JP2015224638A - Auxiliary valve motions employing disablement of main valve events and/or coupling of adjacent rocker arms - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an integral engine valve actuation system capable of ensuring low cost, improving performance and reliability, and yet avoiding providing space or packaging challenges.SOLUTION: In controlling valve motions of an internal combustion engine, after determining that engine braking operation has been initiated, a deactivation mechanism disposed within a main valve train is activated, thereby disabling conveyance of main valve events from a main valve motion source to a valve via the main valve train. Engine braking valve events are enabled for the valve, which may include two-stroke engine braking. Coupling mechanisms, including one-way coupling mechanisms, between adjacent rocker arms may be used in this manner.

Description

  This application is a co-pending application, which is a part of a co-pending application of application number 13 / 192,330, filed July 27, 2011, entitled “Combined Engine Braking And Positive Power Engine Lost Motion Act”. The teachings of that document are incorporated herein. This application further claims the benefit of US Provisional Application No. 61 / 827,568, filed May 25, 2013, entitled “Pin Lock Rocker”, the teachings of which are incorporated herein by reference. The

  The present invention generally relates to a system and method for operating one or more engine valves of an internal combustion engine. In particular, the present invention relates to a valve actuation system including a lost motion system and method. Embodiments of the present invention can be used during positive output of an internal combustion engine and during engine braking.

  In order for the internal combustion engine to generate a positive output, the valve of the internal combustion engine needs to be operated. Valve actuation can also be used to perform auxiliary valve events. During positive power, the intake valve can be opened to allow fuel and air to enter the cylinder for combustion. One or more exhaust valves can be opened to allow combustion gases to escape from the cylinder. At various times during the positive output, intake valves, exhaust valves, and / or auxiliary valves can be opened for exhaust gas recirculation (EGR) to improve exhaust emissions.

  Engine brake and brake gas recirculation (BGR) can also be performed using engine valve actuation when the engine is not being used to produce a positive output. During engine braking, one or more exhaust valves can be selectively opened to at least temporarily convert the engine to an air compressor. By doing so, the engine helps to reduce the speed of the vehicle by producing slowing horsepower. This improves operator control over the vehicle and can substantially reduce wear on the vehicle's service brake.

  When the engine valve is activated, a compression release brake and / or a bleeder brake can be performed. The operation of a compression release engine brake, or retarder, is well known. As the piston moves upward during 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) during engine braking, at least one exhaust valve opens to release the compressed gas in the cylinder into the exhaust manifold, and the energy stored in the compressed gas is reduced. It is prevented from returning to the engine in the subsequent expansion / lowering stroke. By doing so, the engine helps to reduce the speed of the vehicle by creating a deceleration force. An example of a prior art compression release engine brake is provided by the disclosure of US Pat. No. 3,220,392 by Cummins, which is incorporated herein by reference.

  The operation of bleeder-type engines and brakes has also been known for a long time. While applying the engine brake, in addition to the normal exhaust valve lift, it can be used throughout the rest of the engine cycle (full cycle bleeder brake) or during part of the cycle (partial cycle bleeder brake). The exhaust valve can be continuously kept slightly open. The main difference between a partial cycle bleeder brake and a full cycle bleeder brake is that the partial cycle bleeder does not lift the exhaust valve during most of the intake stroke. An example of a system and method utilizing a bleeder engine brake is provided by the disclosure of US Pat. No. 6,594,996, which is incorporated herein by reference.

  The basic principle of brake gas recirculation (BGR) is also well known. During engine braking, the engine exhausts gas from the engine cylinder to the exhaust manifold and larger exhaust system. When the BGR operates, it is possible to return some of its exhaust gas to the engine cylinder during the intake and / or expansion strokes of the cylinder piston. Specifically, BGR can be achieved by opening the exhaust valve when the piston of the engine cylinder is near the bottom dead center position at the end of the intake and / or expansion strokes. Such recirculation of gas to the engine cylinder can be used during the engine brake cycle to provide significant benefits.

  In many internal combustion engines, the intake and exhaust valves of the engine can be opened and closed by fixed profile cams, and more particularly by one or more fixed lobes or bumps, which can be an integral part of each cam. . When the timing and lift amount of the intake valve and the exhaust valve can be changed, benefits such as improved performance, improved fuel consumption, reduced exhaust gas, and improved vehicle maneuverability can be obtained. However, the use of a fixed profile cam may make it difficult to adjust the engine valve lift timing and / or amount to optimize for various engine operating conditions.

  For fixed cam profiles, one way to adjust valve timing and lift is to provide a “lost motion” device on the valve train linkage between the valve and cam. . Lost motion is a class of technical that uses variable length mechanical, hydraulic, or other linkage assemblies to correct valve movements that were not possible due to cam profiles. Term used for various solutions. In a lost motion system, the cam lobe can provide the “maximum” (longest dwell and maximum lift) movement required over the full range of engine operating conditions. A variable length system on the valve train linkage that is intermediate between the valve that is opened and the cam that provides the maximum movement to subtract or lose some or all of the movement that the cam imparted to the valve Can be included.

  Some lost motion systems can operate at high speeds and can allow engine valve opening and / or closing times to vary from engine cycle to engine cycle. Such a system is referred to herein as a variable valve actuation (VVA) system. The VVA system can be a hydraulic lost motion system or an electromagnetic system. An example of a known VVA system is disclosed in US Pat. No. 6,510,824, which is incorporated herein by reference.

  Engine valve timing can also be changed using cam phase shift. The cam phase shifter changes the time that the cam lobe activates a valve train element such as a rocker arm relative to the crank angle of the engine. An example of a known cam phase shift system is disclosed in US Pat. No. 5,934,263, which is incorporated herein by reference.

US Pat. No. 3,220,392 US Pat. No. 6,594,996 US Pat. No. 6,510,824 US Pat. No. 5,934,263 U.S. Pat. No. 3,809,033 US Pat. No. 6,422,186 US Pat. No. 6,325,043 US Pat. No. 6,827,067 US Pat. No. 7,712,449 US Pat. No. 8,375,904 US Patent Application Publication No. 2005/0274341 US Pat. No. 5,099,806

  Cost, packaging, and size are often factors that can determine the desirability of an engine valve actuation system. Other systems that can be added to current engines are often very expensive and may require additional space due to their large size. Pre-existing engine brake systems can avoid high costs and additional packaging, but in many cases depend on the size of the system and the number of components added. Can lead to problems with size. Accordingly, it is often desirable to provide an integrated engine valve actuation system that is low in cost, improves performance and reliability, and does not cause space or packaging problems.

  Embodiments of the system and method of the present invention may be particularly useful for engines that require valve actuation for positive power, engine brake valve events, and / or BGR valve events. Although not necessarily all embodiments, some of the embodiments of the present invention may include a lost motion system alone and / or a cam phase shift system, a secondary lost motion system. In combination with variable valve actuation systems, systems and methods for selectively actuating engine valves can be provided. Although not necessarily all embodiments, some of the embodiments of the present invention can improve engine performance and efficiency during engine braking. Other advantages of embodiments of the present invention are set forth in part in the following description, and in part will become apparent to those skilled in the art from this description and / or practice of the invention.

  In response to the aforementioned challenges, Applicants have developed innovative systems that operate one or more engine valves for positive power operation and engine braking operation. In one embodiment, the method of performing engine braking activates a deactivation mechanism disposed in the main valve train after it is determined that engine braking has begun, thereby Stopping the transmission of the main valve event from the main valve source to the valve via the main valve train. In addition, in response to engine brake initiation, the valve can execute an engine brake valve event that can include the coupling of adjacent rocker arms. In one embodiment, the engine brake valve event implements a two stroke engine brake. The deactivation mechanism can be located at virtually any position along the main valve train between the main valve motion source and the valve. Further, the deactivation mechanism can include a collapsing mechanism that can be hydraulically activated / deactivated and configured to lose substantially all main valve events when activated.

  In another embodiment, a method for performing engine braking in a system with a plurality of rocker arms operably connected to a plurality of valve actuation sources is disclosed. A plurality of rocker arms are disposed adjacent to each other such that a boundary is defined therebetween, the plurality of rocker arms comprising at least one coupling mechanism at each boundary. In this method, it is determined that engine braking has begun, after which at least one coupling mechanism is controlled to couple the first rocker arm to the second rocker arm, The rocker arm is operably connected to at least one valve, and the second rocker arm is operably connected to an engine brake motion source. In this way, engine brake valve events can be communicated from the engine brake source to the valve via the first and second rocker arms. Further, at least one coupling mechanism can be controlled to decouple the first rocker arm from the third rocker arm in response to the start of engine braking operation, The arm is operably connected to the main event source. In one embodiment, the engine brake motion source implements a two-stroke engine brake. The first rocker arm is then decoupled from the second rocker arm after it has been determined that a positive output action has begun, thereby providing an engine brake valve event to the valve. The at least one coupling mechanism can be controlled to stop. Further, in response to determining that a positive output action has been initiated, the first rocker arm is coupled to the third rocker arm, so that the main valve event is transmitted from the main event motion source to the first and second rocker arms. At least one coupling mechanism can be controlled so that it can be communicated to the valve via the three rocker arms.

  In another embodiment, a system for controlling a valve of an internal combustion engine includes a main event motion source operably connected to a main rocker arm, an auxiliary motion source operably connected to an auxiliary rocker arm, and at least A neutral rocker arm operatively connected to one valve and disposed adjacent to the main rocker arm and the auxiliary rocker arm. The system further includes a main coupling mechanism configured to selectively couple or decouple the main rocker arm and the neutral rocker arm, and selectively the auxiliary rocker arm and the neutral rocker arm. An auxiliary coupling mechanism configured to be coupled or decoupled. In one implementation, the auxiliary coupling mechanism can include a bore formed in the auxiliary rocker arm and the neutral rocker arm, and an auxiliary sliding member disposed in one or the other of the bores. . The bores so formed are configured to be aligned with each other. When the auxiliary working fluid passage is filled with working fluid, the auxiliary sliding member can extend out of its bore and into the other bore so that the auxiliary rocker arm and the neutral rocker arm are connected to each other. The auxiliary rocker arm or the neutral rocker arm may be provided with an auxiliary working fluid passage in fluid communication with the corresponding bore. The auxiliary sliding member can be biased into the bore using various configurations of biasing mechanisms that can be disposed in the same bore as the auxiliary sliding member or in a bore opposite the auxiliary sliding member. To implement the main coupling mechanism, the main rocker arm and neutral rocker arm can include a similarly configured bore, main sliding member, main working fluid passage, and biasing mechanism. In one embodiment, the neutral rocker arm can have separate bores corresponding to the auxiliary sliding member and the main sliding member. Alternatively, the neutral rocker arm bore used to receive the auxiliary sliding member can also be used to receive the main sliding member. In the latter embodiment, a neutral sliding member can be provided in the bore of the neutral rocker arm.

  In yet another embodiment, a system for controlling a valve of an internal combustion engine includes a main event motion source operably connected to a main rocker arm and an auxiliary motion source operably connected to an auxiliary rocker arm. Prepare. The main rocker arm is also operably connected to at least one valve. The system further comprises a one-way coupling mechanism configured to selectively couple or decouple the main rocker arm and the auxiliary rocker arm. When the main rocker arm and auxiliary rocker arm are connected via a one-way connection mechanism, the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm, but the main event valve motion is There is no transmission from the main rocker arm to the auxiliary rocker arm. The one-way type coupling mechanism can be disposed in the auxiliary rocker arm or the main rocker arm, and can be extended hydraulically outside the bore formed in the corresponding rocker arm. Can be provided. Further, the auxiliary sliding member can contact an upwardly facing surface, a downwardly facing surface, or a slot formed in the other rocker arm.

  In any example, the valve motion provided by the auxiliary motion source includes the motion of the valve that applies the engine brake (including the two-stroke engine brake valve motion) and the motion of the valve other than the engine brake. Can do.

  It should be understood that both the foregoing general description and the following detailed description are exemplary and are exemplary only and are not restrictive of the invention as claimed.

  Reference will now be made to the accompanying drawings to assist in understanding the present invention. In the drawings, like reference numbers indicate like elements.

1 is a pictorial view of a valve actuation system constructed in accordance with a first embodiment of the present invention. 1 is a schematic cross-sectional view of a main rocker arm and a locking valve bridge constructed in accordance with a first embodiment of the present invention. 1 is a schematic sectional view of an engine brake rocker arm constructed according to a first embodiment of the present invention. FIG. 6 is a schematic view of valve actuation means for an alternative engine brake according to an alternative embodiment of the present invention. 6 is a graph illustrating exhaust valve and intake valve operation during a two-cycle engine brake mode of operation provided by an embodiment of the present invention. 6 is a graph illustrating the operation of an exhaust valve during a two-cycle engine braking mode of operation provided by an embodiment of the present invention. 6 is a graph illustrating the operation of an exhaust valve during a default operating mode provided by an embodiment of the present invention. 6 is a graph illustrating exhaust valve and intake valve operation during a two-cycle engine brake mode of operation provided by an embodiment of the present invention. 6 is a graph illustrating the operation of the exhaust and intake valves during a two-cycle compression release brake operation mode and a partial bleeder engine brake operation mode provided by an embodiment of the present invention. 1 is a block diagram of a valve actuation system according to various embodiments of the present disclosure. FIG. 6 is a flowchart illustrating a method for performing engine braking according to an embodiment of the present disclosure. 6 is a flowchart illustrating a method for performing engine braking according to an embodiment of the present disclosure. FIG. 6 is a top partial cross-sectional view of a plurality of engine valves according to a third embodiment of the present disclosure. FIG. 6 is a top partial cross-sectional view of a plurality of engine valves according to a third embodiment of the present disclosure. 6 is a top partial cross-sectional view of a plurality of engine valves according to a fourth embodiment of the present disclosure. FIG. 6 is an enlarged top cross-sectional view of an alternative biasing mechanism embodiment in accordance with the present disclosure. FIG. 6 is an enlarged top cross-sectional view of an alternative biasing mechanism embodiment in accordance with the present disclosure. FIG. 7 is a top partial cross-sectional view of a plurality of engine valves according to a fifth embodiment of the present disclosure. FIG. 7 is a top partial cross-sectional view of a plurality of engine valves according to a sixth embodiment of the present disclosure. FIG. FIG. 9 is a top partial cross-sectional view of a plurality of engine valves according to a seventh embodiment of the present disclosure. FIG. 9 is a top partial cross-sectional view of a plurality of engine valves according to a seventh embodiment of the present disclosure. FIG. 10 is a top partial cross-sectional view of a plurality of engine valves according to an eighth embodiment of the present disclosure. FIG. 10 is a top partial cross-sectional view of a plurality of engine valves according to an eighth embodiment of the present disclosure. FIG. 10 is a top partial cross-sectional view of a plurality of engine valves according to a ninth embodiment of the present disclosure. FIG. 10 is a side view of a plurality of engine valves according to a ninth embodiment of the present disclosure. FIG. 10 is a side view of a plurality of engine valves according to a ninth embodiment of the present disclosure. FIG. 10 is a side view of a plurality of engine valves according to a ninth embodiment of the present disclosure. FIG. 24 is a side view of a main rocker arm according to a tenth embodiment of the present disclosure.

  Reference will now be made in detail to embodiments of the systems and methods of the present invention. Examples of the invention are illustrated in the accompanying drawings. Embodiments of the present invention include systems and methods for operating one or more engine valves.

  A first embodiment of the present invention is shown in FIG. The valve actuation system 10 actuates the main exhaust rocker arm 200, the means 100 for actuating the exhaust valve to apply the engine brake, the main intake rocker arm 400, and the intake valve to apply the engine brake. Means 300 may be included. In the preferred embodiment shown in FIG. 1, the means 100 for actuating the exhaust valve to apply the engine brake is an exhaust rocker arm for the engine brake indicated by the same reference number so as to apply the engine brake. The means 300 for actuating the intake valve is an intake rocker arm for the engine brake indicated by the same reference number. The rocker arms 100, 200, 300, and 400 can pivot about one or more rocker shafts 500. The rocker shaft 500 includes one or more passages 510 and 520 that supply working fluid to one or more rocker arms.

  The main exhaust rocker arm 200 can include a distal end 230 that contacts the central portion of the exhaust valve bridge 600, and the main intake rocker arm 400 is distal to contact the central portion of the intake valve bridge 700. An end 420 can be included. The engine rocker exhaust rocker arm 100 can include a distal end 120 that contacts a slide pin 650 provided on the exhaust valve bridge 600, and the engine brake intake rocker arm 300 includes: A distal end 320 that contacts a slide pin 750 provided on the intake valve bridge 700 may be included. Exhaust valve bridge 600 can be used to operate two exhaust valve assemblies 800 and intake valve bridge 700 can be used to operate two intake valve assemblies 900. Each of the rocker arms 100, 200, 300, and 400 can include an end that includes means for contacting a cam or push tube opposite the respective distal end. Such means can comprise, for example, a cam roller.

  Each of the cams (described below) that actuate the rocker arms 100, 200, 300, and 400 may include a circular portion of the base and one or more bumps or lobes that pivot the rocker arm. it can. Preferably, a cam including a main exhaust bump capable of selectively opening the exhaust valve during the exhaust stroke of the engine cylinder drives the main exhaust rocker arm 200 and the intake valve during the intake stroke of the engine cylinder. The main intake rocker arm 400 is driven by a cam including a main intake bump that can be selectively opened.

  FIG. 2 shows in cross section the components of the main exhaust rocker arm 200 and main intake rocker arm 400 and the exhaust valve bridge 600 and intake valve bridge 700. Reference is made to the main exhaust rocker arm 200 and the exhaust valve bridge 600. This is because it is understood that the main intake rocker arm 400 and the intake valve bridge 700 can have the same design and therefore need not be described separately.

  Referring to FIG. 2, the main exhaust rocker arm 200 can be pivotally mounted to the rocker shaft 500, so that the rocker arm is adapted to rotate about the rocker shaft 500. A motion follower 220 can be disposed at one end of the main exhaust rocker arm 200. The motion follower 220 can act as a contact between the rocker arm and the cam 260 to facilitate low friction interaction between those elements. The cam 260 can include one main exhaust bump 262 and, if it is on the intake side, one main intake bump. In one embodiment of the present invention, the motion follower 220 may comprise a roller follower 220 as shown in FIG. Other embodiments of motion followers adapted to contact the cam 260 are considered well within the scope and spirit of the present invention. An optional cam phase shift system 265 can be operatively connected to the cam 260.

  Working fluid can be supplied to the rocker arm 200 from a working fluid supply (not shown) under the control of a hydraulic control solenoid valve (not shown). The working fluid can flow through a passage 510 formed in the rocker shaft 500 to a working fluid passage 215 formed in the rocker arm 200. The configuration of the working fluid passages of the rocker shaft 500 and rocker arm 200 shown in FIG. 2 is for illustration only. Other working fluid configurations for supplying working fluid to the exhaust valve bridge 600 through the rocker arm 200 are considered well within the scope and spirit of the present invention.

  An adjustment screw assembly may be disposed at the second end 230 of the rocker arm 200. The adjustment screw assembly can include a screw 232 that penetrates the rocker arm 200 and a thread nut 234 that can lock the screw 232 in place, which can perform lash adjustments. A working fluid passage 235 can be formed in the screw 232 that communicates with the passage 215 in the rocker. A swivel foot 240 can be disposed at one end of the screw 232. In one embodiment of the present invention, low pressure oil may be supplied to the rocker arm 200 to lubricate the swivel foot 240.

  The swivel foot 240 can contact the exhaust valve bridge 600. The exhaust valve bridge 600 can include a valve bridge body 710 that includes a central opening 712 that passes through the valve bridge and a side that passes through the first end of the valve bridge. Side opening 714. The side opening 714 can receive a sliding pin 650 that contacts the valve stem of the first exhaust valve 810. The valve stem of the second exhaust valve 820 can contact the other end of the exhaust valve bridge.

  The central opening 712 of the exhaust valve bridge 600 can receive a lost motion assembly that includes an outer plunger 720, a cap 730, an inner plunger 760, and an inner plunger spring 744. , Outer plunger spring 746, one or more wedge rollers or balls 740. The outer plunger 720 can include an inner bore 722 and a side opening that extends through the wall of the outer plunger to receive a wedge roller or ball 740. Inner plunger 760 can include one or more recesses 762 that are configured to reliably receive one or more wedge rollers or balls 740 when the inner plunger is pushed downward. . The central opening 712 of the valve bridge 700 receives one or more wedge rollers or balls 740 such that the roller or ball can lock the outer plunger 720 and the exhaust valve bridge together as shown. One or more recesses 770 can also be included. The outer plunger spring 746 can bias the outer plunger 740 upward within the central opening 712. The inner plunger spring 744 can bias the inner plunger 760 upward within the bore 722 of the outer plunger.

  Working fluid can be selectively supplied from the solenoid control valve to the inner plunger 760 through passages 510, 215 and 235. By supplying such a working fluid, the inner plunger 760 can be displaced downward against the insufficiency of the inner plunger spring 744. When the inner plunger 760 is displaced sufficiently downward, the one or more recesses 762 of the inner plunger can be aligned with and receive one or more wedge rollers or balls 740; Thereby, the outer plunger 720 can be uncoupled or unlocked from the exhaust valve bridge body 710. As a result, during such an “unlocked” state, the exhaust valve bridge body 710 is moved downward by a valve-actuated movement applied from the main exhaust rocker arm 200 to the cap 730 and the exhaust valve 810 and 820 is not activated. Instead, this downward movement opposes the bias of the outer plunger spring 746, causing the outer plunger 720 to slide downward within the central opening 712 of the exhaust valve bridge body 710.

  Referring to FIGS. 1 and 3, an exhaust rocker arm 100 for engine brake and an intake rocker arm 300 for engine brake are disclosed in US Pat. Nos. 3,809,033 and Lost motion elements such as those provided on rocker arms as shown in US Pat. No. 6,422,186 may be included. The engine rocker exhaust rocker arm 100 and the engine brake air rocker arm 300 can each have a selectively extendable actuator piston 132. The actuator piston 132 extends from sliding pins 650 and 750 provided on the valve bridges 600 and 700 under the exhaust rocker arm for the engine brake and the intake rocker arm for the engine brake, respectively. The rush space 104 between the existing actuator piston can be closed.

  Referring to FIG. 3, the rocker arms 100 and 300 may have the same components as each other, and therefore, reference is made to elements of the exhaust engine brake rocker arm 100 for ease of explanation.

  The first end of the rocker arm 100 may include a cam lobe follower 111 that contacts the cam 140. Cam 140 provides bumps 142, 144, 146 that perform compression release, brake gas recirculation, exhaust recirculation, and / or partial bleeder valve actuation on exhaust side engine brake rocker arm 100. One or more 148 may be included. When the cam 140 contacts the engine brake rocker arm 300 on the intake side, one, two, or more bumps are performed on the intake valve to perform one, two, or more intake events. You can have a lot. The engine brake rocker arms 100 and 300 can transmit the motion obtained from the cam 140 to operate at least one engine valve via respective slide pins 650 and 750.

  An engine brake rocker arm 100 on the exhaust side can be pivotally disposed on the rocker shaft 500 including the working fluid passages 510, 520 and 121. The working fluid passage 121 can connect the working fluid passage 520 to a port provided in the rocker arm 100. The exhaust-side engine brake rocker arm 100 (and the intake-side engine brake rocker arm 300) operates through rocker shaft passages 520 and 121 under the control of a hydraulic control solenoid valve (not shown). A fluid can be received. It is contemplated that a solenoid control valve may be placed at the rocker shaft 500 or other location.

  The engine brake rocker arm 100 may also include a control valve 115. The control valve 115 can receive working fluid from the rocker shaft passage 121 and is in communication with a flow path 114 that extends through the rocker arm 100 to the lost motion piston assembly 113. The control valve 115 may be slidably disposed within the control valve bore and may include an internal check valve that allows working fluid flow only from passage 121 to passage 114. The design and position of the control valve 115 can be changed without departing from the intended scope of the present invention. For example, in an alternative embodiment, it is contemplated that the control valve 115 can be rotated approximately 90 degrees such that the longitudinal axis of the control valve 115 is substantially aligned with the longitudinal axis of the rocker shaft 500. The

  The second end of the engine brake rocker arm 100 may include a lash adjustment assembly 112. The lash adjustment assembly 112 includes a lash screw and a lock nut. The second end of the rocker arm 100 may also include a lost motion piston assembly 113 under the lash adjustment assembly 112. The lost motion piston assembly 113 can include an actuator piston 132 slidably disposed within a bore 131 provided in the head of the rocker arm 100. The bore 131 is in communication with the flow path 114. The actuator piston 132 can be biased upward by a spring 133 to create a rush space between the actuator piston and the sliding pin 650. The design of the lost motion piston assembly 113 can be changed without departing from the intended scope of the present invention.

  When the working fluid is sent from the passage 121 to the control valve 115, the control valve is intermittently sent upward against the bias of the spring on the control valve 115 as shown in FIG. It is possible to flow to the lost motion piston assembly 113. A check valve incorporated in control valve 115 prevents working fluid from flowing backward from passage 114 to passage 121. When the pressure of the working fluid is applied to the actuator piston 131, the actuator piston 131 moves downward against the bias of the spring 133, and a rush space is formed between the actuator piston and the sliding pin 650. If you can, you can close it. Further, the valve operating motion transmitted from the cam bumps 142, 144, 146 and / or 148 to the engine brake rocker arm 100 can be transmitted to the sliding pin 650 and the exhaust valve 810 below it. . When the hydraulic pressure in the passage 121 decreases under the control of a solenoid control valve (not shown), the control valve 115 can be reduced into the bore due to the effect of the spring on it. As a result, the hydraulic pressure in the passage 114 and the bore 131 can be released to the outside of the rocker arm 100 beyond the upper part of the control valve 115. Further, the spring 133 can push up the actuator piston 132 so that the lash space 104 is created again between the actuator piston and the sliding pin 650. Thus, the exhaust-side engine brake rocker arm 100 and the intake-side engine brake rocker arm 300 are disposed on the slide pins 650 and 750 and therefore below the slide pins. The engine valve can be selectively provided with a working motion of the valve.

  Referring to FIG. 4, in another alternative embodiment of the present invention, by any lost motion system or any variable valve actuation system, including but not limited to a non-hydraulic system including an actuator piston 102, It is contemplated that means 100 for activating the exhaust valve to apply the engine brake and / or means 300 for activating the intake valve to apply the engine brake may be provided. As explained above, a rush space 104 can be provided between the actuator piston 102 and the underlying slide pin 650/750. The lost motion system or variable valve actuation system 100/300 may be of any type known to be able to selectively actuate engine valves.

  Next, the operation of the engine / brake rocker arm 100 will be described. During positive output, the hydraulic control solenoid valve that selectively supplies working fluid to the passage 121 is closed. Therefore, the working fluid does not flow from the passage 121 to the rocker arm 100 and is not supplied to the lost motion piston assembly 113. The lost motion piston assembly 113 remains in the contracted position shown in FIG. In that position, the rush space 104 can be maintained between the lost motion piston assembly 113 and the sliding pin 650/750.

  During engine braking, the hydraulic control solenoid valve can be actuated to supply working fluid to the passage 121 in the rocker shaft. When working fluid is present in the flow path 121, the control valve 115 moves upward as shown, so that the working fluid flows through the passage 114 to the lost motion piston assembly 113. Thereby, the lost motion piston 132 extends downwards and is locked in a position that occupies the rush space 104, so that the rocker arm is derived from one or more cam bumps 142, 144, 146 and 148. All 100 movements are transmitted to the sliding pin 650/750 and the engine valve below it.

  With reference to FIGS. 2, 3 and 5, in the first method embodiment, the system 10 can be operated to perform positive output operation and engine braking operation as follows. During positive power operation (while not braking), before the fuel is supplied to the cylinder, the working fluid pressure first drops or disappears in the main exhaust rocker arm 200, then Lower or disappear in the main intake rocker arm 400. As a result, the inner plunger 760 is pushed to the uppermost position by the inner plunger spring 744 and the lower portion of the inner plunger pushes one or more wedge rollers or balls 740 into the valve bridge body 710. Push into a recess 770 in the wall. Thereby, the outer plunger 720 and the valve bridge body 710 are "locked" to each other as shown in FIG. Further, the operation of the main exhaust valve and the main intake valve applied to the outer plunger 720 through the main exhaust rocker arm 200 and the main intake rocker arm 400 is transmitted to the valve bridge body 710, and the intake engine valve and Exhaust engine valves are activated for main exhaust valve events and main intake valve events.

  In the meantime, the exhaust rocker arm 100 for the engine brake and the intake rocker arm 300 for the engine brake (or the means 100 for operating the exhaust valve to apply the engine brake and the intake valve to apply the engine brake) Is supplied with only a low pressure working fluid or no working fluid pressure, so that said rocker arm or means respectively and sliding pins 650 and 750 arranged therebelow. The rush space 104 is maintained in between. As a result, both the exhaust rocker arm or means 100 for the engine brake and the intake rocker arm or means 300 for the engine brake are provided in the engine pins disposed under the sliding pins 650 and 750 or the sliding pin. No valve actuation motion is applied to valves 810 and 910.

  During engine braking operation, each of the rocker arms or means 100, 200, 300 and 400 has a high pressure after the fuel supply to the engine cylinder has been stopped and the fuel has been removed from the cylinder for a predetermined time. A working fluid is supplied. The working fluid pressure is first applied to the main intake rocker arm 400 and the engine brake intake rocker arm or means 300, and then the main exhaust rocker arm 200 and engine brake exhaust rocker arm or means. Added to 100.

  When working fluid is applied to the main intake rocker arm 400 and the main exhaust rocker arm 200, the inner plunger 760 is parallel downward so that one or more wedge rollers or balls 740 can shift into the recess 762. Moving. Thereby, the inner plunger 760 can be “unlocked” from the valve bridge body 710. As a result, the outer plunger slides into the central opening 712 against the bias of the spring 746, and the operation of the main exhaust valve and main intake valve applied to the outer plunger 720 is lost. Thereby, the main exhaust valve and main intake valve events are “lost”.

  Exhaust rocker arm 100 for engine brake (ie, means 100 for actuating exhaust valve to apply engine brake) and intake rocker arm 300 for engine brake (ie, intake air to apply engine brake) When a working fluid is applied to the means 300) for actuating the valve, each actuator piston 132 extends downwardly between its rocker arm or means and the sliding pins 650 and 750 disposed thereunder. If there is a rush space 104 in between, it is closed. As a result, the operation of the engine braking valve applied to the exhaust rocker arm or means 100 for engine brake and the intake rocker arm or means 300 for engine brake causes the sliding pins 650 and 750 and below it to operate. To the engine valve at

  FIG. 5 illustrates the intake valve and exhaust valve operations that can be performed using the valve actuation system 10. The valve actuation system 10 includes a main exhaust rocker arm 200 that operates as described immediately above, means 100 for actuating an exhaust valve to apply engine braking, a main intake rocker arm 400, an engine And means 300 for actuating the intake valve to apply a brake. During positive power operation, the main exhaust rocker arm 200 can be used to perform a main exhaust event 924 and the main intake rocker arm 400 can be used to perform a main intake event 932. it can.

  During engine braking, the means 100 for actuating the exhaust valve to apply the engine brake includes a standard BGR valve event 922, an increased lift BGR valve event 924, and two compression release valve events. 920 can be performed. The means 300 for actuating the intake valve to apply the engine brake may perform two intake valve events 930 that add air to the cylinder to apply the engine brake. As a result, the system 10 can perform a full two cycles of compression release engine braking.

  With continued reference to FIG. 5, in a first alternative, the system 10 uses two variable intake valve events 930 as a result of using a variable valve actuation system that acts as a means 300 to actuate the intake valve to apply engine braking. Only one or the other of them can be executed. With the variable valve actuation system 300, the intake valve event 930 can be selectively performed on one or only the other, or both. If only one of these intake valve events is performed, this results in a 1.5 cycle compression release engine brake.

  In another alternative, as a result of using a variable valve actuation system that acts as a means 100 to actuate the exhaust valve to apply the engine brake, the system 10 can only perform one or the other of the two compression release valve events 920, And / or only 0, 1 or 2 of BGR valve events 922 and 924 may be performed. Using the variable valve actuation system 100, selectively performs only one or the other or both of the compression release valve events 920 and / or only 0, 1 or 2 of the BGR valve events 922 and 924. be able to. When the system 10 is configured in this manner, a compression release engine brake with or without a four-cycle or two-cycle BGR can be selectively performed.

  Including an increased lift BGR valve event 922 performed by having a corresponding cam lobe bump of increased height on the cam that drives the means 100 to actuate the exhaust valve to apply the engine brake. The importance is shown in FIGS. Referring to FIGS. 3, 4 and 6, the height of the cam bump that performs the lift increase BGR valve event 922 is such that the means 100 and the slide pin 650 actuate the exhaust valve to apply the engine brake. It exceeds the size of the rush space provided between the two. This increased height or lift is evident from event 922 in FIG. 6 when compared to events 920 and 924. While using the system 10 to perform positive power operation again, the exhaust valve bridge 600 does not lock the outer plunger 720, normally the main exhaust event 924 is not performed, and the engine is severely damaged. there is a possibility. Referring to FIG. 7, by including a lift increase BGR valve event 922, a lift exhaust BGR valve event 922 causes a normally expected main exhaust valve event 924 when the main exhaust event 924 is not performed due to non-performance. The exhaust gas can escape from the cylinder at approximately the same time as expected, preventing damage to the engine that might otherwise have occurred.

  An alternative set of valve actuations that can be achieved using one or more of the systems 10 described above is shown in FIG. Referring to FIG. 8, the system used to perform the exhaust valve actuations 920, 922 and 924 is the same as described above, and the method for operating the main exhaust rocker arm 200, and the engine The same applies to the exhaust rocker arm 100 for braking (FIG. 3) or the means 100 (FIG. 4) for activating the exhaust valve to apply the engine brake. The main intake rocker arm 400 and the system for operating it are also the same as in the previous embodiment.

  With continued reference to FIG. 8, one, the other, or both of the intake valve events 934 and / or 936 can be performed using one of three alternative configurations. In a first alternative, the means 300 for actuating the intake valve to apply the engine brake can be eliminated from the system 10 whether it is provided as a rocker arm or otherwise. . Still referring to FIG. 2, in place of the means 300, an optional cam phase shift system 265 can be provided to operate the cam 260 that drives the main intake rocker arm 400. The cam phase shift system 265 can selectively modify the phase of the cam 260 with respect to the crank angle of the engine. As a result, referring to FIGS. 2 and 8, an intake valve event 934 can be performed from the main intake cam bump 262. The intake valve event 934 can be “shifted” to occur later than normal. Specifically, the intake valve event 934 can be delayed so as not to interfere with the second compression release valve event 920. When the cam phase shift system 265 is not utilized, the intake valve event 936 may not be executed, resulting in a 1.5 cycle compression release engine brake.

  A compression release engine brake using the system 10 including the cam phase shift system 265 can be started as follows. First, a predetermined delay is performed to allow fuel to the target engine cylinder to be shut off and allow fuel to be removed from the cylinder. The cam phase shift system 265 is then activated to delay the timing of the main intake valve event. Finally, the hydraulic fluid control solenoid valve (not shown) on the exhaust side is operated to supply the working fluid to the main exhaust rocker arm 200 and the means 100 for operating the exhaust valve to apply the engine brake. it can. This allows the exhaust valve bridge body 710 to unlock from the outer plunger 720 and stop the main exhaust valve event. The supply of working fluid to the means 100 for actuating the exhaust valve to apply the engine brake includes an engine brake comprising one or more compression release events and one or more BGR events as described above. Exhaust valve events can be performed. This order can be reversed starting from the engine brake mode of operation and going back to positive output operation.

  Referring to FIGS. 4 and 8, in the second and third alternatives, a lost motion system or a variable valve actuation system is used to act as a means 300 for actuating the intake valve to apply engine braking. Allows one, other, or both of the intake valve events 934 and / or 936 to be performed. The lost motion system can selectively execute both intake valve events 934 and 936, and the variable valve actuation system can selectively execute one, other, or both of intake valve events 934 and 936. be able to.

  A compression release engine brake using a system 10 that includes a hydraulic lost motion system or a hydraulic variable valve actuation system can be started as follows. First, a predetermined delay is performed to allow fuel to the target engine cylinder to be shut off and allow fuel to be removed from the cylinder. The hydraulic fluid control solenoid valve on the intake side can then be actuated to supply the working fluid to the main intake rocker arm 400 and intake valve bridge 700. This allows the intake valve bridge body 710 to unlock from the outer plunger 720 and stop the main intake valve event. Finally, the working fluid can be supplied to the main exhaust rocker arm 200 and the means 100 for actuating the exhaust valve to apply the engine brake by actuating the hydraulic control solenoid valve on the exhaust side. This allows the exhaust valve bridge body 710 to unlock from the outer plunger 720 and stop the main exhaust valve event. The supply of working fluid to the means 100 for activating the exhaust valve to apply the engine brake includes one or more compression release valve events 920 and one or more BGR valve events 922 and as described above. Any desired engine brake exhaust valve event, including 924, may be performed. This order can be reversed starting from the engine brake mode of operation and going back to positive output operation.

  Another alternative to the method described above is shown in FIG. In FIG. 9, the operation of the illustrated valves is all the same as described above, with one exception, but can be performed using any of the systems 10 described above. Partial bleeder exhaust valve event 926 (FIG. 9) can be used in place of BGR valve event 922 and compression release valve event 920 (FIGS. 5 and 8). This can be accomplished by including a partial bleeder cam bump on the exhaust cam instead of two cam bumps that would otherwise perform a BGR valve event 922 and a compression release valve event 920. it can.

  In order to modify the level of engine braking achieved using the system 10, any of the embodiments discussed above may be a variable geometry turbocharger, a variable exhaust throttle, a variable intake throttle, and / or an external exhaust recirculation system. It should also be understood that it can be combined with the use of. Further, the engine brake level may be modified by grouping one or more valve actuation systems 10 together in the engine to receive the working fluid under the control of a single hydraulic control solenoid valve. it can. For example, in a 6-cylinder engine, two sets of two intake and / or exhaust valve actuation systems 10 can be under the control of three separate hydraulic control solenoid valves. In that case, the hydraulic control solenoid valve is selectively actuated to provide working fluid to the intake and / or exhaust valve actuation system 10 to provide two, four, or all six engine cylinders. By executing the engine brake at, a variable level engine brake can be executed.

  Those skilled in the art will appreciate that changes and modifications can be made to the embodiments described above. For example, the means 100 for activating the exhaust valve to apply the engine brake and the means 300 for activating the intake valve to apply the engine brake may operate the valve so that the engine brake is not applied in other applications. Can be executed. Further, a device other than that shown in FIGS. 3 and 4 is provided, which is provided with means 100 for operating the exhaust valve to apply the engine brake and means 300 for operating the intake valve to apply the engine brake. Can be provided.

  FIG. 10 is a block diagram that schematically illustrates a valve actuation system according to various embodiments of the present disclosure. Specifically, system 1000 includes a main valve actuation source 1002 and an auxiliary valve actuation source 1004. As used herein, the term “main” or “main event” or a variant thereof is referred to herein below as a unique valve required for positive power operation of an internal combustion engine. It is used to refer to the components related to the movement of the engine or such unique valve movements of the intake and exhaust valves, ie, the exhaust main event or the main intake event. Further, as used herein below, the terms “auxiliary” or “auxiliary motion” or variants thereof relate to the movement of the valve relative to the operation of the internal combustion engine other than the main event. Component movement or the movement of such a valve, which is not necessary for the generation of a positive output, but does not correspond to the generation of a positive output, and a movement of the valve that can be used in conjunction with the movement of the valve. Can be included. By way of non-limiting examples, auxiliary valve movements distinguished from main valve events include intake or exhaust compression release (CR) valve movement, brake gas recirculation (BGR), internal exhaust recirculation (IEGR). Early valve opening (EVO) by adding a secondary valve event to the main event, delayed valve closing by adding a secondary valve event during the closing of the main valve event (EVO) Valve events such as LVC (rate valve closing), other valve events that modify the movement of air in the cylinder, and valve events that excite the turbocharger are included. U.S. Pat. Nos. 6,325,043, 6,827,067, 7,712,449, 8,375,904 and U.S. Patent Application Publication No. 2005/0274341 provide various auxiliary valve movements. The teachings of which are incorporated herein by reference. However, as will be apparent from the description herein, such auxiliary components or valve movements can cooperate with the main components to achieve the desired operation, and vice versa. As a subset of “auxiliary”, the terms “braking”, “braking motion”, “braking events” or variants thereof are referred to herein below as internal combustion engines. Is used to refer to the movement of a component or valve related to the engine braking operation of the engine. For example, the movement of a valve for braking or the movement of a valve for engine braking may be performed by, for example, CR valve movement, bleeder valve movement, brake gas recirculation BGR as known in the art. Refers to valve movement. Accordingly, the main valve actuation source 1002 provides a main valve event or main valve motion that is communicated to one or more engine valves 1008, and similarly, the auxiliary valve actuation source 1004 is one or more engine valves. Provide an auxiliary valve event or auxiliary valve motion that is communicated to valve 1008. Main valve actuation source 1002 and auxiliary valve actuation source 1004 are each configured to provide any of the plurality of known motion sources known in the art, for example, the required valve motion. Rotating cams (such as cams 260, 140 described above), push rods and / or tappets connected to the rotating cams, etc. can be provided.

  Main valve actuation source 1002 is operatively connected to main valve train 1006, which is operatively connected to one or more engine valves 1008. The one or more engine valves 1008 may comprise any type of engine valve, such as an intake or exhaust valve as is known in the art. Similarly, as is known in the art, the main valve train 1006 can include one or more components that are used to transfer motion from the main valve actuation source 1002 to the valve 1008. For example, the main valve train 1006 may be one of one of the rocker arms, pushrods, tappets, lash adjusters, valve bridges or other components known in the art for transferring motion to the valve or A plurality of link mechanisms can be provided. In the illustrated embodiment, the main valve train 1006 further comprises a deactivation mechanism 1010 that can be actuated to stop transmitting main valve motion to the valve 1008. Accordingly, the deactivation mechanism 1010 is a lost motion device as described above, examples of which are an outer plunger 720, a cap 730, an inner plunger 760, an inner plunger spring 744, an outer plunger spring. 2 and the lost motion assembly shown in FIG.

  The embodiment of FIG. 2 is illustrative of a hydraulically actuated locking mechanism in valve bridges 600, 700, but can be any plurality configured to be located at various points along main valve train 1006. Those skilled in the art will appreciate that various deactivation mechanisms can be used. For example, a hydraulic or electrically foldable mechanism, such as a valve lifter or tappet, can change length to make contact with or disconnect from a cam, an example of which is from General Motors Vehicles. This is the so-called Displacement On Demand technology used in the department. Instead, a rocker arm selectable through a hydraulic circuit provided on the rocker arm shaft can be used to activate and deactivate the rocker arm, an example of which is Honda's Variable valve timing & lift mechanism (VTEC: Variable Valve Timing and Lift Electronic Control System), variable valve lift & timing mechanism (NEO VVL: Nissan Ecology Oriented Variable 0, US) An example of a radial lock pin implementation as disclosed in 806 is included. In another alternative, a hydraulically controlled lost motion mechanism can be incorporated into the rocker arm, examples of which include the so-called continuously variable valve timing mechanism (VVT-i) by Toyota. intelligence system).

  Other implementations of the deactivation mechanism 1010 based on coupling and / or decoupling adjacent rocker arms to each other are described in detail below.

  As further illustrated, the auxiliary valve actuation source 1004 can be operatively connected to the valve 1008 via at least a portion of the coupling mechanism 1012 and the main valve train 1006. For example, as described below, the coupling mechanism 1012 can include one or more sliding pins and associated components that selectively select adjacent rocker arms. Can be coupled to or decoupled from one another so that the motion transmitted by one rocker arm is taken over by another rocker arm. In an alternative embodiment, as indicated by the dashed line, the auxiliary valve actuation source 1004 'and the coupling mechanism 1012' may avoid the main valve train 1006 and instead connect directly to the valve 1008. An example of that alternative embodiment is shown in FIG. In FIG. 3, the lost motion piston assembly 113 can be actuated to contact the sliding pins 650, 750, so that the valve motion for braking provided by the cam 140 is the engine brake rocker arm. 100, 300 is transmitted to the sliding pins 650, 750 and the corresponding valves.

  Finally, FIG. 10 illustrates a controller 1014 that can be used to control the operation of the motion stop mechanism 1010 and / or the coupling mechanisms 1012, 1012 '. In one embodiment, the controller 1014 may be a microprocessor, microcontroller, digital signal processor, coprocessor, etc., or any combination thereof that can execute stored instructions, or as implemented, for example, in an engine control unit (ECU). A processing device such as a programmable logic circuit may be provided. Although not shown in FIG. 10, the controller 1014 includes one or more switch control devices, such as solenoids, relay devices, etc., that can be used to implement control of the motion stop mechanism 1010 and / or the coupling mechanisms 1012, 1012 ′. Can be included. For example, in one embodiment, the controller 1014 can be coupled to a user input device (eg, a switch, not shown), thereby enabling the user to activate the desired mode of operation of the auxiliary valve motion. Then, when the controller 1014 detects the selection of the user input device, the controller 1014 can provide the signals necessary to activate or deactivate the deactivation mechanism 1010 and / or the coupling mechanisms 1012, 1012 '. Alternatively or additionally, one or more sensors (not shown) that provide data used by the controller 1014 to determine how to control the deactivation mechanism 1010 and / or the coupling mechanism 1012, 1012 ′. ) Can be connected to the controller 1014. In one embodiment that is particularly applicable when the deactivation mechanism 1010 and / or the coupling mechanisms 1012, 1012 'are hydraulically usable devices, a suitable switch control device may provide a pressurized fluid supply (not shown). One or more solenoids used to control the flow of working fluid such as engine oil from As is known in the art, each cylinder of a multi-cylinder internal combustion engine is in the sense that the operation of the switch controller only applies to the stop mechanism 1010 and / or the coupling mechanisms 1012, 1012 'associated with the cylinder. You can have your own switch controller that is uniquely associated with it. In an alternative embodiment, a common switch controller or a global switch controller can optionally be used instead, in which case the operation of the switch controller corresponds to multiple cylinders.

  The method of performing the auxiliary valve movement by the system 1000 is further illustrated in FIG. In one embodiment, the process illustrated in FIG. 11 may be performed by the controller 1014 under the control of the operation stop mechanism 1010 and / or the coupling mechanisms 1012, 1012 '. Accordingly, at block 1102, it is determined whether engine braking has been initiated. As explained above, such a determination can be made by detection of an appropriate user-based and / or sensor-based input. Nevertheless, if it is determined that engine braking has begun, the process continues to block 1104, which activates the deactivation mechanism 1010, thereby causing the main valve to move from the main valve actuation source 1002 to the valve 1008. It becomes impossible to convey the event. Further, at block 1106, an engine brake valve event for valve 1008 is enabled in response to determining that engine brake operation has also begun. With respect to system 1000, this can include actuating coupling mechanisms 1012, 1012 '. As described above, the operation of the operation stop mechanism 1010 and / or the connection mechanisms 1012, 1012 'can be realized by a hydraulic or electric switch control device. In one embodiment, the engine brake valve event may include a two-stroke engine brake as described above in connection with FIG.

  Referring now to FIGS. 13-28, various embodiments of systems incorporating multiple rocker arms are shown. The rocker arms can be selectively connected and disconnected from each other. Each of the embodiments shown in FIGS. 13-28 includes one or more coupling feature features that can be used to connect / disconnect adjacent rocker arms. Specifically, each pair of adjacent rocker arms defines a boundary between them, and each such boundary is provided with a coupling mechanism. Thus, while the embodiment shown in FIGS. 13-15 and 24 shows two adjacent rocker arms and one coupling mechanism, the embodiment shown in FIGS. 18-23 has three rocker arms. And two coupling mechanisms. Further, FIGS. 24 to 28 show examples of one-way type coupling mechanisms between adjacent rocker arms. Regardless of the implementation example, the embodiment shown in FIGS. 13-28 will be used to schematically illustrate the auxiliary valve motion, specifically the valve motion for applying the engine brake, in more detail below. One or more valves can be provided.

  Referring now to FIG. 12, a method for performing auxiliary valve motion based on the embodiment of FIGS. 13-28 is shown. Again, in one embodiment, the process illustrated in FIG. 12 may be performed by a controller (such as controller 1014) by controlling various linkage mechanisms illustrated in FIGS. 13-28 and described in further detail below.

  As described above, the valve movement for applying the brakes used for engine braking can be considered a subset of the auxiliary valve movement. Thus, as long as it is determined whether engine braking has been initiated, the dashed line in block 1202 indicates an optional step. The determination technique has been described above. More generally, it can be assumed that the process shown in FIG. 12 is performed in an example where some form of auxiliary valve motion is desired. Auxiliary valve motion may include a specific subset of valve motion to apply engine braking. Thus, the process continues to block 1204 regardless of the nature of the auxiliary valve motion that is implemented. At block 1204, one or more coupling mechanisms are controlled to couple the first rocker arm to the second rocker arm, and the first rocker arm is operably connected to at least one valve. And the second rocker arm is operably connected to the auxiliary motion source. When coupled in this manner, the auxiliary valve motion performed by the auxiliary motion source can be transmitted to the first rocker arm by coupling with the second rocker arm. In that case, the auxiliary valve movement so imparted to the first rocker arm can be added to any other valve movement applied to the first rocker arm (eg, the main valve movement), or It is noted that there may be a single valve motion applied to one rocker arm. An event in which the first rocker arm is ready to be operably connected to a main event motion source by coupling with a third rocker arm (eg, in the implementations shown in FIGS. The process may optionally include a block 1206 in which one or more control mechanisms are controlled to decouple the first rocker arm from the third rocker arm, The third rocker arm is operably connected to the main event motion source. Although blocks 1204 and 1206 are shown in FIG. 12 in a particular order, it is noted that this is not a requirement and that the operations performed on those blocks may be reversed according to the specific needs of a given application. The 2 stroke engine brakes by stopping applying main event motion to the first rocker arm and simultaneously applying auxiliary valve motion to the first rocker arm via the second rocker arm It becomes possible to implement specific engine brake operations.

  While implementing auxiliary valve movement by selectively connecting / disconnecting the rocker arm in this manner, the process may continue to block 1208 where it is determined whether a positive output action has been initiated. it can. In one embodiment, such a determination can also be made by detection of user-based and / or sensor-based inputs by an appropriate controller. For example, if the auxiliary valve motion is initiated by input by the user or detection of a condition of a particular set of sensors, a change or cancellation of the user's input or condition of a particular sensor is a criterion for initiating a positive output action. Can work as. Further, to the extent that some auxiliary valve movements do not necessarily conflict with main valve movements (eg, EGR valve events), the initiation of positive output action at block 1208 is generally the main valve event and It can be construed to include an example where a previously initiated auxiliary valve event that does not conflict is canceled, but the main valve event continues. Regardless, the process is then followed by one or more coupling mechanisms used to couple the first and second rocker arms at block 1204 (in response to a determination at block 1208). Continuing to block 1210, which is controlled to decouple the first rocker arm from the second rocker arm. In this way, any auxiliary valve movement performed on the first rocker arm by the second rocker arm is discontinued. In the event that the auxiliary valve movement performed by the second rocker arm was the movement of a single valve applied to the first rocker arm, the process was first performed at block 1206 with the first and third rocker arms. One or more coupling mechanisms that are controlled to decouple from the arms can optionally continue to block 1212, which is also controlled to couple to the first and third rocker arms. In this way, the main event valve movement performed by the third rocker arm is also transmitted to the first rocker arm and thus to at least one valve. Again, it is noted that the specific ordering of blocks 1210 and 1212 is not a requirement, and the order of those blocks can be reversed for design choice.

  Referring now to FIGS. 13-28, various configurations of a plurality of rocker arms and corresponding coupling mechanisms are shown. Beginning with FIG. 13, a main rocker arm 1302 and an auxiliary rocker arm 1304 are disposed adjacent to each other on a rocker arm shaft 1306, so that the main rocker arm 1302 and the auxiliary rocker arm 1304 are arranged. Rotates freely about the rocker arm shaft 1306. As shown, the rocker arm shaft 1306 can include an internal passage 1308 that pressurizes working fluid (either a primary rocker arm 1302 or an auxiliary rocker arm 1304 or both). Non-limiting example engine oil, etc.).

  In the illustrated embodiment, both the primary rocker arm 1302 and the auxiliary rocker arm 1304 include respective roller followers 1310, 1312 that correspond to corresponding cams that rotate about a camshaft 1318. 1314 and 1316 are contacted. As is known in the art, the main cam 1314 can be configured to perform a main event valve motion (eg, either an intake main event valve motion or an exhaust main event valve motion) The cam 1316 can be configured to perform auxiliary valve movement (eg, valve movement for engine braking). Although the roller followers 1310, 1312 are shown in contact with the cams 1314, 1316, those skilled in the art will appreciate that other linkage mechanisms (eg, tappets, push rods, etc.) can be equally used for that purpose. Let's go.

  As further shown, the distal end of the main rocker arm 1302 (relative to the camshaft 1318) can be operatively connected to one or more engine valves. In the illustrated example, a valve bridge 1303 is used for this purpose, but it is understood that this is not a requirement.

  A coupling mechanism 1320 is provided so as to straddle the boundary between the main rocker arm 1302 and the auxiliary rocker arm 1304. In this embodiment, the coupling mechanism includes a first bore formed in the main rocker arm 1302, ie, main bore 1322. As shown, the first bore 1322 traverses the longitudinal length of the main rocker arm 1302 and has an open end on the side of the main rocker arm 1302 that faces the auxiliary rocker arm 1304. Is formed. A sliding member 1324 is disposed in the first bore 1322. The length of the sliding member in the longitudinal direction is such that the entire sliding member can be retracted into the first bore 1322. The first bore includes a working fluid passage 1326 in fluid communication with the internal passage 1308. The first bore 1322 when the cams 1314, 1316 are both in the base circle with respect to the roller followers 1310, 1312, that is, when no valve motion is being imparted to the respective rocker arms 1302, 1304. A second bore or auxiliary bore 1328 is formed in the auxiliary rocker arm 1304 so that it can be axially aligned. Similar to the first bore 1322, the second bore 1328 is formed to traverse the longitudinal length of the auxiliary rocker arm 1304, and the main rocker arm 1302 of the auxiliary rocker arms 1404. Has an open end on the lateral surface facing. A biasing mechanism can be disposed in the second bore, and in the illustrated embodiment, the biasing mechanism is configured to push the biasing piston 1330 and the biasing piston toward the open end of the second bore. Bias spring 1332. Further, to prevent the bias piston 1330 from extending out of the second bore 1332, that is, the end face of the bias piston 1330 is a lateral surface where the open end of the second bore 1328 is located. A stop mechanism can be used so that it does not extend substantially beyond the plane. Techniques for implementing such a stop mechanism are well known in the art. Examples of such stop mechanisms include stepped bores and pistons with caps, nuts or other devices in the closed end bore (examples shown in FIGS. 16 and 17), or to limit piston movement. A pin in the piston seated in a slot formed in the wall of the constructed bore is included. In one embodiment, the longitudinal length of the bias piston 1330 is such that the bias piston 1330 abuts the end wall of the second bore 1328 before the limit of compression of the bias spring 1332 is reached. Selected to limit the movement of the bias piston 1330 to the second bore.

  As shown in FIG. 13, assuming that the first bore 1322 and the second bore 1328 are axially aligned when the working fluid passage 1326 is not filled with working fluid, the bias piston The sliding member 1324 is pushed into the first bore 1322 by the bias generated by the combination of 1330 and the bias spring 1332. Generally, the configuration of sliding member 1324 and bias piston 1330 does not affect or otherwise interfere with the ability of the components to move rocker arms 1302, 1304 when retracted into their respective bores. It is desirable not to do so. For example, in one embodiment, the length of the sliding member 1324 is selected such that the sliding member 1324 does not substantially extend out of the first bore 1322 when fully retracted therein. In this manner, the abutting end surfaces of the sliding member 1324 and bias piston 1330 are free to slide over each other when motion from the cams 1314, 1316 is applied to the respective rocker arms 1302, 1304. Move. As another example, the edge defining the abutting end of either or both of the sliding member 1324 and the bias piston 1330 minimizes the possibility of capturing other moving components. Can be beveled, chamfered or rounded. It is noted that these considerations regarding the construction of the sliding member 1324 and bias piston 1330 can be equally applied to other embodiments described herein below.

  However, as shown in FIG. 14, when the working fluid passageway 1326 is filled with working fluid, the biasing force applied by the bias spring 1332 is overcome by the pressurized working fluid, thereby causing sliding. Member 1324 extends out of first bore 1322. The dimensions of the sliding member 1324 are preferably closely matched to the dimensions of the first bore 1322 so that the pressure applied by the working fluid is sufficient to move the sliding member 1324. One skilled in the art will appreciate that some leakage of working fluid between 1324 and the first bore 1322 is acceptable. As the sliding member 1324 extends out of the first bore 1322 and enters the second bore 1328, the bias piston 1330 is in contact with the wall of the end of the second bore 1328 as shown in FIG. It is pushed further into the second bore 1328. As long as the working fluid passageway 1326 is sufficiently pressurized by the working fluid, the sliding member 1324 will remain partially in the first bore 1322 and the second bore 1328, thereby allowing the main rocker Arm 1302 and auxiliary rocker arm 1304 are effectively coupled together. When the working fluid passage 1326 is not pressurized, the bias spring 1332 force will again extend the bias piston 1330, thereby causing the sliding member 1324 to retract into the first bore and The rocker arm 1302 and the auxiliary rocker arm 1304 are disconnected.

  15 except that the arrangement of the first and second bores 1322 and 1328 and associated components of the coupling mechanism is reversed with respect to the main rocker arm 1302 and the auxiliary rocker arm 1304. And an embodiment substantially similar to FIG. Accordingly, the first bore 1322 and the sliding member 1324 are disposed within the auxiliary rocker arm 1304 as is the working fluid passage 1326 as shown. Similarly, the second bore 1328, bias piston 1330, and bias spring 1332 are disposed within the main rocker arm 1302. The operation of the sliding member 1324 is otherwise the same as that described above with respect to FIGS.

  As described above, in the bias mechanism shown in FIGS. 13 to 15, the second bore is disposed on the opposite side of the sliding member 1324. In an alternative embodiment, as shown in FIGS. 16 and 17, the biasing mechanism may be implemented in a single bore, specifically the same bore in which the sliding member is disposed. it can. As shown, the first bore 1606 is formed in the first rocker arm 1602 and the second bore 1608 is formed in the second rocker arm 1604. Further, a sliding member 1610 is disposed within the first bore 1606, and the working fluid passage 1612 is in fluid communication with the first bore 1606 and the end of the sliding member 1610. However, in this embodiment, a stop 1614 is disposed at the open end of the first bore 1606, and a bias spring 1616 is disposed between the stop 1614 and the shoulder portion of the sliding member 1610. As shown, the surface of the shoulder is on the opposite side of the end of the sliding member 1610 that is in communication with the working fluid passage 1612. The sliding member 1610 is pushed to the first bore 1606 by the contact of the bias spring with the surface. Further, the length of the sliding member 1610 in the longitudinal direction is such that the sliding member 1610 does not substantially extend out of the first bore 1606 when the entire sliding member 1610 is retracted into the first bore 1606. Selected as In this embodiment, when pressurized working fluid is introduced into working fluid passageway 1612, sufficient pressure is applied to the end of sliding member 1610 to overcome the force of bias spring 1616, thereby causing sliding. The reduced diameter portion of the moving member 1610 can extend beyond the stop 1614 and out of the first bore 1606 to enter the second bore 1608. As shown, the second bore 1608 is dimensioned to fit the size of the reduced diameter portion of the sliding member 1610, i.e., within an acceptable range to ensure that the sliding member 1610 can be received within the second bore 1608. It is comprised so that it may have a dimension.

  Referring now to FIG. 18, a main rocker arm 1802, an auxiliary rocker arm 1804, and a neutral rocker arm 1806 are disposed on a rocker arm shaft 1808 that freely rotates about a rocker arm shaft 1808. An installed example is shown. The neutral rocker arm 1806 is disposed adjacent to both the main rocker arm 1802 and the auxiliary rocker arm 1804, that is, between the main rocker arm 1802 and the auxiliary rocker arm 1804. In this embodiment, the rocker arm shaft 1808 includes a first internal passage, ie, a main internal passage 1810, and a second internal passage, ie, an auxiliary internal passage 1812, each internal passage being a main rocker arm 1802. And a corresponding one of the auxiliary rocker arms 1804 can be supplied with pressurized working fluid (such as engine oil in a non-limiting example). It is noted that for ease of illustration, the main internal passage 1810 and the auxiliary internal passage 1812 are not shown to extend the length of the rocker arm shaft 1808. However, in order to supply pressurized working fluid to each cylinder and its corresponding rocker arm configuration, this should in fact be the case.

  In the illustrated embodiment, both the primary rocker arm 1802 and the auxiliary rocker arm 1804 include respective roller followers 1814, 1816 that rotate about a camshaft 1822. In contact with the cams 1818, 1820. Similar to the embodiment of FIGS. 13-15, main cam 1818 can be configured to provide main event valve motion and auxiliary cam 1820 can be configured to provide auxiliary valve motion. Further, link mechanisms other than roller followers 1814, 1816 can be equally used to receive motion from corresponding cams 1818, 1820.

  In the example of FIG. 18, the distal end (relative to camshaft 1822) of neutral rocker arm 1806 can be operatively connected to one or more engine valves. In the illustrative example, a valve bridge 1803 is used for this purpose, but it is understood that this is not a requirement.

  As further shown in FIG. 18, straddling the boundary between the primary rocker arm 1802 and the neutral rocker arm 1806 and further straddling the boundary between the auxiliary rocker arm 1804 and the neutral rocker arm 1806. As described above, two coupling mechanisms are provided. In this embodiment, the main coupling mechanism 1830 includes a first bore 1832 formed in the main rocker arm 1802. As shown, the first bore 1832 traverses the longitudinal length of the main rocker arm 1802 and has an open end on the side of the main rocker arm 1802 facing the neutral rocker arm 1806. So that it is formed. A sliding member 1834 is disposed in the first bore 1832. The length of the sliding member in the longitudinal direction is such that the entire sliding member can be retracted into the first bore 1832. The first bore includes a main working fluid passage 1836 in fluid communication with the main internal passage 1810. The first bore 1832 when the cams 1818, 1820 are both in the base circle relative to the roller followers 1814, 1816, that is, when no valve motion is being imparted to the respective rocker arms 1802, 1804. A second bore 1838 is formed in the neutral rocker arm 1806 so that it can be axially aligned. Similar to the first bore 1832, the second bore 1838 is formed to traverse the longitudinal length of the neutral rocker arm 1806, the main rocker arm of the neutral rocker arm 1806. The lateral surface facing the arm 1802 has an open end. A biasing mechanism may be disposed in the second bore, and in the illustrated embodiment, the biasing mechanism pushes the main bias piston 1840 and the main bias piston toward the open end of the second bore. And a main bias spring 1842 configured as described above. Further, to prevent the main bias piston 1840 from extending out of the second bore 1838, that is, the end face of the main bias piston 1840 is transverse to the open end of the second bore 1838. A stop mechanism can be used so that it does not extend substantially beyond the plane of the surface. In one embodiment, the longitudinal length of the main bias piston 1840 is adjusted so that the main bias piston 1840 contacts the end wall of the second bore 1838 before the compression limit of the main bias spring 1842 is reached. The contact is selected to limit movement of the main bias piston 1840 to the second bore.

  In addition, FIG. 18 shows an auxiliary coupling mechanism 1850 comprising a third bore 1852 formed in the auxiliary rocker arm 1804. As shown, the third bore 1852 traverses the longitudinal length of the auxiliary rocker arm 1804 and has an open end on the side of the auxiliary rocker arm 1804 that faces the neutral rocker arm 1806. So that it is formed. A sliding member 1854 is disposed in the third bore 1852. The length of the sliding member in the longitudinal direction is such that the entire sliding member can be retracted into the third bore 1852. The third bore includes an auxiliary working fluid passage 1856 in fluid communication with the auxiliary internal passage 1812. The third bore 1852 when the cams 1818, 1820 are both in the base circle with respect to the roller followers 1814, 1816, ie, when no valve motion is being imparted to the respective rocker arms 1802, 1804. A fourth bore 1858 is formed in the neutral rocker arm 1806 so that it can be axially aligned. Similar to the third bore 1852, the fourth bore 1858 is formed across the longitudinal length of the neutral rocker arm 1806, and the auxiliary rocker arm of the neutral rocker arm 1806. The lateral surface facing the arm 1804 has an open end. A biasing mechanism can be disposed within the fourth bore, and in the illustrated embodiment, the biasing mechanism pushes the auxiliary bias piston 1860 and the auxiliary bias piston toward the open end of the fourth bore. And a bias spring 1862 configured as described above. Further, to prevent the auxiliary bias piston 1860 from extending out of the fourth bore 1858, that is, the end face of the auxiliary bias piston 1860 is transverse to the open end of the fourth bore 1858. A stop mechanism can be used so that it does not extend substantially beyond the plane of the surface. In one embodiment, the longitudinal length of the auxiliary bias piston 1860 is such that the auxiliary bias piston 1860 contacts the end wall of the fourth bore 1858 before the limit of compression of the auxiliary bias spring 1862 is reached. The contact is selected to limit movement of the auxiliary bias piston 1860 to the fourth bore.

  Similar to the embodiment of FIG. 13, when either the main working fluid passage 1836 or the auxiliary working fluid passage 1856, or both, are filled with working fluid, the corresponding main sliding member 1834 or auxiliary sliding member 1854 is filled. , Or both, can extend into each of the second bore 1838 and the fourth bore 1858. In this manner, the neutral rocker arm 1806 can be coupled to / uncoupled from the main rocker arm 1802 or the auxiliary rocker arm 1804, or both, so that the neutral rocker arm 1806 can be Thus, there is complete control over which valve movement (ie, providing auxiliary valve movement, main valve movement, or neither, or both) is provided to one or more engine valves.

  In FIG. 19, the arrangement of the first and second bores 1832 and 1838 and related components of the main coupling mechanism is reversed with respect to the main rocker arm 1802 and neutral rocker arm 1806. An embodiment substantially similar to FIG. 18 is shown. Accordingly, the first bore 1832 and the main sliding member 1834 are disposed within the neutral rocker arm 1806 as is the main working fluid passage 1836 as shown. Similarly, second bore 1838, main bias piston 1840, and main bias spring 1842 are disposed within main rocker arm 1802. The operation of the main sliding member 1834 is otherwise the same as that described above with respect to FIG.

  Further, although not shown in the illustrated figures, similar to the reverse shown in FIG. The arrangement is reversed with respect to the auxiliary rocker arm 1804 and the neutral rocker arm 1806. Accordingly, the third bore 1852 and the auxiliary sliding member 1854 are disposed within the neutral rocker arm 1806, similar to the auxiliary working fluid passage 1856. Similarly, fourth bore 1858, auxiliary bias piston 1860, and auxiliary bias spring 1862 are disposed within auxiliary rocker arm 1804. In this embodiment, the operation of the auxiliary sliding member 1854 is otherwise the same as described above with respect to FIG.

  Further, although not shown in the illustrative figures, and in accordance with the embodiment shown in FIG. 19, in yet another embodiment, both the main working fluid passage 1836 and the auxiliary working fluid passage 1856 are disposed within the neutral rocker arm 1806. It can also be set up. In that case, both the first and third bores 1832 and 1852, and the corresponding main sliding member 1834 and auxiliary sliding member 1854, are also disposed on the neutral rocker arm 1806, and the corresponding biasing mechanism is respectively In the main rocker arm 1802 and the auxiliary rocker arm 1804.

  In addition, either or both of the biasing mechanisms shown in FIGS. 18 and 19 or the alternative biasing mechanism shown in FIGS. 16 and 17 can be used in place of the other embodiments described above.

  20 and 21, an embodiment similar to that shown in FIG. 18 is further illustrated. That is, the embodiment shown in FIGS. 20 and 21 includes a main rocker arm 1802, an auxiliary rocker arm 1804, and a neutral rocker arm 1806 as in the previous embodiment. However, in this embodiment, each of the rocker arms 1802-1806 includes one bore to implement the main coupling mechanism and the auxiliary coupling mechanism. Specifically, the second bore disposed in the neutral rocker arm 1806 is coaxial with the first and third bores disposed in the auxiliary rocker arm 1804 and the main rocker arm 1802. Therefore, it is used jointly for both the auxiliary coupling mechanism and the main coupling mechanism.

  Specifically, referring to FIG. 20, the auxiliary rocker arm 1804 includes a first bore 2002 and an auxiliary sliding member 2004 disposed therein. The first bore 2002 is in fluid communication with an auxiliary working fluid passage 2006 that is in fluid communication with an auxiliary internal passage 2008 in the rocker arm shaft 2010. In any related aspect, the first bore 2002 and the auxiliary sliding member 2004 are substantially similar to the first bore and sliding member described above, for example with respect to FIGS. 15 and 18.

  However, in the embodiment of FIG. 20, the neutral rocker arm 1806 is formed with a second bore 2012, which is different from the neutral rocker arm (unlike the embodiment described above). There is an open end, one on each side of the neutral rocker arm 1806 that passes through the entire width of 1806, ie, the neutral rocker arm 1806. The second bore 2012 is aligned coaxially with the first bore 2002 in the same manner as described above. Further, as shown in the figure, a neutral sliding member 2014 is disposed in the second bore 2012, and the neutral sliding member 2014 has a length in the longitudinal direction of the second bore 2012. And move freely along the entire length of the second bore 2012. Further, the main rocker arm 1802 is formed with a third bore 2016 that is coaxially aligned with the second bore 2012 and thus with the first bore 2002. A main sliding member 2018 is disposed in the third bore 2016 together with a main bias spring 2020, and the main bias spring 2020 biases the main sliding member 2018 out of the third bore 2016. . As shown in FIG. 20, the length of the main sliding member 2018 in the longitudinal direction is not limited to the third bore 2016, as will be described below, the main sliding member 2018, the neutral sliding member 2014, and the auxiliary sliding member 2018. It is selected so as to extend over a possible range by the contact of the sliding member 2004.

  If the first bore 2002, the second bore 2012, and the third bore 2016 are axially aligned with each other and the auxiliary working fluid passage 2006 is not filled with working fluid (eg, no auxiliary movement is currently possible) As well as the force applied to the main sliding member 2012 by the main biasing spring 2020 causes the main sliding member 2018 to extend out of the third bore 2016 and into the neutral sliding in the second bore 2012. It contacts the member 2014. Further, for this reason, the neutral sliding member 2014 comes into contact with the auxiliary sliding member 2004, whereby the entire auxiliary sliding member 2004 is retracted into the first bore 2002. Due to the relative length of the sliding members 2004, 2014, 2018, depending on the configuration, the main rocker arm 1802 is connected to the neutral rocker arm 1806 and the auxiliary rocker arm 1804 is moved from the neutral rocker arm 1806. Decoupled. Such a configuration indicates a non-performing condition (ie, when the auxiliary working fluid passage 2006 is not filled) that allows primary valve motion but not auxiliary valve motion.

  However, as shown in FIG. 21, filling the auxiliary working fluid passageway 2006 pressurizes the first bore 2002 to a level sufficient to overcome the force applied by the main bias spring 2020, thereby assisting A sliding member 2004 extends out of the first bore 2002 and enters the second bore 2012. When the auxiliary sliding member 2004 abuts on the neutral sliding member 2014 and the neutral sliding member 2014 abuts on the main sliding member 2018 correspondingly, the entire main sliding member 2018 is retracted into the third bore 2016. . However, the length of the neutral sliding member 2014 prevents extension of the neutral sliding member 2014 to the third bore 2016 (possibly in conjunction with providing a stop in the second bore 2012). Then, as a result of such a configuration, the main rocker arm 1802 is disconnected from the neutral rocker arm 1806 and the auxiliary rocker arm 1804 is connected to the neutral rocker arm 1806. Such a configuration shows an actuated state (ie, when the auxiliary working fluid passageway 2006 is filled) where auxiliary valve movement is possible and main valve movement is not possible.

  As described, the embodiment shown in FIGS. 20 and 21 provides a “non-performance” where the main coupling mechanism and the auxiliary coupling mechanism are coupled to the main rocker arm and the neutral rocker arm by not pressurizing the auxiliary working fluid passageway 2006. The "primary valve event by" configuration is effectively implemented. Of course, it is possible to cause the pressurized working fluid to fail and thereby reliably connect the auxiliary rocker arm and the neutral rocker arm as default. Further, by not pressurizing the working fluid passage 2006 (herein disposed within the main rocker arm 1802), the auxiliary rocker arm and the neutral rocker arm are coupled together, The working fluid path 2006, the sliding member, and the auxiliary rocker arm and the main rocker arm are configured so that a “non-default auxiliary valve event” configuration is established in which the neutral rocker arm is decoupled during such default action. The configuration of the bias mechanism in between can also be reversed.

  Again, instead of either or both of the bias mechanisms shown in FIGS. 20 and 21, an alternative bias mechanism shown in FIGS. 16 and 17 can be used.

  Referring now to FIGS. 22 and 23, there is shown an embodiment in which features from the embodiment of FIG. 18 are combined with features from the embodiment of FIG. Specifically, as in the embodiment of FIG. 18, the main rocker arm 1802 and the auxiliary rocker arm 1804 are provided with a main working fluid passage 1836 and an auxiliary working fluid passage 1856, respectively. A main working fluid passage 1836 and an auxiliary working fluid passage 1856 are in fluid communication with the first bore 2202 and the second bore 2204, respectively. Further, each of the first bore 2202 and the second bore 2204 is axially aligned with a third bore 2210 formed in the neutral rocker arm 1806 as shown in FIG. As shown in the figure, the first bore 2202 has a main sliding member 2206 disposed therein, and the second bore 2204 has an auxiliary sliding member 2208 disposed therein. A neutral sliding member assembly 2220 is provided in the third bore 2210. The neutral sliding member assembly 2220 includes a main bias piston 2222 disposed in the second bore 2210 opposite the main sliding member 2206 and an auxiliary sliding member 2208 in the second bore 2210. The auxiliary bias piston 2224 is disposed, and a bias spring 2226 disposed between the main bias piston 2222 and the auxiliary bias piston 2224. The operation of the bias spring 2226 pushes the main bias piston 2222 and the auxiliary bias piston 2224 toward the respective openings of the third bore 2210. In one embodiment, a stop can be provided to prevent the main bias piston 2222 and the auxiliary bias piston 2224 from extending out of the third bore 2210.

  Thus configured, if the main working fluid passage 1836 and the auxiliary working fluid passage 1856 are not filled with pressurized working fluid, the bias provided by the main bias piston 2222 and the auxiliary bias piston 2224 causes the main The entire sliding member 2206 and auxiliary sliding member 2208 retract into the first bore 2202 and the second bore 2204, respectively. In that state, neither the main rocker arm 1802 nor the auxiliary rocker arm 1804 is connected to the neutral rocker arm 1806. However, filling either the main working fluid passage 1836 or the auxiliary working fluid passage 1856 overcomes the force of the bias spring 2226 so that the corresponding main sliding member 2206 or auxiliary sliding member 2208 is third. It will extend into the bore 2210. In this manner, either the main rocker arm 1802 or the auxiliary rocker arm 1804 can be coupled to the neutral rocker arm 1806. FIG. 23 shows a situation where both the main working fluid passage 1836 and the auxiliary working fluid passage 1856 are filled with working fluid. As a result, both the main sliding member 2206 and the auxiliary sliding member 2208 extend into the third bore 2210, and both the main rocker arm 1802 and the auxiliary rocker arm 1804 are coupled to the neutral rocker arm 1806. Is done.

  24-27, an embodiment using a plurality of rocker arms and a one-way type coupling mechanism is shown. Referring now to FIG. 24, an example implementation using a main rocker arm 2402 and an auxiliary rocker arm 2404 is shown. As in the previous embodiment described above, the auxiliary rocker arm 2404 can be operably connected to the auxiliary cam 2405 and the main rocker arm 2402 can be operably connected to the main cam 2403. As shown, a one-way coupling mechanism 2406 is implemented using a self-biasing sliding member assembly substantially similar to that disclosed in FIGS. Specifically, a sliding member 2408 is disposed in a bore 2410 formed in the main rocker arm 2402. As in the embodiment described above, the bore 2410 has a longitudinal axis substantially transverse to the longitudinal axis of the main rocker arm 2402, and the auxiliary rocker arm 2404 of the main rocker arm 2402 has a longitudinal axis. It forms so that it may have an opening part in the side surface which faces. A working fluid passage 2412 is in fluid communication with the bore 2410 and the internal passage 2414 of the rocker arm shaft 2416. A bias spring 2418 operating in conjunction with the stop 2420 biases the sliding member 2408 into the bore 2410. Again, the length of the sliding member 2408 is selected such that the sliding member 2410 does not extend out of the bore 2410 when the entire sliding member 2410 is retracted into the bore 2410. However, when the working fluid passage 2412 is filled with the working fluid, the sliding member 2408 extends out of the bore 2410 as shown in FIG. However, in this embodiment, even if the sliding member 2408 extends, it does not engage the corresponding bore formed in the auxiliary rocker arm 2404 in this case. Instead, the extended sliding member 2408 contacts the upward or downward facing surface of the auxiliary rocker arm or engages a slot formed in the auxiliary rocker arm. Configured to do. Examples of these embodiments are further shown in FIGS.

  25 to 27 show partial side views of the system shown in FIG. Specifically, the sliding member 2408 is shown extending from the main rocker arm 2402. In this implementation, the auxiliary rocker arm 2404 includes a cantilever arm 2502 having a downward facing surface 2504. As shown in FIG. 25, when the cams 2403, 2405 are in the base circle, the sliding member 2408 can contact the downwardly facing surface 2504 of the auxiliary rocker arm 2404. Then, as shown in FIG. 25, when a main valve event occurs (by the main cam 2403), the main rocker arm 2402 rotates by an amount M defined by the cam profile. Since the sliding member 2408 is not confined within the bore of the auxiliary rocker arm 2404, rotating the main rocker arm 2402 will not cause a similar movement in the auxiliary rocker arm 2404, but instead, A rush space L is generated between the sliding member 2408 and the downward facing surface 2504.

  Further, as shown in FIG. 27, after the main valve event occurs, a corresponding rotation B occurs in the auxiliary rocker arm 2404 as the auxiliary cam 2405 rotates. However, in that case, the downwardly facing surface 2504 of the auxiliary rocker arm 2404 maintains contact with the sliding member 2408 so that rotation B is transmitted to the main rocker arm 2402, resulting in One or more engine valves are operatively connected to the main rocker arm 2402. In this manner, motion is transmitted from the auxiliary rocker arm 2404 to the main rocker arm 2402, but no motion is transmitted from the main rocker arm 2402 to the auxiliary rocker arm 2404.

  First, the sliding member 2408 can be equally disposed in the auxiliary rocker arm 2404, and the position of the sliding member on either side of the fulcrum of the rocker arm on which the sliding member 2408 is disposed is adjacent to the rocker arm. Those skilled in the art will understand to determine whether to contact a downward facing surface or an upward facing surface. For example, if the sliding member 2408 in the main rocker arm 2402 is disposed on the opposite side of the main rocker arm fulcrum (ie, the rocker arm shaft 2416), it assists to function in the same way. It will be necessary to contact the upward facing surface of the rocker arm 2404.

  In yet another alternative embodiment shown in FIG. 28, it is envisioned that sliding member 2408 is disposed within auxiliary rocker arm 2404 (not shown in FIG. 28). In that case, the sliding member 2408 can engage a slot 2802 formed in the lateral surface of the main rocker arm 2402 facing the auxiliary rocker arm 2404 when extended. As further shown in FIG. 28, the sliding member 2408 can be specifically configured to contact either end of the slot 2802, as indicated by reference numerals 2408a and 2408b. Due to the rotation of the main rocker arm 2402, the slot 2802 preferably has an arcuate shape, but this is not a requirement based on how closely the dimensions of the sliding member fit the dimensions of the slot. Nevertheless, in this way, the main valve event may be lost to the sliding member 2408 and would normally simply move along the slot during such main valve event. In contrast, an auxiliary valve event causes the sliding member to engage the end of the slot, thereby transmitting the auxiliary valve motion to the main rocker arm.

10 valve actuation system 100 means for actuating the exhaust valve to apply the engine brake, exhaust rocker arm for engine brake 120 distal end 200 main exhaust rocker arm 230 distal end 300 to apply engine brake Means for actuating intake valve, intake rocker arm 320 for engine brake 320 distal end 400 main intake rocker arm 420 distal end 500 rocker shaft 510 passage for supplying working fluid 520 passage for supplying working fluid 600 exhaust Valve Bridge 650 Slide Pin 700 Intake Valve Bridge 750 Slide Pin 800 Exhaust Valve Assembly 900 Intake Valve Assembly

Claims (39)

A method of performing auxiliary valve motion in a system comprising an internal combustion engine having a plurality of cylinders, wherein each cylinder of the plurality of cylinders is associated with at least one of the cylinders from at least one valve actuation source. Having at least one valve train configured to convey valve actuation motion to the valve;
The method comprises
Determining that engine braking has started,
In response to the start of engine braking operation, a deactivation mechanism disposed in the main valve train is activated, thereby causing a main valve event from the main valve operating motion source to the valve via the main valve train. Stop telling,
Enabling an engine brake valve event for the valve in response to the start of engine brake operation;
Including
The engine brake valve event implements a two-stroke engine brake;
Method. A method of performing engine braking in a system comprising an internal combustion engine having a plurality of cylinders, each of the cylinders associated with a valve actuation motion from a plurality of valve actuation sources to the cylinder. Having a plurality of rocker arms associated with the cylinder configured to communicate to at least one valve, wherein the plurality of rocker arms are positioned adjacent to each other to define a boundary therebetween, The plurality of rocker arms further comprises at least one coupling mechanism for each boundary between the plurality of rocker arms, each of the at least one coupling mechanism being two adjacent rockers of the plurality of rocker arms. The arm is configured to selectively connect or disconnect, the method In addition,
Determining that engine braking has started,
In response to initiation of engine braking operation, the at least one rocker arm is coupled to a first rocker arm of the plurality of rocker arms to a second rocker arm of the plurality of rocker arms. Controlling the coupling mechanism, wherein the first rocker arm is operably connected to the at least one valve, and the second rocker arm is out of the plurality of valve actuation sources. Controlling the at least one linkage mechanism operatively connected to a source of engine brake motion of
Including methods. Controlling the at least one coupling mechanism to decouple the first rocker arm from a third rocker arm of the plurality of rocker arms in response to initiation of engine braking operation. Controlling the at least one linkage mechanism wherein the third rocker arm is operably connected to a main event motion source of the plurality of valve actuation motion sources;
The method of claim 2 further comprising:   4. The method of claim 3, wherein the engine brake motion source implements a two stroke engine brake. Determining that a positive output action has started,
Controlling the at least one coupling mechanism to decouple the first rocker arm from the second rocker arm in response to initiation of a positive output action;
The method of claim 2 further comprising: In response to the initiation of a positive output action, controlling the at least one coupling mechanism to couple the first rocker arm to a third rocker arm of the plurality of rocker arms. Controlling the at least one linkage mechanism wherein the third rocker arm is operably connected to a main event motion source of the plurality of valve actuation motion sources;
The method of claim 5, further comprising: A system for operating an internal combustion engine comprising a plurality of cylinders, wherein a cylinder of the plurality of cylinders has a plurality of associated valves, the system comprising:
A main event motion source configured to provide main event valve motion to at least one of the plurality of valves;
An auxiliary motion source configured to provide auxiliary valve motion to at least one of the plurality of valves;
A main rocker arm operably connected to the main event source;
An auxiliary rocker arm operably connected to the auxiliary motion source;
A neutral rocker arm operatively connected to at least one of the plurality of valves and adjacent to the main rocker arm and the auxiliary rocker arm;
A main coupling mechanism configured to selectively couple or decouple the main rocker arm and the neutral rocker arm;
An auxiliary connection mechanism configured to selectively connect or disconnect the auxiliary rocker arm and the neutral rocker arm;
A system comprising: The auxiliary connecting mechanism is
A first bore formed in the auxiliary rocker arm and an auxiliary sliding member disposed in the first bore, wherein the auxiliary rocker arm is further provided at an end of the auxiliary sliding member A first bore and an auxiliary sliding member comprising an auxiliary working fluid passage in communication with
A second bore formed in the neutral rocker arm, wherein the auxiliary sliding member is moved from the first bore to the second bore when the auxiliary working fluid passage is filled with a working fluid; A second bore configured to be aligned with the first bore so that it can selectively extend into the first bore;
The system of claim 7, comprising:   The system of claim 8, wherein the auxiliary coupling mechanism further comprises a biasing mechanism configured to bias the auxiliary sliding member into the first bore.   The system of claim 9, wherein the biasing mechanism comprises a spring disposed in the first bore and in contact with a surface of the auxiliary sliding member opposite the end of the auxiliary sliding member. . The bias mechanism includes a spring-loaded bias piston disposed on the opposite side of the auxiliary sliding member in the second bore, the bias piston further including the bias piston as the second piston. With a stop to prevent extending out of the bore of the
The system according to claim 9. The main coupling mechanism is
A third bore formed in the main rocker arm and having a main sliding member disposed therein, wherein the main rocker arm further communicates with an end of the main sliding member A third bore comprising a fluid passage;
A fourth bore formed in the neutral rocker arm, wherein the main sliding member is moved from the third bore into the fourth bore when the main working fluid passage is filled with the working fluid. A fourth bore configured to be aligned with the third bore so that it can selectively extend to
9. The system of claim 8, comprising:   The system of claim 12, wherein the main coupling mechanism further comprises a biasing mechanism configured to bias the main sliding member into the third bore.   The system of claim 13, wherein the biasing mechanism comprises a spring disposed in the third bore and in contact with a surface of the main sliding member opposite the end of the main sliding member. .   The bias mechanism includes a spring-loaded bias piston disposed on the opposite side of the main sliding member of the fourth bore, the bias piston further including the bias piston. The system of claim 13, comprising a stop to prevent extending out of the bore. The main coupling mechanism is
A neutral sliding member disposed in the second bore;
A third bore formed in the main rocker arm and a spring-loaded main sliding member disposed in the third bore;
With
The second bore is further
When the auxiliary working fluid passage is not filled with working fluid, the main sliding member extends from the third bore to the second bore, contacts the neutral sliding member, and the neutral sliding member A moving member contacts the auxiliary sliding member, thereby biasing the auxiliary sliding member into the first bore;
When the auxiliary working fluid passage is filled with the working fluid, the auxiliary sliding member extends from the first bore to the second bore, contacts the neutral sliding member, and the neutral sliding member. A moving member is in contact with the main sliding member, thereby biasing the main sliding member into the third bore;
Configured to be aligned with the third bore;
The system according to claim 8. The main coupling mechanism is
A third bore formed in the main rocker arm and a main sliding member disposed in the third bore, wherein the main rocker arm further includes an end of the main sliding member A third bore and a main sliding member, comprising a main working fluid passage in communication with
The second bore is further configured to allow the main sliding member to selectively extend from the third bore to the second bore when the main working fluid passage is filled with working fluid. Configured to be aligned with the third bore;
The system according to claim 8. The auxiliary coupling mechanism includes an auxiliary bias mechanism configured to bias the auxiliary sliding member into the first bore, and the auxiliary bias mechanism is further disposed in the first bore; A spring in contact with the surface of the auxiliary sliding member opposite to the end of the auxiliary sliding member;
The main coupling mechanism includes a main bias mechanism configured to bias the main sliding member into the third bore, and the main bias mechanism is disposed in the third bore and is disposed in the third bore. A spring in contact with the surface of the main sliding member opposite to the end of the main sliding member;
The system of claim 17. A neutral sliding member disposed in the second bore, wherein the neutral sliding member includes a spring disposed between an auxiliary bias piston and a main bias piston, and the auxiliary bias The piston is disposed on the opposite side of the auxiliary sliding member, the main bias piston is disposed on the opposite side of the main sliding member, and both the auxiliary bias piston and the main bias piston are the auxiliary A neutral sliding member comprising a bias piston and a stop that prevents the main bias piston from extending out of the second bore;
The system of claim 17, further comprising: The main coupling mechanism is
A first bore formed in the main rocker arm and a main sliding member disposed in the first bore, wherein the main rocker arm further includes an end of the main sliding member; A first bore and a main sliding member comprising a main working fluid passage in communication with
A second bore formed in the neutral rocker arm, wherein the main sliding member moves from the first bore to the second bore when the main working fluid passage is filled with a working fluid. A second bore configured to be aligned with the first bore so that it can selectively extend into the first bore;
A neutral sliding member disposed in the second bore;
The system of claim 7, comprising: The auxiliary connecting mechanism is
A third bore formed in the auxiliary rocker arm, and a spring-loaded auxiliary sliding member disposed in the third bore;
The second bore is further
When the main working fluid passage is not filled with working fluid, the auxiliary sliding member extends from the third bore to the second bore, contacts the neutral sliding member, and the neutral sliding member A moving member contacts the main sliding member, thereby biasing the main sliding member into the first bore;
When the main working fluid passage is filled with working fluid, the main sliding member extends from the first bore to the second bore, contacts the neutral sliding member, and the neutral A sliding member contacts the auxiliary sliding member, thereby biasing the auxiliary sliding member toward the third bore,
Configured to be aligned with the third bore;
The system according to claim 20. The main coupling mechanism is
A first bore formed in the main rocker arm and a main sliding member disposed in the first bore, wherein the main rocker arm further includes an end of the main sliding member; A first bore and a main sliding member comprising a main working fluid passage in communication with
A second bore formed in the neutral rocker arm, wherein the main sliding member moves from the first bore to the second bore when the main working fluid passage is filled with a working fluid. A second bore configured to be aligned with the first bore so that it can selectively extend into the first bore;
The system of claim 7, comprising: The auxiliary connecting mechanism is
A first bore formed in the neutral rocker arm, and an auxiliary sliding member disposed in the first bore, wherein the neutral rocker arm is further disposed on the auxiliary sliding member. A first bore and an auxiliary sliding member comprising an auxiliary working fluid passage in communication with the end;
In the auxiliary rocker arm so that the auxiliary sliding member can selectively extend from the first bore to the second bore when the auxiliary working fluid passage is filled with working fluid. A second bore formed and configured to be aligned with the first bore;
The system of claim 7, comprising: The main coupling mechanism is
A first bore formed in the neutral rocker arm, and a main sliding member disposed in the first bore, wherein the neutral rocker arm is further disposed on the main sliding member. A first bore and a main sliding member comprising a main working fluid passage in communication with the end;
A second bore formed in the main rocker arm, wherein the main sliding member moves from the first bore to the second bore when the main working fluid passage is filled with a working fluid. A second bore configured to be aligned with the first bore so that it can selectively extend into the bore;
The system of claim 7, comprising:   8. The system of claim 7, wherein the auxiliary motion source is an engine brake motion source and the auxiliary valve motion is an engine brake valve motion.   26. The system of claim 25, wherein the engine brake valve motion is a two-stroke engine brake valve motion. A system for performing auxiliary valve motion in an internal combustion engine having a plurality of cylinders, wherein a cylinder of the plurality of cylinders has a plurality of associated valves, the system comprising:
A main event motion source configured to perform main event valve motion on at least one of the plurality of valves;
An auxiliary motion source configured to perform auxiliary valve motion on at least one of the plurality of valves;
A main rocker arm operably connected to the main event source and at least one of the plurality of valves;
An auxiliary rocker arm operably connected to the auxiliary motion source;
A unidirectional connection mechanism configured to selectively connect or disconnect the main rocker arm and the auxiliary rocker arm, wherein the main rocker arm and the auxiliary rocker arm are When coupled via a one-way coupling mechanism, auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm, and the main event valve motion is transmitted from the main rocker arm to the auxiliary rocker arm. -A one-way connection mechanism that is not transmitted to the arm;
A system comprising:   28. The system of claim 27, wherein the one-way connection mechanism is disposed within the auxiliary rocker arm. The one-way type connecting mechanism is
A bore formed in the auxiliary rocker arm and an auxiliary sliding member disposed in the bore, wherein the auxiliary rocker arm further communicates with an end of the auxiliary sliding member A passage, a bore, and an auxiliary sliding member;
When the auxiliary working fluid passage is filled with working fluid, the auxiliary sliding member can selectively extend from the bore;
30. The system of claim 28.   The one-way type coupling mechanism further comprises an upwardly facing surface on the main rocker arm, and the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm. 30. The system of claim 29, wherein a sliding member is configured to contact the upwardly facing surface.   The one-way type coupling mechanism further comprises a downwardly facing surface on the main rocker arm, and the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm. 30. The system of claim 29, wherein a sliding member is configured to contact the downwardly facing surface.   The one-way type coupling mechanism further comprises a slot in the main rocker arm, and when the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm, the auxiliary sliding member is: 30. The system of claim 29, configured to contact an end of the slot.   28. The system of claim 27, wherein the one-way coupling mechanism is disposed within the main rocker arm. The one-way type connecting mechanism is
A bore formed in the main rocker arm and an auxiliary sliding member disposed in the bore, wherein the main rocker arm further communicates with an end of the auxiliary sliding member A passage, a bore, and an auxiliary sliding member;
The auxiliary sliding member can selectively extend from the bore when the auxiliary working fluid passage is filled with working fluid;
34. The system of claim 33.   The one-way type coupling mechanism further comprises an upwardly facing surface on the auxiliary rocker arm, and the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm when the auxiliary rocker arm is transmitted. 35. The system of claim 34, wherein a sliding member is configured to contact the upwardly facing surface.   The one-way coupling mechanism further comprises a downwardly facing surface on the auxiliary rocker arm, and the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm when the auxiliary rocker arm is transmitted. 35. The system of claim 34, wherein a sliding member is configured to contact the downwardly facing surface.   The one-way type coupling mechanism further comprises a slot in the auxiliary rocker arm, and when the auxiliary valve motion is transmitted from the auxiliary rocker arm to the main rocker arm, the auxiliary sliding member is: 35. The system of claim 34, configured to contact an end of the slot.   28. The system of claim 27, wherein the auxiliary motion source is an engine brake motion source and the auxiliary valve motion is engine brake valve motion. 40. The system of claim 38, wherein the engine brake valve motion is a two-stroke engine brake valve motion.