure 3 to Figure 4 A cross-sectional view of a portion of a cylinder head is shown, which includes Figure 5 An oil passage and a first plug, a second plug and a third plug disposed in the oil passage are shown.

[0015] Figure 7 Show Figure 6 An enlarged cross-sectional view of the first plug is shown.

[0016] Figure 8 Shown removed from the cylinder head Figure 6 to Figure 7 The first plug is shown.

[0017] Fig. 9 Shown removed from the cylinder head Figure 6 to Figure 7 The second plug is shown.

[0018] Fig.10 A method of flowing engine oil through a cylinder head including a plurality of plugs is shown.

[0019] Figures 3 to 9 Shown to scale, but other relative dimensions may be used if desired. DETAILED DESCRIPTION

[0020] The following description relates to systems and methods for controlling the flow of oil in a cylinder valve actuation system within a vehicle engine system. Figure 1 The vehicle shown) includes a cylinder head (such as Figure 3 to Figure 4 Each cylinder can receive intake air via one or more intake valves and can exhaust combustion gases (e.g., a combusted air / fuel mixture) via one or more exhaust valves, wherein each intake valve and each exhaust valve is coupled to a separate rocker arm and can be opened and closed by a rocker arm (such as Figure 3 to Figure 4 The rocker arms shown in the figure are actuated. Each rocker arm can receive hydraulic fluid (e.g., engine oil) at a first, lower pressure via a first oil gallery. One or more of the cylinders can be adjusted from an activated mode, in which gas (e.g., air) flows into the cylinder via movement of an intake valve, and gas flows out of the cylinder via movement of an exhaust valve, to a deactivated mode, in which the intake and exhaust valves do not move and gas does not flow into or out of the cylinder. In order to adjust the cylinder from an activated mode to a deactivated mode (and vice versa), a set of rocker arms coupled to the cylinder can additionally ... second oil gallery (such as Figures 5 to 7 The first oil gallery and the second oil gallery shown in the figure receive hydraulic fluid at a second adjustable pressure. The oil pressure in the second oil gallery can be activated by actuating one or more solenoid valves (such as Figure 2 A solenoid valve (shown schematically) is regulated to activate and / or deactivate one or more of the rocker arms coupled to the cylinders.

[0021] Multiple plugs (such as Figures 8 to 9The plugs (shown in Figure 1) are disposed in an oil chamber that couples the first gallery to the second gallery. One or more of the plugs include a slot to allow oil to flow from the solenoid valve to the second oil gallery. The plugs reduce the flow of oil in the second gallery directly between rocker arms coupled to different cylinders so that one or more of the cylinders can be independently activated and / or deactivated relative to each other cylinder. A smaller amount of oil can flow through a gap (such as a gap between the outer surface of each plug and the inner surface of the corresponding oil chamber in which the plug is disposed) Fig.10 By configuring the plug so that a smaller amount of oil can flow through the gap, the amount of time to adjust the oil pressure in the second gallery can be reduced. In this way, the amount of time to adjust a rocker arm within a group of rocker arms from a deactivated mode to an activated mode (or vice versa) can be reduced.

[0022] Figure 1 An example of a cylinder 14 (which may be referred to herein as a combustion chamber) of an internal combustion engine 10 included in a vehicle 5 is depicted. The engine 10 may be controlled at least in part by a control system including a controller 12 and by input from a vehicle operator 130 via an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The cylinder 14 of the engine 10 may include a cylinder wall 136 capped by a cylinder head 159. The cylinder head 159 includes a plurality of passages formed by an inner surface of the cylinder head 159 and configured to allow hydraulic fluid (e.g., engine oil) to flow to various components of the engine 10 (e.g., deactivation assemblies of one or more intake and / or exhaust valves as further described below). The cylinder 14 includes a piston 138 positioned therein. The piston 138 may be coupled to a crankshaft 140 such that reciprocating motion of the piston is converted into rotational motion of the crankshaft. The crankshaft 140 may be coupled to at least one drive wheel of the vehicle 5 via a transmission system. Further, a starter motor (not shown) may be coupled to crankshaft 140 via a flywheel to enable a starting operation of engine 10 .

[0023] Cylinder 14 may receive intake air via a series of intake passages 142, 144, and 146. Intake passage 146 may communicate with other cylinders of engine 10 in addition to cylinder 14. In some examples, one or more of the intake passages may include a boost device (such as a turbocharger or supercharger). For example, Figure 1Engine 10 is shown configured with a turbocharger including a compressor 174 disposed between intake passages 142 and 144 and an exhaust turbine 176 disposed along exhaust passage 148. Compressor 174 may be powered at least in part by exhaust turbine 176 via shaft 180, wherein the boost device is configured as a turbocharger. However, in other examples, such as where engine 10 is provided with a supercharger, exhaust turbine 176 may optionally be omitted, wherein compressor 174 may be powered by a mechanical input from a motor or engine 10. A throttle 162 including a throttle plate 164 may be disposed along the intake passage of the engine for varying the flow rate and / or pressure of intake air provided to the engine cylinders. For example, as Figure 1 As shown in FIG. 8 , throttle 162 may be located downstream of compressor 174 , or alternatively may be arranged upstream of compressor 174 .

[0024] Exhaust passage 148 may receive exhaust gas from cylinders other than cylinder 14 of engine 10. Exhaust gas sensor 128 is shown coupled to exhaust passage 148 upstream of emission control device 178. Sensor 128 may be selected from a variety of suitable sensors for providing an indication of an air / fuel ratio of the exhaust gas, such as a linear oxygen sensor or UEGO (Universal or Wide Range Exhaust Gas Oxygen) sensor, a dual state oxygen sensor or EGO (as shown) sensor, a HEGO (heated EGO) sensor, a NO X sensor, HC sensor, or CO sensor. Emission control device 178 may be a three way catalyst (TWC), a NOx trap, various other emission control devices, or combinations thereof.

[0025] Each cylinder of engine 10 includes one or more intake valves and one or more exhaust valves. For example, cylinder 14 is shown as including at least one intake poppet valve 150 and at least one exhaust poppet valve 156 located at an upper region of cylinder 14 (e.g., disposed within cylinder head 159). In some examples, each cylinder of engine 10 (including cylinder 14) may include at least two intake poppet valves and at least two exhaust poppet valves located at an upper region of the cylinder.

[0026] Intake valve 150 may be controlled by controller 12 via cam actuation via cam actuation system 151. Similarly, exhaust valve 156 may be controlled by controller 12 via cam actuation system 153. Cam actuation systems 151 and 153 may each include one or more cams (e.g., intake cam 165 and exhaust cam 167, respectively), and may utilize one or more of a cam profile switching (CPS) system, a variable cam timing (VCT) system, a variable valve timing (VVT) system, and / or a variable valve lift (VVL) system that may be operated by controller 12 to vary valve operation. Operation of intake valve 150 and exhaust valve 156 may be determined by valve position sensors (not shown) and / or camshaft position sensors 155 and 157, respectively. In an alternative embodiment, one of the intake or exhaust valves may be controlled by electric valve actuation. For example, cylinder 14 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including a CPS system and / or a VCT system. In other embodiments, the intake and exhaust valves may be controlled by a shared valve actuator or actuation system, wherein the shared valve actuator is configured to actuate both the intake and exhaust valves.

[0027] The intake valve and the exhaust valve may each be coupled to a valve deactivation assembly configured to adjust an operating mode of the valve in response to a signal transmitted to the valve deactivation assembly by controller 12. Intake valve 150 is shown coupled to valve deactivation assembly 161 and exhaust valve 156 is shown coupled to valve deactivation assembly 163. In one example, controller 12 may transmit an electrical signal to valve deactivation assembly 161 to adjust the operating mode of intake valve 150 from an enabled mode to a disabled mode (or vice versa) and / or controller 12 may transmit an electrical signal to valve deactivation assembly 163 to adjust the operating mode of exhaust valve 156 from an enabled mode to a disabled mode (or vice versa).

[0028] Each of the valve deactivation assemblies (eg, valve deactivation assemblies 161 and 163) may include a hydraulic lash adjuster and a rocker arm fluidly coupled to a solenoid valve (eg, similar to that described below with reference to Figure 2The examples described above). In the above examples, transmitting the electrical signal to the valve deactivation component via the controller may include transmitting the electrical signal to the solenoid valve of the valve deactivation component so as to adjust the solenoid valve to a fully closed position, a fully open position, or a plurality of positions between the fully closed position and the fully open position. In an example operation of the intake valve 150, the intake valve 150 may be operated in an enabled mode during a situation where the solenoid valve of the valve deactivation component 161 is in a fully closed position, and the intake valve 150 may be operated in a disabled mode during a situation where the solenoid valve is in a fully open position or one of a plurality of positions between the fully closed position and the fully open position. Although the operation of the intake valve 150 is described herein as an example, the exhaust valve 156 may be operated in a similar manner (e.g., where the operating mode of the exhaust valve 156 is adjusted via the valve deactivation component 163). In some examples, moving the solenoid valve to the open position may increase the pressure of the oil at the hydraulic lash adjusters to operate the valves (e.g., intake valve 150 and exhaust valve 156) in the deactivated mode, and moving the solenoid valve to the closed position may not increase the pressure of the oil at the hydraulic lash adjusters to operate the valves in the activated mode (as described below with reference to FIG. Figure 2 Detailed description further below).

[0029] In the activated mode, the rocker arm coupled to the intake valve 150 is pressed into engagement with the cam 165 by the hydraulic lash adjuster, so that the rotational movement of the cam 165 (e.g., the rotational movement caused by the camshaft coupled to the cam 165 rotating through the engine 10) is converted into the pivotal movement of the rocker arm, and the pivotal movement of the rocker arm is converted into the linear movement of the intake valve 150. The linear movement of the intake valve 150 enables intake air to flow through the intake passage 146 and into the cylinder 14. For example, as the intake valve 150 moves toward the cylinder 14 (e.g., toward the open position), the intake air flow from the intake passage 146 and into the cylinder 14 around the intake valve 150 can increase. As the intake valve 150 moves away from the cylinder 14 (e.g., toward the closed position), the intake air flow from the intake passage 146 and into the cylinder 14 around the intake valve 150 can decrease. In this way, the movement of the intake valve 150 provides intake air to the cylinder 14 for combustion within the cylinder 14. Similarly, in the activated mode, movement of the exhaust valve 156 (eg, via valve deactivation assembly 163 ) enables combusted fuel / air mixture from the cylinder 14 to be exhausted into the exhaust passage 148 .

[0030] However, in the deactivated mode, the rocker arm coupled to the intake valve 150 is not pressed into engagement with the cam 165 by the hydraulic lash adjuster. Therefore, the rotational motion of the cam 165 is not converted into the pivotal motion of the rocker arm, and the intake valve 150 does not move from the closed position toward the open position. During the period when the intake valve 150 is in the deactivated mode, intake air does not flow into the cylinder 14 (e.g., via the intake passage 146). Similarly, during the period when the exhaust valve 156 is in the deactivated mode, combustion gases are not exhausted from the cylinder 14 (e.g., via the exhaust passage 148). By deactivating both the intake valve 150 and the exhaust valve 156, combustion of fuel / air within the cylinder 14 can be prevented for a duration (e.g., one or more complete cycles of the engine 10). Additionally, during conditions when both intake valve 150 and exhaust valve 156 are in the deactivated mode, controller 12 may reduce the amount of fuel provided to cylinder 14 (e.g., via electrical signals delivered to fuel injector 166 and / or fuel injector 170) and / or may reduce the amount of spark generated by spark plug 192 disposed within cylinder 14.

[0031] Although operation of cylinder 14 is regulated via valve deactivation assemblies 161 and 163 as described above, in some examples (such as Figure 2 In the example shown and described below), operation of one or more cylinders of engine 10 may not be regulated by the valve deactivation assembly. For example, engine 10 may include four cylinders (e.g., cylinder 14), where operation of a first pair of cylinders is regulated via the valve deactivation assembly, while operation of a second pair of cylinders is not regulated via the valve deactivation assembly.

[0032] Cylinder 14 may have a compression ratio, which is the ratio of volume when piston 138 is at bottom center to volume when piston 138 is at top center. In one example, the compression ratio is in the range of 9:1 to 10:1. However, in some examples using different fuels, the compression ratio may be increased. This may occur, for example, when using higher octane fuels or fuels with higher latent heat of vaporization. If direct injection is used, the compression ratio may also be increased due to its effect on engine knock.

[0033] In some examples, each cylinder of engine 10 may include a spark plug 192 for initiating combustion. Under select operating modes, ignition system 190 may provide an ignition spark to cylinder 14 via spark plug 192 in response to spark advance signal SA from controller 12. However, in some embodiments, spark plug 192 may be omitted, such as in which case engine 10 may initiate combustion via auto-ignition or by injection of fuel as may be the case with some diesel engines.

[0034] In some examples, each cylinder of engine 10 may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, cylinder 14 is shown as including two fuel injectors 166 and 170. Fuel injectors 166 and 170 may be configured to deliver fuel received from fuel system 8. Fuel system 8 may include one or more fuel tanks, fuel pumps, and / or fuel rails. Fuel injector 166 is shown as being directly coupled to cylinder 14 for injecting fuel directly into cylinder 14 in proportion to the pulse width of signal FPW-1 received from controller 12 via electronic driver 168. In this manner, fuel injector 166 provides what is known as direct injection (hereinafter "DI") of fuel into combustion cylinder 14. Although Figure 1 Injector 166 is shown positioned to one side of cylinder 14, but it may alternatively be located on top of the piston, such as near spark plug 192. Due to the lower volatility of some alcohol-based fuels, this location may increase mixing and combustion when the engine is operated with alcohol-based fuels. Alternatively, the injector may be located on top and near the intake valve to increase mixing. Fuel may be delivered to fuel injector 166 from a fuel tank of fuel system 8 via a high pressure fuel pump and a fuel rail. Further, the fuel tank may have a pressure transducer that provides a signal to controller 12.

[0035] Fuel injector 170 is shown arranged in intake passage 146 rather than in cylinder 14 in a configuration that provides so-called port injection (hereinafter “PFI”) of fuel into the intake port upstream of cylinder 14. Fuel injector 170 may inject fuel received from fuel system 8 in proportion to the pulse width of signal FPW-2 received from controller 12 via electronic driver 171. Note that a single driver 168 or 171 may be used for both fuel injection systems, or multiple drivers (e.g., driver 168 for fuel injector 166 and driver 171 for fuel injector 170) may be used as shown.

[0036] In an alternative example, each of fuel injectors 166 and 170 may be configured as a direct fuel injector for injecting fuel directly into cylinder 14. In yet another example, each of fuel injectors 166 and 170 may be configured as a port fuel injector for injecting fuel upstream of intake valve 150. In other examples, cylinder 14 may include only a single fuel injector that is configured to receive different fuels in different relative amounts from a fuel system as a fuel mixture, and is further configured to inject the fuel mixture directly into the cylinder as a direct fuel injector, or to inject the fuel mixture upstream of the intake valve as a port fuel injector. Therefore, it should be understood that the fuel system described herein should not be limited to the specific fuel injector configurations described herein by way of example.

[0037] Fuel can be delivered to the cylinder by two injectors during a single cycle (e.g., combustion cycle) of the cylinder. For example, each injector can deliver a portion of the total fuel injection that is burned in cylinder 14. Further, the distribution and / or relative amount of fuel delivered from each injector can vary with operating conditions (such as engine load, knock, and exhaust temperature, such as described below). The fuel injected by the intake port can be delivered during an open intake valve event, a closed intake valve event (e.g., substantially before the intake stroke), and during both the open intake valve operation and the closed intake valve operation. Similarly, for example, the directly injected fuel can be delivered during the intake stroke and partially during the previous exhaust stroke, during the intake stroke, and partially during the compression stroke. Therefore, even for a single combustion event, the injected fuel can be injected from the intake port injector and the direct injector at different timings. In addition, for a single combustion event, multiple injections of the delivered fuel can be performed in each cycle. Multiple injections can be performed during the compression stroke, the intake stroke, or any appropriate combination thereof.

[0038] Fuel injectors 166 and 170 may have different characteristics. These include differences in size, for example, one injector may have a larger spray hole than the other injector. Other differences include, but are not limited to, different spray angles, different operating temperatures, different aiming, different injection timing, different spray characteristics, different locations, etc. In addition, depending on the distribution ratio of the injected fuel between injectors 170 and 166, different effects may be achieved.

[0039] The fuel tank in the fuel system 8 can hold fuels of different fuel types, such as fuels with different fuel qualities and different fuel components. These differences can include different alcohol content, different water content, different octane number, different heat of vaporization, different fuel mixtures and / or combinations thereof, etc. An example of a fuel with different heat of vaporization can include gasoline as a first fuel type with a lower heat of vaporization, and ethanol as a second fuel type with a higher heat of vaporization. In another example, the engine can use gasoline as a first fuel type, and alcohol containing a fuel mixture (such as E85 (which is about 85% ethanol and 15% gasoline) or M85 (which is about 85% methanol and 15% gasoline)) as a second fuel type. Other feasible substances include water, methanol, a mixture of alcohol and water, a mixture of water and methanol, a mixture of alcohol, etc.

[0040] In yet another example, both fuels may be alcohol blends with different alcohol compositions, where the first fuel type may be a gasoline alcohol blend with a lower alcohol concentration, such as E10 (which is approximately 10% ethanol), and the second fuel type may be a gasoline alcohol blend with a higher alcohol concentration, such as E85 (which is approximately 85% ethanol). In addition, other fuel qualities of the first and second fuels (such as differences in temperature, viscosity, octane rating, etc.) may also differ. Additionally, the fuel characteristics of one or both fuel tanks may change frequently, such as due to daily changes in tank refilling.

[0041] exist Figure 1 , controller 12 is shown as a microcomputer including a microprocessor unit 106, input / output ports 108, an electronic storage medium for executable programs and calibration values, shown in this particular example as a non-transitory read-only memory chip 110 for storing executable instructions, a random access memory 112, a fail-safe memory 114, and a data bus. In addition to those signals previously discussed, controller 12 may receive various signals from sensors coupled to engine 10, including a measurement of an intake mass air flow meter (MAF) from a mass air flow sensor 122; an engine coolant temperature (ECT) from a temperature sensor 116 coupled to a cooling sleeve 118; a surface ignition sensing signal (PIP) from a Hall effect sensor 120 (or other type) coupled to a crankshaft 140; a throttle position (TP) from a throttle position sensor; and an absolute manifold pressure signal (MAP) from a sensor 124. An engine speed signal, RPM, may be generated by controller 12 based on signal PIP. Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum, or pressure, in the intake manifold.Controller 12 may infer engine temperature based on the engine coolant temperature.

[0042] The controller 12 receives the Figure 1 The signals of various sensors are used Figure 1 The controller 12 may control the various actuators of the controller 12 to adjust the engine operation based on the received signals and the instructions stored on the memory of the controller. For example, adjusting the intake valve 150 from the enabled mode to the disabled mode may include adjusting the actuator of the intake valve 150 to adjust the amount of movement of the intake valve 150 relative to the cylinder head 159. For example (as described above), the controller 12 may transmit an electrical signal to a solenoid valve of a valve deactivation assembly 161 (where the valve deactivation assembly 161 is coupled to the intake valve 150) to move the solenoid valve from a closed position to an open position. Moving the solenoid valve to the open position may increase the pressure of the hydraulic fluid (e.g., engine oil) at a hydraulic lash adjuster of the valve deactivation assembly 161, where the hydraulic lash adjuster is coupled to a rocker arm of the valve deactivation assembly 161. The increased pressure causes the rocker arm to disengage from the intake valve 150, thereby adjusting the intake valve to the disabled mode. Similarly, the controller 12 may transmit an electrical signal to the solenoid valve to move the solenoid valve to an open position and thereby adjust the intake valve to the enabled mode.

[0043] As mentioned above, Figure 1 Only one cylinder of a multi-cylinder engine is shown. Thus, each cylinder may similarly include its own set of intake / exhaust valves, hydraulic lash adjusters, rocker arms, (one or more) fuel injectors, spark plugs, etc. It should be appreciated that engine 10 may include any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12, or more cylinders. Furthermore, each of these cylinders may include a reference cylinder 14 by Figure 1 Some or all of the various components described and depicted.

[0044] In some examples, the vehicle 5 may be a hybrid vehicle having multiple torque sources that may be used for one or more wheels 55. In other examples, the vehicle 5 is a conventional vehicle having only an engine or an electric vehicle having only (one or more) motors. In the example shown, the vehicle 5 includes an engine 10 and a motor 52. The motor 52 may be a motor or a motor / generator. When one or more clutches are engaged, the crankshaft 140 of the engine 10 and the motor 52 are coupled to the wheels 55 via the transmission 54. In the depicted example, the first clutch 56 is disposed between the crankshaft 140 and the motor 52, and the second clutch 57 is disposed between the motor 52 and the transmission 54. The controller 12 may send a signal to the actuator of each clutch (e.g., the first clutch 56 and / or the second clutch 57) to engage the clutch or disengage the clutch so as to connect or disconnect the crankshaft 140 with the motor 52 and its connected components, and / or connect or disconnect the motor 52 with the transmission 54 and its connected components. The transmission 54 may be a gearbox, a planetary gear system, or other types of transmissions. The powertrain system may be configured in a variety of ways, including as a parallel, series, or series-parallel hybrid vehicle.

[0045] The electric machine 52 receives electrical power from the traction battery 58 to provide torque to the wheels 55. The electric machine 52 may also operate as a generator to provide electrical power to charge the battery 58, such as during braking operations.

[0046] Figure 2 An engine oil system 200 (which may also be referred to herein as an oil flow system and / or a cylinder valve actuation system) of a cylinder head such as that described above with reference to FIG. Figure 1 The cylinder head 159 described or referred to below Figure 3 to Figure 4 The oil system 200 includes a plurality of oil passages formed within an interior of the cylinder head and configured to deliver oil to engine components coupled to and / or formed by the cylinder head. For example, the oil system 200 includes a first oil gallery 229 and a second oil gallery 231, each of the first oil gallery 229 and the second oil gallery 231 including a different plurality of oil passages (e.g., wherein the oil passages of the first oil gallery 229 are indicated with lighter shading, and the oil passages of the second oil gallery 231 are indicated with darker shading).

[0047] The first oil gallery 229 and the second oil gallery 231 are coupled to a plurality of hydraulic lash adjusters (HLAs), wherein each HLA is configured to reduce the amount of clearance between a rocker arm of the engine and a corresponding cam lobe engaged with the rocker arm. Specifically, the first oil gallery 229 is coupled to intake HLAs 278, 264, 262, 260, 258, 256, 254, and 252 and exhaust HLAs 234, 232, 230, 228, 226, 224, 222, and 220. The intake HLAs 278, 264, 262, 260, 258, 256, 254 and 252 (located at the intake side 233 of the cylinder head) are coupled to intake rocker arms 250, 248, 246, 244, 242, 240, 238 and 236, respectively, and the exhaust HLAs 234, 232, 230, 228, 226, 224, 222 and 220 (located at the exhaust side 235 of the cylinder head) are coupled to exhaust rocker arms 218, 216, 214, 212, 210, 208, 206 and 204, respectively. The intake rocker arms are configured to translate the rotational motion of the engine's intake cam into the engine's intake valves (e.g., as described above with reference to FIG. 1 ). Figure 1 The exhaust rocker arm is configured to convert the rotational motion of the exhaust cam of the engine into the linear motion of the exhaust valve of the engine (e.g., as described above with reference to FIG. Figure 1 Linear motion of the exhaust cam 167 and exhaust valve 156) is described.

[0048] The journals of the intake and exhaust camshafts of the engine are shown extending between the rocker arms and positioned so that the rocker arms can engage the cams of the camshafts. For example, intake rocker arms 250, 248, and 246 can engage a cam positioned along intake journal 276, intake rocker arms 244 and 242 can engage a cam positioned along intake journal 274, and intake rocker arms 240, 238, and 236 can engage a cam positioned along intake journal 272. Exhaust rocker arms 218, 216, and 214 can engage a cam positioned along exhaust journal 270, exhaust rocker arms 212 and 210 can engage a cam positioned along exhaust journal 268, and exhaust rocker arms 208, 206, and 204 can engage a cam positioned along exhaust journal 266. Each rocker arm can engage a corresponding cam positioned directly vertically above the rocker arm. For example, the intake rocker arm 250 may engage an intake cam coupled to the intake journal 276 , wherein the intake cam is vertically positioned directly above the intake rocker arm 250 and is aligned with the intake rocker arm 250 in a radial direction of the intake journal 276 .

[0049] The switchable group 280 of intake rocker arms and the switchable group 202 of exhaust rocker arms are each additionally coupled to the second oil gallery 231 via their corresponding HLAs. Figure 2The second oil gallery 231 is shown coupled to the corresponding HLAs of the switchable group 280 and the switchable group 202, but in alternative embodiments, the second oil gallery 231 may instead be directly coupled to the rocker arms of the switchable group 280 (e.g., the intake rocker arms 246, 244, 242, and 240) and the rocker arms of the switchable group 202 (e.g., the exhaust rocker arms 214, 212, 210, and 208). The oil flowing from the first oil gallery 229 may be fluidly isolated from the oil flowing from the second oil gallery 231 within the HLA and / or the rocker arm (e.g., the oil from the first oil gallery 229 may not mix and / or converge with the oil from the second oil gallery 231 within the HLA and / or the rocker arm). In some embodiments, each HLA may be formed (e.g., molded together, welded, etc.) as a single piece with its corresponding rocker arm. In other embodiments (such as Figure 2 In the embodiment shown), each HLA and the corresponding rocker arm can be separate pieces that are fluidly coupled to each other so that oil from the first oil gallery 229 and / or the second oil gallery 231 can flow from the HLA to the corresponding rocker arm (or vice versa). The intake rocker arms of the switchable group 280 and the exhaust rocker arms of the switchable group 202 can adjust the valves of the engine (e.g., the intake valves and the exhaust valves, respectively) from an enabled mode to a disabled mode (or vice versa) in response to the oil pressure at the rocker arms, as further described below. For example, the intake rocker arms 240 and 242 and the exhaust rocker arms 208 and 210 can adjust the valve coupled to the first cylinder of the engine from an enabled mode to a disabled mode (or vice versa), and the intake rocker arms 244 and 246 and the exhaust rocker arms 212 and 214 can adjust the valve coupled to the second cylinder of the engine from an enabled mode to a disabled mode (or vice versa).

[0050] The engine oil flows into the first oil gallery 229 of the cylinder head from the first position of the engine block (as shown in 205) via the first oil inlet 207. Specifically, the engine oil flows into the first oil passage 237 that is fluidly coupled to the first oil gallery 229 via the first restrictor 209 through the first oil inlet 207. The first restrictor 209 can reduce the flow rate and / or oil pressure of the engine oil flowing from the first oil inlet 207 into the first oil gallery 229 through the first oil passage 237. The first portion of the engine oil flowing through the first restrictor 209 is directed to the first section 239 of the first oil gallery 229. The first section 239 of the first oil gallery 229 is located at the intake side 233 of the cylinder head and may be referred to as the intake side section herein. The second portion of the engine oil flowing through the first restrictor 209 is directed toward the variable cam timing (VCT) system 298 (e.g., via the oil passage 265) and toward the second section 241 of the first oil gallery 229. The second section 241 of the first oil gallery 229 is located at the exhaust side 235 of the cylinder head and may be referred to herein as the exhaust side section of the first oil gallery 229. The oil directed toward the second section 241 of the first oil gallery 229 flows through the second restrictor 211. The second restrictor 211 may reduce the flow rate and / or oil pressure of the oil flowing into the second section 241 of the first oil gallery 229 and / or may increase the flow rate of the oil toward the VCT system 298.

[0051] Each HLA includes a first inlet that is fluidly coupled to the first oil gallery 229 and is configured to receive oil flowing through the first oil gallery 229. For example, the intake HLAs 256 and 258 include first oil inlets 289 and 279 (respectively) coupled to the first oil gallery 229, and the exhaust HLAs 224 and 226 include first inlets 283 and 285 (respectively) coupled to the first oil gallery 229. The oil pressure within the first oil gallery 229 can press the HLAs into engagement with their corresponding rocker arms so as to reduce the amount of clearance between each rocker arm and each corresponding valve (e.g., intake valve or exhaust valve) of the engine. However, the oil pressure within the first oil gallery 229 does not adjust the rocker arms from an enabled mode to a disabled mode (or vice versa). For example, during a situation in which one or more of the rocker arms are in a disabled mode (described below), the oil pressure within the first oil gallery 229 does cause the disabled rocker arms to be pressed into engagement with the cams of the camshaft.

[0052] The oil flows into the second oil gallery 231 from a second different location of the engine block (as indicated by 201) relative to the first location indicated by 205 and described above. The oil flows into the second oil gallery 231 via the second oil inlet 203 coupled to the second oil passage 243 and is directed toward the first solenoid valve 294 and the second solenoid valve 296. The first solenoid valve 294 and / or the second solenoid valve 296 may be controlled by a controller of the engine (e.g., as described above with reference to Figure 1 The controller 12 described above can be electrically actuated by an electrical signal transmitted to the valve to adjust the oil pressure in the second oil gallery 231. In one example, the controller can transmit an electrical signal to the first solenoid valve 294 to move the first solenoid valve 294 from a closed position to one of a plurality of open positions (or vice versa), and / or the controller can transmit an electrical signal to the second solenoid valve 296 to move the second solenoid valve 296 from a closed position to one of a plurality of open positions (or vice versa). The first solenoid valve 294 is coupled to the first section 245 and the second section 261 of the second oil gallery 231, and the second solenoid valve 296 is coupled to the third section 247 and the fourth section 263 of the second oil gallery 231. The first section 245 is directly coupled to the rocker arms 240 and 242, the second section 261 is directly coupled to the rocker arms 208 and 210, the third section 247 is directly coupled to the rocker arms 244 and 246, and the fourth section 263 is directly coupled to the rocker arms 212 and 214. Rocker arms 240 , 242 , 208 , 210 , 244 , 246 , 212 , and 214 may be referred to herein as deactivatable rocker arms.

[0053] During conditions where the first solenoid valve 294 is in the open position, the oil pressure within the first section 245 and / or the second section 261 may increase due to the oil flowing from the engine block through the second oil passage 243 and into the first section 245 and / or the second section 261. For example, the oil within the second oil passage 243 may be at a higher pressure than the oil within the first section 245 and / or the second section 261 of the second oil gallery 231, and when the first solenoid valve 294 moves from the closed position to the open position, a certain amount of oil may flow from the second oil passage 243 into the first section 245 and / or the second section 261. In one example, during conditions where the first solenoid valve 294 is in an open position, oil may flow through the first solenoid valve 294 into both the first section 245 (via outlet 217 coupled to oil passage 273, which is coupled to the first section 245) and the second section 245 (via outlet 219 coupled to oil passage 271, which is coupled to the second section 261). The oil may flow into the first section 245 and the second section 261 such that the oil pressure within the first section 245 and the oil pressure within the second section 261 are substantially the same amount of pressure.

[0054] In an exemplary operation of the engine oil system 200, the first solenoid valve 294 is in a closed position so that oil does not flow into the first section 245 and / or the second section 261 through the first solenoid valve 294. The oil pressure in the first section 245 is the same amount as the oil pressure in the second section 261, wherein the oil pressure in the first section 245 and the second section 261 is a first lower oil pressure (e.g., a pressure in the range of 0.1 bar (bar) to 0.3 bar). The controller transmits an electrical signal to the first solenoid valve 294 to move the first solenoid valve 294 from the closed position to the open position. When the first solenoid valve 294 moves to the open position, oil flows from the second oil passage 243 through the first solenoid valve 294 into both the first section 245 and the second section 261. The oil flowing into the first section 245 and the second section 261 increases the pressure of the oil in the first section 245 and the second section 261 to a second higher oil pressure (e.g., a pressure in the range of 2 bar to 4 bar).

[0055] Although the flow of oil through the first solenoid valve 294 to the first section 245 and / or the second section 261 is described above as an example, the second solenoid valve 296 can be operated in a similar manner with respect to the third section 247 and the fourth section 263. For example, moving the second solenoid valve 296 from a closed position to an open position (e.g., via an electrical signal transmitted to the second solenoid valve 296 by a controller) can increase the oil pressure within the third section 247 (via the outlet 223 coupled to the oil passage 267, which is coupled to the third section 247) and / or the fourth section 263 (via the outlet 225 coupled to the oil passage 269, which is coupled to the fourth section 263).

[0056] Each of the rocker arms of the switchable group 280 and the rocker arms of the switchable group 202 can be adjusted between the enabled mode and the disabled mode by adjusting the oil pressure within the corresponding section of the second oil gallery 231. Adjusting the rocker arm between the enabled mode and the disabled mode can adjust one or more corresponding cylinders of the engine from the enabled mode to the disabled mode (and vice versa). As an example, moving the first solenoid valve 294 to the open position to increase the oil pressure within the first section 245 and the second section 261 of the second oil gallery 231 increases the oil pressure at the inlet 275 of the rocker arm 240, increases the oil pressure at the inlet 277 of the rocker arm 242, increases the oil pressure at the inlet 281 of the rocker arm 208, and increases the oil pressure at the inlet 287 of the rocker arm 210.

[0057] Increasing the oil pressure at the inlet of the rocker arm as described above can switch the rocker arm from an enabled mode (e.g., a mode in which the inner section of each rocker arm is fixedly coupled to the outer section to convert the rotational motion of the engine's cam into the linear motion of the engine's valve) to a disabled mode (e.g., a mode in which the inner section of the rocker arm can pivot independently of the outer section so that the rotational motion of the cam is not converted into the linear motion of the valve). Adjusting the intake rocker arms 240 and 242 and the exhaust rocker arms 208 and 210 to the disabled mode by increasing the oil pressure within the first section 245 and the second section 261 causes the intake rocker arms 240 and 242 to not move their corresponding coupled engine's intake valves (e.g., via the disengagement of the inner section of each rocker arm from the outer section) and the exhaust rocker arms 208 and 210 to not move their corresponding coupled engine's exhaust valves. Deactivating the rocker arms adjusts the intake and exhaust valves to the disabled mode so that the intake and exhaust valves remain in a closed position and do not open in response to the rotational motion of the engine's camshaft. Cylinders coupled to the intake and exhaust valves are deactivated (eg, fuel and air are not combusted within the cylinders) by maintaining the intake and exhaust valves in closed positions.

[0058] In one example, the engine may include four cylinders, wherein intake rocker arms 242 and 240 are configured to engage an intake valve of a first cylinder, exhaust rocker arms 208 and 210 are configured to engage an exhaust valve of the first cylinder, intake rocker arms 244 and 246 are configured to engage an intake valve of a second cylinder, and exhaust rocker arms 212 and 214 are configured to engage an exhaust valve of the second cylinder. In the examples described herein, the four cylinders may be positioned in an inline arrangement (e.g., wherein each cylinder is positioned along the same axis), wherein the first and second cylinders described above are positioned adjacent to each other at the center of the inline arrangement and flanked by the other two cylinders. By opening the first solenoid valve 294 as described above, the intake valve and exhaust valve of the first cylinder can be deactivated, and by opening the second solenoid valve 296, the intake valve and exhaust valve of the second cylinder can be deactivated (for example, by increasing the oil pressure within the third section 247 and the fourth section 263 of the second oil gallery 231, similar to the example described above with reference to the first section 245 and the second section 261).

[0059] To adjust the first cylinder from the deactivated mode to the activated mode (e.g., to a mode in which the intake and exhaust valves of the first cylinder are moved by their corresponding rocker arms and fuel / air is combusted in the first cylinder), the first solenoid valve 294 may be moved to a venting position in which the oil flows from the first section 245 and / or the second section 261 to the oil pan of the engine (where the oil pan is fluidly coupled to the drain core of the cylinder head) via the venting passage 221 coupled to the first solenoid valve 294. Similarly, to adjust the second cylinder from the deactivated mode to the activated mode, the second solenoid valve 296 may be moved to a venting position in which the oil flows from the third section 247 and / or the fourth section 263 to the oil pan of the engine via the venting passage 227 coupled to the second solenoid valve 296. In other examples, during a condition where the first solenoid valve 294 is not energized, the first solenoid valve 294 can be fluidly coupled to a pressure relief valve, and the pressure relief valve can be configured to automatically (e.g., passively) cause the oil to flow to the vent passage 221 when the oil pressure at the pressure relief valve exceeds a threshold pressure (e.g., 0.1 bar). By causing the oil to flow out of the vent passage 221 (e.g., directly via the first solenoid valve 294 or via the pressure relief valve described above), the oil pressure within the first section 245 and / or the second section 261 can be reduced.

[0060] For example, during the case where the first solenoid valve 294 is energized, the oil pressure in the first section 245 and the second section 261 can be within a first range (e.g., 2 bar to 4 bar). The first solenoid valve 294 can then be de-energized, wherein the oil pressure in the first section 245 and the second section 261 is adjusted from the first range to the second range (e.g., 0.1 bar to 0.3 bar) by causing the oil to flow through the pressure relief valve. Additionally, as described below, the oil pressure is adjusted from the first range to the second range by metering the oil flow through the gaps formed between the plurality of plugs and the plurality of oil chambers. During the case where the first solenoid valve 294 is not energized, the oil pressure can be maintained within the second range by the pressure relief valve (e.g., by causing the oil to flow through the pressure relief valve). Adjusting the oil pressure from the first range to the second range adjusts the intake rocker arms 240 and 242 and the exhaust rocker arms 208 and 210 from the deactivated mode to the activated mode so as to adjust the first cylinder from the deactivated mode to the activated mode. Similarly, the second solenoid valve 296 can be coupled to the second pressure relief valve in a similar manner (e.g., similar to the coupling of the first solenoid valve 294 to the pressure relief valve) to regulate the flow of oil through the ventilation passage 227 and the oil pressure within the third section 247 and the fourth section 263. For example, adjusting the second solenoid valve 296 from the energized state to the de-energized state can reduce the oil pressure in the third section 247 and the fourth section 263 from the first range to the second range, wherein the intake rocker arms 244 and 246 and the exhaust rocker arms 212 and 214 are adjusted from the deactivated mode to the activated mode, so as to adjust the second cylinder to the activated mode.

[0061] The first oil gallery 229 and the second oil gallery 231 are fluidly coupled to each other via a plurality of oil chambers including plugs disposed therein. The first oil gallery 229 and the second oil gallery 231 are coupled to each other at the intake side 233 of the cylinder head through the first plurality of oil chambers, and the first oil gallery 229 and the second oil gallery 231 are coupled to each other at the exhaust side 235 of the cylinder head through the second plurality of oil chambers. Figure 2 In the example shown, the first plurality of oil chambers and the second plurality of oil chambers each include three oil chambers. Specifically, the first plurality of oil chambers at the intake side 233 include a first oil chamber 249, a second oil chamber 251, and a third oil chamber 253, and the second plurality of oil chambers at the exhaust side 235 include a fourth oil chamber 255, a fifth oil chamber 257, and a sixth oil chamber 259. In an alternative embodiment (e.g., relative to Figure 2 The examples shown include embodiments with different numbers of rocker arms, HLAs, etc.), the first plurality of oil chambers and the second plurality of oil chambers may each include a different number of oil chambers (e.g., two, four, five, etc.).

[0062] The first oil chamber 249 includes a first plug 286 disposed therein, the second oil chamber 251 includes a second plug 292 disposed therein, and the third oil chamber 253 includes a third plug 288 disposed therein. The first plug 286 includes a slot shaped to enable oil to flow from the first solenoid valve 294 through the first plug 286 and into the first section 245 of the second oil gallery 231 (e.g., the section of the second oil gallery 231 directly coupled to the intake HLAs 256 and 258). The third plug 288 includes a slot shaped to enable oil to flow from the second solenoid valve 296 through the third plug 288 and into the third section 247 of the second oil gallery 231 (e.g., the section of the second oil gallery 231 directly coupled to the intake rocker arms 240 and 242). As described further below, second plug 292 is shaped to reduce the amount of oil that flows directly from first section 245 to third section 247 (and vice versa).

[0063] The fourth oil chamber 255 includes a fourth plug 282 disposed therein, the fifth oil chamber 257 includes a fifth plug 290 disposed therein, and the sixth oil chamber 259 includes a sixth plug 284 disposed therein. The fourth plug 282 includes a slot shaped to enable oil to flow from the first solenoid valve 294 through the fourth plug 282 and into the second section 261 of the second oil gallery 231 (e.g., the section of the second oil gallery 231 directly coupled to the exhaust rocker arms 208 and 210). The sixth plug 284 includes a slot shaped to enable oil to flow from the second solenoid valve 296 through the sixth plug 284 and into the fourth section 263 of the second oil gallery 231 (e.g., the section of the second oil gallery 231 directly coupled to the exhaust rocker arms 212 and 214). As described below, fifth plug 290 is shaped to reduce the amount of oil flowing directly from second section 261 to fourth section 263 (and vice versa).

[0064] Figure 3 to Figure 4 Each shows a different perspective view of a cylinder head 300 of an engine (e.g., similar to Figure 1 The cylinder head 300 is connected to the oil inlet 307 via an oil passage 306 (similar to the oil passage 306 coupled to the oil inlet 307). Figure 2 The second oil passage 243 of the second oil inlet 207 shown in FIG. 1 receives engine oil from an engine block of the engine (e.g., a lower portion of the engine positioned vertically below the cylinder head 159). The engine oil flowing through the oil inlet 307 is directed through the oil passage 306 toward the first oil outlet 308 and the second oil outlet 310, wherein the first oil outlet 308 is coupled to a first solenoid valve (similar to Figure 2 The first solenoid valve 294 shown and described above) and the second oil outlet 310 is coupled to a second solenoid valve (similar to Figure 2 For comparison purposes, Figures 3 to 9 Each of includes a reference axis 399 .

[0065] A first plurality of rocker arms are coupled to the cylinder head 300 at an intake side 302 of the cylinder head 300, and a second plurality of rocker arms are coupled to the cylinder head 300 at an exhaust side 304 of the cylinder head 300 (e.g., similar to the rocker arms described above, respectively). Figure 2 Specifically, the intake side 302 includes intake rocker arms 330, 332, 334, 336, 338, 340, 342, and 344 (e.g., similar to the intake rocker arms 330, 332, 334, 336, 338, 340, 342, and 344, respectively). Figure 2236, 238, 240, 242, 244, 246, 248 and 250 described above), and the exhaust side 304 includes exhaust rocker arms 314, 316, 318, 320, 322, 324, 326 and 328 (e.g., similar to those described above, respectively). Figure 2 Each of the intake rocker arms and the exhaust rocker arms may be coupled to a similar structure as described above with reference to FIG. Figure 2 Separate hydraulic lash adjusters (not shown) from those described (e.g., rocker arms 236, 238, 240, 242, 244, 246, 248, and 250 are coupled to HLAs 252, 254, 256, 258, 260, 262, 264, and 278, respectively, and rocker arms 204, 206, 208, 210, 212, 214, 216, and 218 are coupled to HLAs 220, 222, 224, 226, 228, 230, 232, and 234, respectively).

[0066] Cylinder head 300 is configured to be coupled to an engine having four cylinders and includes first intake port 400, second intake port 402, third intake port 404, and fourth intake port 406, and first exhaust port 346, second exhaust port 348, third exhaust port 350, and fourth exhaust port 352. In alternative embodiments, cylinder head may be configured to be coupled to an engine having a different number of cylinders and / or may include a different number of intake ports and / or exhaust ports.

[0067] Figure 5 Shown positioned above reference Figure 3 to Figure 4 300 (which may also be referred to herein as an oil flow system and / or a cylinder valve actuation system) within the interior of the cylinder head 300. For illustrative purposes, Figure 5 Some components of cylinder head 300 (eg, rocker arms, intake and exhaust ports, etc.) are not shown.

[0068] The engine oil system 390 includes a first oil gallery 538 and a second oil gallery 540 (similar to the above referenced Figure 2 The first oil gallery 538 and the second oil gallery 540 each include a component configured to direct engine oil to the cylinder head 300 (e.g., as described above with reference to FIG. 1 ). Figure 3 to Figure 4 For example, the first oil gallery 538 includes a first plurality of channels forming a first section 510 of the first oil gallery 538 and a second plurality of channels forming a second section 516 of the first oil gallery 538 (similar to Figure 22 and 3 (a first section 239 and a second section 241 of the first oil gallery 229 shown and described above), wherein the first section 510 is located at the intake side 302 and the second section 516 is located at the exhaust side 304. The second oil gallery 540 includes a first section 541 located at the intake side 302, a second section 543 located at the exhaust side 304 and opposite to the first section 541, a third section 526 located at the intake side 302 and adjacent to the first section 541, and a fourth section 528 located at the exhaust side 304, opposite to the third section 526 and adjacent to the second section 543 (similar to Figure 2 The first segment 245, the second segment 261, the third segment 247 and the fourth segment 263 shown and described above).

[0069] Oil (eg, engine oil) is supplied through the first oil passage 500 (similar to Figure 2 The first portion of the oil flows from the first oil passage 500 through the first restrictor 502 (similar to the first oil passage 237 shown and described above) into the first oil gallery 538. Figure 2 The first restrictor 209 of the first oil passage 500) and enters the first section 510 of the first oil gallery 538, and the second portion of the oil flows from the first oil passage 500 through the second restrictor 504 (similar to Figure 2 The third portion of the oil may flow from the first oil passage 500 and enter the variable cam timing system (similar to the variable cam timing system). Figure 2 VCT system 298) of the VCT oil passage 508 (similar to Figure 2 In one example, the first oil passage 500 is similar to Figure 2 The first location 205 is shown and described above as being fluidly coupled to the engine block at the first location.

[0070] The first section 541 and the second section 543 of the second oil gallery 540 are connected to each other via a first set of oil passages (e.g., an oil passage 568 fluidly coupled to the first section 541 and an oil passage 572 fluidly coupled to the second section 543), similar to Figure 2 The oil passages 271 and 273 shown and described above) are fluidly coupled to a first solenoid valve (similar to Figure 2 The third section 526 and the fourth section 528 of the second oil gallery 540 are connected to the oil passages 527 and 529 of the third section 526 and the fourth section 528 via a second set of oil passages (e.g., the oil passage 527 fluidly coupled to the third section 526 and the oil passage 529 fluidly coupled to the fourth section 528, similar to Figure 2 The oil passages 267 and 269 shown and described above) are fluidly coupled to a second solenoid valve (similar to Figure 2 of the second solenoid valve 296).

[0071] The position of the rocker arm and HLA relative to the oil gallery of the engine oil system 390 is determined by Figure 5 In particular, the intake rocker arms 344, 342, 340, 338, 336, 334, 332, and 330 (and their corresponding coupled HLAs) are positioned at locations 518, 520, 530, 532, 542, 544, 546, and 548 (respectively), and the exhaust rocker arms 328, 326, 324, 322, 320, 318, 316, and 314 (and their corresponding coupled HLAs) are positioned at locations 522, 524, 550, 552, 554, 556, 558, and 560.

[0072] The engine oil system 390 includes a plurality of oil chambers formed by both the first oil gallery 538 and the second oil gallery 540. Specifically, Figure 5 The first oil chamber 576, the second oil chamber 574, the third oil chamber 534, the fourth oil chamber 564, the fifth oil chamber 562 and the sixth oil chamber 536 (similar to Figure 2 The first oil chamber 249, the second oil chamber 251, the third oil chamber 253, the fourth oil chamber 255, the fifth oil chamber 257 and the sixth oil chamber 259 shown and described above). Figure 2 In the example shown, the second oil chamber 574 is fluidly coupled to the fifth oil chamber 562 (eg, the oil passage 566 is coupled to the oil passage 570). Each oil chamber is configured to receive one of a plurality of plugs, as described below with reference to Figures 6 to 10 described in further detail.

[0073] Figure 6 Show Figures 3 to 5 A cross-sectional view of a portion of an engine oil system 390 is shown. Specifically, Figure 6A first plug 600 is shown housed within the first oil chamber 576, a second plug 602 is housed within the second oil chamber 574, and a third plug 604 is housed within the third oil chamber 534. The first plug 600, the second plug 602, and the third plug 604 are each shaped to direct the flow of oil within and / or between the first oil gallery 538 and the second oil gallery 540. For example, the third plug 604 includes a slot 610 (e.g., a notch) that is shaped so that oil can flow from the oil passage 527 through the slot 610 and into the third section 526 of the second oil gallery 540 (e.g., along a flow path 617). The first plug 600 similarly includes a slot 618 that is shaped so that oil can flow from the oil passage 568 through the slot 618 and into the first section 541 of the second oil gallery 540 (e.g., along a flow path 615). However, the second plug 602 does not include a slot similar to the slot 610 of the third plug 604 or a slot similar to the slot 618 of the first plug 600. The second plug 602 is located within the second oil chamber 574 and is shaped so as to reduce the amount of oil that flows directly from the first section 541 to the third section 526 (or vice versa) via the second oil chamber 574. In some examples, the second plug 602 may include a section (e.g., a tapered section) having a reduced diameter so that a gap is formed between the outer surface of the second plug 602 and the inner surface of the second oil chamber 574, and oil can flow between the first oil gallery 538 and the second oil gallery 540 at a reduced rate (e.g., a reduced rate relative to the flow rate of oil through the passage of the first oil gallery 538 and / or the second oil gallery 540) through the gap. Figure 8 The first plug 600 is shown removed from the cylinder head 300, and Fig. 9 The second plug 602 is shown removed from the cylinder head 300. The second plug 602 is shown having a cylindrical shape without the slot 618. For illustration purposes, Figure 8 The dashed line 800 shown indicates the shape of a cylindrical plug that does not include the slot 618 (eg, the second plug 602) or has sections of different diameters (as described below) relative to the shape of the first plug 600.

[0074] The first plug 600 includes an extraction feature 614 and an assembly feature 616, and the third plug 604 includes an extraction feature 606 and an assembly feature 608. In some examples, the extraction feature 614 and the extraction feature 606 can increase the ease with which the first plug 600 and the third plug 604 (respectively) can be removed from the cylinder head 300 (e.g., from the first oil chamber 576 and the third oil chamber 534, respectively). For example, a user (e.g., a technician) can insert a tool into the extraction feature 614 to remove the first plug 600 from the first oil chamber 576 (e.g., by applying a pulling force, rotating the plug, etc.), or insert a tool into the extraction feature 606 to remove the third plug 604 from the third oil chamber 534. Assembly features 616 and assembly features 608 can increase the ease with which first plug 600 and third plug 604 (respectively) can be inserted into and aligned with their corresponding oil chambers (e.g., first oil chamber 576 and third oil chamber 534). For example, assembly features 616 can be configured to align first plug 600 with one or more surfaces of first oil chamber 576, and assembly features 608 can be configured to align third plug 604 with one or more surfaces of third oil chamber 534. In one example (e.g., Figure 7 600 ), the extraction feature 614 is a recess (e.g., notch, notch, etc.) extending from the top surface 700 of the first plug 600 into the interior of the first plug 600. The extraction feature 614 can extend into the first plug 600 by a first length 732, wherein the first length 732 is less than a length 736 of the first plug 600 from the top surface 700 to the bottom surface 738 of the first plug 600. The top surface 700 is positioned opposite the bottom surface 738 such that the length 736 is in the direction of the central axis 730 of the first plug 600 positioned orthogonal to the top surface 700 and the bottom surface 738. The assembly feature 616 is a recess formed by the bottom surface 738 and extending into the interior of the first plug 600 by a second length 734. The second length 734 is less than the length 736 such that the assembly feature 616 does not extend the entire length 736 from the bottom surface 738 to the top surface 700.

[0075] The extraction feature 614 and the assembly feature 616 are offset from each other in a radial direction relative to the central axis 730. In particular, a first axis 740 located along the entire length of the extraction feature 614 (e.g., along the first length 732) is offset from a second axis 742 located along the entire length of the assembly feature 616 (e.g., along the second length 734) in a radial direction of the central axis 730 by a distance 744. In some embodiments, one or more of the extraction features of the plug may be coupled to additional oil passages, vent passages, etc. of the engine oil system. In alternative embodiments, the extraction feature 614 and the assembly feature 616 may not be offset from each other and may instead be located along the same axis (e.g., the central axis 730), wherein the extraction feature 614 and the assembly feature 616 are separated from each other by an inner surface of the first plug 600. In other embodiments, the first plug 600 may include a different number of extraction features (e.g., one, three, etc.).

[0076] The second plug 602 includes a central passage 612 configured to couple with the oil passage 566 and flow oil from the oil passage 566 into a lower portion of the oil chamber 574 (eg, directly coupled to a portion of the first oil gallery 538 ).

[0077] like Figure 5 The oil chambers 536, 562, and 564 shown positioned at the exhaust side 304 include Figure 6 Similar configurations of the plugs shown and those described above (eg, a first plug 600 positioned in the first oil chamber 576, a second plug 602 positioned in the second oil chamber 574, and a third plug 604 positioned in the third oil chamber 534).

[0078] An example of oil flow around the first plug 600 is given by Figure 7 are shown and described below.

[0079] The first oil gallery 538 is coupled to the first oil chamber 576 through a first opening 702 (e.g., an orifice) and a second opening 704. In some examples, oil may flow into the first oil chamber 576 through the first opening 702 along a flow path 716, and oil may flow into the first oil chamber 576 through the second opening 704 along a flow path 718. Oil from the flow path 718 may mix and / or converge with oil from the flow path 716 within the first oil chamber 576.

[0080] The first plug 600 is Figure 8806. The first section 802 and the second section 806 are shown as including a first section 802 and a second section 806 connected by a tapered section 804. The first section 802 has a first larger diameter and the second section 806 has a second smaller diameter. The tapered section 804 has a diameter that tapers (e.g., decreases) from a first diameter to a second diameter in a direction from the first section 802 to the second section 806. In some examples, connecting the first section 802 to the second section 806 via the tapered section 804 can reduce the possibility of forming burrs during coupling (e.g., inserting) the first plug 600 into the first oil chamber 576. For example, because the second section 806 includes a smaller diameter than the first section 802, the second section can have a reduced possibility of coplanar contact with the inner surface of the first oil chamber 576 during installation of the first plug 600 into the first oil chamber 576. In some examples, the diameter of the first section 802 of the first plug 600 is slightly larger than the inner diameter of the first oil chamber 576, and the diameter of each of the tapered section 804 and the second section 806 is slightly smaller than the inner diameter of the first oil chamber 576. In this configuration, a gap 712 (formed by the outer surface 714 of both the tapered section 804 and the second section 806) is formed between the inner surface of the first oil chamber 576. Figure 7 ). In this manner, the outer surface 714 of the tapered section 804 and the second section 806 may not have coplanar contact with the inner surface of the first oil chamber 576. In some examples, the gap 712 may have a width (e.g., 0.030 mm) less than the first width along the tapered section 804, and may have a width substantially equal to the first width along the second section 806, the width of the gap 712 along the tapered section 804 being defined as the distance between the outer surface of the tapered section 804 and the inner surface of the first oil chamber 576, and the width of the gap 712 along the second section being defined as the distance between the outer surface 714 of the second section 804 and the inner surface of the first oil chamber 576. In other words, the width of the gap 712 at the tapered section 804 can be defined as the difference between the inner diameter of the first oil chamber 576 and the outer diameter of the tapered section 804, and the width of the gap 712 at the second section 806 can be defined as the distance between the inner diameter of the first oil chamber 576 and the outer diameter of the second section 806. In one example, the oil within the first oil gallery 538 can flow along the flow path 720 through the first opening 702, through the gap 712, and through the third opening 706.

[0081] Oil within oil passage 568 may flow along flow path 615 through slot 618 of first plug 600 (e.g., across stepped surface 726) and through fourth opening 708 into second oil gallery 540. In some examples, slot 618 (which may be referred to herein as a hole, orifice, etc.) may be disposed relative to Figures 6 to 8The examples shown have different sizes and / or shapes. The flow of oil from the second oil gallery 540 to the first oil gallery 538 is reduced through the gap 712 relative to the flow of oil from the oil gallery 568 into the second oil gallery 540. During some conditions (e.g., during conditions where the oil pressure within the second oil gallery 540 is lower than the oil pressure within the first oil gallery 538, such as conditions where the solenoid valve fluidly coupled to the second oil gallery 540 is in a closed position and oil does not flow through the solenoid valve toward the second oil gallery 540), the oil can flow from the first oil gallery 538 along the flow path 722 toward the vent passage (e.g., vent passage 221) fluidly coupled to the solenoid valve through the second opening 704, through the gap 712, through the fourth opening 708, and into the second oil gallery 540.

[0082] Figure 8 Another example of oil flow around the first plug 600 is shown. Figure 8 The first plug 600 is shown removed from the cylinder head 300, but is coupled to the cylinder head 300 (e.g., as shown in FIG. Figure 6 to Figure 7 During the situation shown in Figure 8 For example, the oil may flow along the path of the flow path 808 shown in FIG. 808 from the second opening 704 to the first opening 702 (and vice versa) along the tapered section 804 and / or the second section 806 and through the gap 712. In other words, the oil may flow along the flow path 808 through the outer surface 714 of the tapered section 804 and / or the second section 806 and through the gap 712 between the first opening 702 and the second opening 704.

[0083] Fig.10 An engine oil system (e.g., Figure 2 The engine oil system 200 or Figures 3 to 9 Method 1000 for controlling an engine oil system 390 of the present invention is described herein. Some portions of method 1000 may be performed passively and / or automatically (e.g., without actuating various actuators of the engine system and / or without signals transmitted to components of the engine oil system by a controller of the engine) and may be referred to herein as passive methods or automatic methods. Other portions of method 1000 may be performed in response to electrical signals transmitted by a controller to various components of the engine and / or the engine oil system, and may include actuating various actuators of the engine system (e.g., solenoid valves) to adjust operating parameters of the engine and / or the engine oil system. Such methods may be referred to herein as active methods. Active methods may be performed by a controller based on instructions stored in a memory of the controller and in combination with signals from sensors of the engine system (such as those described above with reference to FIG. 1 ). Figure 1The controller may use signals received from the sensors (e.g., pedal position sensor 134, exhaust gas sensor 128, camshaft position sensors 155 and 157, etc.) to execute instructions for implementing the active method of method 1000 and the remaining methods included herein. According to the method described below, the controller may use engine actuators of the engine system to adjust engine operation. For example, the controller may transmit electrical signals to one or more solenoid valves of the engine oil system to adjust the oil pressure within the oil gallery of the engine oil system, as further described below.

[0084] At 1002, the method includes estimating and / or measuring engine operating conditions. The engine operating conditions can be estimated based on one or more outputs of various sensors in the engine system (e.g., various temperature sensors, pressure sensors, camshaft position sensors, etc. as described above). The engine operating conditions can include engine speed and load, exhaust flow rate, mass air flow rate, coolant temperature, coolant flow rate, engine oil pressure (e.g., oil gallery pressure), operating mode of one or more intake valves and / or exhaust valves, etc. The operating conditions can also include the operating conditions of multiple solenoid valves of the engine oil system (e.g., the amount of power supplied to the solenoid valve, the amount of opening of the solenoid valve, etc.).

[0085] The method continues to 1004, where the method includes maintaining oil pressure in a first oil gallery coupled to an oil inlet of a hydraulic lash adjuster at a first level. In one example, the first oil gallery, the oil inlet, and the hydraulic lash adjuster may be as described above with reference to Figure 2 The first oil gallery 229, the first oil inlet 289 and the intake HLA 256 are shown in FIG. In another example, the first oil gallery and the hydraulic lash adjuster may be Figures 5 to 7 The first oil gallery 538 and Figure 3 to Figure 4 Maintaining the oil pressure in the first oil gallery at a first level may include moving oil from a first location in the engine block (e.g., Figure 2 In some examples, the first level may be as shown above with reference to Figure 2 The first oil pressure (eg, a pressure in the range of 2 bar to 4 bar) may be, for example, the first level of oil flowing from position 205 of the engine block through Figure 2 The amount of pressure generated by the first restrictor 209 shown and described above.

[0086] The method continues to 1006, where the method includes maintaining oil pressure in a section of a second oil gallery coupled to an outlet of the solenoid valve and an oil inlet of a deactivatable rocker arm coupled to a hydraulic lash adjuster at a second level. In one example, the second oil gallery may be similar to Figure 2 The second oil gallery 231 or Figures 5 to 7The second oil gallery 540 shown, the solenoid valve can be similar to Figure 2 The first solenoid valve 294 shown, the outlet can be similar to Figure 2 The outlet 217 shown, the section may be similar to Figure 2 In the first section 245 shown, the deactivatable rocker arm may be similar to Figure 2 The rocker arm 240 shown, and the oil inlet may be similar to Figure 2 Maintaining the oil pressure in the second oil gallery may include maintaining (eg, not adjusting) the opening amount of the solenoid valve (eg, maintaining the solenoid valve in an open position or a closed position). In some examples, the second level may be as described above with reference to Figure 2 The second oil pressure (e.g., an oil pressure in the range of 0.1 bar to 0.3 bar), wherein the second level is lower than the first level during the period when the solenoid valve is in the closed position. In other examples (e.g., during the period when the solenoid valve is in the open position), the second level may be an oil pressure greater than the first level (e.g., a pressure in the range of 2 bar to 4 bar and higher than the first level).

[0087] The method continues to 1008, where the method includes determining whether cylinder deactivation is desired (e.g., requested). For example, a deactivatable rocker arm coupled to a hydraulic lash adjuster may be configured to adjust an amount of opening of an intake valve of a cylinder of the engine, and at 1008, the controller may make a determination (e.g., a logical determination) as to whether cylinder deactivation is desired based on engine operating conditions (e.g., based on signals received at the controller from various sensors of the engine). In one example, cylinder deactivation may be desired in order to reduce fuel consumption of the engine (e.g., during a situation where the torque demand of the engine is less than a threshold demand, such as during engine idling).

[0088] If cylinder deactivation is desired at 1008, the method continues to 1010, where the method includes energizing a solenoid valve to regulate oil pressure at an oil inlet of a deactivatable rocker arm. In one example, a controller may transmit an electrical signal to a solenoid valve (e.g., first solenoid valve 294) to increase an amount of opening of the solenoid valve and increase the flow of oil into a section of a second oil gallery (e.g., first section 245 of second oil gallery 231) coupled to a deactivatable rocker arm (e.g., rocker arm 240). Increasing the flow of oil into the section of the second oil gallery coupled to the deactivatable rocker arm includes increasing the flow of oil through a slot (e.g., slot 618) formed in a slotted plug (e.g., first plug 600), wherein the slotted plug is housed within an oil chamber (e.g., first oil chamber 576). The slot of the slotted plug fluidically couples the solenoid valve to the section of the second oil gallery. Due to the energization of the solenoid valve and the increase in the flow of oil through the slot of the slotted plug into the section of the second oil gallery, the deactivatable rocker arm is adjusted to a deactivated mode, wherein the rotational movement of a cam (e.g., a cam of a camshaft of an engine) configured to engage the rocker arm is not converted into linear movement of the intake valve (e.g., via pivoting movement of the deactivatable rocker arm). Therefore, the deactivatable rocker arm does not pivot to open the intake valve (e.g., intake valve 150) coupled to the deactivatable rocker arm, thereby deactivating the intake valve coupled to the deactivatable rocker arm.

[0089] The controller can determine a control signal to be sent to the solenoid valve, wherein the pulse width of the signal is based on the amount of energization of the solenoid valve required to adjust the deactivatable rocker arm to the deactivated mode (by increasing the oil pressure within the section of the second oil gallery coupled to the deactivatable rocker arm, as described above with reference to Figure 1 The controller may determine the pulse width by determining the determined oil pressure within the section of the second oil gallery, such as increasing the pulse width as the oil pressure decreases. The controller may alternatively determine the pulse width based on a calculation using a lookup table, where the input is the oil pressure within the section of the second oil gallery and the output is the pulse width. As another example, the controller may make a logical determination (e.g., regarding the amount of energization of the solenoid valve) based on a logic rule that is a function of the oil pressure within the section of the second oil gallery. The controller may then generate a control signal that is sent to the solenoid valve to adjust the amount of opening of the solenoid valve.

[0090] In another example, the amount of energization of the solenoid valve that regulates the oil pressure at the second oil inlet and deactivates the cylinder is determined empirically and stored in a predetermined lookup table or function. For example, one table may correspond to determining the amount of solenoid energization, and one table may correspond to determining the amount of oil pressure at the second oil inlet. The two tables may be indexed to engine operating conditions, such as engine temperature and engine load, and other engine operating conditions. In addition, the tables may output the amount of solenoid energization and / or the oil pressure at the second inlet at each cylinder cycle.

[0091] The method continues from 1010 to 1014, where the method includes flowing the oil from the solenoid valve to the second oil gallery, and flowing the oil in the first oil gallery and the second oil gallery through the outer surface of the slotted plug. In one example, the slotted plug is similar to Figures 6 to 8 Plug 600 as shown and described above. Due to the energization of the solenoid valve described above (e.g., due to the open position of the solenoid valve), oil can flow through the solenoid valve. The oil flows from the solenoid valve through the oil passage (e.g., Figures 5 to 7 The oil passage 568 shown in the figure is provided in the slotted plug, and the oil passage fluid is coupled to the slot of the slotted plug. The engine oil flows from the oil passage to the second oil gallery through the slot and increases the oil pressure in the second oil gallery. Additionally, the engine oil in the first oil gallery and the second oil gallery can flow through the outer surface of the slotted plug, as described below with reference to optional sections 1016 and 1018. The engine oil flow described herein with reference to 1016 and 1018 is passive and may not occur directly in response to a signal transmitted by a controller to a component of the engine oil system. For example, the engine oil can passively flow through the outer surface of the slotted plug without being pumped through the outer surface by an oil pump (e.g., via vibrational motion of the engine, surface tension of the engine oil, capillary action, pressure differentials, etc.).

[0092] At 1014, the method optionally includes a passive portion 1016, wherein 1016 includes causing the oil in the second oil gallery to flow to the first oil gallery through a gap (e.g., gap 712) between an outer surface of the slotted plug and an inner surface of an oil chamber (e.g., first oil chamber 576). For example, at 1014, the oil pressure in the second oil gallery may be higher than the oil pressure in the first oil gallery (e.g., due to an increase in oil pressure in the second oil gallery as described above). The oil may flow from the second oil gallery to the first oil gallery through the gap, wherein the gap is much smaller than the oil passages of the first oil gallery and the second oil gallery (e.g., the width of the gap is much smaller than the diameter of the oil passage). Due to the reduced size of the gap relative to the oil passage, the flow rate of the oil from the solenoid valve to the second oil gallery is much higher than the flow rate of the oil from the second oil gallery to the first oil gallery through the gap.

[0093] At 1014, the method may additionally and / or alternatively include a passive portion 1018, wherein 1018 includes causing the oil to flow from the first portion of the first oil gallery to the second portion of the first oil gallery through the gap. For example, the oil may flow from the first portion of the first oil gallery (e.g., the first oil passage) to the second portion of the first oil gallery (e.g., the second oil passage) via the gap (e.g., as Figure 7 In another example, the oil may flow from the second portion to the first portion of the first oil gallery along a flow path opposite to flow path 720 .

[0094] If cylinder deactivation is not desired at 1008, the method continues to 1012, where the method includes de-energizing the solenoid valve. In one example, de-energizing the solenoid valve (e.g., not transmitting an electrical signal to the solenoid valve via a controller) can move the solenoid valve into a closed position so that oil does not flow through the solenoid valve toward an inlet of a deactivatable rocker arm. De-energizing the solenoid valve can alternatively maintain the solenoid valve in the closed position during a situation in which the solenoid valve is in the closed position immediately before a determination is made at 1008 (e.g., immediately before 1008 during a single combustion cycle). By de-energizing the solenoid valve, oil pressure within a section of the second oil gallery coupled to the deactivatable rocker arm does not increase, and the deactivatable rocker arm is not adjusted to a deactivated mode (e.g., the cylinder is not deactivated).

[0095] The method continues from 1012 to 1020, where the method includes flowing the oil in the first oil gallery and the second oil gallery through the outer surface of the slotted plug. In one example, the slotted plug is similar to Figures 6 to 8 Plug 600 shown and described above. The oil flow described herein with reference to 1020 and the optional parts described below (e.g., 1022, 1024, and 1026) is passive and may not occur directly in response to a signal transmitted by a controller to a component of the engine oil system. For example, the oil may passively flow through the outer surface of the slotted plug without being pumped through the outer surface by an oil pump (e.g., via vibrational motion of the engine, surface tension of the oil, capillary action, pressure differentials, etc.).

[0096] At 1020, the method optionally includes 1022, wherein 1022 includes causing the oil in the first oil gallery to flow to the second oil gallery through a gap (e.g., gap 712) between the outer surface of the slotted plug and the inner surface of the oil chamber. For example, during a condition where the solenoid valve is not energized as described above, the oil pressure in the first oil gallery may be higher than the oil pressure in the second oil gallery. Due to the pressure difference between the first oil gallery and the second oil gallery, the oil may flow from the first oil gallery to the second oil gallery (e.g., through the gap) and toward a vent passage (e.g., vent passage 221) coupled to the solenoid valve (e.g., along the vent passage). Figure 7Flow path 722 shown).

[0097] At 1020, the method optionally includes 1024, wherein 1024 includes causing the oil to flow from the second oil gallery to a pressure relief outlet of the solenoid valve. For example, the oil may flow from the second oil gallery to the solenoid valve through an oil passage (e.g., oil passage 568). When the oil flows to the solenoid valve, air contained within the second oil gallery may flow to the solenoid valve along with the oil. For example, at 1022, the oil flowing from the first oil gallery to the second oil gallery through the gap may additionally cause air to flow from the first oil gallery to the second oil gallery, and at 1024, the oil and air flow together to a pressure relief valve of the solenoid valve. The oil and air may flow out of the pressure relief valve, wherein the oil flows into an oil pan of the engine and the air flows into a crankcase of the engine (wherein the crankcase houses a crankshaft of the engine, such as Figure 1 Crankshaft 140 is shown).

[0098] At 1020, the method optionally includes 1026, wherein 1026 includes flowing the engine oil from the first portion of the first oil gallery to the second portion of the first oil gallery through the gap. As described above with reference to 1018, the engine oil may flow from the first portion of the first oil gallery (e.g., the first oil passage) to the second portion of the first oil gallery (e.g., the second oil passage) via the gap (e.g., Figure 7 In another example, the oil may flow from the second portion of the first oil gallery to the first portion along a flow path opposite to the flow path 720. In other words, the oil within the first oil gallery may circulate (e.g., mix and / or converge) between different channels of the first oil gallery via the gap.

[0099] Figures 3 to 9An exemplary configuration with relative positioning of various components is shown. If it is shown that they are in direct contact or directly coupled to each other, then at least in one example, such elements can be referred to as direct contact or direct coupling, respectively. Similarly, at least in one example, elements that are shown to be adjacent or neighboring to each other can be adjacent or neighboring to each other, respectively. As an example, components that are coplanar in contact with each other can be referred to as coplanar in contact. As another example, in at least one example, components that are positioned separately from each other, with only space and no other components between them, can be referred to as such. As another example, elements that are shown above / below each other, on the sides opposite to each other, or on the left / right of each other can be referred to as such relative to each other. In addition, as shown in the accompanying drawings, in at least one example, the topmost element or the point of the element can be referred to as the "top" of the component, and the bottommost element or the point of the element can be referred to as the "bottom" of the component. As used herein, top / bottom, upper / lower, above / below can be relative to the vertical axis of the accompanying drawings and used to describe the positioning of the elements of the accompanying drawings relative to each other. In this way, in one example, the element shown above other elements is positioned directly above other elements. As yet another example, the shapes of elements shown in the drawings may be referred to as having those shapes (e.g., such as round, straight, planar, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements that intersect one another may be referred to as intersecting elements or intersecting one another. Furthermore, in one example, an element shown within another element or shown outside another element may be referred to as such.

[0100] By configuring the cylinder valve actuation system in this manner as described above, the oil can passively flow from the first oil gallery to the second oil gallery through the gap, and the engine oil system components are not actuated by the controller. The plug can simplify the oil gallery configuration and reduce the size of the second oil gallery, thereby reducing the response time associated with adjusting the oil pressure in the second oil gallery, and reducing the deactivation time and / or activation time of the cylinder coupled to the second oil gallery. The second oil gallery fluid is separated into different sections via the plug so that each cylinder of the engine can be independently activated and / or deactivated relative to each other cylinder. The oil flowing through the gap formed by each plug can reduce the amount of air present in the first oil gallery and the second oil gallery, thereby reducing the possibility of air flow entering the inlet of the deactivatable rocker arm and / or hydraulic lash adjuster. Reducing the amount of air in the engine oil system can reduce the possibility of oil system degradation and increase the ease of system maintenance. Since air is compressible, reducing the amount of air in the engine oil system can increase the consistency of cylinder activation / deactivation response time by reducing the amount of time to adjust the engine oil pressure. Additionally, due to the smaller size of the void, the oil can flow through the void without any filter, thereby reducing the cost and / or maintenance time of the engine oil system. The technical effect of arranging the plug in the oil chamber is to enable the oil to flow through the void formed between the outer surface of the plug and the oil chamber.

[0101] In one embodiment, a system includes: a first plurality of oil passages, a second plurality of oil passages, and an oil chamber, all of which are disposed in an engine cylinder head; a plug housed in the oil chamber and including a slot fluidly coupled to a first section of the second plurality of oil passages; and a gap formed between the plug and the oil chamber, the gap fluidly coupling the first plurality of oil passages and the second plurality of oil passages. In a first example of the system, the first section of the first plurality of oil passages and the first section of the second plurality of oil passages are each coupled to a different opening of the oil chamber. A second example of the system optionally includes the first example, and further includes a solenoid valve fluidly coupled to the first section of the second plurality of oil passages through the slot of the plug. A third example of the system optionally includes one or both of the first example and the second example, and further includes a first section of the second plurality of oil passages fluidly coupled to an inlet of a deactivatable rocker arm. A fourth example of the system optionally includes one or more or each of the first to third examples, and further includes a recess formed by a top surface or a bottom surface of the plug, the recess extending into the interior of the plug. A fifth example of the system optionally includes one or more or each of the first to fourth examples, and also includes wherein the axis of the recess is offset in a radial direction relative to the central axis of the plug. A sixth example of the system optionally includes one or more or each of the first to fifth examples, and also includes wherein the length of the recess is less than the length of the plug from the top surface to the bottom surface along the central axis of the plug.

[0102] In one embodiment, a method includes: in response to a request to deactivate a cylinder valve, causing oil to flow from an oil passage of a cylinder head of an engine through a slot of a plug disposed in an oil chamber of the cylinder head and to a deactivatable rocker arm of the cylinder valve, the oil chamber being formed between a first oil gallery and a second oil gallery; and causing oil to flow from the second oil gallery to the first oil gallery via a gap formed between an outer surface of the plug and the oil chamber. In a first example of the method, causing oil to flow from the second oil gallery to the first oil gallery via the gap occurs when causing oil to flow from the oil passage through the slot and to the deactivatable rocker arm. A second example of the method optionally includes the first example, and also includes wherein causing oil to flow from the oil passage through the slot and to the deactivatable rocker arm includes energizing a solenoid valve fluidly coupled to the slot so as to increase the flow of oil from an engine block coupled to the cylinder head through the solenoid valve. A third example of the method optionally includes one or both of the first and second examples, and also includes wherein increasing the flow of oil from the engine block through the solenoid valve adjusts the deactivatable rocker arm to the deactivation mode by increasing the oil pressure at the inlet of the deactivatable rocker arm. A fourth example of the method optionally includes one or more or each of the first to third examples, and also includes wherein adjusting the deactivatable rocker arm to the deactivation mode includes pressing a cam of a camshaft that is not against the engine to couple the rocker arm to the deactivatable rocker arm. A fifth example of the method optionally includes one or more or each of the first to fourth examples, and also includes wherein causing the oil to flow from the second oil gallery to the first oil gallery via the gap includes causing the oil to flow from a first opening of the oil chamber through the gap and to a second opening of the oil chamber, wherein the first opening is fluidly coupled to the second oil gallery and the second opening is fluidly coupled to the first oil gallery. The sixth example of the method optionally includes one or more or each of the first to fifth examples, and also includes causing the engine oil to flow from the first oil passage of the first oil gallery through the first opening of the oil chamber, through the gap, and through the second opening of the oil chamber into the second oil passage of the first oil gallery.

[0103] In another embodiment, a system includes: a cylinder head of an engine; a first oil gallery and a second oil gallery located inside the cylinder head; a first oil chamber coupled to both the first oil gallery and the second oil gallery inside the cylinder head, the first oil chamber including a first slotted plug disposed therein, wherein the slot of the first slotted plug fluidly couples a first section of the second oil gallery to a first solenoid valve; a first deactivatable rocker arm fluidly coupled to the first section of the second oil gallery; and a gap formed between the slotted plug and the oil chamber, the gap fluidly coupling the first oil gallery to the second oil gallery. In a first example of the system, the system includes a second oil chamber coupled to both the first oil gallery and the second oil gallery inside the cylinder head, the second oil chamber including a second slotted plug disposed therein, wherein the slot of the second slotted plug fluidly couples a second section of the second oil gallery to a second solenoid valve. The second example of the system optionally includes the first example, and also includes wherein the second section of the second oil gallery is fluidly coupled to a second deactivatable rocker arm. A third example of the system optionally includes one or both of the first and second examples, and further includes a third oil chamber coupled to both the first and second oil galleries within the cylinder head interior and positioned between the first and second oil chambers, the third oil chamber including a non-slotted plug disposed therein, wherein the plug fluidically separates a first section of the second oil gallery from a second section of the second oil gallery. A fourth example of the system optionally includes one or more or each of the first to third examples, and further includes a first oil inlet of an engine block fluidly coupled to the first oil gallery, and further includes a second oil inlet of an engine block fluidly coupled to the second oil gallery via a first solenoid valve and a second solenoid valve. A fifth example of the system optionally includes one or more or each of the first to fourth examples, and further includes wherein the first oil inlet includes oil at a first oil pressure, and the second oil inlet includes oil at a second oil pressure, wherein the second oil pressure is greater than the first oil pressure.

[0104] In another representation, a vehicle includes: a cylinder head of an engine; a first oil gallery and a second oil gallery positioned within the interior of the cylinder head; a first oil chamber coupled to both the first oil gallery and the second oil gallery within the interior of the cylinder head, the first oil chamber including a first slotted plug disposed therein, wherein the narrow slot of the first slotted plug fluidly couples a first section of the second oil gallery to a first solenoid valve; a first deactivatable rocker arm fluidly coupled to the first section of the second oil gallery; a gap formed between the slotted plug and the oil chamber, the gap fluidly coupling the first oil gallery to the second oil gallery; a motor; and a transmission selectively mechanically coupled to the motor or the engine.

[0105] Note that the exemplary control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be implemented by a control system including a controller combined with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations, and / or functions shown can be performed in the sequence shown, performed in parallel, or omitted in some cases. Similarly, the processing order is not required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown can be repeatedly performed according to the specific strategy used. In addition, the described actions, operations, and / or functions can graphically represent the code in the non-transitory memory of a computer-readable storage medium to be programmed into the engine control system, wherein the described actions are implemented by executing instructions in a system including a combination of various engine hardware components and an electronic controller.

[0106] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments are not to be considered limiting, as many variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4 cylinders, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0107] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included within the subject matter of the present disclosure.

Claims

1. A system for an engine, comprising: a first plurality of oil passages, a second plurality of oil passages, and an oil chamber, all of which are disposed in a cylinder head of the engine; a plug received in the oil chamber and including a slot fluidly coupled to a first section of the second plurality of oil passages; as well as a gap formed between the plug and the oil chamber, the gap fluidly coupling the first plurality of oil passages and the second plurality of oil passages, wherein oil from a corresponding oil passage of the first plurality of oil passages is capable of flowing to a corresponding deactivatable rocker arm via a hydraulic lash adjuster, wherein oil from a corresponding oil passage of the second plurality of oil passages is able to flow to a corresponding deactivatable rocker arm, and The deactivatable rocker arm is configured to control the start and stop of the corresponding valve in response to the oil pressure at the deactivatable rocker arm. 2 . The system of claim 1 , wherein the first segment of the first plurality of oil passages and the first segment of the second plurality of oil passages are each coupled to a different opening of the oil chamber. 3 . The system of claim 1 , further comprising a solenoid valve fluidly coupled to the first section of the second plurality of oil passages through the slot of the plug.

4. The system of claim 1 , wherein the first section of the second plurality of oil passages is fluidly coupled to an inlet of a hydraulic lash adjuster, and the oil from the second plurality of oil passages is capable of flowing to a corresponding deactivatable rocker arm via the hydraulic lash adjuster.

5. The system of claim 1, further comprising a recess formed by a top surface or a bottom surface of the plug, the recess extending into an interior of the plug.

6. The system of claim 5, wherein the axis of the recess is offset in a radial direction relative to a central axis of the plug.

7. The system of claim 5, wherein the length of the recess is less than the length of the plug from the top surface to the bottom surface along the central axis of the plug.

8. The system of claim 1, wherein the slot comprises a stepped surface.

9. A method for an engine, comprising: In response to a request to deactivate a cylinder valve, causing oil to flow from an oil passage of a cylinder head of the engine through a slot of a plug disposed in an oil chamber of the cylinder head and to a deactivatable rocker arm coupled to the cylinder valve, the oil chamber being formed between a first oil gallery and a second oil gallery; and The engine oil is caused to flow from the second oil gallery to the first oil gallery via a gap formed between an outer surface of the plug and the oil chamber.

10. The method of claim 9, wherein flowing oil from the second oil gallery to the first oil gallery via the gap occurs while flowing oil from the oil passage, through the slot, and to the deactivatable rocker arm.

11. The method of claim 9, wherein causing oil to flow from the oil passage through the slot and to the deactivatable rocker arm includes energizing a solenoid valve fluidly coupled to the slot to increase the flow of oil from an engine block coupled to the cylinder head through the solenoid valve. 12 . The method of claim 11 , wherein increasing the flow of oil from the engine block through the solenoid valve adjusts the deactivatable rocker arm to a deactivated mode by increasing oil pressure at an inlet of the deactivatable rocker arm.

13. The method of claim 12, wherein adjusting the deactivatable rocker arm to the deactivated mode comprises: An inner section of the deactivatable rocker arm that is not positioned against a cam of a camshaft of the engine is not in close engagement with an outer section of the deactivatable rocker arm.

14. The method of claim 9, wherein causing the engine oil to flow from the second oil gallery to the first oil gallery via the gap includes causing the engine oil to flow from a first opening of the oil chamber through the gap and to a second opening of the oil chamber, wherein the first opening is fluidly coupled to the second oil gallery and the second opening is fluidly coupled to the first oil gallery.

15. The method of claim 9 further comprising flowing oil from a first oil passage of the first oil gallery through a first opening of the oil chamber, through the gap and through a second opening of the oil chamber into a second oil passage of the first oil gallery.

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