JP2013510266A - Engine brake with rocker shaft - Google Patents

Abstract

An apparatus for operating an engine valve is disclosed. The device has a lost motion housing with two spaced collars surrounding the rocker shaft. The lost motion housing has an internal hydraulic circuit that connects the hydraulic fluid supply passage to the actuator piston. This device has means for fixing the lost motion housing in a fixed position relative to the rocker shaft.

Description

(Refer to related technology)
The present invention relates to US Provisional Application Serial No. 60 / 895,318, filed March 16, 2007, entitled “Engine Brake with Housing with Jointed Rocker Arm and Rocker Shaft”. One of the priority claims of US Patent Application Serial No. 12 / 076,173, filed March 14, 2008, entitled “Engine Brake with Housing with Jointed Rocker Arm and Rocker Shaft” claiming priority. This relates to a part continuation application claiming priority.

  The present invention relates to an apparatus and method for providing engine braking for an internal combustion engine.

  Internal combustion engines generally use mechanical, electrical or hydraulic mechanical valve actuators for operating engine valves. These devices include a combination of camshaft, rocker arm and push rod driven by the rotation of the engine crankshaft. When a camshaft is used to actuate an engine valve, the timing of valve actuation is determined by the size and position of the camshaft lobe.

  For each 360 degree rotation of the camshaft, the engine completes a full cycle consisting of four strokes (ie, expansion, exhaust, intake, compression). During most of the expansion stroke when the piston moves away from the cylinder head (ie, the volume between the cylinder head and the piston head increases), the intake and exhaust valves are closed and remain closed. During aggressive power operation, fuel is combusted in the expansion stroke and positive power is supplied by the engine. The expansion stroke ends at bottom dead center, at which time the piston reverses direction and the exhaust valve is opened for the main exhaust event. The lobe on the camshaft is synchronized to open the exhaust valve for a main exhaust event where the piston moves upward and pushes the combustion gas out of the cylinder. Near the end of the exhaust stroke, another lobe on the camshaft opens the intake valve for the main intake event when the piston leaves the cylinder head. The intake stroke ends when the intake valve closes and the piston approaches bottom dead center. Both the intake and exhaust valves are closed when the piston moves up again for the compression stroke.

  The main intake and main exhaust valve events described above are required for active power operation of the internal combustion engine. Although not required, additional auxiliary valve events are desirable. Actuate intake and / or exhaust valves during active power and other engine operations such as compressed air leak engine brake, bleeder engine brake, exhaust gas recirculation (EGR) or brake gas recirculation (BGR) It is desirable to do. Although co-pending application serial number 11 / 123,063, filed on May 6, 2005, is hereby incorporated by reference, FIG. 19 of this application shows the exhaust valve for the main and secondary valve events. In order to operate, a main exhaust event 600, a compressed air leak engine brake event 610, a bleeder engine brake event 620, an exhaust gas recirculation event 630, and a brake gas recycle performed by an exhaust valve using various embodiments of the present invention. An example of a secondary valve event such as circulation event 640 is shown.

  With respect to the secondary valve event, exhaust gas flow control through the internal combustion engine is used to provide vehicle engine braking. In general, engine brake systems control the flow of exhaust gas to incorporate the principles of compressed air leakage brakes, exhaust gas recirculation, exhaust gas pressure control, full stroke bleeder and / or partial bleeder type brakes.

  During the compressed air leak type engine brake, the exhaust valve is selectively opened at least temporarily for conversion from the power generating internal combustion engine to the power absorbing air compressor. As the piston moves upward in its compression stroke, the gas trapped in the cylinder is compressed. The compressed gas opposes the upward movement of the piston. When the piston approaches top dead center (TDC), at least one exhaust valve is opened to discharge the compressed gas in the cylinder to the exhaust manifold, and the energy of the compressed gas returns to the engine on the subsequent expansion and downward stroke. Is preventing. By doing so, the engine can develop a deceleration force that helps slow down the vehicle. An example of a conventional compressed air leak engine brake is provided by the disclosure of Cummins US Pat. No. 3,220,392 (November 1965), which is incorporated herein by reference.

  During bleeder-type engine braking, in addition to and / or instead of the main exhaust valve event, where the exhaust stroke of the piston occurs, the exhaust valve is used during the remaining three engine cycles (full stroke bleeder brake) or Slightly released during part of the remaining three engine cycles (partial cycle bleeder brake). Extraction of cylinder gas with the cylinder acts to delay the engine. Normally, the initial opening of the brake valve in bleeder brake operation precedes compression TDC (ie, early valve operation), and the lift is kept constant for a predetermined period of time. Thus, the bleeder type engine brake may have a low force for operating the valve for early valve operation, and the noise is low due to the continuous bleed instead of the rapid discharge of the compressed air leakage type brake.

  An exhaust gas recirculation (EGR) device can return a portion of the exhaust gas to an engine cylinder that is actively powered. EGR is used to reduce the amount of nitrogen oxides (NOx) produced by actively powered engines. The EGR device can be used to control the pressure and temperature in the exhaust manifold and engine cylinder during the engine brake cycle. There are usually two types of EGR devices, internal and external EGR devices. The external EGR device recirculates the exhaust gas through the intake valve and back to the engine cylinder. The internal EGR device recirculates exhaust gas through the exhaust valve and back to the engine cylinder. Embodiments of the present invention are primarily related to internal EGR devices.

  A brake gas recirculation (BGR) device allows a portion of the exhaust gas to return to the engine cylinder during engine braking. Exhaust gas recirculation back to the engine cylinder in the intake and / or early compression stroke, for example, increases the amount of cylinder gas available in the compressed air leak brake. As a result, BGR increases the braking effect that results from the braking event.

US Provisional Patent Application Serial No. 60 / 895,318 US Patent Application Serial No. 12 / 076,173 US Patent Application Serial No. 11 / 123,063 US Pat. No. 3,220,392

  Applicant has developed an innovative device for operating an engine valve, namely a rocker shaft having a hydraulic fluid supply passage, a collar surrounding the rocker shaft, an actuator piston bore, and the hydraulic fluid supply from the actuator piston bore. A lost motion housing having an internal hydraulic circuit extending to the passage, means for fixing the lost motion housing at a fixed position with respect to the rocker shaft, and an actuator piston slidably disposed in the actuator piston bore Invented the device. In the above-described apparatus, the hydraulic fluid supply passage passes through the rocker shaft inwardly. Further, the lost motion housing may have two collars surrounding the rocker shaft. Furthermore, the lost motion housing may be provided with a control valve bore, which is in communication with the internal hydraulic circuit, and the control valve is provided in the control valve bore. Furthermore, a check valve may be provided in the control valve. Further, the securing means may be on the side of the lost motion housing distal to the actuator piston, on the side of the lost motion housing proximal to the actuator piston, or on the side of the lost motion housing distal to the actuator piston. It may be provided both on the side of the lost motion housing proximal to the actuator piston. Further, the means for fixing the lost motion housing may comprise a boss extending from the lost motion housing collar and a bolt extending from the boss to the engine component. Further, 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 the flange to an engine component. Furthermore, the device may further comprise an electromagnetic valve adapted to control the supply of hydraulic fluid to the hydraulic fluid supply passage.

  It is to be understood that both the foregoing general description and the following detailed description are given for purposes of illustration and description only and are not intended to limit the scope of the present application. The accompanying drawings, which are incorporated by reference and constitute a part of this specification, together with the detailed description, illustrate embodiments of the invention and are used to explain the principles of the invention.

  To assist in understanding the present invention, reference is made to the accompanying drawings. In the drawings, like reference numbers indicate like elements. The drawings are used for illustration only and are not intended to limit the invention.

1 is a perspective view of an engine brake device having a jointed rocker arm and a rocker shaft mounting housing for a master piston and a slave piston, which are assembled according to a first embodiment of the present invention and provided in an internal combustion engine. 1 is an enlarged top view of an engine brake device having a jointed rocker arm, a rocker shaft mounting housing, and a rocker arm return spring according to a first embodiment of the present invention. FIG. FIG. 3 is an enlarged top view of a lower portion of the engine brake device shown in FIG. 2 according to the first embodiment of the present invention. FIG. 4 is a cross-sectional view of the rocker arm mounting housing of FIGS. 2 and 3, showing a master piston and a slave piston according to a first embodiment of the present invention. 4 is a second cross-sectional view of the rocker arm mounting housing of FIGS. 2 and 3, showing a control valve in hydraulic communication with the rocker shaft and the master and slave pistons according to the first embodiment of the present invention. FIG. 4 is a front cross-sectional view of the rocker arm mounting housing of FIGS. 2 and 3, showing a control valve and a slave piston according to a first embodiment of the present invention. FIG. FIG. 4 is a side cross-sectional view of the engine brake device of FIGS. 2 and 3, wherein the jointed rocker arm, the rocker shaft mounting housing, and the cam lobe according to the first embodiment of the present invention when the engine brake device is stopped; FIG. FIG. 4 is a side cross-sectional view of the engine brake device of FIGS. 2 and 3, with the jointed rocker arm according to the first embodiment of the present invention when the engine brake device is activated and the rocker arm contacts the cam base circle; It is a figure which shows a rocker shaft mounting housing and a cam lobe. FIG. 4 is a side cross-sectional view of the engine brake device of FIGS. 2 and 3, wherein the engine brake device is activated and the rocker arm contacts the cam compression-release bump, according to the first embodiment of the present invention, jointed rocker arm. FIG. 5 is a view showing a rocker shaft mounting housing and a cam lobe. FIG. 6 is a side cross-sectional view of an engine brake device showing a jointed rocker arm, a rocker shaft mounting housing, and a cam lobe according to a second embodiment of the present invention when the engine brake device is stopped. FIG. 6 is an enlarged view of an engine brake device having a jointed rocker arm, a rocker shaft mounting housing, and a rocker arm return spring according to a second embodiment of the present invention. FIG. 4 is a side sectional view of the engine brake device of FIGS. 2 and 3 and shows an oil passage between an engine oil supply passage, a solenoid valve, and a rocker shaft. FIG. 6 is a top view of a valve operating device used in an extraction brake, particularly an extraction brake having a rocker shaft mounting housing according to a second embodiment of the present invention. FIG. 14 is a lower view of the valve operating device shown in FIG. 13 according to a second embodiment of the present invention. FIG. 15 is a cross-sectional side view of the rocker shaft mounting housing of FIGS. 13 and 14 illustrating an alternative or additional flange for securing the rocker shaft mounting housing in place, according to an alternative embodiment of the present invention. FIG. 15 is a second side cross-sectional view of the rocker shaft mounting housing of FIGS. 13 and 14, showing a control valve in hydraulic communication with the rocker shaft and actuator piston according to a second embodiment of the present invention. FIG. 15 is a front sectional view of the rocker shaft mounting housing of FIGS. 13 and 14, showing a control valve and an actuator piston according to a second embodiment of the present invention. FIG. 15 is a side cross-sectional view of the valve operating device of FIGS. 13 and 14, showing a rocker shaft mounting housing and an actuator piston according to a second embodiment of the present invention when the actuator piston is separated from the slide pin / engine valve by a rush space. FIG. FIG. 15 is a side sectional view of the valve operating device of FIGS. 13 and 14, showing the rocker shaft mounting housing and actuator piston according to a second embodiment of the present invention when the device is stopped and the actuator piston operates the engine valve. It is. FIG. 15 is a side cross-sectional view of the valve operating device of FIGS. 13 and 14 and illustrates control of hydraulic fluid supply by a solenoid valve. FIG. 6 is a side cross-sectional view of a valve bridge between an actuator piston and an engine valve according to an alternative embodiment of the present invention. FIG. 6 is a cross-sectional view of an alternative actuator piston according to an alternative embodiment of the present invention.

  The first embodiment of the present invention will be described in detail with reference to the accompanying drawings. Referring to FIG. 1, there is shown a device 50 for operating an engine valve according to a first embodiment of the present invention. 2 to 9 show different views of the apparatus and / or its components shown in FIG. The device 50 includes a cam 100, an articulated semi-rocker arm 200, a brake housing 300, a rocker shaft 400, and a solenoid valve 500. The rocker arm 200 is biased with respect to the cam 100 by a return spring 210 (see also FIG. 11). The position of the brake housing is fixed by a rotation prevention bolt 310.

  Referring to FIGS. 2 and 3, the rocker arm 200 further includes a cam roller 220, a lug 230, and a central collar 240. The rocker arm return spring 210 biases the rocker arm 200 to the brake housing 300 so that the lug 230 contacts the master piston 340. The brake housing 300 further includes 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. The slave piston return spring 352 biases the slave piston 350 into a slave piston bore formed in the brake housing 300.

  Referring to FIG. 4, the rocker shaft collars 360 and 362 of the brake housing 300 are mounted on the rocker shaft 400. The brake housing is fixed at a fixed position with respect to the rocker shaft 400 by an anti-rotation bolt 310 (not shown). The brake housing 300 includes a master piston 340 slidably provided on the master piston bore 302 and a slave piston 350 slidably provided on the slave piston bore 304. A master-slave hydraulic fluid passage 306 extends between the master piston bore 302 and the slave piston bore 304. The slave piston return spring 352 is biased against the slave piston lash adjustment screw 354 that extends the slave piston 350 upward and into the slave piston bore 304. The rocker shaft 400 has a first hydraulic passage 410 adapted to provide low pressure hydraulic fluid to the rocker arm 200 (not shown in FIG. 4) for lubrication purposes. The rocker shaft 400 has a second hydraulic passage 420, the purpose of which is described in connection with FIG.

  Referring to FIG. 5, brake housing 300 further includes a control valve 320 adjacent to slave piston 350 (shown in FIG. 4). Control valve 320 fills the master and slave bores with hydraulic fluid when low pressure hydraulic fluid is supplied to the lower portion of the control valve via supply passage 308. A connection hydraulic passage 422 provided in the rocker shaft 400 extends between the second hydraulic passage 420 and the supply passage 308 provided in the brake housing 300. As a result, hydraulic fluid is supplied to the control valve and the master and slave bores by selective supply of low pressure hydraulic fluid in the second hydraulic passage 420.

  A front cross-sectional view of the brake housing 300 is shown in FIG. Referring to FIG. 6, the control valve 320 is in a “braking off” position where the control valve body 322 is biased to its lowest end position by the control valve spring 326. When the brake is applied, the hydraulic fluid from the second hydraulic passage 420 of the rocker shaft 400 (shown in FIG. 5) is supplied to the lower part of the control valve body 322. The supply of hydraulic fluid allows the control valve body 322 to move upward until an annular opening in the middle of the control valve body is aligned with the slave bore supply passage 309. The applied hydraulic fluid pressure below the control valve 320 is 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. Referring again to FIG. 4, the hydraulic fluid flows from the slave piston bore 304 through the master slave hydraulic fluid passage 306 into the master piston bore 302. When the brake is in the “braking” position, hydraulic fluid is freely supplied to the master-slave piston circuit by the control valve 320, while a check valve 324 in the control valve prevents back flow of fluid. As a result, the master-slave hydraulic circuit of the brake housing 300 is exposed to light hydraulic fluid pressure without substantial backflow of hydraulic fluid.

  The brake is returned to the “braking off” position shown in FIG. 6 by reducing the hydraulic fluid pressure applied to the bottom of the control valve 320, preferably by discharging the hydraulic fluid. When this occurs, the control valve body 322 slides downward until the slave bore supply passage 309 is exposed to the control valve bore 328, which allows the hydraulic fluid in the master-slave hydraulic circuit to escape. The selective supply of hydraulic fluid to the control valve 320 is controlled by the solenoid 500 shown in FIG. Alternative arrangements of the solenoid 500 are contemplated within the scope of the present invention.

  The arrangement of the various elements of the device 50 when the engine brake is in the “braking off” position is shown in FIG. Referring to FIG. 7, cam lobe 100 is shown as having two valve actuation bumps. The first cam bump 102 provides a compression / release valve actuation event and the second cam bump 104 provides a brake gas recirculation (BGR) valve actuation event. Alternative cam lobes with more, fewer or differently shaped cam bumps are contemplated within the scope of the present invention.

  Device 50 is positioned adjacent to an engine valve, such as exhaust valve 600. The device 50 operates the exhaust valve 600 via a slide pin 620 that passes through the valve bridge 610. The use of such slide pins and valve bridge devices may operate many engine valves for aggressive power operation, or operate a single engine valve 600 for non-active power operation, such as engine braking. Enables isolation valve operation.

  With continued reference to FIG. 7, when the brake is in the “braking off” position, the hydraulic fluid pressure in the second hydraulic passage 420 is reduced or removed. As a result, there is no hydraulic fluid pressure maintained in the master-slave hydraulic fluid circuit connecting the master piston 340 and the slave piston 350. Thus, the eccentricity of the slave piston return spring 352 is sufficient to push the slave piston 350 all the way into the slave piston against the lash adjustment screw 354. Further, the eccentricity of the rocker arm return spring 210 is sufficient to rotate the rocker arm 200 so that the rocker arm lug 230 pushes the master piston 340 all the way into the master piston bore. Such rotation of the rocker arm 200 creates a rush space 106 between the cam roller 220 and the chewing lobe 100. The rush space 106 has a size x that is equal to or higher than the height of the cam bumps 102 and 104. In this way, the cam bumps 102 and 104 have no effect on the rocker arm 200 or the master and slave pistons 340 and 350 when the device 50 is in the “braking off” position.

  The arrangement of the various elements of the device 50 when the engine brake is in the “braking” position is shown in FIG. Referring to FIG. 8, when a brake is applied, hydraulic fluid is supplied through a second hydraulic passage 420 to a control valve 320 (not shown) and a master piston hydraulic circuit in the brake housing. As shown in FIG. 8, when the cam lobe 100 is in the basic circle, the hydraulic fluid pressure in the master-slave hydraulic fluid circuit connecting the master piston 340 and the slave piston 350 overcomes the eccentricity of the rocker arm return spring 210, and the cam roller 220 is in the cam lobe. The rocker arm 200 is rotated until it contacts 100 to push the master piston 340 out of its bore. As a result, the rush space 106 is removed. At this time (when the cam lobe is in the basic circle), the master-slave hydraulic circuit has insufficient oil pressure, but overcomes the unevenness of the slave piston return spring 352 and pushes the slave piston 350 out of the slave piston bore.

  Referring to FIG. 9, when cam roller 220 faces cam bump 102 (and 104), rocker arm 200 rotates slightly clockwise. The rotation of the rocker arm 200 pushes the master piston 340 into the master piston bore, thereby displacing hydraulic fluid through the master-slave hydraulic fluid passage 306 and into the slave piston bore. As a result, the unevenness of the slave piston return spring 352 is eliminated and the slave piston 350 is displaced downward against the slide pin 620 and then the exhaust valve for a compression / release event or an alternative valve actuation event. 600 is activated.

  An alternative embodiment of the present invention is shown in FIGS. Referring to FIGS. 10 and 11, the rocker arm return spring 210 is provided in the form of a coil spring as opposed to a mousetrap spring. In addition, the return spring 210 may be coupled to the upper element 212 and the rocker arm 200 so that the rocker arm is biased to be in continuous contact with the cam lobe 100 when the device is in the “brake off” position, as shown in FIG. Extends between the rear. As a result, instead of creating a rush space between cam lobe 100 and cam roller 220 when brakes are not applied, rush space 202 is created between rocker arm lug 230 and master piston 340.

  Referring to FIG. 12, communication between the engine oil supply passage 430 and the first and second hydraulic passages 410, 420 is shown. Solenoid 500 is provided between engine oil supply passage 430 and rocker shaft 400.

  Referring to FIGS. 13 and 14, in the second embodiment of the present invention, the rocker arm and master piston are removed. The valve actuator housing 1300 includes an anti-rotation bolt boss 1312, a control valve 1320, an actuator piston 1350, and rocker shaft collars 1360 and 1362. The rocker shaft collar surrounds the rocker shaft, which provides a means for securely securing the housing 1300 in a certain miniaturized position relative to the engine valve to be actuated.

  Referring to FIG. 15, the rocker shaft collars 1360 and 1362 of the housing 1300 are attached to the rocker shaft 1400. The housing is fixed in position relative to the rocker shaft 1400 by a first anti-rotation bolt 1310 (not shown) that passes through the anti-rotation bolt boss 1312 and / or a second anti-rotation bolt 1314 that passes through the anti-rotation bolt boss 1316. . An anti-rotation boss 1312 is provided distal to the actuator piston 1350 and an anti-rotation flange 1316 is provided proximal to the actuator piston. The housing 1300 includes an actuator piston 1350 slidably provided on the actuator piston bore 1304. The internal hydraulic circuit has a passage 1306 and a passage 1308 (not shown in FIG. 16). Actuator piston lash adjustment screw 1354 extends into actuator piston bore 1304 and provides an upper stop on which actuator piston 1350 sits. The rocker shaft 1400 includes a hydraulic fluid supply passage 1420, the purpose of which is described in connection with FIG.

  Referring to FIG. 16, adjacent the actuator piston 1350 (not shown in FIG. 15), the housing 1300 further includes a control valve 1320. Control valve 1320 fills the internal hydraulic circuit with hydraulic fluid when low pressure hydraulic fluid is supplied to the bottom of the control valve via passage 1308 of the internal hydraulic circuit. A connection hydraulic passage 1422 provided in the rocker shaft 1400 extends between the hydraulic fluid supply passage 1420 and a passage 1308 provided in the housing 1300. As a result, hydraulic fluid is supplied to the control valve and actuator piston bore by selective supply of low pressure hydraulic fluid in the hydraulic fluid supply passage 1420.

  A front cross-sectional view of the device is shown in FIG. Referring to FIG. 17, the control valve 1320 is shown in the “braking off” position while the control valve body 1322 is biased to the lowermost position by the control valve spring 1326. When the apparatus is activated, hydraulic fluid from the hydraulic fluid supply passage 1420 of the rocker shaft 1400 (shown in FIG. 16) is supplied to the lower portion of the control valve body 1322. The supply of hydraulic fluid causes the control valve body 1322 to rise until an annular opening provided in the middle portion of the control valve body meets the passage 1306. The hydraulic fluid pressure applied to the lower portion of the control valve 1320 is sufficient to push the check valve 1324 open so that the hydraulic fluid flows into the actuator piston bore 1304 via the passage 1306. While the device is in the “actuator actuated” position, hydraulic fluid is freely supplied to the internal hydraulic circuit by the control valve 1320, while a check valve 1324 in the control valve prevents back flow of fluid. As a result, the internal hydraulic circuit of the housing 1300 experiences high hydraulic fluid pressure without substantial backflow of hydraulic fluid.

  The device is returned to the “actuator stopped” position shown in FIG. 17 by reducing the hydraulic fluid pressure in the hydraulic fluid supply passage 1420, preferably by removing the hydraulic fluid applied to the lower portion of the control valve 1320. When this occurs, the control valve body 1322 slides downward until the passage 1306 is exposed to the control valve bore 1328, allowing hydraulic fluid in the internal hydraulic circuit to escape. The selective supply of hydraulic fluid to the control valve 1320 is controlled by a solenoid 1500 shown in FIG. Alternative arrangements of the solenoid 1500 are contemplated within the scope of the present invention.

  The arrangement of the various elements of the device when the engine valve actuator is in the “actuator stopped” position is shown in FIG. Referring to FIG. 18, the device is positioned adjacent to an engine valve, such as an exhaust valve 1600. The apparatus operates the exhaust valve 1600 through a slide pin 1620 that passes through the valve bridge 1610. The use of such a slide pin and valve bridge device allows a separate valve actuator to operate many engine valves for aggressive power operation or a single engine valve 1600 for non-active power operation. Enable. With continued reference to FIG. 18, when the apparatus is in the “actuator stopped” position, the hydraulic fluid pressure in the hydraulic fluid supply passage 1420 is reduced or removed. As a result, there is no hydraulic fluid pressure maintained in the internal hydraulic fluid circuit connected to the actuator piston 1350. As a result, actuator piston 1350 sits without actuating slide pin 1620. In this way, the actuator piston does not provide any valve actuation to the engine valve when the device is in the “actuator stopped” position.

  The arrangement of the various elements of the device when the device is in the “actuator actuated” position is shown in FIG. Referring to FIG. 19, when the apparatus is activated, hydraulic fluid is supplied through a hydraulic passage 1420 to a control valve 1320 (not shown). The hydraulic fluid pressure in the passage 1306 pushes the actuator piston 1350 out of its bore and contacts the slide pin 1620 even if it is not ready. At this time, the hydraulic pressure in the internal hydraulic circuit is not sufficient to overcome the eccentricity of the spring 1602 of the engine valve 1600. When the valve bridge 1610 is lowered due to a main exhaust valve actuation event, for example, the low pressure hydraulic fluid in the actuator piston bore 1304 pushes the actuator piston 1350 and slide pin 1620 downward, until the actuator piston reaches maximum downward displacement. Follow the bridge. When valve bridge 1610 returns upward as a result of the main exhaust event, the hydraulic fluid in passage 1306 is pressurized and actuator piston 1350 holds exhaust valve 1600 open for an engine valve event, such as an bleed brake event. . Actuator piston 1350 continues to hold exhaust valve 1600 open until control valve 1320 releases the hydraulic fluid pressure in passage 1306. It should be understood that the valve actuation device may be used for intake and auxiliary engine valve actuation in addition to exhaust valve actuation.

  Referring to FIG. 20, communication between engine hydraulic fluid supply passage 1430 and hydraulic fluid supply passage 1420 is shown. The solenoid valve 1500 is provided between the engine hydraulic fluid supply passage 1430 and the hydraulic fluid supply passage 1420 of the rocker shaft 1400. The electromagnetic valve 1500 is provided adjacent to the rocker shaft-mounted engine brake device on the rocker shaft base, for example.

  Referring to FIG. 21, in an alternative embodiment of the apparatus shown in FIGS. 13-20, the actuator piston 1350 acts directly on the engine valve 1600 or engine valve bridge 1610 instead of acting on the slide pin.

  Referring to FIG. 22, in another alternative embodiment of the apparatus shown in FIGS. 13-21, the solenoid actuator piston 1350 is replaced with an automatic lashing actuator piston 1352. The automatic lashing piston 1352 includes an adjustable depth lash adjustment screw plunger 1353 and an actuator piston with a hollow interior that receives a spring 1355 and a retaining collar 1357. An adjustable depth lash adjustment screw plunger is provided partially within the hollow interior of the actuator piston 1352 and extends from the top of the actuator piston bore 1304. The adjustable depth lash adjustment screw plunger 1353 has a lower plunger end, and a retaining collar 1357 is provided in the hollow interior of the actuator piston 1352 above the lower plunger end. The spring 1355 is provided between the holding collar 1357 and the lower plunger end. The automatic lashing actuator piston 1352 is prevented from contacting the slide pin 1620 (as shown in FIG. 18) when the device is in the “actuator stopped” position.

  It will be apparent to those skilled in the art that changes and modifications in the present invention can be made without departing from the scope of the invention.

Claims (17)

A device for operating an engine valve,
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 fixing 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 apparatus of claim 1, wherein the hydraulic fluid supply passage extends inwardly through the rocker shaft.   The apparatus of claim 1, wherein the lost motion housing has two collars surrounding the rocker shaft.   4. The control valve bore of claim 3, wherein the lost motion housing includes a control valve bore, the control valve bore communicates with the internal hydraulic circuit, and the control valve is provided in the control valve bore. apparatus.   The device according to claim 4, wherein a check valve is provided on the control valve.   6. A device according to claim 5, characterized in that the fixing means are provided on the side of the lost motion housing distal to the actuator piston.   6. A device according to claim 5, characterized in that the fixing means are provided on the side of the lost motion housing proximal to the actuator piston.   6. A device according to claim 5, characterized in that the fixing means are provided both on the side of the lost motion housing distal to the actuator piston and on the side of the lost motion housing proximal to the actuator piston. .   7. The apparatus of claim 6, wherein the means for securing the lost motion housing comprises a boss extending from the lost motion housing collar and a bolt extending from the boss to an engine component.   8. The apparatus of claim 7, wherein the means for securing the lost motion housing comprises a flange extending from the lost motion housing proximal to the actuator piston and a bolt extending from the flange to an engine component.   The apparatus of claim 1, wherein the lost motion housing is provided with a control valve bore, the control valve bore is in communication with the internal hydraulic circuit, and the control valve bore is provided with a control valve.   The apparatus according to claim 11, wherein a check valve is provided in the control valve.   2. A device according to claim 1, characterized in that the fixing means are provided on the side of the lost motion housing distal to the actuator piston.   The device according to claim 1, wherein the fixing means is provided on the side of the lost motion housing proximal to the actuator piston.   The apparatus according to claim 1, characterized in that the fixing means are provided on both the side of the lost motion housing distal to the actuator piston and the side of the lost motion housing proximal to the actuator piston. .   The device according to claim 1, comprising a solenoid valve adapted to control the supply of hydraulic fluid to the hydraulic fluid supply passage.   The actuator piston is a hollow interior, an adjustable depth lash adjustment screw plunger partially provided in the hollow interior and extending from the top of the actuator piston bore, a screw plunger having a lower plunger end, and the lower plunger The apparatus according to claim 1, comprising: a retaining collar provided in the hollow interior at an upper end, and a spring provided between the retaining collar and the lower plunger end.

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