DUAL VARIABLE VALVE SOLENOID MODULE
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims the benefit of U.S. Provisional Application
61/103,959, filed October 9, 2008, which is hereby incorporated by reference in its
entirety.
TECHNICAL FIELD
The present invention relates to an electrically operated hydraulic
control mechanism such as a solenoid valve, and more particularly, to a module
having dual solenoid valves.
BACKGROUND OF THE INVENTION
Solenoid control valves for hydraulic control systems are used to
control oil under pressure that may be used to switch latch pins in switching lifters,
lash adjusters, etc. in engine valve systems. Valve lifters are engine components that
control the opening and closing of exhaust and intake valves in an engine. Lash
adjusters may also be used to deactivate exhaust and intake valves in an engine.
Engine valves may be selectively deactivated or locked out to disable operation of
some cylinders in an engine when power demands on an engine are reduced. By
deactivating cylinders, fuel efficiency of an engine may be improved. Multiple
solenoid valves are required for each engine to independently control the multiple
engine valves and associated lifters and lash adjusters.
SUMMARY OF THE INVENTION
A solenoid valve module according to one embodiment of the
invention includes a first solenoid valve having a first solenoid portion and a first
valve body; a second solenoid valve having a second solenoid portion and a second
valve body. The first valve body and the second valve body are integrally formed by
a single solenoid housing.
A hydraulic control circuit for an engine according to one embodiment of
the invention includes a solenoid valve module. The solenoid valve module includes
a first solenoid valve, a second solenoid valve, and a solenoid housing. The solenoid
housing defines a first valve body for the first solenoid valve and a second valve body
for the second solenoid valve. The solenoid valve module is secured to a surface of
the engine.
The above features and advantages and other features and advantages
of the present invention are readily apparent from the following detailed description
of the best modes for carrying out the invention when taken in connection with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIGURE 1 is a first schematic plan view of a solenoid valve module;
FIGURE 2 a second schematic plan view of the solenoid valve module
shown in Fig. 1;
FIGURE 3 is a schematic illustration of an engine for a vehicle having
the solenoid valve module of Figures 1 and 2;
FIGURE 4 is a schematic cross-sectional front view of the solenoid
valve module of Figures 1-3;
FIGURE 5 is a schematic perspective cross-sectional view illustrating
a bypass orifice for the solenoid valve module of Figures 1-4;
FIGURE 6 is an enlarged schematic cross-sectional view of a portion
of the solenoid valve module of Figures 1-5;
FIGURE 7 is an enlarged schematic bottom view of the exhaust ports'
for the solenoid valve module of Figures 1-6; and
FIGURE 8 is a schematic cross-sectional side view of the solenoid
valve module of Figures 1-7.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Fig. 1 and 2 illustrates a solenoid valve module 10 having a deactivation
mechanism such as, for example, latch pins that deactivate lifters and lash adjusters
in an internal combustion engine or diesel engine. The solenoid valve module 10 is
installed on or in an engine 12 (shown schematically in Figure 3). The solenoid valve
module 10 includes a first solenoid valve 14A and a second solenoid valve 14B. The
first solenoid valve 14A includes a first solenoid portion 16A and a first valve body
18A, and the second solenoid valve 14B includes a second solenoid portion 16B and a
second valve body 18B. The first and second solenoid portions 16A and 16B and the
first and second valve bodies 18A and 18B are located within the solenoid valve
module 10. The first solenoid valve 14A and the second solenoid valve 14B operate
in a typical manner to provide fluid control as is known in the art.
Referring to Figs. 1-2 and 4, the solenoid valve 10 is shown to include
a solenoid can 20 that houses a first coil 22A that powers the first solenoid valve 14A
and a second coil 22B that powers the second solenoid valve 14B. The valve body
18A and the valve body 18B are integrally formed by a solenoid housing 24. The
solenoid can 20 and the solenoid housing 24 may be secured to one another.
Although the solenoid can 20 is illustrated as a single can the solenoid can 20 may
include multiple pieces such as, for example, a first solenoid can portion 20A to cover
the first solenoid valve 14A and a second solenoid can portion 20B to cover the
second solenoid valve 14B. An electrical connector 26 may also be secured to either
or both of the solenoid can 20 and the solenoid housing 24.
The solenoid valve module 10 includes the solenoid can 20, the solenoid
housing 24 and the connector housing 26 and may be assembled onto the engine 10 as
a single assembly. The solenoid valve module 10, therefore, provides a completely
contained control valve for a hydraulic control circuit 13 for the engine 12.
The solenoid housing 24 defines a plurality of attachment apertures 28. A
plurality of fasteners 29 may extend through the plurality of apertures 28 to secure the
solenoid valve module 10 to the engine 12. In the embodiment shown, there are three
attachment apertures 28, but greater or fewer apertures may be used depending on the
configuration of the solenoid valve module 10 and the engine 12. The attachment
apertures 28 allow for quick and easy installation of the solenoid valve module 10 to
the engine 12, which will be explained in greater detail below.
The electrical connector 26. extends from and is mounted to at least one the
solenoid housing 24 and the solenoid can 20. The electrical connector 26 includes
connector housing 27 which surrounds and protects a plurality of connector prongs
30. In the embodiment shown, there are three electrical connector prongs 30, which
provide independent electrical control of the first solenoid valve 14A and the second
solenoid valve 14B. The electrical connector 26 provides a common electrical
attachment of the first solenoid valve 14A and the second solenoid valve 14B to
reduce the number of components and make wiring of the solenoid valve module 10
to the engine 12 easier. The connector housing 27 may additionally act as a guide to
assist in the electrical connection of the solenoid valve module 10 to the engine 12.
The connector housing 27 may have an asymmetric shape to ensure correct electrical
connection of the connector prongs 30 to the first solenoid valve 14A and the second
solenoid valve 14B.
The solenoid housing 24 also defines a supply port 32, a first control port
34A, a second control port 34B, a first exhaust port 36A and a second exhaust port
36B. Corresponding ports may be formed within the engine 12 to direct fluid from
the solenoid valve module 10 to the required location within the engine 12, i.e. to the
switch pins for the engine valves, lifters, and lash adjusters. A groove 38 may be
formed in the solenoid housing 24 to receive a gasket 40. The gasket 40 assists in
sealing the solenoid valve module 10 to the engine 12. The portion of the engine 12
to which the solenoid valve module 10 is attached may be machined to facilitate
sealing of the solenoid valve module 10 to the engine 12.
Because the first valve body 18A and the second valve body 18B arc
defined by the solenoid housing 24, the engine 12 docs not need to be machined
internally to receive the valve bodies or portions of the valve bodies. However, the
surface of the engine 12 where the solenoid valve module 10 is attached may be
machined to assist in sealing the solenoid valve module 10 to the engine 12. Thus, the
solenoid valve module 10 may be mounted to the engine 12 in an area that is
convenient for the operation and packaging of that particular engine 12 and solenoid
valve module 10. For example, the solenoid valve module 10 may be mounted to a
cover for the engine 12 and is not required to be mounted to a block (not shown) of
the engine 12 or internally under a cover for the engine 12. Therefore, the solenoid
valve module 10 may be mounted to the engine 12 in an area where space is not as
limited to provide easier service and assembly, and/or to an area that may enhance
performance of the solenoid valve module 10.
A filter 42 may be inserted within the supply port 32 to reduce
contaminants and debris within the fluid from entering the first solenoid valve 14A
and the second solenoid valve 14B. The supply port 32 extends to a supply gallery
44, which is a common supply gallery 44 for the first solenoid valve 14A and the
second solenoid valve 14B. The first solenoid valve 14A and the second solenoid
valve 14B may be operated independently of one another. Therefore, the pressure
within the supply gallery 44 is sufficient to maintain independent operation of the first
solenoid valve 14A and the second solenoid valve 14B.
Referring to Figures 3 and 4, a first embodiment for a method of
operating the first solenoid valve 14A and the second solenoid valve 14B is explained.
The solenoid valve module 10 controls the flow from an oil supply 46 to latch pins 48
which control the valves, lifters, and lash adjusters, etc. within the engine 12. The oil
may then flow over other engine components 81 before returning to the oil sump 80.
The first solenoid valve 14A has a first flux circuit formed by a first top
flux collector 51 A, a first pole piece 84A, a first bottom flux collector 53A, and a first
armature 86A. The first top flux collector 51 A, the first pole piece 84A, the first
bottom flux collector 53A, and the first armature 86A are assembled within the
solenoid can 20. By energizing or de-energizing the first coil 22A the first armature
86A is acted upon by the flux to shift the first solenoid valve stem 50A within the first
valve body 18A. Likewise, the second solenoid valve 14B has a second flux circuit
formed by a second top flux collector 51B, a second pole piece 84B, a second bottom
flux collector 53B, and a second armature 86B. The second top flux collector 51B,
the second pole piece 84B, the second bottom flux collector 53B, and the second
armature 86B are assembled within the solenoid can 20. By energizing or de-
energizing the second coil 22B the second armature 86B is acted upon by the flux to
shift the second solenoid valve stem 50B within the second valve body 18B.
The first top flux collector 51A and the second top flux collector 51B
may be separate pieces, or the first top flux collector 51 may be a common piece to
act as the first top flux collector 51A and the second top flux collector 51B.
Alternatively, when the solenoid can 20 is multiple pieces the first solenoid can
portion 20A may act as the first top flux collector 51A and the second solenoid can
portion 20B may act as the second top flux collector 51B. When a common solenoid
can 20 is used the solenoid can 20 can act as the first and second top flux collector
51 A, 51B for the first solenoid valve 14A and the second solenoid valve 14B.
Additionally,' the first bottom flux collector 53A may be a common piece to act as the
first bottom flux collector 53A and the second bottom flux collector 53B.
The oil enters the solenoid valve module 10 through a supply port 32
and flows through to a supply gallery 44. When the first solenoid valve 14A or the
second solenoid valve 14B are moved to the proper position oil flows from the supply
gallery 44 to a first control port 34A for the first solenoid valve 14A or to a second
control port 34B for the second solenoid valve 14B. Operation of the first solenoid
valve 14A varies pressure within the first control port 34A and operation of the second
solenoid valve 14B varies pressure within the second control port 34B to control the
respective latch pins 48. Oil flow from the latch pins 48 may also flow to the other
engine 12 components prior to returning to the oil sump 80.
Referring to Figures 3 and 5, the first solenoid valve 14A has a first
bypass passage 52A to allow a portion of the oil flow to flow directly from the supply
port 32 or supply gallery 44 to the first exhaust port 36A. Likewise, the second
solenoid valve 14B has a second bypass passage 52B to allow a portion of the oil flow
to flow directly from the supply port 32 or supply gallery 44 to the second exhaust port
36B. The first bypass passage 52A and the second bypass passage 52B may be defined
by the solenoid housing 24. The first bypass passage 52A and the second bypass
passage 52B may assist in efficient operation of the first solenoid valve 14A and the
second solenoid valve 14B, as explained below.
Referring to Figures 3 and 4 again, a first exhaust regulator 60A
controls the pressure of oil within the first exhaust port 36A and a second exhaust
regulator 60B controls the pressure of oil from within the second exhaust port 36B.
Oil from the supply port 32 is vented into the first or second exhaust ports 36A and
36B through the first and the second bypass passages 52A and 52B. The first exhaust
regulator 60A and the second exhaust regulator 60B acts as pressure relief valves to
control the pressure of oil in the first exhaust port 36A and the second exhaust port
36B. Additionally, when the first coil 22A is de-energized, the oil from the first
exhaust port 36A may flow back through the first control port 34A to feed the latch
pins 48 and other engine components 81. Likewise, when the second coil 22B is de-
energized', the oil from the second exhaust port 36B may flow back through the
second control port 34B to feed the latch pins 48 and other engine components 81.
As mentioned above, because the first valve body 18A and the second
valve body 18B are internal to the solenoid housing 24, the solenoid valve module 10
can be mounted anywhere on the engine 12. In the embodiment shown in Figure 3,
the solenoid valve module 10 is mounted to the cover of the engine 12. Mounting the
solenoid valve module 10 to the cover of the engine 12 locates the solenoid valve

module 10 above most of the engine components 81, allowing oil from the first
exhaust port 36A and the second exhaust port 36B to flow to a drip rail 62 for the
engine 12. Oil may flow from the first solenoid valve 14A in a first direction to
provide oil for a first portion of the drip rail 62 and from the second solenoid valve
14B in a second direction to provide oil for a second portion of the drip rail 62.
Referring to Figures 3 and 6, a pre-regulator 54 may be used to reduce
the maximum oil pressure and therefore reduce oil consumption by the engine 12. As
shown, the pre-regulator 54 may be located within the supply port 32 of the solenoid
housing 24 between the first solenoid valve 14A and the second solenoid valve 14B.
Oil flows from the supply port 32 through the supply gallery 44 into the first solenoid
valve 14A and the second solenoid valve 14B.
When the pressure in the supply gallery 44 decreases, oil flows from a
chamber 82 through a regulator bypass passage 53 to the supply gallery 44. The
corresponding decrease in pressure of chamber 82 increases the pressure differential
across a poppet valve 55, The pressure differential across the poppet valve 55 acts
against the force of a spring 58 moving the poppet valve 55 away from a scat 56 for
the pre-regulator 54 and allowing more oil to pass into the supply gallery 44. As the
pressure within the supply gallery 44 begins to increase the pressure within the
chamber 82 will also increase until equilibrium is established. In the embodiment
shown, there are multiple regulator bypass passages 53 shown. However, only one
regulator bypass passage 53 may be necessary for effective operation of the pre-
regulator 54.
Referring to Figure 5 and 7-8 the first exhaust regulator 60A and the
second exhaust regulator 60B are explained in further detail. A first plug 64A is
inserted within a first passage 66A defined by the solenoid valve housing 24, and a
second plug 64B is inserted within a second passage 66B within the solenoid valve
housing 24. The first plug 64A may be removed to allow access to the first solenoid
valve 14A through the first passage 66A, and the second plug 64B may be removed to
allow access to the second solenoid valve 14B through the second passage 66B. The
first plug 64A and the second plug 64B allow access to the first solenoid valve 14A
and the second solenoid valve 14B for maintenance and repair. The first plug 64A
and the second plug 64B also seal the first exhaust port 36A and the second exhaust
port 36B from the exterior of the solenoid valve module 10. O-rings 67 may be used
to seal the first plug 64A within the first passage 66A and the second plug 64B within
the second passage 66B.
The first exhaust regulator 60A has a first spring 68A that biases a first
ball 70A against a first exhaust seat 72A and the second exhaust regulator 60B has a
second spring 68B that biases a second ball 70B against a second exhaust seat 72B.
Fluid flowing from the first solenoid valve 14A acts on the first ball 70A to overcome
the force of first spring 68A allowing oil to pass through the first exhaust regulator
60A and relieving pressure within the first exhaust port 36A. Likewise, fluid flowing
from the second solenoid valve 14B acts on the second ball 70B to overcome the
force of second spring 68B allowing oil to pass through the second exhaust regulator
60B and relieving pressure within the second exhaust port 36B.
A first perch 74A is secured to the solenoid housing 24 and provides
support for the first spring 68A and a second perch 74B is also secured to the solenoid
housing 24 and provides support for the second spring 68B. The first perch 74 A
defines a first perch passage 76A to allow fluid to exit from the first exhaust port 36A.
The second perch 74B defines a second perch passage 76B to allow fluid to exit from
the second exhaust port 36B. In Figure. 7 the first perch 74A and the second perch
74B are shown with different cross-sections to fully illustrate the cross-section of the
first perch passage 76A and the second perch passage 76B. The first perch passage
76A and the second perch passage 76B have the same general shape which may be
fully understood by viewing the cross-sections shown.
The first bypass passage 52A and the second bypass passage 52B may
have the same size as one another to maintain the flow of oil to the drip rail 62 (shown
in Figure 3) evenly in both directions. Alternatively, the first bypass passage 52A and
the second bypass passage 52B may have different sizes from one another. For
example, the first bypass passage 52A and the second bypass passage 52B have
different sizes to maintain oil flow evenly over the drip rail 62 (shown in Figure 3)
when the solenoid valve module 10 is not symmetrically located relative to the
distribution required by the drip rail.
Rather than having differently sized first and second bypass passages
52A and 52B the first and the second exhaust regulators 60A and 60B be may be
sized differently. For, example, the first spring 68A and the second spring 68B may
have different spring rates. As stated above, when the first solenoid valve 14A and
the second valve 14B are in the de-energized state oil may flow from the first exhaust
port 36A and the second exhaust port 36B through the first and second control port
34A and 34B to the latch pins 48. Therefore, the first exhaust regulator 60A and the
second exhaust regulator 60B may also have different sizes to maintain desired fluid
flow over the latch pins 48 when the first solenoid valve 14A and the second solenoid
valve 14B are in the de-energized state.
Additionally, in the embodiment described above, the first solenoid
valve has a first exhaust port 36A and a first exhaust regulator 60A and the second
solenoid valve has a second exhaust port 36B and a second exhaust regulator 60B.
However, the solenoid housing 24 may define a first exhaust port 36A, which is
fluidly connected to the first solenoid valve 14A and the second solenoid valve 14B.
The flow of oil from the first and the second solenoid valves 14A and 14B may then
be controlled by the first exhaust regulator 60A.
In the embodiments described above, the solenoid valve module 10
includes a first solenoid valve 14A and a second solenoid valve 14B. However,
greater or fewer solenoid valves may be incorporated into the solenoid valve module
10 as is required by the engine 12. One skilled in the art would be able to determine
the number and arrangement of solenoid valves required for a particular engine 12.
While the best modes for carrying out the invention have been
described in detail, those familiar with the art to which this invention relates will
recognize various alternative designs and embodiments for practicing the invention
within the scope of the appended claims.
We claim:
1. A solenoid valve module (10) comprising:
a first solenoid valve (14A), wherein the first solenoid valve (14A) includes a
first solenoid portion (16A) and a first valve body (18A);
a second solenoid valve (14B), wherein the second solenoid valve (14B)
includes a second solenoid portion (16B) and a second valve body (18B); and
a solenoid housing (24), wherein the first valve body (18A) and the second
valve body (18B) are integrally formed by the solenoid housing (24).
2. The solenoid valve module (10) of claim 1, further comprising a
bottom flux collector (53A), wherein the bottom flux collector (53A) is operable to
collect flux for the first solenoid portion (16A) and the second solenoid portion (16B).
3. The solenoid valve module (10) of claim 1, further comprising a
solenoid can (20) secured to the solenoid housing (24), wherein the first solenoid
portion (16A) and the second solenoid portion (16B) are assembled within the
solenoid can (20).
4. The solenoid valve module (10) of claim 3, further comprising a top
flux collector (51A), wherein the top flux collector (51A) and is operable to collect
flux for the first solenoid portion (16A) and the second solenoid portion (16B).
5. The solenoid valve module (10) of claim 4, wherein the top flux
collector (51A) is the solenoid can (20).
6. The solenoid valve module (10) of claim 1, further comprising a first
solenoid can portion (20A) secured to the solenoid housing (24), wherein the first
solenoid portion (16A) is assembled within the first solenoid can portion (20A); and
a second solenoid can portion (20B), wherein the second solenoid portion
(16B) is assembled within the second solenoid can portion (20B).

7. The solenoid valve module (10) of claim 1, further comprising an
electrical connector (26) adapted to electrically connect the first solenoid valve (14A)
and the second solenoid valve (14B) to an engine (12).
8. The solenoid valve module (10) of claim 7, wherein the connector (26)
is a three prong connector adapted to allow independent electrical control of the first
solenoid valve (14A) and the second solenoid valve (14B).
9. The solenoid valve module (10) of claim 1, wherein the solenoid
housing (24) further defines a supply port (32), and wherein the supply port (32) is
fluidly connected to the first solenoid valve (14A) and the second solenoid valve
(14B).
10. The solenoid valve module (10) of claim 9, wherein a filter (42) is
located within the supply port (32).
11. The solenoid valve module (10) of claim 9, wherein the solenoid
housing (24) further defines a first exhaust port (36A) and a second exhaust port
(36B), and wherein the first exhaust port (36A) is fluidly connected to the first
solenoid valve 14A and the second exhaust port (36B) is fluidly connected to the
second solenoid valve (14B).
12. The solenoid valve module (10) of claim 12, wherein the first exhaust
port (36A) and the second exhaust port (36B) are adapted to be fluidly connected to a
drip rail (62) for the engine (12).
13. The solenoid valve module (10) of claim 12, wherein the solenoid
housing (24) defines a first control port (34A), a second control port (34B), and a
groove (38) surrounding the supply port (32), the first control port (34A), the second
control port (34B), the first exhaust port (36A) and the second exhaust port (36B), and
wherein a gasket (40) is located within the groove (38) to provide a sealed connection
between the supply port (32), the first control port (34A), the second control port

(34B), the first exhaust port (36A), the second exhaust port (36B), and the engine.
(12).
14. The solenoid valve module (10) of claim 9, wherein a first exhaust
regulator (60A) is located in the first exhaust port (36A) to control the pressure of
fluid exiting the first solenoid valve (14A) and a second exhaust regulator (60B) is
located in the second exhaust port (36B) to control the flow of fluid exiting the second
solenoid valve (14B).
15. The solenoid valve module (10) of claim 9, wherein the solenoid
housing (24) further defines a first exhaust port (36A), and wherein the first exhaust
port (36A) is fluidly connected to the first solenoid valve (14A) and the second
solenoid valve (14B) and wherein a first exhaust regulator (60A) controls the pressure
of fluid exiting the first solenoid valve (14A) and the second solenoid valve (14B).

A solenoid valve module (10) includes a first solenoid
valve (14A) having a first solenoid portion (16A) and a
first valve body (18A) and a second solenoid valve
(14B) having a second solenoid portion (16B) and a
second valve body (18B). The first valve body (18A) and
the second valve body (18B) are integrally formed by a
solenoid housing (24). The solenoid valve module (10)
is secured to a surface of an engine (12) to provide
hydraulic control for an engine component (48).