A valve actuation system comprises a first motion transfer mechanism operatively connected to a first valve actuation motion source providing at least main valve actuations to at least one intake engine valve. A second motion transfer mechanism is operatively connected to a second valve actuation motion source providing at least an LIVC and IEGR valve actuations. When a selectable coupling mechanism is operated in a first state, the main valve actuation is conveyed to the at least one intake engine valve via the first motion transfer mechanism. When the selectable coupling mechanism is operated in a second state, at least a portion of the main valve actuation is again conveyed to the at least one intake engine valve, and the LIVC and IEGR valve actuations are conveyed to the at least one intake engine valve via the second motion transfer mechanism, the coupling mechanism and the first motion transfer mechanism.
A valve actuation system comprises a first motion transfer mechanism operatively connected to a first valve actuation motion source providing at least main valve actuations to at least one intake engine valve. A second motion transfer mechanism is operatively connected to a second valve actuation motion source providing at least an LIVC and IEGR valve actuations. When a selectable coupling mechanism is operated in a first state, the main valve actuation is conveyed to the at least one intake engine valve via the first motion transfer mechanism. When the selectable coupling mechanism is operated in a second state, at least a portion of the main valve actuation is again conveyed to the at least one intake engine valve, and the LIVC and IEGR valve actuations are conveyed to the at least one intake engine valve via the second motion transfer mechanism, the coupling mechanism and the first motion transfer mechanism.
A valve actuation system comprises a first rocker assembly operatively connected to a first valve actuation motion source and to a first engine valve, with a first lost motion component arranged in series between a first input rocker and a first output rocker. A second rocker assembly is operatively connected to a second valve actuation motion source and to a second engine valve, with a second lost motion component arranged in series between a second input rocker and a second output rocker. A one-way coupling mechanism is disposed such that the second valve actuation motions are transferred to the first output rocker, but the first valve actuation motions are not transferred to the second output rocker. Furthermore, a primary hydraulic lash adjuster is configured in the second rocker assembly such that the primary hydraulic lash adjuster operates upon the first output rocker via the one-way coupling mechanism.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
4.
VALVE ACTUATION SYSTEM COMPRISING HYDRAULIC LASH ADJUSTER OPERATING VIA A ONE-WAY COUPLING MECHANISM
A valve actuation system comprises a first rocker assembly operatively connected to a first valve actuation motion source and to a first engine valve, with a first lost motion component arranged in series between a first input rocker and a first output rocker. A second rocker assembly is operatively connected to a second valve actuation motion source and to a second engine valve, with a second lost motion component arranged in series between a second input rocker and a second output rocker. A one-way coupling mechanism is disposed such that the second valve actuation motions are transferred to the first output rocker, but the first valve actuation motions are not transferred to the second output rocker. Furthermore, a primary hydraulic lash adjuster is configured in the second rocker assembly such that the primary hydraulic lash adjuster operates upon the first output rocker via the one-way coupling mechanism.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
5.
ROCKER ARM WITH A RESET SLIDER DISPOSED IN A LASH ADJUSTMENT ASSEMBLY
A rocker arm comprises an actuator piston slidably disposed in an actuator piston bore formed in a motion imparting end thereof. A lash adjustment assembly is disposed in the motion imparting end and comprises an internal bore. A hydraulic passage is in fluid communication with the actuator piston bore and the internal bore. A resetting assembly is disposed in the lash adjustment assembly and comprises a reset slider and a checking element in fluid communication with the internal bore. The reset slider is slidably disposed in the internal bore and has a first end configured to engage a valve train component or engine valve, and has a second end with a resetting pin disposed thereon configured to contact and place the checking element in an unchecked state in response to positioning of the rocker arm when the first end contacts the valve train component or engine valve.
A rocker arm comprises an actuator piston slidably disposed in an actuator piston bore formed in a motion imparting end thereof. A lash adjustment assembly is disposed in the motion imparting end and comprises an internal bore. A hydraulic passage is in fluid communication with the actuator piston bore and the internal bore. A resetting assembly is disposed in the lash adjustment assembly and comprises a reset slider and a checking element in fluid communication with the internal bore. The reset slider is slidably disposed in the internal bore and has a first end configured to engage a valve train component or engine valve, and has a second end with a resetting pin disposed thereon configured to contact and place the checking element in an unchecked state in response to positioning of the rocker arm when the first end contacts the valve train component or engine valve.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
7.
ROCKER ARM WITH OUTWARDLY SPRUNG HYDRAULIC ACTUATOR PISTON
A rocker arm comprises a hydraulic actuator piston slidably disposed in an actuator bore. An actuator spring is configured to bias the hydraulic actuator piston out of actuator bore and into contact with a valve train component or at least one engine valve, wherein reaction of the hydraulic actuator piston against the valve train component or the at least one engine valve biases a motion receiving portion of the rocker arm into contact with the valve actuation motion source. In an unactuated state of the hydraulic actuator piston, hydraulic fluid is permitted to flow out of the actuator bore and, in an actuated state of the hydraulic actuator piston, hydraulic fluid is locked in the actuator bore.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
8.
ROCKER ARM WITH OUTWARDLY SPRUNG HYDRAULIC ACTUATOR PISTON
A rocker arm comprises a hydraulic actuator piston slidably disposed in an actuator bore. An actuator spring is configured to bias the hydraulic actuator piston out of actuator bore and into contact with a valve train component or at least one engine valve, wherein reaction of the hydraulic actuator piston against the valve train component or the at least one engine valve biases a motion receiving portion of the rocker arm into contact with the valve actuation motion source. In an unactuated state of the hydraulic actuator piston, hydraulic fluid is permitted to flow out of the actuator bore and, in an actuated state of the hydraulic actuator piston, hydraulic fluid is locked in the actuator bore.
A system for actuating at least one engine valve comprises an output rocker operatively connected to the at least one engine valve. A first rocker assembly is operatively connected to a first valve actuation motion source. The first rocker assembly comprises a first input rocker arranged in series with a first lost motion component, wherein the first input receives first valve actuation motions from the first valve actuation motion source and the first lost motion component is operatively connected to the output rocker. A second rocker assembly is operatively connected to a second valve actuation motion source. The second rocker assembly comprises a second input rocker arranged in series with a second lost motion component, wherein the second input rocker receives second valve actuation motions from the second valve actuation motion source and the second lost motion component is operatively connected to the output rocker.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F01L 1/24 - Adjusting or compensating clearance, i.e. lash adjustment automatically by fluid means, e.g. hydraulically
10.
VALVE ACTUATION SYSTEM COMPRISING ROCKER ASSEMBLIES SHARING AN OUTPUT ROCKER
A system for actuating at least one engine valve comprises an output rocker operatively connected to the at least one engine valve. A first rocker assembly is operatively connected to a first valve actuation motion source. The first rocker assembly comprises a first input rocker arranged in series with a first lost motion component, wherein the first input receives first valve actuation motions from the first valve actuation motion source and the first lost motion component is operatively connected to the output rocker. A second rocker assembly is operatively connected to a second valve actuation motion source. The second rocker assembly comprises a second input rocker arranged in series with a second lost motion component, wherein the second input rocker receives second valve actuation motions from the second valve actuation motion source and the second lost motion component is operatively connected to the output rocker.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
11.
Valve actuation system comprising rocker assemblies with one-way coupling therebetween
A system for actuating at least two engine valves comprises a first rocker assembly operatively connected to a first valve actuation motion source and to a first engine valve. The first rocker assembly comprises a first lost motion component arranged in series with a first input rocker and a first output rocker. A second rocker assembly is operatively connected to a second valve actuation motion source and to a second engine valve. The second rocker assembly comprises at least one second rocker. The system further comprises a one-way coupling mechanism disposed between the first output rocker and the at least one second rocker such that second valve actuation motions are transferred from the at least one second rocker to the first output rocker, and first valve actuation motions are not transferred from the first output rocker to the at least one second rocker.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F01L 1/24 - Adjusting or compensating clearance, i.e. lash adjustment automatically by fluid means, e.g. hydraulically
12.
VALVE ACTUATION SYSTEM COMPRISING ROCKER ASSEMBLIES WITH ONE-WAY COUPLING THEREBETWEEN
A system for actuating at least two engine valves comprises a first rocker assembly operatively connected to a first valve actuation motion source and to a first engine valve. The first rocker assembly comprises a first lost motion component arranged in series with a first input rocker and a first output rocker. A second rocker assembly is operatively connected to a second valve actuation motion source and to a second engine valve. The second rocker assembly comprises at least one second rocker. The system further comprises a one-way coupling mechanism disposed between the first output rocker and the at least one second rocker such that second valve actuation motions are transferred from the at least one second rocker to the first output rocker, and first valve actuation motions are not transferred from the first output rocker to the at least one second rocker.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
A valve actuation system comprises a cylinder deactivation controller operatively connected to and in fluid communication with intake and exhaust deactivators for at least one cylinder. The valve actuation system further comprises an engine braking controller operatively connected to and in fluid communication with the engine braking actuators for the at least one cylinder. A braking-dependent deactivator controller is disposed between and in fluid communication with the cylinder deactivation controller and the intake deactivators, and in fluid communication with the engine braking controller via a control input. The braking-dependent deactivator controller is configured, in a first state based on its control input, to permit hydraulic fluid flow in hydraulic fluid control passages for the intake deactivators when in a non-1.5-stroke engine braking mode and, in a second state, to vent the hydraulic fluid control passages for the intake deactivators when in a 1.5-stroke engine braking mode.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
14.
SHUTDOWN CONTROL OF INTERNAL COMBUSTION ENGINE COMPRISING LOST MOTION COMPONENT
Control of engine shutdown of an internal combustion engine comprising a plurality of cylinders and, for each of the plurality of cylinders, a hydraulically controlled lost motion component operatively connected to an engine valve corresponding to the cylinder, is achieved when an engine controller determines that shutdown of the internal combustion engine has been requested. Responsive to the request for shutdown, the engine controller initiates or continues cylinder deactivation operation for each of at least one cylinder of the plurality of cylinders. The initiation or continuation of the cylinder deactivation operation for each of the at least one cylinder comprises, for an input to the hydraulically controlled lost motion component for each of at least one engine valve corresponding to the cylinder, operating the input to provide the cylinder deactivation operation for a duration at least long enough to complete shutdown of the internal combustion engine.
F02D 13/08 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing for rendering engine inoperative or idling
F01L 13/08 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during startingModifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for changing compression ratio
15.
SYSTEM FACILITATING CYLINDER DEACTIVATION AND 1.5-STROKE ENGINE BRAKING OPERATION IN AN INTERNAL COMBUSTION ENGINE
A valve actuation system comprises a cylinder deactivation controller operatively connected to and in fluid communication with intake and exhaust deactivators for at least one cylinder. The valve actuation system further comprises an engine braking controller operatively connected to and in fluid communication with the engine braking actuators for the at least one cylinder. A braking-dependent deactivator controller is disposed between and in fluid communication with the cylinder deactivation controller and the intake deactivators, and in fluid communication with the engine braking controller via a control input. The braking-dependent deactivator controller is configured, in a first state based on its control input, to permit hydraulic fluid flow in hydraulic fluid control passages for the intake deactivators when in a non-1.5-stroke engine braking mode and, in a second state, to vent the hydraulic fluid control passages for the intake deactivators when in a 1.5-stroke engine braking mode.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 9/10 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
F01L 9/40 - Methods of operation thereofControl of valve actuation, e.g. duration or lift
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
Control of engine shutdown of an internal combustion engine comprising a plurality of cylinders and, for each of the plurality of cylinders, a hydraulically controlled lost motion component operatively connected to an engine valve corresponding to the cylinder, is achieved when an engine controller determines that shutdown of the internal combustion engine has been requested. Responsive to the request for shutdown, the engine controller initiates or continues cylinder deactivation operation for each of at least one cylinder of the plurality of cylinders. The initiation or continuation of the cylinder deactivation operation for each of the at least one cylinder comprises, for an input to the hydraulically controlled lost motion component for each of at least one engine valve corresponding to the cylinder, operating the input to provide the cylinder deactivation operation for a duration at least long enough to complete shutdown of the internal combustion engine.
A discrete lost motion device for use in a valve train of an internal combustion engine comprises a housing having a housing bore extending longitudinally into the housing and a second end having a housing contact surface configured to engage a corresponding contact surface of a first valve train component. A plunger slidably is disposed in the housing bore is controllable between a first state in which the plunger rigidly extends out of the housing bore and a second state in which the plunger is permitted to reciprocate within the housing bore, the plunger further comprising an end having a plunger contact surface configured to engage a corresponding contact surface of a second valve train component. The housing contact surface and the plunger contact surface are configured to support the discrete lost motion device between the first and second valve train components.
A valve actuation system comprises a first arm having a first arm contact surface and operatively connected to a valve actuation motion. A second arm having a second arm contact surface is operatively connected to the at least one engine valve. A discrete lost motion device is provided that is controllable between a first, motion conveying state and a second, motion absorbing state. The discrete lost motion devices comprises a plunger contact surface and a housing contact surface. The housing contact surface is configured to engage one of the first or second arm contact surfaces, and the plunger contact surface is configured to engage another of the first and the second arm contact surfaces. The first and second arm contact surfaces, the housing contact surface and the first plunger contact surface are configured to support the discrete lost motion device between the first arm and the second arm.
A valve actuation system comprises a first arm having a first arm contact surface and operatively connected to a valve actuation motion. A second arm having a second arm contact surface is operatively connected to the at least one engine valve. A discrete lost motion device is provided that is controllable between a first, motion conveying state and a second, motion absorbing state. The discrete lost motion devices comprises a plunger contact surface and a housing contact surface. The housing contact surface is configured to engage one of the first or second arm contact surfaces, and the plunger contact surface is configured to engage another of the first and the second arm contact surfaces. The first and second arm contact surfaces, the housing contact surface and the first plunger contact surface are configured to support the discrete lost motion device between the first arm and the second arm.
A discrete lost motion device for use in a valve train of an internal combustion engine comprises a housing having a housing bore extending longitudinally into the housing and a second end having a housing contact surface configured to engage a corresponding contact surface of a first valve train component. A plunger slidably is disposed in the housing bore is controllable between a first state in which the plunger rigidly extends out of the housing bore and a second state in which the plunger is permitted to reciprocate within the housing bore, the plunger further comprising an end having a plunger contact surface configured to engage a corresponding contact surface of a second valve train component. The housing contact surface and the plunger contact surface are configured to support the discrete lost motion device between the first and second valve train components.
A valve actuation system comprises a valve actuation motion source configured to provide main and auxiliary valve actuation motions for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in a valve bridge and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism is arranged in a rocker arm and configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is parallel with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.
Systems for valve actuation in internal combustion engines provide rocker control components in the form of biasing mechanisms for biasing the valve side of a lost motion rocker toward the engine valves. This may prevent gaps in the valvetrain, particularly when used with cams having sub-base circle auxiliary motion event profiles. Valvetrain components, such as an e-foot engaging a valve bridge, may be provided with a biasing mechanism and stroke limiting and retaining components to maintain engagement between the e-foot and valve bridge, to control stability of the valve bridge, and to make assembly/disassembly easier.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
Systems for valve actuation in internal combustion engines provide for control of rocker arms and other valvetrain components by utilizing biasing and stroke limited components. Such features may be implemented in any valvetrain component, including e-foot assemblies or pushrod assemblies. The biasing component may bias the cam side of a lost motion rocker toward the cam. The components may be extendable to permit a biasing mechanism to keep the valvetrain components in a controlled position at all times. Stroke limiting features may facilitate the formation of small gaps between valvetrain components during the engine cycle for improved lubrication. Stroke limiting features may also retain valvetrain components in an assembled configuration even when not installed in an engine or valve actuation system.
Systems for valve actuation in internal combustion engines provide for control of rocker arms and other valvetrain components by utilizing biasing and stroke limited components. Such features may be implemented in any valvetrain component, including e-foot assemblies or pushrod assemblies. The biasing component may bias the cam side of a lost motion rocker toward the cam. The components may be extendable to permit a biasing mechanism to keep the valvetrain components in a controlled position at all times. Stroke limiting features may facilitate the formation of small gaps between valvetrain components during the engine cycle for improved lubrication. Stroke limiting features may also retain valvetrain components in an assembled configuration even when not installed in an engine or valve actuation system.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 9/10 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
A valve actuation system includes a rocker for conveying motion to an engine valve, a motion source arranged to impart motion to the rocker, rocker stop assembly configured to operate in an activated mode, in which the rocker stop assembly maintains the rocker in a position corresponding to partial valve lift, and a deactivated mode, in which the rocker stop assembly allows the rocker to move to a position corresponding to a fully closed valve position, and a rocker stop reset assembly for resetting the rocker stop assembly to the deactivated mode subsequent to a main event peak lift to thereby achieve late valve closing. A damper assembly may interact with the rocker stop assembly to provide a smooth transition of the rocker and valve motion to a late intake valve closing dwell. A valve catch assembly may control the seating velocity of the at least one valve.
A valve actuation system includes a rocker for conveying motion to an engine valve, a motion source arranged to impart motion to the rocker, rocker stop assembly configured to operate in an activated mode, in which the rocker stop assembly maintains the rocker in a position corresponding to partial valve lift, and a deactivated mode, in which the rocker stop assembly allows the rocker to move to a position corresponding to a fully closed valve position, and a rocker stop reset assembly for resetting the rocker stop assembly to the deactivated mode subsequent to a main event peak lift to thereby achieve late valve closing. A damper assembly may interact with the rocker stop assembly to provide a smooth transition of the rocker and valve motion to a late intake valve closing dwell. A valve catch assembly may control the seating velocity of the at least one valve.
A valve actuation system comprises a valve actuation motion source configured to provide main and auxiliary valve actuation motions for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in a valve bridge and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism is arranged in a rocker arm and configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is parallel with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 9/10 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F01L 9/40 - Methods of operation thereofControl of valve actuation, e.g. duration or lift
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/22 - Adjusting or compensating clearance, i.e. lash adjustment automatically
28.
VALVE ACTUATION SYSTEM COMPRISING FINGER FOLLOWER FOR LOBE SWITCHING AND SINGLE SOURCE LOST MOTION
A switching finger follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The finger follower may be configured as a lost motion device and may include a biasing assembly and a travel limiter. The latch may support the lever in at least one precise position and may support the lever in a second position for partial lost motion, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.
Valve bridge systems include constraints and guides for managing bridge jump and other uncontrolled valve bridge motion during engine operation. Constraints may include an e-foot collar, an extended portion on the bridge, and a bridge brake pin. Guides may include valve stem tip lead-in chamfers surrounding the valve bridge valve pockets as well as a deflection surface on the bridge extended portion. Methods of configuring valve bridges may include configuring the valve step tip lead-in chamfers based on worst-case positions of the valve bridge defined by one or more or a combination of the constraints provided by the e-foot collar, extended portion and brake pin.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
30.
Valve bridge constraints and guides and related methods
Valve bridge systems include constraints and guides for managing bridge jump and other uncontrolled valve bridge motion during engine operation. Constraints may include an e-foot collar, an extended portion on the bridge, and a bridge brake pin. Guides may include valve stem tip lead-in chamfers surrounding the valve bridge valve pockets as well as a deflection surface on the bridge extended portion. Methods of configuring valve bridges may include configuring the valve step tip lead-in chamfers based on worst-case positions of the valve bridge defined by one or more or a combination of the constraints provided by the e-foot collar, extended portion and brake pin.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
A valve bridge comprises a central body and at least first and second valve interface portions extending from the central body, each of the at least first and second valve interface portions defining a chamber configured to receive an engine valve and corresponding valve spring and spring retainer. Each chamber comprises a valve bridge control surface configured to selectively contact at least one of the corresponding valve spring and spring retainer, wherein each valve bridge control surface is a concave surface configured to extend downward around the corresponding valve spring.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
32.
VALVE ACTUATION SYSTEM COMPRISING IN-SERIES LOST MOTION COMPONENTS DEPLOYED IN A PRE-ROCKER ARM VALVE TRAIN COMPONENT AND VALVE BRIDGE
A valve actuation system comprises a valve actuation motion source configured to provide a main valve actuation motion and an auxiliary valve actuation motion for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in a pre-rocker arm valve train component and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism is arranged in a valve bridge and configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is in series with the lost motion subtracting mechanism in the valve actuation load path.
A valve actuation system comprises a valve actuation motion source configured to provide a main valve actuation motion and an auxiliary valve actuation motion for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in a pre-rocker arm valve train component and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism is arranged in a valve bridge and configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is in series with the lost motion subtracting mechanism in the valve actuation load path.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/24 - Adjusting or compensating clearance, i.e. lash adjustment automatically by fluid means, e.g. hydraulically
A system for controlling actuation of an engine valve comprises a pivot and a torsion spring having first and second legs operatively connected to the pivot. A lever arm is adjustably affixed to and extending away from the pivot, and is further rotatable about a pivot axis of the pivot between a retracted position and an extended position and vice versa relative to a motion conveying component. Furthermore, a housing is provided having a pivot bore formed therein with the pivot rotatably disposed in the pivot bore. The housing further comprises a first and second openings intersecting with the pivot bore such that the first and second legs extend out of the first opening and the lever arm extends out of the second opening. When a first force is applied by the motion conveying component to the lever arm, such first force maintains the lever arm in the extended position.
A system for controlling actuation of an engine valve comprises a pivot and a torsion spring having first and second legs operatively connected to the pivot. A lever arm is adjustably affixed to and extending away from the pivot, and is further rotatable about a pivot axis of the pivot between a retracted position and an extended position and vice versa relative to a motion conveying component. Furthermore, a housing is provided having a pivot bore formed therein with the pivot rotatably disposed in the pivot bore. The housing further comprises a first and second openings intersecting with the pivot bore such that the first and second legs extend out of the first opening and the lever arm extends out of the second opening. When a first force is applied by the motion conveying component to the lever arm, such first force maintains the lever arm in the extended position.
F01L 13/08 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during startingModifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for changing compression ratio
F02N 99/00 - Subject matter not provided for in the other groups of this subclass
36.
ROCKER CONTROL IN LOST MOTION ENGINE VALVE ACTUATION SYSTEMS
Systems for valve actuation in internal combustion engines provide rocker control components in the form of biasing mechanisms for biasing the valve side of a lost motion rocker toward the engine valves. This may prevent gaps in the valvetrain, particularly when used with cams having sub-base circle auxiliary motion event profiles. Valvetrain components, such as an e-foot engaging a valve bridge, may be provided with a biasing mechanism and stroke limiting and retaining components to maintain engagement between the e-foot and valve bridge, to control stability of the valve bridge, and to make assembly/disassembly easier.
A compact, modular, lost motion variable valve actuation assembly includes a dry start hydraulic circuit to enable quick priming of a lost motion master-slave circuit from a dry start reservoir to the master piston chamber during engine start. Motion of the master piston on engine startup may draw in fluid from the dry start hydraulic circuit. The dry start components may be integrated into a compact modular rocker shaft pedestal package suitable for retrofit on existing engine head assemblies. The master piston may include a push tube interface that includes a deep push tube cavity and lubrication capabilities in the master piston that provides for improved wear, stability, easy installation and alignment. The slave piston may be provided with a valve catch to reduce valve closing velocity during cycles involving lost-motion.
F01L 9/12 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
38.
VALVE ACTUATION SYSTEM COMPRISING LOST MOTION AND HIGH LIFT TRANSFER COMPONENTS IN A MAIN MOTION LOAD PATH
A valve actuation system comprising a valve actuation motion source configured to provide a main event valve actuation motion to at least one engine valve via a main motion load path that comprises at least one valve train component. The valve actuation system further includes a lost motion component arranged within a first valve train component in the main motion load path, the lost motion component being controllable to operate in a motion conveying state or a motion absorbing state. The valve actuation system also comprises a high lift transfer component arranged in the main motion load path, with the high lift transfer component being configured to permit the main motion load path to convey at least a high lift portion of the main event valve actuation motion when the lost motion component is in the motion absorbing state.
A valve bridge system comprises a valve bridge body configured to extend between at least two engine valves of an internal combustion engine. The valve bridge body comprises a through-bore configured to align with a first engine valve and to receive a bridge pin. A bridge pin boss has the through-bore formed therein, has a longitudinal length and terminates in an upper surface. The longitudinal length is configured such that the upper surface of the bridge pin boss contacts a surface of the auxiliary rocker arm to resist uncontrolled movement of the valve bridge when the valve bridge is in an uncontrolled state relative to the at least two engine valves.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
40.
Valve actuation system comprising lost motion and high lift transfer components in a main motion load path
A valve actuation system comprising a valve actuation motion source configured to provide a main event valve actuation motion to at least one engine valve via a main motion load path that comprises at least one valve train component. The valve actuation system further includes a lost motion component arranged within a first valve train component in the main motion load path, the lost motion component being controllable to operate in a motion conveying state or a motion absorbing state. The valve actuation system also comprises a high lift transfer component arranged in the main motion load path, with the high lift transfer component being configured to permit the main motion load path to convey at least a high lift portion of the main event valve actuation motion when the lost motion component is in the motion absorbing state.
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
41.
Valve actuation system comprising finger follower for lobe switching and single source lost motion
A switching finger follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The finger follower may be configured as a lost motion device and may include a biasing assembly and a travel limiter. The latch may support the lever in at least one precise position and may support the lever in a second position for partial lost motion, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
A valve bridge comprises a central body and at least first and second valve interface portions extending from the central body, each of the at least first and second valve interface portions defining a chamber configured to receive an engine valve and corresponding valve spring and spring retainer. Each chamber comprises a valve bridge control surface configured to selectively contact at least one of the corresponding valve spring and spring retainer, wherein each valve bridge control surface is a concave surface configured to extend downward around the corresponding valve spring.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
43.
Single actuator valve sequencing in cylinder deactivation and high-power density (HPD) braking engine environments
A system and associated methods for controlling valve motion in internal combustion engines provide a pulsing component for energizing a solenoid control valve in pulsatile fashion to cause a transient pressure change in a hydraulic network linking the control valve to a common, paired set of intake and exhaust main event deactivation mechanisms, which may be provided in respective valve bridges. The pressure change results in hydraulic deactivation of main event motion of the exhaust valve while avoiding deactivation of main intake event motion and thereby preserving intake main event valve motion, and supporting use of the intake main event motion for additional braking or other operations. The systems and methods are particularly suited for engine environments that employ cylinder deactivation (CDA) combined with high-power density (HPD) engine braking.
F01L 1/34 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 13/08 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during startingModifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for changing compression ratio
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
44.
Valve actuation and sequencing for cylinder deactivation and high-power density (HPD) braking
Systems and methods for controlling valves in valve actuation systems in internal combustion engines systems may be particularly suitable for sequencing valve motion in engine environments that combine cylinder deactivation and high-power density (HPD) engine braking. A main event motion system is configured to produce main event motion in one or more valve sets. An engine braking system produces engine braking motion and a cylinder deactivation system selectively deactivates main event motion of the intake and exhaust valves the valve set. A blocking system selectively prevents the cylinder deactivation system from deactivating main event motion of at least one intake valve during the engine braking operation. Thus, main event intake valve motions may be available for braking operations, such as HPD braking where main event intake valve motion may be used to enhance CR braking. One actuator can control deactivation of paired intake and exhaust main event motion.
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
A system and associated methods for controlling valve motion in internal combustion engines provide a pulsing component for energizing a solenoid control valve in pulsatile fashion to cause a transient pressure change in a hydraulic network linking the control valve to a common, paired set of intake and exhaust main event deactivation mechanisms, which may be provided in respective valve bridges. The pressure change results in hydraulic deactivation of main event motion of the exhaust valve while avoiding deactivation of main intake event motion and thereby preserving intake main event valve motion, and supporting use of the intake main event motion for additional braking or other operations. The systems and methods are particularly suited for engine environments that employ cylinder deactivation (CDA) combined with high-power density (HPD) engine braking.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
46.
VALVE ACTUATION AND SEQUENCING FOR CYLINDER DEACTIVATION AND HIGH-POWER DENSITY (HPD) BRAKING
Systems and methods for controlling valves in valve actuation systems in internal combustion engines systems may be particularly suitable for sequencing valve motion in engine environments that combine cylinder deactivation and high-power density (HPD) engine braking. A main event motion system is configured to produce main event motion in one or more valve sets. An engine braking system produces engine braking motion and a cylinder deactivation system selectively deactivates main event motion of the intake and exhaust valves the valve set. A blocking system selectively prevents the cylinder deactivation system from deactivating main event motion of at least one intake valve during the engine braking operation. Thus, main event intake valve motions may be available for braking operations, such as HPD braking where main event intake valve motion may be used to enhance CR braking. One actuator can control deactivation of paired intake and exhaust main event motion.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
47.
Engine valve actuation with handoff control between cooperative valve actuation motions
A valve actuation system comprises a first motion transfer mechanism operatively connected to a first valve actuation motion source and to the at least one engine valve, a second motion transfer mechanism operatively connected to a second valve actuation motion source; and a selectable coupling mechanism between the first and second motion transfer mechanisms. The coupling mechanism is operable in a first state where first valve actuation motions are conveyed to the at least one engine valve via the first motion transfer mechanism, and a second state where second valve actuation motions are additionally conveyed to the at least one engine valve via the second motion transfer mechanism, the coupling mechanism and the first motion transfer mechanism. During a handoff between the first and second valve actuation motions or vice versa, a difference in valve actuation velocities of the first and second valve actuation motions does not exceed a threshold.
F01L 1/34 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/04 - Valve drive by means of cams, camshafts, cam discs, eccentrics, or the like
48.
ENGINE VALVE ACTUATION WITH HANDOFF CONTROL BETWEEN COOPERATIVE VALVE ACTUATION MOTIONS
A valve actuation system comprises a first motion transfer mechanism operatively connected to a first valve actuation motion source and to the at least one engine valve, a second motion transfer mechanism operatively connected to a second valve actuation motion source; and a selectable coupling mechanism between the first and second motion transfer mechanisms. The coupling mechanism is operable in a first state where first valve actuation motions are conveyed to the at least one engine valve via the first motion transfer mechanism, and a second state where second valve actuation motions are additionally conveyed to the at least one engine valve via the second motion transfer mechanism, the coupling mechanism and the first motion transfer mechanism. During a handoff between the first and second valve actuation motions or vice versa, a difference in valve actuation velocities of the first and second valve actuation motions does not exceed a threshold.
A valve actuation system comprises a valve actuation motion source configured to provide a main valve actuation motion and an auxiliary valve actuation motion for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in the valve actuation load path and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is in series with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/24 - Adjusting or compensating clearance, i.e. lash adjustment automatically by fluid means, e.g. hydraulically
A valve actuation system comprises a valve actuation motion source configured to provide a main valve actuation motion and an auxiliary valve actuation motion for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in the valve actuation load path and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is in series with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
51.
COMBINED POSITIVE POWER AND CYLINDER DEACTIVATION OPERATION WITH SECONDARY VALVE EVENT
An internal combustion engine comprises a plurality of cylinders, including at least one de-activatable cylinder having at least one deactivator assembly operatively connected to the at least one valve train for the de-activatable cylinder. In such an internal combustion engine, a method for actuating engine valves comprises operating at least one cylinder of the plurality of cylinders to provide positive power generation according to the main valve actuations and, additionally, placing the at least one deactivator assembly for a de-activatable cylinder of the at least one de-activatable cylinder in a deactivation state. While the at least one deactivator assembly for the de-activatable cylinder is in the deactivation state and while the at least one cylinder is operating to provide positive power generation according to main valve actuations, the method further comprises performing at least one secondary valve event via at least one engine valve for the de-activatable cylinder.
An internal combustion engine comprises a plurality of cylinders, including at least one de-activatable cylinder having at least one deactivator assembly operatively connected to the at least one valve train for the de-activatable cylinder. In such an internal combustion engine, a method for actuating engine valves comprises operating at least one cylinder of the plurality of cylinders to provide positive power generation according to the main valve actuations and, additionally, placing the at least one deactivator assembly for a de-activatable cylinder of the at least one de-activatable cylinder in a deactivation state. While the at least one deactivator assembly for the de-activatable cylinder is in the deactivation state and while the at least one cylinder is operating to provide positive power generation according to main valve actuations, the method further comprises performing at least one secondary valve event via at least one engine valve for the de-activatable cylinder.
In an embodiment, an internal combustion engine comprises a plurality of cylinders, each of the plurality of cylinders comprising at least one intake deactivator operatively connected to at least one intake valve and at least one exhaust deactivator operatively connected to at least one exhaust. An intake deactivator controller is operatively connected to the intake deactivators associated with at least two cylinders of the plurality of cylinders, and an exhaust deactivator controller is operatively connected to the exhaust deactivators associated with the at least two cylinders. In another embodiment, only a single deactivator controller is operatively connected to both the intake deactivators and to the exhaust deactivators associated with the at least two cylinders of the plurality of cylinders.
In an embodiment, an internal combustion engine comprises a plurality of cylinders, each of the plurality of cylinders comprising at least one intake deactivator operatively connected to at least one intake valve and at least one exhaust deactivator operatively connected to at least one exhaust. An intake deactivator controller is operatively connected to the intake deactivators associated with at least two cylinders of the plurality of cylinders, and an exhaust deactivator controller is operatively connected to the exhaust deactivators associated with the at least two cylinders. In another embodiment, only a single deactivator controller is operatively connected to both the intake deactivators and to the exhaust deactivators associated with the at least two cylinders of the plurality of cylinders.
A switching finger may operate in two or three states or positions and cooperate with a single motion source to achieve methods of operating an engine in corresponding two or three modes. The modes may include cylinder deactivation, main event or auxiliary modes, including lost motion braking, LIVC and EEVO. A follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The latch may support the lever in one or more precise positions, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.
Systems for valve actuation in internal combustion engines provide configurations for hydraulic lash adjusters and valve actuation valvetrain components that are particularly suitable for prevention of HLA jacking in dedicated cam environments including Type II valvetrain architectures. In one implementation, a lash adjuster loading component, which may comprise a stroke-limited spring biased piston associated with the main event valvetrain keeps the lash adjuster under a constant compressive force to prevent jacking.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/255 - Hydraulic tappets between cam and rocker arm
57.
Finger follower for lobe switching and single source lost motion
A switching finger may operate in two or three states or positions and cooperate with a single motion source to achieve methods of operating an engine in corresponding two or three modes. The modes may include cylinder deactivation, main event or auxiliary modes, including lost motion braking, LIVC and EEVO. A follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The latch may support the lever in one or more precise positions, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.
A valve bridge system comprises a valve bridge configured to extend between at least two engine valves of an internal combustion engine. In one embodiment, a valve bridge guide is operatively connected to the valve bridge and configured to extend between at least two valve springs respectively corresponding to the at least two engine valves, the valve bridge guide defining a surface conforming to a valve spring of the at least two valve springs. In another embodiment, the valve bridge guide may comprise at least a first member maintained in a first fixed position relative to and at a predetermined distance from the valve bridge. In both embodiments, the valve bridge guide is configured to avoid contact with the valve bridge in a controlled state, but to permit contact with valve bridge to resist uncontrolled movement of the valve bridge.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/12 - Transmitting-gear between valve drive and valve
F01L 13/08 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during startingModifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for changing compression ratio
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
59.
SELECTIVE RESETTING LOST MOTION ENGINE VALVE TRAIN COMPONENTS
Systems and related methods include a rocker arm having integrated components, including a lost motion actuator piston and components for resetting the lost motion actuator piston to provide normal valve closing or late valve closing. Selective reset is facilitated by a reset piston and a blocking piston disposed in a hydraulic circuit including a reset passage. In a non-resetting mode of operation, the blocking piston may block oil flow within the reset passage, regardless of the position of the reset piston, which facilitates late valve closing. An alternative embodiment includes a blocking sleeve disposed concentrically relative to the reset piston.
In an internal combustion engine, a linkage is provided between an auxiliary motion source and a main motion load path, such that motions received by the linkage from the auxiliary motion source result in provision of a first force to at least one engine valve and a second force to the main motion load path in a direction toward a main motion source. Where an automatic lash adjuster is associated with the main motion load path, the second force may be selected to aid in the control of lash adjustments made by the automatic lash adjuster. In various embodiments, the linkage may be embodied in an mechanical linkage, whereas in other embodiments, an hydraulic linkage may be employed. The linkage may be incorporated into, or otherwise cooperate, a valve bridge or a rocker arm.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
F01L 9/12 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
A valve actuation system comprises at least one main rocker arm operatively connected to a first engine valve, the at least one main rocker arm configured to receive at least main valve actuation motions. A second rocker arm is operatively connected to a second engine valve, the second rocker arm being configured to receive first auxiliary valve actuation motions. The second rocker arm further comprising a hydraulically-controlled first actuator that can selectively couple or decouple the second rocker arm and the second engine valve thereby permitting or preventing conveyance of the first auxiliary valve actuation motions from the second rocker arm to the second engine valve. A one-way coupling mechanism disposed between the at least one main rocker arm and the second rocker arm permits valve actuation motions to be transferred from the at least one main rocker arm to the second rocker arm, but not vice versa.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
62.
Finger follower for lobe switching and single source lost motion
A switching finger follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The finger follower may be configured as a lost motion device and may include a biasing assembly and a travel limiter. The latch may support the lever in at least one precise position and may support the lever in a second position for partial lost motion, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.
A valve actuation system for actuating at least one engine valve comprises a first half-rocker arm configured to receive main valve actuation motions from a main valve actuation motion source and a second rocker arm configured to actuate the at least one engine valve. A collapsing mechanism is also provided and configured relative to the first half-rocker arm and the second rocker arm, in a first collapsing mechanism state, to convey the main valve actuation motions from the first half-rocker arm to the second rocker arm and, in a second collapsing mechanism state, to prevent conveyance of the main valve actuation motions from the first half-rocker arm to the second rocker arm. The collapsing mechanism may be disposed in the first half-rocker arm or the second rocker arm, where the rocker arm not including the collapsing mechanism is provided with a collapsing mechanism contact surface.
A valve actuation system comprises at least one main rocker arm operatively connected to a first engine valve, the at least one main rocker arm configured to receive at least main valve actuation motions. A second rocker arm is operatively connected to a second engine valve, the second rocker arm being configured to receive first auxiliary valve actuation motions. The second rocker arm further comprising a hydraulically-controlled first actuator that can selectively couple or decouple the second rocker arm and the second engine valve thereby permitting or preventing conveyance of the first auxiliary valve actuation motions from the second rocker arm to the second engine valve. A one-way coupling mechanism disposed between the at least one main rocker arm and the second rocker arm permits valve actuation motions to be transferred from the at least one main rocker arm to the second rocker arm, but not vice versa.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/24 - Adjusting or compensating clearance, i.e. lash adjustment automatically by fluid means, e.g. hydraulically
A switching finger follower for an engine valve train utilizes an adjustable support assembly that eliminates potential for partial engagement during operation. A lever engagement member or latch is disposed for movement on the follower body and interacts with a lever to provide a constant contact geometry. The finger follower may be configured as a lost motion device and may include a biasing assembly and a travel limiter. The latch may support the lever in at least one precise position and may support the lever in a second position for partial lost motion, or permit the lever to pivot free of the latch for complete lost motion, as in cylinder deactivation applications.
A valve actuation system for actuating at least one engine valve comprises a first half-rocker arm configured to receive main valve actuation motions from a main valve actuation motion source and a second rocker arm configured to actuate the at least one engine valve. A collapsing mechanism is also provided and configured relative to the first half-rocker arm and the second rocker arm, in a first collapsing mechanism state, to convey the main valve actuation motions from the first half-rocker arm to the second rocker arm and, in a second collapsing mechanism state, to prevent conveyance of the main valve actuation motions from the first half-rocker arm to the second rocker arm. The collapsing mechanism may be disposed in the first half-rocker arm or the second rocker arm, where the rocker arm not including the collapsing mechanism is provided with a collapsing mechanism contact surface.
A valve bridge system comprises a valve bridge configured to extend between at least two engine valves of an internal combustion engine. In one embodiment, a valve bridge guide is operatively connected to the valve bridge and configured to extend between at least two valve springs respectively corresponding to the at least two engine valves, the valve bridge guide defining a surface conforming to a valve spring of the at least two valve springs. In another embodiment, the valve bridge guide may comprise at least a first member maintained in a first fixed position relative to and at a predetermined distance from the valve bridge. In both embodiments, the valve bridge guide is configured to avoid contact with the valve bridge in a controlled state, but to permit contact with valve bridge to resist uncontrolled movement of the valve bridge.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
68.
Valve bridge systems comprising valve bridge guide
A valve bridge system comprises a valve bridge configured to extend between at least two engine valves of an internal combustion engine. In one embodiment, a valve bridge guide is operatively connected to the valve bridge and configured to extend between at least two valve springs respectively corresponding to the at least two engine valves, the valve bridge guide defining a surface conforming to a valve spring of the at least two valve springs. In another embodiment, the valve bridge guide may comprise at least a first member maintained in a first fixed position relative to and at a predetermined distance from the valve bridge. In both embodiments, the valve bridge guide is configured to avoid contact with the valve bridge in a controlled state, but to permit contact with valve bridge to resist uncontrolled movement of the valve bridge.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
A system for actuating one or more engine valves for positive power operation and engine braking operation is disclosed. In a preferred embodiment, an exhaust valve bridge and intake valve bridge each receive valve actuations from two sets of rocker arms. Each valve bridge includes a sliding pin for actuating a single engine valve and an outer plunger disposed in the center of the valve bridge to actuate two engine valves through the bridge. The outer plunger of each valve bridge may be selectively locked to its valve bridge to provide positive power valve actuation. During engine braking, application of hydraulic pressure to the outer plungers may cause the respective valve bridges and outer plungers to unlock so that all engine braking valve actuations are provided from a rocker arm acting on one engine valve through the sliding pin.
F01L 1/34 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
70.
VARIABLE LENGTH PISTON ASSEMBLIES FOR ENGINE VALVE ACTUATION SYSTEMS
Variable-length assemblies, including lost motion assemblies eliminate hydraulic or pneumatic working fluids for operation in internal combustion engine valve trains and may be integrated into valve rocker arm pivots. An example piston and actuating plate are provided with working surfaces that interact when the actuating plate is rotated relative to the piston. The working surfaces include ramped transition portions and may include upper and lower flat portions. A shallow ramp angle prevents counter-rotation of the actuating plate under load. Actuating assemblies include an actuating solenoid includes a plunger that engages and pivots the actuating arm to cause rotation of the actuating plate relative to the piston and changes the state of the lost motion assembly from an "off state, where motion may be absorbed, to an "on" state where the lost motion assembly is rigid and does not absorb motion.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
71.
Variable length piston assemblies for engine valve actuation systems
Variable-length assemblies, including lost motion assemblies eliminate hydraulic or pneumatic working fluids for operation in internal combustion engine valve trains and may be integrated into valve rocker arm pivots. An example piston and actuating plate are provided with working surfaces that interact when the actuating plate is rotated relative to the piston. The working surfaces include ramped transition portions and may include upper and lower flat portions. A shallow ramp angle prevents counter-rotation of the actuating plate under load. Actuating assemblies include an actuating solenoid includes a plunger that engages and pivots the actuating arm to cause rotation of the actuating plate relative to the piston and changes the state of the lost motion assembly from an “off” state, where motion may be absorbed, to an “on” state where the lost motion assembly is rigid and does not absorb motion.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
Hydraulic systems in an engine valvetrain having lost motion and/or braking hydraulic circuits are provided with a conditioning circuit that may include a supplemental supply passage, which provides continuous and supplemental supply of hydraulic fluid from a supply source to the braking and lost motion circuits, as well as a venting of the circuits to ambient, such that the hydraulic fluid in these circuits is kept in a refreshed and conditioned state without air contamination. A vented three-way solenoid valve may be utilized. The supplemental supply passage may be provided at various locations in the valvetrain and in the engine head environment. The supplemental supply passage may include flow and pressure control devices to control the flow of the supplemental supply of hydraulic fluid.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
73.
LOST MOTION VARIABLE VALVE ACTUATION SYSTEMS AND METHODS
A compact, modular, lost motion variable valve actuation assembly includes a dry start hydraulic circuit to enable quick priming of a lost motion master-slave circuit from a dry start reservoir to the master piston chamber during engine start. Motion of the master piston on engine startup may draw in fluid from the dry start hydraulic circuit. The dry start components may be integrated into a compact modular rocker shaft pedestal package suitable for retrofit on existing engine head assemblies. The master piston may include a push tube interface that includes a deep push tube cavity and lubrication capabilities in the master piston that provides for improved wear, stability, easy installation and alignment. The slave piston may be provided with a valve catch to reduce valve closing velocity during cycles involving lost-motion.
Hydraulic systems in an engine valvetrain having lost motion and/or braking hydraulic circuits are provided with a conditioning circuit that may include a supplemental supply passage, which provides continuous and supplemental supply of hydraulic fluid from a supply source to the braking and lost motion circuits, as well as a venting of the circuits to ambient, such that the hydraulic fluid in these circuits is kept in a refreshed and conditioned state without air contamination. A vented three-way solenoid valve may be utilized. The supplemental supply passage may be provided at various locations in the valvetrain and in the engine head environment. The supplemental supply passage may include flow and pressure control devices to control the flow of the supplemental supply of hydraulic fluid.
F01L 9/10 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
75.
Lost motion variable valve actuation systems and methods
A compact, modular, lost motion variable valve actuation assembly includes a dry start hydraulic circuit to enable quick priming of a lost motion master-slave circuit from a dry start reservoir to the master piston chamber during engine start. Motion of the master piston on engine startup may draw in fluid from the dry start hydraulic circuit. The dry start components may be integrated into a compact modular rocker shaft pedestal package suitable for retrofit on existing engine head assemblies. The master piston may include a push tube interface that includes a deep push tube cavity and lubrication capabilities in the master piston that provides for improved wear, stability, easy installation and alignment. The slave piston may be provided with a valve catch to reduce valve closing velocity during cycles involving lost-motion.
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
F01L 9/12 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
76.
SYSTEMS AND METHODS FOR COMBINED ENGINE BRAKING AND LOST MOTION EXHAUST VALVE OPENING
A combined dedicated braking and EE VO lost motion valve actuation systems for internal combustion engines provide subsystems for braking events and EE VO events on one or more cylinders. Various control strategies may utilize braking and EE VO capabilities to module one or more engine parameters, including after treatment temperature and engine load.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
77.
Systems and methods for combined engine braking and lost motion exhaust valve opening
A combined dedicated braking and EEVO lost motion valve actuation systems for internal combustion engines provide subsystems for braking events and EEVO events on one or more cylinders. Various control strategies may utilize braking and EEVO capabilities to module one or more engine parameters, including aftertreatment temperature and engine load.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
78.
Engine valve actuation systems with lost motion valve train components, including collapsing valve bridges with locking pins
Systems for valve actuation in internal combustion engines provide configurations for collapsing valve train components, particularly collapsing valve bridges. Various configurations for locking a bridge piston to a bridge housing include substantially cylindrical locking pins that may be housed within a substantially cylindrical receptacles defined by a transverse bore in the bridge piston and actuated hydraulically and may include an actuating pin that interacts with the locking pins to synchronize motion and provide positive positioning within an annular recess in the bridge housing to lock or unlock the bridge piston for movement relative to the bridge housing. Various geometries for locking pins and actuating pins provide benefits of manufacturing, ease of assembly, alignment and reduced wear.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
79.
ENGINE VALVE ACTUATION SYSTEMS WITH LOST MOTION VALVE TRAIN COMPONENTS, INCLUDING COLLAPSING VALVE BRIDGES WITH LOCKING PINS
Systems for valve actuation in internal combustion engines provide configurations for collapsing valve train components, particularly collapsing valve bridges. Various configurations for locking a bridge piston to a bridge housing include substantially cylindrical locking pins that may be housed within a substantially cylindrical receptacles defined by a transverse bore in the bridge piston and actuated hydraulically and may include an actuating pin that interacts with the locking pins to synchronize motion and provide positive positioning within an annular recess in the bridge housing to lock or unlock the bridge piston for movement relative to the bridge housing. Various geometries for locking pins and actuating pins provide benefits of manufacturing, ease of assembly, alignment and reduced wear.
Systems and methods for internal exhaust gas recirculation (iEGR) in internal combustion engines may utilize secondary' intake valve lift events dining an exhaust valve main event in lost motion valve actuation systems. The secondary intake valve lift event may occur at. the beginning or end of the exhaust valve main event. Favorable intake valve lift profiles are obtained with the use of a reset component, which may perform a hydraulic reset on the lost motion component in order to ensure dial the intake valve secondary lift event occurs optimally near the beginning of an exhaust valve main event. The reset component may be triggered using motion from an exhaust valvetrain, for example, by a triggering component such as a reset pad, on an exhaust rocker. The reset component may also be triggered on the basis of the intake rocker arm position, in which ease a reset pad that is fixed to the engine head or fixed relative to the intake rocker motion may be used.
Systems and methods for internal exhaust gas recirculation (iEGR) in internal combustion engines may utilize secondary intake valve lift events during an exhaust valve main event in lost motion valve actuation systems. The secondary intake valve lift event may occur at the beginning or end of the exhaust valve main event. Favorable intake valve lift profiles are obtained with the use of a reset component, which may perform a hydraulic reset on the lost motion component in order to ensure that the intake valve secondary lift event occurs optimally near the beginning of an exhaust valve main event. The reset component may be triggered using motion from an exhaust valvetrain, for example, by a triggering component such as a reset pad, on an exhaust rocker. The reset component may also be triggered on the basis of the intake rocker arm position, in which case a reset pad that is fixed to the engine head or fixed relative to the intake rocker motion may be used.
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
Systems for valve actuation in internal combustion engines with a dedicated rocker for actuating the at least one of two or more engine valves in a braking operation may include a biasing component, such as a compression spring, tension spring, spring catch, hydraulic actuator, pneumatic actuator for biasing the dedicated rocker in a biased direction away from the motion source, and a limiting component, such as a physical stop including a set screw or a stop integrated in the biasing component, for limiting the motion of the dedicated rocker in the biased direction. The biasing component and limiting component maintain the dedicated rocker in a controlled state and a positive, neutral position during operation.
Systems for valve actuation in internal combustion engines with a dedicated rocker for actuating the at least one of two or more engine valves in a braking operation may include a biasing component, such as a compression spring, tension spring, spring catch, hydraulic actuator, pneumatic actuator for biasing the dedicated rocker in a biased direction away from the motion source, and a limiting component, such as a physical stop including a set screw or a stop integrated in the biasing component, for limiting the motion of the dedicated rocker in the biased direction. The biasing component and limiting component maintain the dedicated rocker in a controlled state and a positive, neutral position during operation.
F01L 1/34 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
84.
Lash adjuster control in engine valve actuation systems
Systems for valve actuation in internal combustion engines provide configurations for hydraulic lash adjusters and valve actuation valvetrain components that are particularly suitable for prevention of HLA jacking in dedicated cam environments including Type II valvetrain architectures. In one implementation, a lash adjuster loading component, which may comprise a stroke-limited spring biased piston associated with the main event valvetrain keeps the lash adjuster under a constant compressive force to prevent jacking.
F01L 1/34 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening
F01L 1/24 - Adjusting or compensating clearance, i.e. lash adjustment automatically by fluid means, e.g. hydraulically
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 9/12 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
Systems for valve actuation in internal combustion engines provide configurations for hydraulic lash adjusters and valve actuation valvetrain components that are particularly suitable for prevention of HLA jacking in lost motion cam environments and in valve bridge environments. In one implementation, a rocker arm may transmit motion from a lost motion cam having main event and auxiliary event lobes. Main event motion is transmitted to two engine valves through the rocker arm, a lash adjuster, lash adjuster loading component and valve bridge, which define part of a first load path. Braking motion is transmitted to one of the engine valves through an inboard valve actuator and bridge pin, which define part of a second load path. The HLA is thus disposed in a separate load path from the braking valve load and the lash adjuster loading component keeps the lash adjuster under a constant compressive force to prevent jacking.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
Systems for valve actuation in internal combustion engines provide configurations for hydraulic lash adjusters and valve actuation valvetrain components that are particularly suitable for prevention of HL A jacking in lost motion cam environments and in valve bridge environments. In one implementation, a rocker arm may transmit motion from a lost motion cam having main event and auxiliary event lobes. Main event motion is transmitted to two engine valves through the rocker arm, a lash adjuster, lash adjuster loading component and valve bridge, which define part of a first load path. Braking motion is transmitted to one of the engine valves through an inboard valve actuator and bridge pin, which define part of a second load path. The HLA is thus disposed in a separate load path from the braking valve load and the lash adjuster loading component keeps the lash adjuster under a constant compressive force to prevent jacking.
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Engine parts in the nature of engine retarders and parts thereof, namely, housing assemblies, cover spacers, control valves, spool valves, solenoid valves, master pistons, slave pistons, automatic clearance adjusters, resets, clip valves, anti-rotation pins, control modules, relays, clutch switches, pump switches sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges, and poppet valve actuators; Engine parts in the nature of engine retarders for land vehicles and parts thereof, namely, housing assemblies, cover spacers, control valves, spool valves, solenoid valves, master pistons, slave pistons, automatic clearance adjusters, resets, clip valves, anti-rotation pins, control modules, relays, clutch switches, pump switches sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges, and poppet valve actuators. Engine retarders for land vehicles and parts thereof, namely, housing assemblies, cover spacers, spool valves, automatic clearance adjusters, resets, clip valves, anti-rotation pins, relays, clutch switches and pump switches all sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges and automatic clearance adjusters.
88.
SYSTEMS AND METHODS FOR COUNTER FLOW MANAGEMENT AND VALVE MOTION SEQUENCING IN ENHANCED ENGINE BRAKING
Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
90.
Systems and methods for counter flow management and valve motion sequencing in enhanced engine braking
Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically.
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
09 - Scientific and electric apparatus and instruments
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
(1) Engine parts in the nature of engine retarders for land vehicles and parts thereof, all parts sold separately for repair and replacement purposes, namely, housing assemblies, cover spacers, control valves, spool valves, master pistons, slave pistons, automatic clearance adjusters, resets, clip valves, anti-rotation pins, clutch switches, pump switches sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges, and poppet valve actuators
(2) Engine retarders for land vehicles and parts thereof sold together as a complete assembled unit, comprising of housing assemblies, cover spacers, spool valves, automatic clearance adjusters, resets, clip valves, anti-rotation pins, electric relay switches, clutch switches and pump switches all sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges and automatic clearance adjusters
(3) Solenoid valves; electronic control system for vehicle brakes; electric relay switches
09 - Scientific and electric apparatus and instruments
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
(1) Engine parts in the nature of engine retarders for land vehicles and parts thereof, all parts sold separately for repair and replacement purposes, namely, housing assemblies, cover spacers, control valves, spool valves, master pistons, slave pistons, automatic clearance adjusters, resets, clip valves, anti-rotation pins, clutch switches, pump switches sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges, and poppet valve actuators
(2) Engine retarders for land vehicles and parts thereof sold together as a complete assembled unit, comprising of housing assemblies, cover spacers, spool valves, automatic clearance adjusters, resets, clip valves, anti-rotation pins, electric relay switches, clutch switches and pump switches all sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges and automatic clearance adjusters
(3) Solenoid valves; electronic control system for vehicle brakes; electric relay switches
09 - Scientific and electric apparatus and instruments
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
(1) Engine parts in the nature of engine retarders for land vehicles and parts thereof, all parts sold separately for repair and replacement purposes, namely, housing assemblies, cover spacers, control valves, spool valves, master pistons, slave pistons, automatic clearance adjusters, resets, clip valves, anti-rotation pins, clutch switches, pump switches sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges, and poppet valve actuators
(2) Engine retarders for land vehicles and parts thereof sold together as a complete assembled unit, comprising of housing assemblies, cover spacers, spool valves, automatic clearance adjusters, resets, clip valves, anti-rotation pins, electric relay switches, clutch switches and pump switches all sold as a unit, hydraulic tappets, rocker arms, push tubes, springs, hydraulic fluid accumulators, valve bridges and automatic clearance adjusters
(3) Solenoid valves; electronic control system for vehicle brakes; electric relay switches
95.
REMOVABLE VALVE BRIDGES AND VALVE ACTUATION SYSTEMS INCLUDING THE SAME
A system for actuating engine valves may include a valve bridge having a main event rocker interface portion, a first valve interface portion and a second valve interface portion extending in generally opposite directions from the main event rocker interface portion. The second valve interface portion may include an open end including a slot for receiving a bridge pin. The slot permits the valve bridge to be removed from the actuation system without removal of the main event rocker or other actuating components, such as an auxiliary rocker. The valve bridge can be removed from the valve train without requiring removal of other actuation system components, such as auxiliary rockers or main event rockers. A single valve bridge configuration can be used with different valve spans, which may occur among different cylinder sizes in a given engine family, or across different engine families.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
96.
Removable valve bridges and valve actuation systems including the same
A system for actuating engine valves may include a valve bridge having a main event rocker interface portion, a first valve interface portion and a second valve interface portion extending in generally opposite directions from the main event rocker interface portion. The second valve interface portion may include an open end including a slot for receiving a bridge pin. The slot permits the valve bridge to be removed from the actuation system without removal of the main event rocker or other actuating components, such as an auxiliary rocker. The valve bridge can be removed from the valve train without requiring removal of other actuation system components, such as auxiliary rockers or main event rockers. A single valve bridge configuration can be used with different valve spans, which may occur among different cylinder sizes in a given engine family, or across different engine families.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
A system that provides adjustable actuation timing of one or more valve(s) (16) in a piston engine includes a position sensor (12) and a variable valve actuation assembly (10). The valve(s) (16) can be intake and/or exhaust valves in an internal combustion engine of an automobile. The position sensor (12) takes position readings of the valve(s) (16) as the valve(s) (16) actuate in the piston engine. The variable valve actuation assembly (10) controls actuation timing of the valve(s) (16). Actuation timing of the valve(s) (16) is adjustable based, in part or more, upon one or more position reading(s) of the position sensor (12). The variable valve actuation assembly (10) can be a lost motion assembly (10).
A controller of an internal combustion engine receives a request to activate an exhaust brake subsystem and, in response thereto, activates the exhaust braking subsystem. The controller thereafter determines that at least one parameter of the exhaust system, an intake subsystem or both compares unfavorably with at least one threshold. When the at least one parameter compares unfavorably with the at least one threshold, the controller determines that the exhaust braking subsystem has failed. In embodiments, the determination that the at least one parameter compares unfavorably with the at least one threshold comprises a determination that backpressure in the exhaust system is lower than a backpressure threshold and/or a determination that boost pressure in the intake subsystem is higher than a threshold.
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02D 41/24 - Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Engine parts in the nature of engine retarders and parts
thereof, namely, housing assemblies, cover spacers, control
valves, spool valves, solenoid valves, master pistons, slave
pistons, automatic clearance adjusters, resets, clip valves,
anti-rotation pins, control modules, relays, clutch
switches, pump switches sold as a unit, hydraulic tappets,
rocker arms, push tubes, springs, hydraulic fluid
accumulators, valve bridges, and poppet valve actuators;
engine parts in the nature of engine retarders for land
vehicles and parts thereof, namely, housing assemblies,
cover spacers, control valves, spool valves, solenoid
valves, master pistons, slave pistons, automatic clearance
adjusters, resets, clip valves, anti-rotation pins, control
modules, relays, clutch switches, pump switches sold as a
unit, hydraulic tappets, rocker arms, push tubes, springs,
hydraulic fluid accumulators, valve bridges, and poppet
valve actuators. Engine retarders for land vehicles and parts thereof,
namely, housing assemblies, cover spacers, spool valves,
automatic clearance adjusters, resets, clip valves,
anti-rotation pins, relays, clutch switches and pump
switches all sold as a unit, hydraulic tappets, rocker arms,
push tubes, springs, hydraulic fluid accumulators, valve
bridges and automatic clearance adjusters.
100.
Method and apparatus for determining exhaust brake failure
A controller of an internal combustion engine receives a request to activate an exhaust brake subsystem and, in response thereto, activates the exhaust braking subsystem. The controller thereafter determines that at least one parameter of the exhaust system, an intake subsystem or both compares unfavorably with at least one threshold. When the at least one parameter compares unfavorably with the at least one threshold, the controller determines that the exhaust braking subsystem has failed. In embodiments, the determination that the at least one parameter compares unfavorably with the at least one threshold comprises a determination that backpressure in the exhaust system is lower than a backpressure threshold and/or a determination that boost pressure in the intake subsystem is higher than a threshold.
F02D 41/22 - Safety or indicating devices for abnormal conditions
F02D 13/04 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
