Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
  • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/08—Shape of cams
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/12—Transmitting gear between valve drive and valve
  • F01L1/18—Rocking arms or levers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
  • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
  • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/12—Transmitting gear between valve drive and valve
  • F01L1/18—Rocking arms or levers
  • F01L1/181—Centre pivot rocking arms
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/20—Adjusting or compensating clearance
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/12—Transmitting gear between valve drive and valve
  • F01L1/18—Rocking arms or levers
  • F01L2001/186—Split rocking arms, e.g. rocker arms having two articulated parts and means for varying the relative position of these parts or for selectively connecting the parts to move in unison
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L2305/00—Valve arrangements comprising rollers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L2800/00—Methods of operation using a variable valve timing mechanism
  • F01L2800/10—Providing exhaust gas recirculation [EGR]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages

Definitions

• the present invention relates to a system and method for providing engine braking in an internal combustion engine.
• the engine completes a full cycle made up of four strokes (i.e., expansion, exhaust, intake, and compression). Both the intake and exhaust valves may be closed, and remain closed, during most of the expansion stroke wherein the piston is traveling away from the cylinder head (i.e., the volume between the cylinder head and the piston head is increasing).
• strokes i.e., expansion, exhaust, intake, and compression
• Both the intake and exhaust valves may be closed, and remain closed, during most of the expansion stroke wherein the piston is traveling away from the cylinder head (i.e., the volume between the cylinder head and the piston head is increasing).
• fuel is burned during the expansion stroke and positive power is delivered by the engine.
• the expansion stroke ends at the bottom dead center point, at which time the piston reverses direction and the exhaust valve may be opened for a main exhaust event.
• a lobe on the camshaft may be synchronized to open the exhaust valve for the main exhaust event as the piston travels upward and forces combustion gases out of the cylinder.
• another lobe on the camshaft may open the intake valve for the main intake event at which time the piston travels away from the cylinder head.
• the intake valve closes and the intake stroke ends when the piston is near bottom dead center. Both the intake and exhaust valves are closed as the piston again travels upward for the compression stroke.
• main intake and main exhaust valve events are required for positive power operation of an internal combustion engine. Additional auxiliary valve events, while not required, may be desirable. For example, it may be desirable to actuate the intake and/or exhaust valves during positive power or other engine operation modes for compression-release engine braking, bleeder engine braking, exhaust gas recirculation (EGR), or brake gas recirculation (BGR).
• EGR exhaust gas recirculation
• BGR brake gas recirculation
• auxiliary valve events such as a compression-release engine braking event 610, bleeder engine braking event 620, exhaust gas recirculation event 630, and brake gas recirculation event 640, which may be carried out by an exhaust valve using various embodiments of the present invention to actuate exhaust valves for main and auxiliary valve events.
• engine braking systems may control the flow of exhaust gas to incorporate the principles of compression-release type braking, exhaust gas recirculation, exhaust pressure regulation, full cycle bleeder and/or partial bleeder type braking.
• the exhaust valves may be selectively opened to convert, at least temporarily, a power producing internal combustion engine into a power absorbing air compressor.
• a piston travels upward during its compression stroke, the gases that are trapped in the cylinder may be compressed. The compressed gases may oppose the upward motion of the piston.
• TDC top dead center
• at least one exhaust valve may be opened to release the compressed gases in the cylinder to the exhaust manifold, preventing the energy stored in the compressed gases from being returned to the engine on the subsequent expansion down-stroke. In doing so, the engine may develop retarding power to help slow the vehicle down.
• An example of a prior art compression release engine brake is provided by the disclosure of the Cummins, U.S. Pat. No. 3,220,392 (November 1965), which is hereby incorporated by reference.
• Exhaust gas recirculation (EGR) systems may allow a portion of the exhaust gases to flow back into the engine cylinder during positive power operation. EGR may be used to reduce the amount of NO x created by the engine during positive power operations.
• An EGR system can also be used to control the pressure and temperature in the exhaust manifold and engine cylinder during engine braking cycles.
• EGR systems there are two types of EGR systems, internal and external. External EGR systems recirculate exhaust gases back into the engine cylinder through an intake valve(s). Internal EGR systems recirculate exhaust gases back into the engine cylinder through an exhaust valve(s). Embodiments of the present invention primarily concern internal EGR systems.
• Brake gas recirculation (BGR) systems may allow a portion of the exhaust gases to flow back into the engine cylinder during engine braking operation.
• Recirculation of exhaust gases back into the engine cylinder during the intake and/or early compression stroke may increase the mass of gases in the cylinder that are available for compression-release braking.
• BGR may increase the braking effect realized from the braking event.
• Applicants have developed an innovative system for actuating an engine valve comprising: a rocker shaft having a hydraulic fluid supply passage; a lost motion housing having a collar surrounding the rocker shaft, an actuator piston bore, and an internal hydraulic circuit extending from the actuator piston bore to the hydraulic fluid supply passage; means for securing the lost motion housing in a fixed position relative to the rocker shaft; and an actuator piston slidably disposed in the actuator piston bore.
• the hydraulic fluid supply passage extends internally through the rocker shaft.
• the lost motion housing may have two collars surrounding the rocker shaft.
• a control valve bore may be provided in the lost motion housing, wherein said control valve bore communicates with the internal hydraulic circuit and a control valve is disposed in the control valve bore.
• a check valve may be disposed in the control valve.
• the means for securing may be provided on a side of the lost motion housing which is distal from the actuator piston, on a side of the lost motion housing which is proximal to the actuator piston, or on both the side of the lost motion housing distal from the actuator piston and the side of the lost motion housing proximal to the actuator piston.
• the means for securing the lost motion housing may comprise a boss extending from the lost motion housing collar and a bolt extending from the boss into an engine component.
• the means for securing the lost motion housing may comprise a flange extending from the lost motion housing proximal to the actuator piston and a bolt extending from said flange into an engine component.
• the system may further comprise a solenoid valve adapted to control the supply of hydraulic fluid to said hydraulic fluid supply passage.
• Figure 1 is a pictorial view of an engine brake system having an articulated rocker arm and a rocker shaft mounted housing for master and slave pistons
• Figure 2 is an overhead exploded pictorial view of an engine brake system having an articulated rocker arm, rocker shaft mounted housing, and a rocker arm return spring in accordance with the first embodiment of the present invention.
• Figure 3 is an overhead exploded pictorial view of the underside of the engine brake system shown in Figure 2 as arranged in accordance with the first embodiment of the present invention.
• Figure 4 is a cross-sectional side view of a rocker shaft mounted housing of Figures 2 and 3 which shows the master and slave pistons arranged in accordance with the first embodiment of the present invention.
• Figure 5 is a second cross-sectional side view of the rocker shaft mounted housing of Figures 2 and 3 which shows the control valve in hydraulic communication with the rocker shaft and the master and slave pistons as arranged in accordance with the first embodiment of the present invention.
• Figure 6 is a cross-sectional front view of the rocker shaft mounted housing of Figures 2 and 3 showing the control valve and the slave piston as arranged in
• Figure 7 is a cross-sectional side view of the engine brake system of Figures 2 and 3 showing the articulated rocker arm, rocker shaft mounted housing, and cam lobe as arranged in accordance with the first embodiment of the present invention when the engine brake system is turned off.
• Figure 9 is a cross-sectional side view of the engine brake system of Figures 2 and 3 showing the articulated rocker arm, rocker shaft mounted housing, and cam lobe as arranged in accordance with the first embodiment of the present invention when the engine brake system is turned on and the rocker arm is contacting the cam compression-release bump.
• Figure 10 is a cross-sectional side view of an engine brake system showing the articulated rocker arm, rocker shaft mounted housing, and cam lobe as arranged in accordance with a second embodiment of the present invention when the engine brake system is turned off.
• Figure 1 1 is an exploded pictorial view of an engine brake system having an articulated rocker arm, rocker shaft mounted housing, and a rocker arm return spring in accordance with the second embodiment of the present invention.
• Figure 12 is a cross-sectional side view of the engine brake system of Figs. 2 and 3 showing the oil passage schematic between the engine oil supply passage, solenoid valve and rocker shaft.
• Figure 13 is an overhead pictorial view of a valve actuation system that may be used for bleeder braking in particular, having a rocker shaft mounted housing in accordance with a second embodiment of the present invention.
• Figure 14 is a pictorial view of the underside of the valve actuation system shown in Figure 13 as arranged in accordance with the second embodiment of the present invention.
• Figure 15 is a cross-sectional side view of a rocker shaft mounted housing of Figures 13 and 14 which shows an alternative or additional flange for securing the rocker shaft mounted housing in a fixed position in accordance with an alternative embodiment of the present invention.
• Figure 16 is a second cross-sectional side view of the rocker shaft mounted housing of Figures 13 and 14 which shows the control valve in hydraulic communication with the rocker shaft and the actuator piston as arranged in accordance with the second embodiment of the present invention.
• Figure 18 is a cross-sectional side view of the valve actuation system of Figures 13 and 14 showing the rocker shaft mounted housing and actuator piston as arranged in accordance with the second embodiment of the present invention when the actuator piston is separated by a lash space from the sliding pin/engine valve.
• Figure 20 is a cross-sectional side view of the valve actuation system of Figs.
• Figure 21 is a cross-sectional side view of a valve bridge disposed between an actuator piston and an engine valve in accordance with an alternative embodiment of the present invention.
• Figure 22 is a cross-sectional view of an alternative actuator piston in accordance with an alternative embodiment of the present invention.
• FIG. 1 a system 50 for actuating engine valves arranged in accordance with a first embodiment of the present invention is shown.
• Figs. 2-9 show different views of the system shown in Fig. 1 and/or its components.
• the system 50 may include a cam 100, an articulated half rocker arm 200, a brake housing 300, a rocker shaft 400, and a solenoid valve 500.
• the rocker arm 200 may be biased away from (or
• the brake housing may be secured in position by a anti-rotation bolt 310.
• the rocker arm 200 may further include a cam roller 220, a lug 230, and a central collar 240.
• the rocker arm return spring 210 may bias the rocker arm 200 towards the brake housing 300 such that the lug 230 contacts the master piston 340.
• the brake housing 300 may further include an anti- rotation bolt boss 312, a control valve 320, a master piston 340, a slave piston 350 and rocker shaft collars 360 and 362.
• a slave piston return spring 352 may bias the slave piston 350 up into a slave piston bore formed in the brake housing 300.
• the rocker shaft collars 360 and 362 of the brake housing 300 may be mounted on the rocker shaft 400.
• the brake housing may be secured in a fixed position relative to the rocker shaft 400 by the anti-rotation bolt 310 (not shown).
• the brake housing 300 may include a master piston 340 slidably disposed in a master piston bore 302 and a slave piston 350 slidably disposed in a slave piston bore 304.
• a master-slave hydraulic fluid passage 306 may extend between the master piston bore 302 and the slave piston bore 304.
• the slave piston return spring 352 may bias the slave piston 350 upward and against a slave piston lash adjustment screw 354 which extends into the slave piston bore 304.
• the rocker shaft 400 may include a first hydraulic passage 410 adapted to provide lower pressure hydraulic fluid to the rocker arm 200 (not shown in Fig. 4) for lubrication purposes.
• the rocker shaft 400 may also include a second hydraulic passage 420, the purpose of which is explained in connection with Fig. 5.
• the brake housing 300 may further include control valve 320.
• the control valve 320 may fill the master and slave bores with hydraulic fluid when low pressure hydraulic fluid is supplied to the lower portion of the control valve via a supply passage 308.
• a connection hydraulic passage 422 provided in the rocker shaft 400 may extend between the second hydraulic passage 420 and the supply passage 308 provided in the brake housing 300.
• FIG. 6 A front cross-sectional view of the brake housing 300 is shown in Fig. 6.
• the control valve 320 is shown in a "brake off" position during which the control valve body 322 is biased into its lower most position by the control valve spring 326.
• hydraulic fluid from the second hydraulic passage 420 in the rocker shaft 400 (shown in Fig. 5) may be supplied to the lower portion of the control valve body 322.
• the supply of hydraulic fluid may cause the control valve body 322 to move upward until the annular opening provided in the mid- portion of the control valve body registers with the slave bore supply passage 309.
• the hydraulic fluid pressure applied to the lower portion of the control valve 320 may be sufficient to push the check valve 324 open so that hydraulic fluid flows into the slave piston bore 304 via the slave bore supply passage 309.
• the hydraulic fluid may further flow from the slave piston bore 304 through the master-slave hydraulic fluid passage 306 into the master piston bore 302.
• hydraulic fluid may be supplied freely to the master- slave piston circuit by the control valve 320, while the check valve 324 within the control valve prevents the reverse flow of fluid.
• the master-slave hydraulic circuit in the brake housing 300 may experience high hydraulic fluid pressures without
• the brake may be returned to the "brake off position shown in Fig. 6 by reducing the hydraulic fluid pressure, preferably by evacuating the hydraulic fluid, applied to the lower portion of the control valve 320.
• the control valve body 322 may slide downward until the slave bore supply passage 309 is exposed to the control valve bore 328, thereby allowing the hydraulic fluid in the master-slave hydraulic circuit to escape.
• the selective supply of hydraulic fluid to the control valve 320 may be controlled by the solenoid 500 shown in Fig. 1 . Alternative placements of the solenoid 500 are considered within the scope of the present invention.
• FIG. 7 The arrangement of the various elements of the system 50 when the engine brake is in a "brake off' position is shown in Fig. 7.
• the cam lobe 100 is illustrated as having two valve actuation bumps.
• a first cam bump 102 may provide a compression-release valve actuation event and a second cam bump 104 may provide a brake gas recirculation (BGR) valve actuation event.
• BGR brake gas recirculation
• Alternative cam lobes with more, less, or different cam bumps are contemplated as being within the scope of the present invention.
• the system 50 is positioned adjacent to an engine valve, such as an exhaust valve 600.
• the system 50 may actuate the exhaust valve 600 through a sliding pin 620 that extends through a valve bridge 610.
• Use of such a sliding pin and valve bridge arrangement may permit a separate valve actuation system to actuate multiple engine valves for positive power operation and a single engine valve 600 for non-positive power operation, such as engine braking.
• the bias of the rocker arm return spring 210 may be sufficient to rotate the rocker arm 200 such that the rocker arm lug 230 pushes the master piston 340 all the way into the master piston bore.
• the rotation of the rocker arm 200 in this manner may create a lash space 106 between the cam roller 220 and the cam lobe 100.
• the lash space 106 may be designed to have a magnitude x that is as great or greater than the height of the cam bumps 102 and 104.
• the cam bumps 102 and 104 may not have any effect on the rocker arm 200 or the master and slave pistons 340 and 350.
• rocker arm return spring 210 may be provided in the form of a coil spring as opposed to a mouse-trap type spring.
• the return spring 210 may extend between an overhead element 212 and a rear portion of the rocker arm 200 such that the rocker arm is biased into continual contact with the cam lobe 100 when the system is in a "brake off" position, as shown in Fig. 10.
• a lash space 202 may be created between the rocker arm lug 230 and the master piston 340.
• FIG. 12 With reference to Fig. 12, the communication between an engine oil supply passage 430 and the first and second hydraulic passages 410 and 420 are shown.
• the solenoid 500 may be disposed between the engine oil supply passage 430 and the rocker shaft 400.
• the valve actuation system housing 1300 may include an anti-rotation bolt boss 1312, a control valve 1320, an actuator piston 1350 and rocker shaft collars 1360 and 1362.
• the rocker shaft collars may surround the rocker shaft providing a means for securely fixing the housing 1300 in a fixed and compact position relative to the engine valves to be actuated.
• An internal hydraulic circuit may include passage 1306 and passage 1308 (shown in Fig. 16).
• An actuator piston lash adjustment screw 1354 may extend into the actuator piston bore 1304 and provide an upper stop against which the actuator piston 1350 may seat.
• the rocker shaft 1400 may include a hydraulic fluid supply passage 1420, the purpose of which is explained in connection with Fig. 16.
• the system may be returned to the "actuator off" position shown in Fig. 17 by reducing the hydraulic fluid pressure in the hydraulic fluid supply passage 1420, and preferably by evacuating the hydraulic fluid applied to the lower portion of the control valve 1320.
• the control valve body 1322 may slide downward until the passage 1306 is exposed to the control valve bore 1328, thereby allowing the hydraulic fluid in the internal hydraulic circuit to escape.
• the selective supply of hydraulic fluid to the control valve 1320 may be controlled by the solenoid 1500 shown in Fig. 20. Alternative placements of the solenoid 1500 are considered within the scope of the present invention.
• FIG. 18 The arrangement of the various elements of the system when the engine valve actuator is in an "actuator off' position is shown in Fig. 18.
• the system is positioned adjacent to an engine valve, such as an exhaust valve 1600.
• the system may actuate the exhaust valve 1600 through a sliding pin 1620 that extends through a valve bridge 1610.
• Use of such a sliding pin and valve bridge arrangement may permit a separate valve actuation system to actuate multiple engine valves for positive power operation and a single engine valve 1600 for non-positive power operation, such as engine braking.
• hydraulic fluid pressure in the hydraulic fluid supply passage 1420 is reduced or eliminated.
• the actuator piston 1350 may rest against but not actuate the sliding pin 1620.
• the actuator piston may not provide any valve actuation motion to the engine valve.
• FIG. 19 The arrangement of the various elements of the system when it is in an "actuator on” position is shown in Fig. 19.
• hydraulic fluid is supplied through the hydraulic passage 1420 to the control valve 1320 (not shown). Hydraulic fluid pressure in the passage 1306 may push the actuator piston 1350 out of its bore so that if it is not already, it does contact the sliding pin 1620. At this time the hydraulic pressure in the internal hydraulic circuit may not be sufficient, however, to overcome the bias of the engine valve 1600 spring 1602.
• valve bridge 1610 When the valve bridge 1610 is moved downward for main exhaust valve actuation event, for example, the low pressure hydraulic fluid in the actuator piston bore 1304 may push the actuator piston 1350 and the sliding pin 1620 downward so that they follow the valve bridge until the actuator piston reaches its maximum downward displacement. As the valve bridge 1610 returns upward at the conclusion of the main exhaust event, the hydraulic fluid in the passage 1306 may become highly pressurized so that the actuator piston 1350 holds the exhaust valve 1600 open for an engine valve event, such as a bleeder braking event. The actuator piston 1350 may continue to hold the exhaust valve 1600 open until the control valve 1320 releases the hydraulic fluid pressure in the passage 1306. It is appreciated that the valve actuation system may be used for intake and auxiliary engine valve actuation in addition to exhaust valve actuation.
• the solenoid valve 1500 may be disposed between the engine hydraulic fluid supply passage 1430 and the hydraulic fluid supply passage 1420 in the rocker shaft 1400.
• the solenoid valve 1500 may be provided adjacent to the rocker shaft mounted engine brake system on, for example, a rocker shaft pedestal.
• the actuator piston 1350 may act directly on an engine valve 1600 or on an engine valve bridge 1610 instead of acting on a sliding pin.
• the solid actuator piston 1350 may be replaced with an auto- lashing actuator piston 1352.
• the auto-lashing piston 1352 may include an actuator piston with a hollow interior which receives an adjustable depth lash adjustment screw- plunger 1353, spring 1355, and retaining collar 1357.
• the adjustable depth lash adjustment screw-plunger may be partially disposed in the hollow interior of the actuator piston 1352 and extend out of the top of the actuator piston bore 1304.
• the adjustable depth lash adjustment screw-plunger 1353 may have a lower plunger end and the retaining collar 1357 may be disposed in the hollow interior of the actuator piston 1352 above the lower plunger end.
• the spring 1355 may be disposed between the retaining collar 1357 and the lower plunger end.
• the auto-lashing actuator piston 1352 may be maintained out of contact with sliding pin 1620 (as shown in Fig. 18) when the system is in an "actuator off" position.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Valve Device For Special Equipments (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=43970302

Family Applications (1)

Country Status (7)

Families Citing this family (19)

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• 2009
  • 2009-11-03 US US12/611,297 patent/US20100108007A1/en not_active Abandoned
• 2010
  • 2010-11-03 JP JP2012537959A patent/JP2013510266A/ja active Pending
  • 2010-11-03 BR BR112012010498A patent/BR112012010498A2/pt not_active Application Discontinuation
  • 2010-11-03 KR KR1020127014299A patent/KR20120088816A/ko not_active Application Discontinuation
  • 2010-11-03 CN CN2010800496011A patent/CN102597434A/zh active Pending
  • 2010-11-03 WO PCT/US2010/055214 patent/WO2011056821A1/en active Application Filing
  • 2010-11-03 EP EP10828999A patent/EP2496800A1/en not_active Withdrawn

Non-Patent Citations (1)

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