EP2975230B1 - Leerlaufventilbetätigungssysteme mit sicherungselementen einschliesslich keilsicherungselementen - Google Patents

Leerlaufventilbetätigungssysteme mit sicherungselementen einschliesslich keilsicherungselementen Download PDF

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Publication number
EP2975230B1
EP2975230B1 EP15175525.3A EP15175525A EP2975230B1 EP 2975230 B1 EP2975230 B1 EP 2975230B1 EP 15175525 A EP15175525 A EP 15175525A EP 2975230 B1 EP2975230 B1 EP 2975230B1
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EP
European Patent Office
Prior art keywords
valve
housing
plunger
wedge
outer plunger
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EP15175525.3A
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English (en)
French (fr)
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EP2975230A1 (de
Inventor
Justin Baltrucki
Michael G. Gron
Kevin Audibert
Neil Fuchs
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Jacobs Vehicle Systems Inc
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Jacobs Vehicle Systems Inc
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Priority claimed from US14/331,982 external-priority patent/US9790824B2/en
Application filed by Jacobs Vehicle Systems Inc filed Critical Jacobs Vehicle Systems Inc
Publication of EP2975230A1 publication Critical patent/EP2975230A1/de
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    • 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
    • F01L13/0005—Deactivating valves
    • 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

Definitions

  • the instant disclosure relates generally to systems and methods for actuating one or more engine valves in an internal combustion engine.
  • embodiments of the instant disclosure relate to systems and methods for valve actuation using a lost motion system.
  • Valve actuation in an internal combustion engine is required in order for the engine to produce positive power, and may also be used to produce auxiliary valve events.
  • intake valves may be opened to admit fuel and air into a cylinder for combustion.
  • One or more exhaust valves may be opened to allow combustion gas to escape from the cylinder.
  • Intake, exhaust, and/or auxiliary valves may also be opened during positive power at various times for exhaust gas recirculation (EGR) for improved emissions.
  • EGR exhaust gas recirculation
  • Engine valve actuation also may be used to produce engine braking and brake gas recirculation (BGR) when the engine is not being used to produce positive power.
  • BGR brake gas recirculation
  • one or more exhaust valves may be selectively opened to convert, at least temporarily, the engine into an air compressor. In doing so, the engine develops retarding horsepower to help slow the vehicle down. This can provide the operator with increased control over the vehicle and substantially reduce wear on the service brakes of the vehicle.
  • Engine valve(s) may be actuated to produce compression-release braking and/or bleeder braking.
  • the operation of a compression-release type engine brake, or retarder is well known.
  • At least one exhaust valve is 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 develops retarding power to help slow the vehicle down.
  • An example of a prior art compression release engine brake is provided by the disclosure of Cummins, U.S. Pat. No. 3,220,392 , which is incorporated herein by reference.
  • a bleeder type engine brake has also long been known.
  • the exhaust valve(s) may be held slightly open continuously throughout the remaining engine cycle (full-cycle bleeder brake) or during a portion of the cycle (partial-cycle bleeder brake).
  • full-cycle bleeder brake In addition to the normal exhaust valve lift, the exhaust valve(s) may be held slightly open continuously throughout the remaining engine cycle (full-cycle bleeder brake) or during a portion of the cycle (partial-cycle bleeder brake).
  • partial-cycle bleeder brake and a full-cycle bleeder brake
  • An example of a system and method utilizing a bleeder type engine brake is provided by the disclosure of U.S. Pat. No. 6,594,996 , which is incorporated herein by reference.
  • BGR brake gas recirculation
  • the engine intake and exhaust valves may be opened and closed by fixed profile cams, and more specifically by one or more fixed lobes or bumps which may be an integral part of each of the cams. Benefits such as increased performance, improved fuel economy, lower emissions, and better vehicle drivability may be obtained if the intake and exhaust valve timing and lift can be varied.
  • the use of fixed profile cams can make it difficult to adjust the timings and/or amounts of engine valve lift to optimize them for various engine operating conditions.
  • a "lost motion” device in the valve train linkage between the valve and the cam.
  • Lost motion is the term applied to a class of technical solutions for modifying the valve motion proscribed by a cam profile with a variable length mechanical, hydraulic, or other linkage assembly.
  • a cam lobe may provide the "maximum” (longest dwell and greatest lift) motion needed over a full range of engine operating conditions.
  • a variable length system may then be included in the valve train linkage, intermediate of the valve to be opened and the cam providing the maximum motion, to subtract or lose part or all of the motion imparted by the cam to the valve.
  • VVA systems may operate at high speed and be capable of varying the opening and/or closing times of an engine valve from engine cycle to engine cycle. Such systems are referred to herein as variable valve actuation (VVA) systems. VVA systems may be hydraulic lost motion systems or electromagnetic systems.
  • WA system An example of a known WA system is disclosed in U.S. Patent No. 6,510,824 , which is hereby incorporated by reference.
  • Engine valve timing may also be varied using cam phase shifting.
  • Cam phase shifters vary the time at which a cam lobe actuates a valve train element, such as a rocker arm, relative to the crank angle of the engine.
  • An example of a known cam phase shifting system is disclosed in U.S. Patent No. 5,934,263 , which is hereby incorporated by reference.
  • Document DE19712668 C1 discloses a valve gear for charge cycle valves of internal combustion engines has a camshaft whose cam acts on a valve stem of a charge cycle valve via a bucket tappet which is guided in a cylinder head and on which an inner tappet is supported via a first pressure spring.
  • a switchable coupling element can be used to couple the bucket tappet to the inner tappet. In the decoupled state, the charge cycle valve is not actuated if it is driven only via the bucket tappet.
  • a clamping ring which has a conical surface with self-locking is provided as a switchable coupling element. The clamping device can be released with the aid of a slight oil pressure when the charge cycle valve is closed. Consequently, with the aid of simple means there is achieved, in a small overall space, a switch-off or changeover device for charge cycle valves which has only slight friction losses and can be effectively sealed because of the low oil pressures for actuation.
  • Cost, packaging, and size are factors that may often determine the desirableness of an engine valve actuation system. Additional systems that may be added to existing engines are often cost-prohibitive and may have additional space requirements due to their bulky size. Pre-existing engine brake systems may avoid high cost or additional packaging, but the size of these systems and the number of additional components may often result in lower reliability and difficulties with size. It is thus often desirable to provide an integral engine valve actuation system that may be low cost, provide high performance and reliability, and yet not provide space or packaging challenges.
  • Embodiments of the systems and methods of the instant disclosure may be particularly useful in engines requiring valve actuation for positive power, engine braking valve events and/or BGR valve events. Some, but not necessarily all, embodiments of the instant disclosure may provide a system and method for selectively actuating engine valves utilizing a lost motion system alone and/or in combination with cam phase shifting systems, secondary lost motion systems, and variable valve actuation systems. Some, but not necessarily all, embodiments of the instant disclosure may provide improved engine performance and efficiency during engine braking operation. Additional advantages of embodiments of the instant disclosure are set forth, in part, in the description which follows and, in part, will be apparent to one of ordinary skill in the art from the description and/or from the practice of teachings described herein.
  • Applicants have various embodiments of a system for actuating one or more engine valves comprising a lost motion assembly including locking elements to selectively lock and unlock a locking mechanism in a device disposed within a valve train such that motions may be likewise selectively applied to, or prevented from being applied to, one or more engine valves.
  • the locking elements comprise wedges having at least one wedge inclined surface defined according to a cone frustum and configured to engage an outer recess formed in a housing, the outer recess comprising an outer recess inclined surface also defined according to the cone frustum.
  • the locking mechanism is hydraulically actuated.
  • the device comprises an housing, a locking mechanism disposed within an housing bore in the housing and a snubber also disposed in the housing bore.
  • the outer recess is configured to permit movement of the locking element along a longitudinal axis of the housing bore when the locking element is engaged with the outer recess.
  • a vertical height (i.e., a dimension along the longitudinal axis) of the outer recess may be greater than a vertical height of the locking element, and may further be in a range of less than twice the vertical height of the locking element or even greater than twice the vertical height of the locking element.
  • Embodiments of the instant disclosure include systems and methods of actuating one or more engine valves.
  • valve actuation system 10 may include a main exhaust rocker arm 200, means for actuating an exhaust valve to provide engine braking 100, a main intake rocker arm 400, and a means for actuating an intake valve to provide engine braking 300.
  • the means for actuating an exhaust valve to provide engine braking 100 is an engine braking exhaust rocker arm, referred to by the same reference numeral
  • the means for actuating an intake valve to provide engine braking 300 is an engine braking intake rocker arm, referred to by the same reference numeral.
  • the rocker arms 100, 200, 300 and 400 may pivot on one or more rocker shafts 500 which include one or more passages 510 and 520 for providing hydraulic fluid to one or more of the rocker arms.
  • the main exhaust rocker arm 200 may include a distal end 230 that contacts a center portion of an exhaust valve bridge 600 and the main intake rocker arm 400 may include a distal end 420 that contacts a center portion of an intake valve bridge 700.
  • the engine braking exhaust rocker arm 100 may include a distal end 120 that contacts a sliding pin 650 provided in the exhaust valve bridge 600 and the engine braking intake rocker arm 300 may include a distal end 320 that contacts a sliding pin 750 provided in the intake valve bridge 700.
  • the exhaust valve bridge 600 may be used to actuate two exhaust valve assemblies 800 and the intake valve bridge 700 may be used to actuate two intake valve assemblies 900.
  • Each of the rocker arms 100, 200, 300 and 400 may include ends opposite their respective distal ends which include means for contacting a cam or push tube. Such means may comprise a cam roller, for example.
  • the cams (described below) that actuate the rocker arms 100, 200, 300 and 400 may each include a base circle portion and one or more bumps or lobes for providing a pivoting motion to the rocker arms.
  • the main exhaust rocker arm 200 is driven by a cam which includes a main exhaust bump which may selectively open the exhaust valves during an exhaust stroke for an engine cylinder
  • the main intake rocker arm 400 is driven by a cam which includes a main intake bump which may selectively open the intake valves during an intake stroke for the engine cylinder.
  • FIG. 2 illustrates the components of the main exhaust rocker arm 200 and main intake rocker arm 400, as well as the exhaust valve bridge 600 and intake valve bridge 700 in cross section. Reference will be made to the main exhaust rocker arm 200 and exhaust valve bridge 600 because it is appreciated the main intake rocker arm 400 and the intake valve bridge 700 may have the same design and therefore need not be described separately.
  • the main exhaust rocker arm 200 may be pivotally mounted on a rocker shaft 210 such that the rocker arm is adapted to rotate about the rocker shaft 210.
  • a motion follower 220 may be disposed at one end of the main exhaust rocker arm 200 and may act as the contact point between the rocker arm and the cam 260 to facilitate low friction interaction between the elements.
  • the cam 260 may include a single main exhaust bump 262, or for the intake side, a main intake bump.
  • the motion follower 220 may comprise a roller follower 220, as shown in FIG. 2 .
  • Other embodiments of a motion follower adapted to contact the cam 260 are considered well within the scope and spirit of the instant disclosure.
  • An optional cam phase shifting system 265 may be operably connected to the cam 260.
  • Hydraulic fluid may be supplied to the rocker arm 200 from a hydraulic fluid supply (not shown) under the control of a solenoid hydraulic control valve (not shown).
  • the hydraulic fluid may flow through a passage 510 formed in the rocker shaft 210 to a hydraulic passage 215 formed within the rocker arm 200.
  • the arrangement of hydraulic passages in the rocker shaft 210 and the rocker arm 200 shown in FIG. 2 are for illustrative purposes only. Other hydraulic arrangements for supplying hydraulic fluid through the rocker arm 200 to the exhaust valve bridge 600 are considered well within the scope and spirit of the instant disclosure.
  • An adjusting screw assembly may be disposed at a second end 230 of the rocker arm 200.
  • the adjusting screw assembly may comprise a screw 232 extending through the rocker arm 200 which may provide for lash adjustment, and a threaded nut 234 which may lock the screw 232 in place.
  • a hydraulic passage 235 in communication with the rocker passage 215 may be formed in the screw 232.
  • a swivel foot 240 may be disposed at one end of the screw 232.
  • low pressure oil may be supplied to the rocker arm 200 to lubricate the swivel foot 240.
  • the swivel foot 240 may contact the exhaust valve bridge 600.
  • the exhaust valve bridge 600 may include a valve bridge body 710 having a central opening 712 extending through the valve bridge and a side opening 714 extending through a first end of the valve bridge.
  • the side opening 714 may receive a sliding pin 650 which contacts the valve stem of a first exhaust valve 810.
  • the valve stem of a second exhaust valve 820 may contact the other end of the exhaust valve bridge.
  • the central opening 712 of the exhaust valve bridge 600 may receive a lost motion assembly including an outer plunger 720, a cap 730, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, and one or more wedge rollers or balls 740.
  • the outer plunger 720 may include an interior bore 22 and a side opening extending through the outer plunger wall for receiving the wedge roller or ball 740.
  • the inner plunger 760 may include one or more recesses 762 shaped to securely receive the one or more wedge rollers or balls 740 when the inner plunger is pushed downward.
  • the central opening 712 of the valve bridge 700 may also include one or more recesses 770 for receiving the one or more wedge rollers or balls 740 in a manner that permits the rollers or balls to lock the outer plunger 720 and the exhaust valve bridge together, as shown.
  • the outer plunger spring 746 may bias the outer plunger 720 upward in the central opening 712.
  • the inner plunger spring 744 may bias the inner plunger 760 upward in outer plunger bore 722.
  • Hydraulic fluid may be selectively supplied from a solenoid control valve, through passages 510, 215 and 235 to the outer plunger 720.
  • the supply of such hydraulic fluid may displace the inner plunger 760 downward against the bias of the inner plunger spring 744.
  • the one or more recesses 762 in the inner plunger may register with and receive the one or more wedge rollers or balls 740, which in turn may decouple or unlock the outer plunger 720 from the exhaust valve bridge body 710.
  • valve actuation motion applied by the main exhaust rocker arm 200 to the cap 730 does not move the exhaust valve bridge body 710 downward to actuate the exhaust valves 810 and 820. Instead, this downward motion causes the outer plunger 720 to slide downward within the central opening 712 of the exhaust valve bridge body 710 against the bias of the outer plunger spring 746.
  • the engine braking exhaust rocker arm 100 and engine braking intake rocker arm 300 may include lost motion elements such as those provided in the rocker arms illustrated in U.S. Patent Nos. 3,809,033 and 6,422,186 , which are hereby incorporated by reference.
  • the engine braking exhaust rocker arm 100 and engine braking intake rocker arm 300 may each have a selectively extendable actuator piston 132 which may take up a lash space 104 between the extendable actuator pistons and the sliding pins 650 and 750 provided in the valve bridges 600 and 700 underlying the engine braking exhaust rocker arm and engine braking intake rocker arm, respectively.
  • rocker arms 100 and 300 may have the same constituent parts and thus reference will be made to the elements of the exhaust side engine braking rocker arm 100 for ease of description.
  • a first end of the rocker arm 100 may include a cam lobe follower 111 which contacts a cam 140.
  • the cam 140 may have one or more bumps 142, 144, 146 and 148 to provide compression release, brake gas recirculation, exhaust gas recirculation, and/or partial bleeder valve actuation to the exhaust side engine braking rocker arm 100.
  • the cam 140 When contacting an intake side engine braking rocker arm 300, the cam 140 may have one, two, or more bumps to provide one, two or more intake events to an intake valve.
  • the engine braking rocker arms 100 and 300 may transfer motion derived from cams 140 to operate at least one engine valve each through respective sliding pins 650 and 750.
  • the exhaust side engine braking rocker arm 100 may be pivotally disposed on the rocker shaft 500 which includes hydraulic fluid passages 510, 520 and 121.
  • the hydraulic passage 121 may connect the hydraulic fluid passage 520 with a port provided within the rocker arm 100.
  • the exhaust side engine braking rocker arm 100 (and intake side engine braking rocker arm 300) may receive hydraulic fluid through the rocker shaft passages 520 and 121 under the control of a solenoid hydraulic control valve (not shown). It is contemplated that the solenoid control valve may be located on the rocker shaft 500 or elsewhere.
  • the engine braking rocker arm 100 may also include a control valve 115.
  • the control valve 115 may receive hydraulic fluid from the rocker shaft passage 121 and is in communication with the fluid passageway 114 that extends through the rocker arm 100 to the lost motion piston assembly 113.
  • the control valve 115 may be slidably disposed in a control valve bore and include an internal check valve which only permits hydraulic fluid flow from passage 121 to passage 114.
  • the design and location of the control valve 115 may be varied without departing from the intended scope of the instant disclosure.
  • the control valve 115 may be rotated approximately 90° such that its longitudinal axis is substantially aligned with the longitudinal axis of the rocker shaft 500.
  • a second end of the engine braking rocker arm 100 may include a lash adjustment assembly 112, which includes a lash screw and a locking nut.
  • the second end of the rocker arm 100 may also include a lost motion piston assembly 113 below the lash adjuster assembly 112.
  • the lost motion piston assembly 113 may include an actuator piston 132 slidably disposed in a bore 131 provided in the head of the rocker arm 100.
  • the bore 131 communicates with fluid passage 114.
  • the actuator piston 132 may be biased upward by a spring 133 to create a lash space between the actuator piston and the sliding pin 650.
  • the design of the lost motion piston assembly 113 may be varied without departing from the intended scope of the instant disclosure.
  • the control valve 115 When hydraulic pressure is reduced in the passage 121 under the control of the solenoid control valve (not shown), the control valve 115 may collapse into its bore under the influence of the spring above it. Consequently, hydraulic pressure in the passage 114 and the bore 131 may be vented past the top of the control valve 115 to the outside of the rocker arm 100. In turn, the spring 133 may force the actuator piston 132 upward so that the lash space 104 is again created between the actuator piston and the sliding pin 650. In this manner, the exhaust and intake engine braking rocker arms 100 and 300 may selectively provide valve actuation motions to the sliding pins 650 and 750, and thus, to the engine valves disposed below these sliding pins.
  • the means for actuating an exhaust valve to provide engine braking 100, and/or the means for actuating an intake valve to provide engine braking 300 may be provided by any lost motion system, or any variable valve actuation system, including without limitation, a non-hydraulic system which includes an actuator piston 102.
  • a lash space 104 may be provided between the actuator piston 102 and the underlying sliding pin 650/750, as described above.
  • the lost motion or variable valve actuation system 100/300 may be of any type known to be capable of selectively actuating an engine valve.
  • the solenoid hydraulic control valve which selectively supplies hydraulic fluid to the passage 121 is closed. As such, hydraulic fluid does not flow from the passage 121 to the rocker arm 100 and hydraulic fluid is not provided to the lost motion piston assembly 113.
  • the lost motion piston assembly 113 remains in the collapsed position illustrated in FIG. 3 . In this position, the lash space 104 may be maintained between the lost motion piston assembly 113 and the sliding pin 650/750.
  • the solenoid hydraulic control valve may be activated to supply hydraulic fluid to the passage 121 in the rocker shaft.
  • the presence of hydraulic fluid within fluid passage 121 causes the control valve 115 to move upward, as shown, such that hydraulic fluid flows through the passage 114 to the lost motion piston assembly 113.
  • This causes the lost motion piston 132 to extend downward and lock into position taking up the lash space 104 such that all movement that the rocker arm 100 derives from the one or more cam bumps 142, 144, 146 and 148 is transferred to the sliding pin 650/750 and to the underlying engine valve.
  • the system 10 may be operated as follows to provide positive power and engine braking operation.
  • positive power operation brake off
  • hydraulic fluid pressure is first decreased or eliminated in the main exhaust rocker arm 200 and next decreased or eliminated in the main intake rocker arm 400 before fuel is supplied to the cylinder.
  • the inner plungers 760 are urged into their upper most positions by the inner plunger springs 744, causing the lower portions of the inner plungers to force the one or more wedge rollers or balls 740 into the recesses 770 provided in the walls of the valve bridge bodies 710.
  • main exhaust and main intake valve actuations that are applied through the main exhaust and main intake rocker arms 200 and 400 to the outer plungers 720 are transferred to the valve bridge bodies 710 and, in turn the intake and exhaust engine valves are actuated for main exhaust and main intake valve events.
  • Hydraulic fluid pressure is first applied to the main intake rocker arm 400 and engine braking intake rocker arm or means 300, and then applied to the main exhaust rocker arm 200 and engine braking exhaust rocker arm or means 100.
  • the application of hydraulic fluid to the engine braking exhaust rocker arm 100 (or means for actuating an exhaust valve to provide engine braking 100) and the engine braking intake rocker arm 300 (or means for actuating an intake valve to provide engine braking 300) causes the actuator piston 132 in each to extend downward and take up any lash space 104 between those rocker arms or means and the sliding pins 650 and 750 disposed below them.
  • the engine braking valve actuations applied to the engine braking exhaust rocker arm or means 100 and the engine braking intake rocker arm or means 300 are transmitted to the sliding pins 650 and 750, and the engine valves below them.
  • FIG. 5 illustrates the intake and exhaust valve actuations that may be provided using a valve actuation system 10 that includes a main exhaust rocker arm 200, means for actuating an exhaust valve to provide engine braking 100, a main intake rocker arm 400, and a means for actuating an intake valve to provide engine braking 300, operated as described directly above.
  • the main exhaust rocker arm 200 may be used to provide a main exhaust event 924
  • the main intake rocker arm 400 may be used to provide a main intake event 932 during positive power operation.
  • the means for actuating an exhaust valve to provide engine braking 100 may provide a standard BGR valve event 922, an increased lift BGR valve event 924, and two compression release valve events 920.
  • the means for actuating an intake valve to provide engine braking 300 may provide two intake valve events 930 which provide additional air to the cylinder for engine braking.
  • the system 10 may provide full two-cycle compression release engine braking.
  • the system 10 may provide only one or the other of the two intake valve events 930 as a result of employing a variable valve actuation system to serve as the means for actuating an intake valve to provide engine braking 300.
  • the variable valve actuation system 300 may be used to selectively provide only one or the other, or both intake valve events 930. If only one of such intake valve events is provided, 1.5-cycle compression release engine braking results.
  • the system 10 may provide only one or the other of the two compression release valve events 920 and/or one, two or none of the BGR valve events 922 and 924 as a result of employing a variable valve actuation system to serve as the means for actuating an exhaust valve to provide engine braking 100.
  • the variable valve actuation system 100 may be used to selectively provide only one or the other, or both compression release valve events 920 and/or none, one or two of the BGR valve events 922 and 924.
  • the system 10 When the system 10 is configured in this way, it may selectively provide 4-cycle or 2-cycle compression release engine braking with or without BGR.
  • FIGs. 6 and 7 The significance of the inclusion of the increased lift BGR valve event 922, which is provided by having a corresponding increased height cam lobe bump on the cam driving the means for actuating an exhaust valve to provide engine braking 100, is illustrated by FIGs. 6 and 7 .
  • the height of the cam bump that produces the increased lift BGR valve event 922 exceeds the magnitude of the lash space provided between the means for actuating an exhaust valve to provide engine braking 100 and the sliding pin 650. This increased height or lift is evident from event 922 in FIG. 6 as compared with events 920 and 924.
  • the exhaust valve bridge 600 will fail to lock to the outer plunger 720, which would ordinarily result in the loss of a main exhaust event 924, which in turn could cause severe engine damage.
  • the increased lift BGR valve event 922 if the main exhaust event 924 is lost due to a failure, the increased lift BGR valve event 922 will permit exhaust gas to escape from the cylinder near in time to the time that the normally expected main exhaust valve event 924 was supposed to occur, and prevent engine damage that might otherwise result.
  • FIG. 8 An alternative set of valve actuations, which may be achieved using one or more of the systems 10 describe above, are illustrated by FIG. 8 .
  • the system used to provide the exhaust valve actuations 920, 922 and 924 are the same as those described above, and the manner of actuating the main exhaust rocker arm 200 and the engine braking exhaust rocker arm 100 ( FIG. 3 ) or means for actuating an exhaust valve to provide engine braking 100 ( FIG. 4 ) are also the same.
  • the main intake rocker arm 400 and manner of operating it are similarly the same as in the previous embodiments.
  • one, or the other, or both of the intake valve events 934 and/or 936 may be provided using one of three alternative arrangements.
  • the means for actuating an intake valve to provide engine braking 300 may be eliminated from the system 10.
  • an optional cam phase shifting system 265 may be provided to operate on the cam 260 driving the main intake rocker arm 400.
  • the cam phase shifting system 265 may selectively modify the phase of the cam 260 with respect to the crank angle of the engine.
  • the intake valve event 934 may be produced from the main intake cam bump 262.
  • the intake valve event 934 may be "shifted" to occur later than it ordinarily would occur. Specifically, the intake valve event 934 may be retarded so as not to interfere with the second compression release valve event 920. Intake valve event 936 may not be provided when the cam phase shifting system 265 is utilized, which results in 1.5-cycle compression release engine braking.
  • Instituting compression release engine braking using a system 10 that includes a cam phase shifting system 265 may occur as follows. First, fuel is shut off to the engine cylinder in question and a predetermined delay is provided to permit fuel to clear from the cylinder. Next, the cam phase shifting system 265 is activated to retard the timing of the main intake valve event. Finally, the exhaust side solenoid hydraulic control valve (not shown) may be activated to supply hydraulic fluid to the main exhaust rocker arm 200 and the means for actuating an exhaust valve to provide engine braking 100. This may cause the exhaust valve bridge body 710 to unlock from the outer plunger 720 and disable main exhaust valve events.
  • Supply of hydraulic fluid to the means for actuating an exhaust valve to provide engine braking 100 may produce the engine braking exhaust valve events, including one or more compression release events and one or more BGR events, as explained above. This sequence may be reversed to transition back to positive power operation starting from an engine braking mode of operation.
  • one, or the other, or both of the intake valve events 934 and/or 936 may be provided by employing a lost motion system or a variable valve actuation system to serve as the means for actuating an intake valve to provide engine braking 300.
  • a lost motion system may selectively provide both intake valve events 934 and 936, while a variable valve actuation system may selectively provide one, or the other, or both intake valve events 934 and 936.
  • Instituting compression release engine braking using a system 10 that includes a hydraulic lost motion system or hydraulic variable valve actuation system may occur as follows. First, fuel is shut off to the engine cylinder in question and a predetermined delay is incurred to permit fuel to clear from the cylinder. Next, the intake side solenoid hydraulic control valve may be activated to supply hydraulic fluid to the main intake rocker arm 400 and the intake valve bridge 700. This may cause the intake valve bridge body 710 to unlock from the outer plunger 720 and disable main intake valve events. Finally, the exhaust side solenoid hydraulic control valve may be activated to supply hydraulic fluid to the main exhaust rocker arm 200 and the means for actuating an exhaust valve to provide engine braking 100.
  • the exhaust valve bridge body 710 may unlock from the outer plunger 720 and disable the main exhaust valve event.
  • Supply of hydraulic fluid to the means for actuating an exhaust valve to provide engine braking 100 may produce the desired engine braking exhaust valve events, including one or more compression release valve events 920, and one or more BGR valve events 922 and 924, as explained above. This sequence may be reversed to transition back to positive power operation starting from an engine braking mode of operation.
  • FIG. 9 Another alternative to the methods described above is illustrated by FIG. 9 .
  • Partial bleeder exhaust valve event 926 replaces BGR valve event 922 and compression release valve event 920 ( FIGs. 5 and 8 ). This may be accomplished by including a partial bleeder cam bump on the exhaust cam in place of the two cam bumps that would otherwise produce the BGR valve event 922 and the compression release valve event 920.
  • variable geometry turbocharger a variable exhaust throttle, a variable intake throttle, and/or an external exhaust gas recirculation system to modify the engine braking level achieved using the system 10.
  • the engine braking level may be modified by grouping one or more valve actuation systems 10 in an engine together to receive hydraulic fluid under the control of a single solenoid hydraulic control valve.
  • a single solenoid hydraulic control valve For example, in a six cylinder engine, three sets of two intake and/or exhaust valve actuation systems 10 may be under the control of three separate solenoid hydraulic control valves, respectively.
  • variable levels of engine braking may be provided by selectively activating the solenoid hydraulic control valves to provide hydraulic fluid to the intake and/or exhaust valve actuation systems 10 to produce engine braking in two, four, or all six engine cylinders.
  • the embodiments described above concern a particular embodiment of a lockable, lost motion assembly disposed within a specific component of a valve train (i.e., within the valve bridge 600/700) such that motion may be selectively applied to one or more engine valves.
  • the lockable, lost motion assembly was disposed within a particular form of an housing bore, specifically a central opening 712. Further embodiments of a lockable, lost motion assembly, which may be disposed within other components of a valve train, are described below.
  • the embodiment described above concerns a lockable, lost motion assembly in which locking capability is provided by a locking element comprising a ball. Alternative locking elements are set forth in the various embodiments described below.
  • FIGs. 10-19 a second alternative embodiment of a valve bridge 600/700 is illustrated, in which like reference characters refer to like elements. It is noted that the embodiments shown in FIGs. 10-19 may be operated in like fashion to those illustrated in FIGs. 1-9 , however, the embodiments of FIGs. 10-19 are not considered to be limited to providing engine braking. The embodiments of FIGs. 10-19 may provide any type of engine valve actuation that benefits from inclusion of a lost motion system. The embodiments of FIGs. 10-19 differ from those of FIGs. 1-9 at least in part as a result of the use of one or more wedge-shaped locking elements, described in detail below.
  • the valve bridge 600/700 may include a valve bridge body (or, more generally, a housing) 710 having a housing bore 712 extending through the valve bridge and a side opening 714 extending through a first end of the valve bridge.
  • the housing bore 712 may extend through the housing at any point along the length thereof, i.e., it is not necessary that the housing bore 712 be disposed as a centrally-positioned bore, though such centrally-positioned bores may be desirable in many circumstances.
  • the side opening 714 may receive a sliding pin 650/750 which contacts the valve stem of a first engine valve (shown in FIG. 2 ).
  • the valve stem of a second exhaust valve shown in FIG. 2
  • the housing bore 712 may receive a lockable, lost motion assembly 701 including, in the illustrated embodiment, an outer plunger 720, a cap 730, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, and one or more locking elements 780.
  • the outer plunger spring 746 may bias the outer plunger 720 upward in the housing bore 712.
  • the inner plunger spring 744 may bias the inner plunger 760 upward in the outer plunger bore.
  • the outer plunger 720 may include openings extending through the sidewall of the outer plunger in which one or more locking elements 780 are disposed. The openings are of sufficient size to permit the locking elements 780 to freely slide back and forth (i.e., radially) therein.
  • the locking elements 780 may comprise wedges having specific features.
  • the wedges 780 may have a substantially flat top surface 781, a flat bottom surface 782, a wedge inclined surface 783, a convex outer face 784, a concave inner face 785, and rounded side edges 786.
  • the flat top surface 781 and the flat bottom surface 782 are substantially parallel (i.e., within fabrication tolerances) to each other.
  • the wedge 780 permits elements of the lockable, lost motion assembly 701 to be locked together (i.e., in a locked state in which the elements are generally, though not necessarily entirely, immobile relative to each other) such that motions may be transmitted through the lost motion assembly 701 to one or more engine valves.
  • the wedges 780 are required to withstand substantial forces supplied by a motion source (e.g., cam) and transmitted by a valve train.
  • the flat top 781 of each wedge 780 permits these forces to be spread out over a larger surface area, thereby lowering the pressures experienced by any given point on wedge 780. As a result, the wedges 780 are less like to wear out or experience premature failure.
  • each wedge 780 is the wedge inclined surface 783, which, as described below, cooperates with an outer recess inclined surface 773 formed in a surface defining the housing bore 712.
  • the wedge inclined surface 783 is defined according to a cone (or conic) frustum, as further illustrated in FIG. 14 .
  • FIG. 14 illustrates a side and bottom view of the wedge 780 illustrated in FIGs. 12 and 13 , and further illustrates how the wedge inclined surface 783 is defined according to a cone frustum 790 that, in turn, is defined according to a cone 791.
  • the cone frustum 790 is that volume defined by parallel planes, R1, R2, intersecting the cone 791 perpendicular to the cone's central axis and separated by a distance, H.
  • the distance, H, defining the cone frustum 790 may extend up to the full thickness (or height) of the wedge 780, in which case the convex outer face 784 could be reduced to an edge between the flat top surface 781 and the wedge inclined surface 783.
  • the wedge inclined surface 783 has an angle relative to the central axis of the cone defined by the surface of the cone.
  • the wedge inclined surface 783 is curved along its entire length, which curve follows the curvature of that portion of the cone 791 intercepted by the width (i.e., the distance between the side edges 786) of the wedge 780.
  • the surfaces of both the convex outer face 784 and concave inner face 785 are substantially parallel (i.e., within fabrication tolerances) to the central axis of the cone, though this is not a requirement.
  • the particular dimensions of the wedge 780, including its thickness (or vertical height), width, length, wedge inclined surface angle, etc. may be selected as a matter of design choice.
  • each wedge 780 may be formed to include not only the wedge inclined surface 783, but also a second wedge inclined surface 783', as shown in FIG. 15 .
  • the second wedge inclined surface 783' may be disposed on a side of the wedge 780 opposite that side of the wedge upon which the first wedge inclined surface 783 is disposed.
  • the first wedge inclined surface 783 is disposed on the flat bottom surface 782 and the second wedge inclined surface 783' is disposed on the flat top surface 781.
  • the second wedge inclined surface 783 mirrors the first wedge inclined surface 783 relative to a plane, substantially parallel to the flat top surface 781 and flat bottom surface 782 and bisecting the thickness (or height) of the wedge therebetween.
  • the embodiment of the wedge 780 illustrated in FIG. 15 is particularly advantageous for manufacturing purposes. Because the second wedge inclined surface 783' is an essentially identical, mirrored replica of the first wedge inclined surface 783, dependence upon orientation of the wedge 780 (i.e., flat top surface 781 or flat bottom surface 782 facing upward) during manufacturing is reduced.
  • an outer recess 772 is defined in a surface 779 defining the housing bore 712.
  • the outer recess 772 is formed as an annular channel around the entire circumference of the surface 779 defining the housing bore 712. This annular configuration of the outer recess 772 permits the outer plunger 720 (and, consequently, the locking elements 780) to rotate freely within the housing bore 712 without loss of operation of the locking mechanism. This also facilitates even wear along the housing bore 712 and outer recess 772.
  • the locking element(s) 780 are engaged with the outer recess 772 as shown, for example, in FIGs. 11 and 18 , the outer plunger 720 and the housing 710 are effectively locked together.
  • the outer recess 772 further comprises an outer recess inclined surface 773 that, like the wedge inclined surface 783, is defined according to the cone 791 and cone frustum 790.
  • the outer recess inclined surface 783 has, like the wedge inclined surface 783, substantially the same angle (i.e., within fabrication tolerances) relative to the central axis of the cone 791 defined by the surface of the cone 791.
  • the central axis of the cone 791 substantially aligns (i.e., within fabrication tolerances) with a longitudinal axis of the housing bore 712, as shown in FIG. 17 .
  • the complementary configuration of the wedge inclined surface 783 and the outer recess inclined surface 773 permits substantially continuous engagement therebetween, which in turn allows applied loads to be spread out over a larger area.
  • the outer recess 772 further comprises a back surface or wall 774 extending substantially parallel to the longitudinal axis of the housing bore 712 from the terminal point of the outer recess inclined surface 773.
  • the back surface 774 is located at a radial depth (relative to the surface 779 defining the housing bore 712) at least sufficient to permit most, if not all, of the wedge inclined surface 783 to mate with the outer recess inclined surface 773.
  • the back surface 774 should have a vertical height (i.e., along the longitudinal axis of the housing bore 712) sufficient to permit movement of the locking element 780, beyond fabrication tolerances, in the direction of the longitudinal axis of the housing bore 712 when the locking element 780 is mated with the outer recess 772 (i.e., in a locked state). This is illustrated in FIG. 18 where the vertical height of the back surface 774 is selected to provide a gap 787 between an upper surface of the outer recess 772 and the locking element 780.
  • the gap 787 may facilitate locking of the outer plunger 720 to the housing 710 when a motion source (e.g., a cam) for valve actuation (not shown) is not providing motion to the valve (e.g., on base circle).
  • a motion source e.g., a cam
  • valve actuation not shown
  • the gap 787 is preferably sized to at least equal (or accommodate) warm lash on the engine.
  • the gap 787 may be sized to allow sufficient longitudinal motion of the outer plunger 720 to compensate for movement of the housing 710.
  • the valve bridge may tilt during braking lift, which could cause disconnect of the housing 710 with the oil supply provided by the e-foot of the rocker arm.
  • the longitudinal motion of the locking member 780 is desirable to prevent such disconnection, which could otherwise cause oil losses and potential re-locking of the inner plunger 760.
  • the inner plunger 760 may include an inner recess 763 shaped to securely receive the locking element(s) 780 when the inner plunger 760 is pushed downward.
  • the inner recess 763 is formed as an annular channel around the entire circumference of the inner plunger 760.
  • the inner recess 763 is configured to be sufficiently deep as to permit the full retraction of the locking member(s) 780 out of the outer recess 772.
  • the inner recesses 763 may have inclined surfaces that permit the locking elements 780 to slide progressively into the inner recess 763 when the inner plunger 760 is displaced downward (e.g., by hydraulic pressure).
  • a radius of the concave inner face 785 of the wedge is selected to substantially conform (i.e., within fabrication tolerances) to the outer surface of the inner plunger 760 defined by the inner recess 763.
  • hydraulic fluid may be selectively supplied as unlocking input from a solenoid control valve, through passages 510, 215 and 235 (see FIG. 2 ) to an unlocking opening in the outer plunger 720.
  • the unlocking opening is the open end 731 of the outer plunger 720 extending out of the housing 710.
  • the supply of hydraulic fluid may displace the inner plunger 760 downward against the bias of the inner plunger spring 744.
  • the one or more recesses 763 in the inner plunger may register with and receive the one or more locking elements 780, which in turn may decouple or unlock the outer plunger 720 from the housing 710, as shown in FIG. 10 .
  • valve actuation motion applied by the main rocker arm 200 (see FIG. 2 ) to the cap 730 does not move the valve bridge body 710 downward to actuate the engine valves. Instead, this downward motion causes the outer plunger 720 to slide downward within the housing bore 712 of the valve bridge body 710 against the bias of the outer plunger spring 746.
  • the unlocking input in the illustrated example is hydraulic fluid provided through the unlocking opening, it is appreciated that the unlocking input may be provided in the form of a mechanical input (e.g., a rod, piston, etc.), a pneumatic input or any combination of thereof.
  • the unlocking input may be removed or another, locking input may be provided. In the illustrated example, this is accomplished by decreasing or eliminating the hydraulic fluid pressure in the passages 510, 215 and 235 (see FIG. 2 ).
  • the inner plunger 760 is urged into its upper most position by the inner plunger spring 744, causing the lower portion of the inner plunger to force the one or more locking elements 780 through the side openings in the outer plunger side wall (see FIG. 19 ) into the outer recess 772 when the locking elements 780 align with the outer recess 772.
  • This causes the outer plunger 720 and the housing 710 to be locked together, as shown in FIG. 10 .
  • the valve actuations that are applied through the rocker arm to the outer plunger 720 are transferred to the housing 710 and, in turn, the engine valves are actuated for valve events.
  • FIGs. 20-22 A third alternative embodiment of a lost motion assembly 701 incorporating locking elements is illustrated in FIGs. 20-22 , in which like reference characters refer to like elements in other embodiments. It is noted that the embodiments shown in FIGs. 20-22 may be operated in like fashion to those illustrated in FIGs. 1-19 , none of the embodiments of which are considered to be limited to providing engine braking. The embodiments of FIGs. 20-22 may provide any type of engine valve actuation that benefits from inclusion of a lost motion system.
  • the lost motion assembly 701 may be provided in a rocker arm 200/400 provided on a rocker shaft 500 supported by a rocker pedestal.
  • the rocker arm 200/400 may have a swivel foot 240 disposed at a first end for actuating one or more engine valves (not shown).
  • the rocker arm 200/400 may include internal passages 215 for receiving hydraulic fluid from a hydraulic fluid supply 213.
  • the internal passages 215 may communicate with the lost motion assembly 701 through side or lateral openings 218 (serving as the unlocking opening for receiving unlocking input, as described below) provided in the housing 216.
  • the housing 216 may be mounted in an opening provided in the rocker arm 200/400 above a push tube 262 (or other valve train element, such as a cam, etc.).
  • a locking nut 219 may be used to secure the housing 216 to the rocker arm.
  • the housing 216 may having a housing bore 712 extending vertically through the housing, and side openings 218 communicating with the housing bore.
  • hydraulic fluid is used as unlocking input and may be selectively provided to the housing 216 through the side openings 218.
  • the housing bore 712 of the housing 216 may receive a lost motion assembly 701 including an outer plunger 720, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, and one or more locking elements 780, once again implemented as wedges.
  • the outer plunger spring 746 may bias the outer plunger 720 downward in the housing bore 712.
  • the inner plunger spring 744 may bias the inner plunger 760 upward in the outer plunger bore.
  • the outer plunger 720 may include openings extending through the sidewall of the outer plunger in which the wedges 780 are disposed. The openings are of sufficient size to permit the wedges 780 to slide back and forth in them freely.
  • the wedges 780 are of the type having two, oppositely disposed wedge inclined surfaces as illustrated in FIG. 15 .
  • the outer plunger spring 746 is deployed such that it applies a bias force to the outer plunger 720 in opposition to the valve motion source (e.g., cam, rocker arm, push tube, etc.), whereas the inner plunger spring 744 is deployed such that it applies a bias force to the inner plunger 760 in opposition to the unlocking input (e.g., hydraulic fluid). Consequently, in the embodiment illustrated in FIGs. 20-22 , the outer plunger spring 744 is arranged above the outer plunger 720 to the extent that the valve motion source in this embodiment (i.e., the push tube 262) is arranged below the outer plunger 720.
  • the valve motion source e.g., cam, rocker arm, push tube, etc.
  • the housing 216 may include an outer recess 772 for receiving the wedges 780, as described above.
  • the outer recess 772 not only includes an outer recess inclined surface 773 as described above, but may also include an outer recess upper inclined surface 775, which surfaces urge the wedges 780 inward when the outer plunger 720 is pushed downward or upward on them, respectively.
  • the outer recess inclined surface 773 is sufficiently large to support the high loads required to open the engine valves serviced by the rocker arm 200/400.
  • the outer plunger recesses 772 may also optionally have a vertical dimension that is greater than that of the wedges 780.
  • the inner plunger 760 may include an inner recess 763 shaped to securely receive the wedges 780 when the inner plunger is pushed downward, as shown in FIG. 22 .
  • the recesses 763 may have inclined surfaces designed to permit the wedges 780 to slide progressively into the recesses when the inner plunger 760 is displaced downward by hydraulic pressure applied from passages 215.
  • hydraulic fluid may be provided as unlocking input through the passage 215 in the rocker arm 200/400 to an annular region formed in the bore in the rocker arm that receives the housing 216, which annular region is arranged to align with the side openings 218.
  • hydraulic fluid when hydraulic fluid is supplied to the passage 215, it is permitted to flow through the side openings 218 into an interior region of the housing 216, which is closed at its upper end. Consequently, the hydraulic fluid will flow through an upper opening of the outer plunger 720 and into the outer plunger bore, thereby causing the inner plunger 760 to move downward against the bias of the inner plunger spring 744.
  • this downward movement of the inner plunger 760 permits the wedges 780 to be received in the inner recess 763 of the inner plunger 760, thereby unlocking the outer plunger 760 from the housing 216 (see FIG. 22 ).
  • housing 216 and lost motion assembly 701 shown in FIGs. 20-22 can be manufactured as a cartridge insert for insertion into any of a number of valve train elements, such as rocker arms (as shown) and push tubes, provided that such valve train elements are configured to have an appropriately dimensioned opening to receive the cartridge insert and to supply hydraulic fluid as described above.
  • valve train elements such as rocker arms (as shown) and push tubes
  • FIGs. 23 and 24 A fourth alternative embodiment of a lost motion assembly 701 incorporating wedges is illustrated in FIGs. 23 and 24 , in which like reference characters refer to like elements in other embodiments.
  • FIGs. 23 and 24 differ only in the orientation of the lost motion assembly 701 and the manner of mounting it in the valve train. As shown in FIGs. 23 and 24 , the lost motion assembly 701 in FIG. 23 is inverted relative to the lost motion system in FIG. 24 . Further, the lost motion systems in FIG. 23 is mounted within a rocker arm 200/400 while the lost motion system in FIG. 24 is provided at the end of a push tube 262.
  • the operation and assembly of the FIG. 23 and 24 embodiments are sufficiently alike that only one description is provided for both. It is also noted that the embodiments shown in FIGs.
  • FIGs. 23 and 24 may be operated in like fashion to those illustrated in FIGs. 1-22 , none of the embodiments of which are considered to be limited to providing engine braking.
  • the embodiments of FIGs. 23 and 24 may provide any type of engine valve actuation that benefits from inclusion of a lost motion system.
  • the lost motion assembly 701 may be provided in a housing 216 mounted (as in the case of a cartridge insert) in a rocker arm 200/400 or push tube 262.
  • the housing 216 may be integrally formed in the body of the rocker arm 200/400 or push tube 262.
  • Hydraulic fluid may be selectively supplied to the lost motion assembly 701 through an opening provided in a cap 730.
  • the embodiments shown in FIGs. 23 and 24 differ from those shown in FIGs. 20-22 mainly in the manner that the unlocking input (e.g., hydraulic fluid) is supplied to the systems. In FIGs. 23 and 24 , hydraulic fluid is supplied through the cap 730 while in FIGs. 20-22 it is supplied through side passages 218.
  • the housing bore 712 of the housing 216 may receive a lost motion assembly 701 including an outer plunger 720, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, and one or more locking elements 780, illustrated in these embodiments as wedges similar to those illustrated in FIG. 15 .
  • the outer plunger spring 746 may bias the outer plunger 720 downward in the housing bore 712, as shown in FIG. 23 (or in the opposite direction as shown in FIG. 24 ).
  • the inner plunger spring 744 may bias the inner plunger 760 downward in the outer plunger bore, as shown in FIG. 23 (or in the opposite direction as shown in FIG. 24 ).
  • the outer plunger 720 may include openings extending through the sidewall of the outer plunger in which the wedges 780 are disposed. Operation of the embodiments shown in FIGs. 23 and 24 is essentially the same as those embodiments shown in FIGs. 20-22 .
  • FIG. 25 A fifth alternative embodiment of a valve train component 600/700 incorporating a lost motion system is illustrated in FIG. 25 , in which like reference characters refer to like elements in other embodiments. It is noted that the embodiment shown in FIG. 25 may be operated in like fashion to those illustrated in FIGs. 1-24 , none of the embodiments of which are considered to be limited to providing engine braking. The embodiment of FIG. 25 may provide any type of engine valve actuation that benefits from inclusion of a lost motion system.
  • the fifth alternative embodiment is essentially the same as that shown in FIGs. 10-11 except for the size and shape of the outer recess 772 and the addition of a snubber comprising a snubber piston 830.
  • the outer recess 772 may be provided with a vertical dimension greater than the vertical dimension of the locking elements 780 (e.g., wedges) that they receive.
  • the increased vertical dimension of the outer recess 772 as compared with that illustrated in FIGs. 10-11 , may provide a larger travel distance along the longitudinal axis of the housing bore for the wedges 780 to register with the outer recess 772.
  • the increased vertical dimension of the outer recess 772 may be as much as twice, or even more than twice, the thickness (or vertical height) of the wedges 780 as measured along the longitudinal direction of the housing bore.
  • this additional space or gap between the outer recess 772 boundaries and the wedges 780 permits the lost motion assembly to maintain contact with the unlocking input even when the housing is moving during a locked state of the locking mechanism.
  • the outer recess 772 has a surface area that engages the wedges 780 which is sufficient to support the loading of the housing 710 for two valve opening events per engine cycle (2-cycle engine braking). It is noted that this modification of the size and shape of the female cone recesses 772 may be used in other embodiments described herein.
  • the snubber piston 830 may be cup shaped and be slidably disposed in the bottom portion of the housing bore 712 below the outer plunger 720.
  • the snubber piston 830 may have an outer diameter that closely fits the diameter of the bottom portion of the housing bore 712 so as to permit a hydraulic seal to be formed between the two.
  • a spring 834 may bias the snubber piston 830 towards the outer plunger 720.
  • the snubber piston 830 may have one or more side passages 832 which selectively permit hydraulic fluid to flow between the interior of the snubber piston 830 and the housing bore 712. In the embodiment shown in FIG. 25 , two side passages 832 are shown to be vertically separated.
  • the spring 834 may bias the snubber piston 830 sufficiently upwards towards the outer plunger 720 such that the lowest most side passage is above a shoulder 748 formed in the housing bore 712 and in hydraulic communication with the housing bore 712 when the snubber piston 830 is in its upper most position (as shown).
  • hydraulic fluid may be provided to displace the inner plunger 760 downward, as described above, to unlock the outer plunger 720 from the housing 710.
  • the outer plunger 720 may descend rapidly into the housing bore 712 until it encounters the snubber piston 830.
  • clearance between the outer plunger 720 and housing 710 i.e., leakage passages, permits some hydraulic fluid within the housing bore 712 to escape.
  • the hydraulic fluid displaced by the downward movement of the outer plunger 720 passes through the one or more side openings 832 into the interior of the snubber piston 830.
  • the continued downward motion of the outer plunger 720 may be progressively arrested by the snubber piston 830 as a result of being displaced downward by the outer plunger. More specifically, the location and/or size of the one or more side passages 832 in the snubber piston 830 may be provided such that hydraulic communication between the interior of the snubber piston 830 and the housing bore 712 of the interior of the valve bridge body 710 is selectively, and in some instances progressively, cut off by the shoulder 748 provided on the interior wall of the valve bridge body 710.
  • the snubber piston 830 may cushion the downward movement of the outer plunger 720 relative to the housing 710 when the two are unlocked from each other, as described in connection with the embodiments illustrated by FIGs. 1-24 .
  • FIG. 26 A sixth alternative embodiment of a valve train component 600/700 incorporating a lost motion system is illustrated in FIG. 26 in which like reference characters refer to like elements in other embodiments.
  • the embodiment shown in FIG. 26 differs from that shown in FIG. 21 mainly with respect to the design of the snubber.
  • the outer plunger 720 may include one or more side passages 721 which permit hydraulic fluid to flow between the interior of the outer plunger 720 and the housing bore 712.
  • the inner plunger spring 744 may be provided in the interior of the outer plunger 720 to bias the inner plunger 760 upward into a position that results in the locking elements 780 engaging the outer recess 772, as shown in FIG. 26 .
  • the outer plunger 720 may further include a lower annulus 723 which receives a lock ring 724 used to connect a snubber piston 840 to the bottom of the outer plunger 720.
  • the lower annulus 723 may be sized so as to permit some vertical movement of the snubber piston 840 relative to the outer plunger 720 while at the same time limiting the extent of such movement.
  • the snubber piston 840 may be biased away from the outer plunger 720 by springs 844 and 848.
  • the spring 848 may extend from a shoulder formed at a mid-section of the outer plunger 720 to an upper edge of the snubber piston 840. It is appreciated that the upper edge of the snubber piston 840 may include a recess, shoulder, or other structure which receives the spring 848 and keeps it engaged against the snubber piston upper edge.
  • the spring 844 may also bias a check valve 846 into a closed position against a seat formed by an opening 842 provided in the bottom of the snubber piston 840.
  • an unlocking input e.g., hydraulic fluid
  • an unlocking input may be provided to displace the inner plunger 760 downward, as described above, to unlock the outer plunger 720 from the housing 710.
  • the descent of the inner plunger 760 into the interior of the outer plunger 720 may cause some hydraulic fluid to be displaced from the interior of the outer plunger through the side opening 721 and into the housing bore 712.
  • the outer plunger 720 may descend rapidly into the housing bore 712 toward the bottom end wall of the housing 710.
  • hydraulic fluid may be forced through the opening 842 in the snubber piston 840, as well as out of the housing 710 through leakage passages. Due to the presence of the check valve 846, the interior of the snubber piston 840 may fill with hydraulic fluid. The pressurization of the snubber piston 840 interior may cause the snubber piston 840 to assume its maximum downward displacement relative to the outer plunger 720, as shown in FIG. 26
  • the outer plunger 720 may then carry the snubber piston 840 downward until the snubber piston contacts the bottom end wall of the housing 710.
  • the downward motion of the outer plunger 720 may be progressively arrested by the snubber piston 840 as a result of the snubber piston being pushed upward by the housing 710 end wall. More specifically, the upward movement of the snubber piston causes the hydraulic fluid within it to be displaced through a small gap in diameters between the snubber piston 840 and the outer plunger 720.
  • the size of the gap between the snubber piston 840 and the outer plunger 720 throttles fluid flow and arrests the downward movement of the outer plunger progressively.
  • the snubber piston 840 may cushion the downward movement of the outer plunger 720 relative to the housing 710 when the two are unlocked from each other, as described in connection with the embodiments illustrated by FIGs. 1-24 .
  • FIG. 27 A seventh alternative embodiment of a valve train component 600/700 incorporating a lost motion system is illustrated in FIG. 27 in which like reference characters refer to like elements in other embodiments.
  • the embodiment shown in FIG. 27 differs from that shown in FIG. 25 in the following manner.
  • the outer plunger 720 may include one or more side passages 721 which permit hydraulic fluid to flow between the interior of the outer plunger 720 and the housing bore 712 of the housing 710.
  • the inner plunger spring 744 may be provided in the interior of the outer plunger 720 to bias the inner plunger 760 upward into a position that results in the locking elements 780 engaging the outer recess 772, as shown in FIG. 27 .
  • a cap 730 may be connected to the upper end of the outer plunger 720.
  • One or more heavy springs 850 may act on the cap 730 to bias the housing 710 downward relative to the outer plunger 720.
  • the one or more heavy springs 850 may assist in arresting the downward motion of the outer plunger 720 relative to the valve body 710 when the two are unlocked from each other, as explained in detail below.
  • the snubber shown in FIG. 27 includes a snubber piston 852 that may be cup-shaped and have an upper opening 858 that permits hydraulic fluid to flow between the interior of the snubber piston 852 and the housing bore 712.
  • a spring 854 may bias the snubber piston 852 towards the outer plunger 720.
  • the spring 854 may be connected to the snubber piston 852 by a lock ring 856.
  • the embodiment shown in FIG. 27 may also include sliding pins 650/750 for each of two valve stems.
  • an unlocking input e.g., hydraulic fluid
  • an unlocking input may be provided to displace the inner plunger 760 downward, as described above, to unlock the outer plunger 720 from the housing 710.
  • the descent of the inner plunger 760 into the interior of the outer plunger 720 may cause some hydraulic fluid to be displaced from the interior of the outer plunger through the side opening 721 and into the housing bore 712.
  • the outer plunger 720 may descend rapidly into the housing bore 712 toward the snubber piston 852.
  • hydraulic fluid may be forced through the opening 858 in the snubber piston 852, as well as out of the valve body 710 through leakage passages.
  • the continued downward motion of the outer plunger 720 may be progressively arrested by the snubber piston as a result of the snubber piston being displaced downward by the outer plunger. More specifically, the location and/or size of the opening 858 in the snubber piston 852 may be provided such that hydraulic communication between the interior of the snubber piston 852 and the housing bore 712 of the valve bridge body 710 is selectively, and in some instances progressively, cut off.
  • the snubber piston 852 in concert with the one or more heavy springs 850, may cushion the downward movement of the outer plunger 720 relative to the valve bridge body 710 when the two are unlocked from each other, as described in connection with the embodiments illustrated by FIGs. 1-24 .
  • FIG. 28 A eighth alternative embodiment of a valve train component 600/700 incorporating a lost motion system is illustrated in FIG. 28 in which like reference characters refer to like elements in other embodiments.
  • the embodiment shown in FIG. 28 differs from that shown in FIG. 27 mainly with respect to the location of the spring(s) used to bias the outer plunger 720 relative to the housing 710.
  • a spring 860 is provided within the housing 710 as opposed to above it. The spring 860 biases the outer plunger 720 upward relative to the housing 710 and the snubber piston 852.
  • hydraulic fluid may be provided to displace the inner plunger 760 downward to unlock the outer plunger 720 from the housing 710.
  • the descent of the inner plunger 760 into the interior of the outer plunger 720 may cause some hydraulic fluid to be displaced from the interior of the outer plunger through the side opening 721 and into the housing bore 712.
  • the outer plunger 720 may descend rapidly into the housing bore 712 toward the snubber piston 852.
  • hydraulic fluid may be forced through the opening 858 in the snubber piston 852, as well as out of the housing 710 through leakage passages.
  • movement of the snubber piston 852 is controlled in part the relative forces applied by the springs 860, 854.
  • the springs 860, 854 engaging the snubber piston 852 are configured to have the same force at approximately the midstroke of the outer plunger 720 relative to the housing 710.
  • the force from the first spring 860 increases to the point that it becomes greater than the opposing force applied by the second spring 854, thereby pushing the snubber piston 852 downwards.
  • the downwards velocity of the snubber piston 852 is controlled by the force difference between the springs 860, 854 and the hydraulic force due to pressure difference caused by oil flowing through the opening 858.
  • the means for actuating an exhaust valve to provide engine braking 100 and the means for actuating an intake valve to provide engine braking 300 may provide non-engine braking valve actuations in other applications.
  • the inclined surfaces of the wedge and or outer recess may be defined according to a non-conical surface.
  • the outer recess could comprise one or more slots (otherwise unconnected to each other) configured to align with and receive respective ones of the one or more wedges.
  • the locking elements could comprise one or more pins received in corresponding holes aligned therewith and formed in the surface defining housing bore.
  • the various snubbers described above include snubber pistons and associated components, it may be possible to implement a snubber based solely on the provision of designed leakage passages between various ones of the components of the locking mechanism, e.g., between the outer plunger and the housing. In this fashion, the function of the snubber is provided solely by the flow of hydraulic fluid through the clearance provided between the housing the locking mechanism.
  • valve train component i.e., a valve bridge
  • locking mechanism/snubber combination may be incorporated into any valve train component, including the various other embodiments described herein.

Claims (14)

  1. Vorrichtung zum Steuern einer Bewegung, die auf ein oder mehrere Motorventile aufgebracht wird, in einem Verbrennungsmotor, der einen Ventilstrang zur Betätigung von einem oder mehreren Motorventilen (810, 820, 910, 920) aufweist, wobei die Vorrichtung Folgendes aufweist:
    ein Gehäuse (710, 216), das in dem Ventilstrang angeordnet ist, wobei das Gehäuse eine Gehäusebohrung (712) hat, die sich in das Gehäuse erstreckt, und eine äußere Ausnehmung (772), die in einer Oberfläche geformt ist, welche die Gehäusebohrung definiert, wobei die äußere Ausnehmung eine erste geneigte Oberfläche (773) aufweist;
    einen Verriegelungsmechanismus, der in der Gehäusebohrung angeordnet ist und ein Verriegelungselement (780) aufweist, wobei das Verriegelungselement eine zweite geneigte Oberfläche (783) aufweist, die zur ersten geneigten Oberfläche komplementär bzw. entgegengesetzt ist und mit der äußeren Ausnehmung in einem verriegelten Zustand des Verriegelungsmechanismus in Eingriff steht, wodurch das Aufbringen einer Bewegung auf ein oder mehrere Motorventile über eine Vorrichtung gestattet wird; und
    wobei die erste geneigte Oberfläche entsprechend einem Kegelstumpf (790) definiert ist, und wobei der Verriegelungsmechanismus einen Keil aufweist, wobei der Keil die zweite geneigte Oberfläche aufweist, die entsprechend dem Kegelstumpf definiert ist und konfiguriert ist, um zu der ersten geneigten Oberfläche zu passen, dadurch gekennzeichnet, dass eine Wechselwirkung der zweiten geneigten Oberfläche mit der ersten geneigten Oberfläche ein Zurückziehen des Keils aus der äußeren Ausnehmung erzwingt und wobei der Verriegelungsmechanismus dadurch entriegelt wird, was das Aufbringen einer Bewegung auf das eine oder die mehreren Motorventile über die Vorrichtung verhindert.
  2. Vorrichtung nach Anspruch 1, wobei die äußere Ausnehmung konfiguriert ist, um eine Bewegung des Verriegelungselementes entlang einer Längsachse der Gehäusebohrung zu gestatten, um die Bewegung des Gehäuses zu kompensieren.
  3. Vorrichtung nach Anspruch 1, wobei der Verriegelungsmechanismus weiter Folgendes aufweist:
    einen äußeren Stößel bzw. Kolben (720), der verschiebbar in der Gehäusebohrung angeordnet ist, wobei der äußere Stößel eine innere Bohrung (722) hat, welche eine Seitenwand des äußeren Stößels definiert, und eine seitliche Öffnung, die sich durch die Seitenwand des äußeren Stößels erstreckt, wobei der Keil in der seitlichen Öffnung des äußeren Stößels angeordnet ist; und
    einen inneren Stößel bzw. Kolben (760), der verschiebbar in der inneren Bohrung des äußeren Stößels angeordnet ist, wobei der innere Stößel eine innere Ausnehmung (763) hat, die darin konfiguriert ist, um den Keil aufzunehmen.
  4. Vorrichtung nach Anspruch 3, wobei der äußere Stößel eine Entriegelungsöffnung aufweist, die konfiguriert ist, um eine Entriegelungseingabe aufzunehmen, wobei die Entriegelungseingabe bewirkt, dass der innere Stößel innerhalb des äußeren Stößels gleitet, wodurch gestattet wird, dass der Keil in der inneren Ausnehmung aufgenommen wird.
  5. Vorrichtung nach Anspruch 4, wobei die Entriegelungsöffnung an einem Ende des äußeren Stößels angeordnet ist und konfiguriert ist, um Hydraulikströmungsmittel als die Entriegelungseingabe aufzunehmen.
  6. Vorrichtung nach Anspruch 5, wobei der äußere Stößel an einem offenen Ende der Gehäusebohrung aufgenommen ist und die Entriegelungsöffnung an einem Ende (731) des äußeren Stößels in der Nähe des offenen Endes der Gehäusebohrung ist.
  7. Vorrichtung nach Anspruch 4, wobei das Gehäuse eine seitliche Öffnung (218) aufweist, die zur Strömungsmittelverbindung mit der Gehäusebohrung und der Entriegelungsöffnung konfiguriert ist, und weiter konfiguriert ist, um Hydraulikströmungsmittel als die Entriegelungseingabe aufzunehmen.
  8. Vorrichtung nach Anspruch 1, wobei das Gehäuse durch eine Ventilbrücke (700), einen Kipphebel (200, 400), ein Druckrohr (262) oder eine Nockenfolgevorrichtung vorgesehen wird.
  9. Vorrichtung nach Anspruch 1, wobei das Gehäuse zwischen einem Druckrohr und einem Kipphebel oder zwischen einem Kipphebel und einem Motorventil vorgesehen ist.
  10. Vorrichtung nach Anspruch 9, wobei das Gehäuse ein Kartuscheneinsatz ist, der zur Befestigung an entweder dem Druckrohr oder dem Kipphebel konfiguriert ist.
  11. Vorrichtung nach Anspruch 2, wobei die äußere Ausnehmung eine vertikale Höhe hat, die größer ist als eine vertikale Höhe des Keils.
  12. Vorrichtung nach Anspruch 4, wobei die äußere Ausnehmung eine vertikale Höhe hat, die ausreicht, um einen Spalt (787) zwischen der äußeren Ausnehmung und dem Keil vorzusehen, wenn der Keil mit der äußeren Ausnehmung in Eingriff ist, wobei der Spalt gestattet, dass der Verriegelungsmechanismus einen Kontakt mit einer Quelle der Entriegelungseingabe aufrecht erhält.
  13. Vorrichtung nach Anspruch 1, wobei der Keil eine dritte geneigte Oberfläche (783') aufweist, die entsprechend dem Kegelstumpf definiert ist, wobei die dritte geneigte Oberfläche an einer Seite des Keils gegenüberliegend zur zweiten geneigten Oberfläche angeordnet ist.
  14. Vorrichtung nach Anspruch 1, die weiter einen Dämpfer aufweist, der in der Gehäusebohrung zwischen dem Verriegelungsmechanismus und dem Gehäuse und in Verbindung mit dem Verriegelungsmechanismus angeordnet ist, der konfiguriert ist, um progressiv eine Bewegung von zumindest einem Teil des Verriegelungsmechanismus anzuhalten.
EP15175525.3A 2014-07-15 2015-07-06 Leerlaufventilbetätigungssysteme mit sicherungselementen einschliesslich keilsicherungselementen Active EP2975230B1 (de)

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US14/331,982 US9790824B2 (en) 2010-07-27 2014-07-15 Lost motion valve actuation systems with locking elements including wedge locking elements

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JP6110901B2 (ja) 2017-04-05
KR20160008975A (ko) 2016-01-25
KR101672687B1 (ko) 2016-11-04
BR102015016949B1 (pt) 2022-08-23
EP2975230A1 (de) 2016-01-20
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CN105275528B (zh) 2018-03-13
JP2016020696A (ja) 2016-02-04

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