KR20150135152A - Auxiliary valve motions employing disablement of main valve events and/or coupling of adjacent rocker arms - Google Patents

Abstract

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

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates generally to auxiliary valve motors and, more particularly,

Cross-reference to related application

[0001] This application claims the benefit of U.S. Provisional Application No. < RTI ID = 0.0 > No. < / RTI > 13, filed July 27, 2011, entitled " Combined Engine Braking and Positive Power Engine Lost Motion Valve Actuation System " No. 19 / 192,330, filed on July 27, 2010, entitled " Combined Engine Braking And Positive Power Engine "Quot; Lost Motion Valve Actuation System ", which claims the benefit of U.S. Patent Application Serial No. 61 / 368,248, the teachings of which are incorporated herein by this reference. This application additionally claims benefit of U.S. Provisional Patent Application Serial No. 61 / 827,568, filed on May 25, 2013, entitled " Pin Lock Rocker, " Are hereby incorporated by reference in their entirety.

Field of invention

The present invention generally relates to systems and methods for operating one or more engine valves in an internal combustion engine. In particular, the present invention relates to systems and methods for valve actuation comprising an idle system. Embodiments of the present invention may be used during the positive power and engine braking operation of an internal combustion engine.

Valve operation at the internal combustion engine is required for the engine to generate positive power and can also be used to generate auxiliary valve events. During positive power, the intake valves are opened so that fuel and air can enter the cylinder for combustion. One or more exhaust valves may be opened to allow the flue gas to escape from the cylinder. Suction, exhaust, and / or auxiliary valves may also be opened at various times for exhaust gas recirculation (EGR) for improved emissions during positive power.

Engine valve operation can also be used to generate engine braking and brake gas recirculation (BGR) when the engine is not being used to generate positive power. During engine braking, one or more exhaust valves may be selectively opened to at least temporarily convert the engine to an air compressor. By doing so, the engine generates a delayed horsepower to help the vehicle slow. This can provide the operator with increased control over the vehicle and substantially reduce wear on the service brakes of the vehicle.

The engine valve (s) may be operated to produce compression-release braking and / or bleeder braking. The operation of compression-release type engine brakes, or retarders, is well known. As the piston moves upward during its compression stroke, the gases trapped in the cylinder are compressed. Compressed gases interfere with the upward motion of the piston. During engine braking operation, as the piston approaches top dead center (TDC), one or more valves are opened to release the compressed gases in the cylinder to the exhaust manifold, so that the energy stored in the compressed gases is transferred to the subsequent expansion- . By doing so, the engine develops a delay force to help the vehicle decelerate. An example of a prior art decompression engine brake is provided by the disclosure of U. S. Patent 3,220, 392 to Cummins, incorporated herein by reference.

The operation of breeder type engine brakes has also been known for a long time. During engine braking, in addition to the normal exhaust valve lift, the exhaust valve (s) can be operated continuously over the rest of the engine cycle (full-cycle bleeder brakes) or during part of the cycle (partial-cycle bleeder brakes) As shown in Fig. The main difference between the partial-cycle bleeder brake and the full-cycle bleeder brake is that the partial-cycle bleeder brake does not have an exhaust valve lift during most of the intake strokes. An example of a system and method of utilizing bleeder type engine brakes is provided by the disclosure of U.S. Patent No. 6,594,996, herein incorporated by reference.

The basic principles of brake gas recirculation (BGR) are also well known. During engine braking, the engine discharges gas from the engine cylinders to an exhaust manifold and a larger exhaust system. BGR operation allows a portion of these exhaust gases to flow back into the engine cylinder during intake and / or expansion strokes of the cylinder piston. In particular, the BGR can be achieved by opening the exhaust valve when the engine cylinder piston is near the bottom dead center position at the end of the intake and / or expansion strokes. Recirculation of gases into the engine cylinder can be used to provide significant benefits during engine braking cycles.

In many internal combustion engines, the engine intake and exhaust valves are opened and closed by fixed profile cams, more particularly by one or more fixed lobes or bumps, which can be integral parts of each of the cams, Can be closed. When intake and exhaust valve timing and lift can be changed, benefits such as increased performance, improved fuel economy, lower emissions, and improved driving smoothness of the vehicle can be achieved. However, the use of stationary profile cams can make it difficult to adjust them to optimize the amounts and / or timings of the engine valve lift for various engine operating conditions.

Given a fixed cam profile, one way to adjust the valve timing and lift was to provide a " lost motion "device to the valve train linkage between the valve and the cam. The idle is a term applied to some sort of technical solutions for modifying the valve motion forbidden by the cam profile to variable length mechanical, hydraulic, or other linkage assemblies. In the idle system, the cam lobe can provide the required "maximum" (longest dwell and maximum lift) motion over the full range of engine operating conditions. The variable length system may then be included in the valve train linkage, the medium of the valve to be opened, and the cam providing maximum motion, so that some or all of the motion imparted to the valve by the cam is lost or lost.

Some idle systems can operate at high speeds and can vary the opening and / or closing times of the engine valves for each engine cycle. Such systems are referred to herein as variable valve actuation (VVA) systems. The VVA systems may be hydraulic pneumatic or electromagnetic systems. An example of a known VVA system is disclosed in U.S. Patent No. 6,510,824, which is incorporated herein by reference.

Engine valve timing can also be changed using cam phase shift. The cam phase variables change the time at which the cam lobe actuates the valve train element, such as the rocker arm, relative to the crank angle of the engine. An example of a known cam phase shift system is disclosed in U.S. Patent No. 5,934,263, which is incorporated herein by reference.

The cost, packaging, and size are factors that often determine the desirability of an engine valve operating system. Additional systems that can be added to existing engines are often costly and can have additional space requirements due to their large size. Existing engine brake systems can avoid high cost or additional packaging, but the size of these systems and the number of additional components can often result in size difficulties and low reliability. Thus, it is often desirable to provide an integrated engine valve actuation system that can be low cost and can provide high performance and reliability, but has yet to provide space or packaging attempts.

Embodiments of the systems and methods of the present invention may be particularly useful in engines requiring valve motions for positive power, engine braking valve events and / or BGR valve events. Some, but not all, embodiments of the present invention may be applied to systems for selectively activating engine valves used in combination with the idle system alone and / or in combination with cam phase shift systems, assisted revolving systems, and variable valve actuation systems And methods. Some, but not necessarily all, embodiments of the present invention can provide improved engine performance and efficiency during engine braking operations. Additional advantages of embodiments of the present invention are set forth in part in the description which follows, and in part will become apparent to those skilled in the art from the description and / or implementation of the invention.

In response to the foregoing attempts, applicants have developed innovative systems for operating one or more engine valves for positive power operation and engine braking operation. In one embodiment, a method for performing engine braking includes the actuation of a deactivation mechanism disposed within a main valve train after determining that an engine braking operation has been initiated, thereby causing the main valve motion source main valve motion source to the valve through the main valve train. Additionally, in response to initiation of engine braking, engine braking valve events that may include coupling of adjacent rocker arms are enabled for the valve. In one embodiment, engine braking valve events perform two-stroke engine braking. The secondary actuating mechanism may be located virtually anywhere along the main valve train between the main valve motion source and the valve. In addition, the secondary actuating mechanism may include a collapsing mechanism configured to be hydraulically actuated / actuated and configured to lose substantially all of the main valve events when actuated.

In another embodiment, a method for performing engine braking is disclosed in a system including a plurality of rocker arms operatively connected to a plurality of valve-actuated motion sources, wherein the plurality of rocker arms are arranged adjacent to each other, Wherein the plurality of rocker arms includes at least one coupling mechanism for each of the boundaries. In this way, a determination is made that an engine braking operation has been initiated, and then one or more coupling mechanisms are controlled to couple the first rocker arm to the second rocker arm, and the first rocker arm is actuated on the one or more valves And the second rocker arm is operatively connected to the engine braking motion source. In this manner, engine braking valve events are transmitted from the engine braking motion source to the valve via the first and second rocker arms. Furthermore, in response to initiation of the engine braking operation, the one or more coupling mechanisms may also be controlled to decouple the first rocker arm from the third rocker arm, and the third rocker arm is operatively connected to the main event motion source do. In one embodiment, the engine braking motion source performs two-stroke engine braking. Subsequently, following the initiation of positive power actuation, the one or more coupling mechanisms may be controlled to decouple the first rocker arm from the second rocker arm, thereby providing engine braking valve events to the valve Stop. In addition, in response to the determination of positive power actuation initiation, the one or more coupling mechanisms may be controlled to couple the first rocker arm to the third rocker arm such that the main valve events are transmitted from the main event motion source to the first and third Can be delivered to the valve through the rocker arms.

In another embodiment, a system for controlling valves in an internal combustion engine includes a main event motion source operably connected to the main rocker arm, an auxiliary motion source operatively connected to the auxiliary rocker arm, And a neutral rocker arm disposed adjacent the arm and the secondary rocker arm. The system includes a main coupling mechanism configured to selectively couple or un-couple the main rocker arm and the neutral rocker arm, and an auxiliary coupling mechanism configured to selectively couple or disengage the auxiliary rocker arm and the neutral rocker arm. . In one embodiment, the auxiliary coupling mechanism may 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 thus formed are configured to align with one another. The auxiliary hydraulic passage may be provided in the auxiliary rocker arm or the neutral rocker arm in fluid communication with the corresponding bore so that the auxiliary sliding member may extend out of its bore and into another bore when the auxiliary hydraulic passage is filled with hydraulic fluid, The auxiliary rocker arm and the neutral rocker arm are coupled together. Various configurations of biasing mechanisms that can be disposed in the same bore as the auxiliary sliding member or in the bore opposite the auxiliary sliding member can be used to deflect the auxiliary sliding member into its bore. To implement the main coupling mechanism, the main rocker arm and the neutral rocker arm may include bores of similar construction, a main sliding member, a main hydraulic passage and a biasing mechanism. In one embodiment, individual bores may be provided to neutral lockers corresponding to the auxiliary and main sliding members. Alternatively, the bore in the neutral rocker arm used to receive the auxiliary sliding member may also be used to receive the main sliding member. In this latter embodiment, the neutral sliding member may be provided in the bore in the neutral rocker arm.

In another embodiment, a system for controlling valves in an internal combustion engine includes a main event motion source operatively connected to the main rocker arm and an auxiliary motion source operatively connected to the secondary rocker arm. The main rocker arm is also operatively connected to one or more valves. The system further includes a one-way coupling mechanism configured to selectively couple or un-couple the main rocker arm and the secondary rocker arm. When the main rocker arm and the auxiliary rocker arm are coupled through the one-way coupling mechanism, the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm, but the main event valve motions are not transmitted from the main rocker arm to the auxiliary rocker arm . The one-way coupling mechanism may include an auxiliary sliding member that can be disposed in the auxiliary rocker arm or the main rocker arm and is hydraulically extendable out of the bore formed in the corresponding rocker arm. The auxiliary sliding member may then be in contact with the slots formed in the upwardly facing surface, the downwardly facing surface and the other rocker arm.

In all cases, the valve motions provided by the secondary motion source may include engine braking valve motions (including two-stroke engine braking valve motions) and non-engine braking valve motions.

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

BRIEF DESCRIPTION OF THE DRAWINGS For a better understanding of the present invention, reference will now be made to the accompanying drawings, wherein like reference numerals refer to like elements.
1 is a perspective view of a valve actuation system constructed in accordance with a first embodiment of the present invention,
2 is a schematic cross-sectional view of a main rocker arm and a lock valve bridge constructed in accordance with a first embodiment of the present invention,
3 is a schematic cross-sectional view of an engine braking rocker arm constructed in accordance with a first embodiment of the present invention,
Figure 4 is a schematic diagram of an alternative engine braking valve actuation means according to an alternative embodiment of the present invention,
5 is a graph illustrating exhaust and intake valve operations during a two-cycle engine braking operation mode provided by embodiments of the present invention,
6 is a graph illustrating exhaust valve operations during a two-cycle engine braking operation mode provided by embodiments of the present invention,
7 is a graph illustrating exhaust valve operation during a failure mode of operation provided by embodiments of the present invention,
8 is a graph illustrating exhaust and intake valve operations during a two-cycle engine braking operating mode provided by embodiments of the present invention,
9 is a graph illustrating exhaust and intake valve operations during two-cycle decompression and partial bleeder engine braking operation modes provided by embodiments of the present invention,
10 is a block diagram of a valve actuation system in accordance with various embodiments of the present disclosure,
Figures 11 and 12 are flow charts illustrating methods for performing engine braking in accordance with embodiments of the present disclosure,
Figures 13 and 14 are partial cross-sectional top plan views of a plurality of engine valves in accordance with a third embodiment of the present disclosure,
15 is a partially cross-sectional top plan view of a plurality of engine valves according to a fourth embodiment of the present disclosure,
Figures 16 and 17 are partial cross-sectional enlarged plan views of an alternative biasing mechanism embodiment according to the present disclosure,
18 is a partially cross-sectional top plan view of a plurality of engine valves in accordance with a fifth embodiment of the present disclosure,
19 is a partially cross-sectional top plan view of a plurality of engine valves according to a sixth embodiment of the present disclosure,
Figures 20 and 21 are partial cross-sectional top plan views of a plurality of engine valves in accordance with a seventh embodiment of the present disclosure,
Figures 22 and 23 are partial cross-sectional top plan views of a plurality of engine valves in accordance with an eighth embodiment of the present disclosure,
24 is a partially cross-sectional top plan view of a plurality of engine valves according to a ninth embodiment of the present disclosure,
25 to 27 are side views of a plurality of engine valves according to a ninth embodiment of the present disclosure,
28 is a side view of the main rocker arm according to the tenth embodiment of the present disclosure;

Details of embodiments of the systems and methods of the present invention are now referenced, and examples of these embodiments 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. 1 as a valve actuation system 10. The valve actuation system 10 includes a main exhaust rocker arm 200, means 100 for actuating an exhaust valve to provide engine braking, a main intake rocker arm 400, and a suction valve And means 300 for activating. In the preferred embodiment shown in Figure 1, the means 100 for actuating the exhaust valve to provide engine braking is an engine braking exhaust rocker arm, also referred to by the same reference numeral, Means 300 for actuating the engine is an engine braking suction rocker arm, which is referred to by the same reference numeral. The rocker arms 100, 200, 300, and 400 may include one or more rocker shafts 500 that include one or more passages 510 and 520 for providing hydraulic fluid to one or more of the rocker arms, can do.

The main exhaust rocker arm 200 may include a distal end 230 that contacts a central portion of the exhaust valve bridge 600 and the main intake rocker arm 400 may contact a central portion of the intake valve bridge 600 And may include a distal end 420. The engine braking exhaust rocker arm 100 may include a distal end 120 in contact with a sliding pin 650 provided in the exhaust valve bridge 600 and the engine braking suction rocker arm 300 may include a suction valve bridge 700, And a distal end 320 that is in contact with the sliding pin 750 provided in the distal end portion. The exhaust valve bridge 600 may be used to operate the two exhaust valve assemblies 800 and the intake valve bridge 700 may be used to operate the two intake valve assemblies 900. [ Each of the rocker arms 100, 200, 300, and 400 may include ends that oppose respective distal ends of the rocker arms, including means for contacting the cam or push tube. Such means may comprise, for example, cam rollers.

The cams (described below) that actuate the rocker arms 100, 200, 300, and 400 respectively include one or more bumps or lobes for providing pivotal motion to the base circle portion and rocker arms, . Preferably, the main exhaust rocker arm 200 is driven by a cam including a main exhaust pump, the main exhaust pump can selectively open the exhaust valves during an exhaust stroke to the engine cylinder, and the main intake rocker arm 400 is driven by a cam including a main suction bum, and the main suction pump can selectively open the suction valve during an intake stroke for the engine cylinder.

Figure 2 illustrates, in cross-section, the components of the exhaust valve bridge 600 and the intake valve bridge 700 as well as the main exhaust rocker arm 200 and the main intake rocker arm 400. [ It is recognized that the main intake rocker arm 400 and the intake valve bridge 700 may have the same design and need not be described separately therefrom so that the main exhaust rocker arm 200 and the exhaust valve bridge 600 Will be.

Referring to FIG. 2, the main exhaust rocker arm 200 may be pivotably mounted on the rocker shaft 210 so that the rocker arm rotates about the rocker shaft 210. A motion follower 220 may be disposed at one end of the main exhaust rocker arm 200 and may act as a contact point between the cam 260 and the rocker arm to facilitate low friction interaction between the elements . The cam 260 may include a single main exhaust pump 262, or a main suction pump for the suction side. In one embodiment of the present invention, the motion follower 220 may include a roller follower 220 as shown in FIG. Other embodiments of the motion follower configured to contact the cam 260 are fully considered within the scope and spirit of the present invention. An optional cam phase shift system 265 can be operatively connected to the cam 260.

The hydraulic fluid may be supplied to the rocker arm 200 from a hydraulic fluid source (not shown) under the control of a solenoid hydraulic control valve (not shown). The hydraulic fluid may flow into the hydraulic passage 215 formed in the rocker arm 200 through the passage 510 formed in the rocker shaft 210. The arrangement of the hydraulic passages in the rocker shaft 210 and rocker arm 200 shown in Figure 2 is merely exemplary in purpose. Other hydraulic devices for supplying hydraulic fluid to the exhaust valve bridge 600 through the rocker arm 200 are fully considered within the scope and spirit of the present invention.

The adjustment screw assembly may be disposed at the second end 230 of the rocker arm 200. The adjustment screw assembly may include a screw 232 extending through the rocker arm 200 that may provide lash adjustment and a threaded nut 234 that can lock the screw 232 in place. A hydraulic passage 235 communicating with the locker passage 215 may be formed in the screw 232. A swivel foot 240 may be disposed at one end of the screw 232. In one embodiment of the present invention, the low pressure oil may be supplied to the rocker arm 200 to lubricate the rotating base 240.

The rotary base 240 can contact the exhaust valve bridge 600. The exhaust valve bridge 600 may include a valve bridge body 710 having a central opening 712 extending through the valve bridge and a side opening 714 extending through the first end of the valve bridge. The side opening 714 may 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 may contact the other end of the exhaust valve bridge.

The center opening 712 of the exhaust valve bridge 600 includes an outer plunger 720, a cap 730, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, Rollers or balls 740. In this embodiment, The outer plunger 720 may include a side opening extending through the outer plunger wall to receive the inner bore 22 and the roller or ball 740 of the wedge. The inner plunger 760 may include one or more recesses 762 formed to securely receive one or more of the wedge rollers or balls 740 when the inner plunger is pushed downwardly. The central opening 712 of the valve bridge 700 also includes one or more wedge rollers or balls (not shown) in a manner that allows the rollers or balls to lock together the outer plunger 720 and the exhaust valve bridge, 740) for receiving a plurality of recesses (770). The outer plunger spring 746 can bias the outer plunger 740 upwardly at the central opening 712. The inner plunger spring 744 may bias the inner plunger 760 upwardly from the outer plunger bore 722. [

The hydraulic fluid may be selectively supplied from the solenoid control valve to the outer plunger 720 through passages 510, 215, and 235. This supply of hydraulic fluid can overcome the deflection of the inner plunger spring 744 and shift the inner plunger 760 downward. One or more recesses 762 in the inner plunger may register with one or more of the wedge rollers or balls 740 when the inner plunger 760 is sufficiently downwardly displaced, Or balls, which can in turn disengage or unlock the outer plunger 720 from the exhaust valve bridge body 710. As a result, during this "unlocked" state, valve actuation motion applied to the cap 730 by the main exhaust rocker arm 200 causes the exhaust valve bridge body < RTI ID = 710 do not move downward. Instead, this downward motion causes the outer plunger 720 to overcome the deflection of the outer plunger spring 746 and slide downward within the central opening 712 of the exhaust valve bridge body 710.

1 and 3, the engine braking exhaust rocker arm 100 and the engine braking suction rocker arm 300 are provided in a rocker arm illustrated in U.S. Patent Nos. 3,809,033 and 6,422,186, which are incorporated herein by reference. Or < / RTI > The engine braking exhaust rocker arm 100 and the engine braking suction rocker arm 300 are respectively connected to the extensible actuator pistons provided in the valve bridges 600 and 700 below the engine braking exhaust rocker arm and the engine braking suction rocker arm, Each of which may have a selectively extendable actuator piston 132 that may occupy a lash space 104 between the pins 650 and 750.

3, the rocker arms 100 and 300 can have the same components, and thus reference can be made to the elements of the exhaust-side engine braking 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. The cam 140 may include one or more bumps 142, 144, 146 (not shown) to provide decompression, brake gas recirculation, exhaust gas recirculation, and / or partial bleeder valve actuation to the exhaust engine braking rocker arm 100 And 148, respectively. When contacting the suction side engine braking rocker arm 300, the cam 140 may have one, two, or more than three bumps to provide one, two, or more than three suction events to the suction valve. Engine braking rocker arms 100 and 300 may deliver motion induced from cams 140 to actuate one or more engine valves through respective sliding pins 650 and 750, respectively.

The exhaust-side engine braking rocker arm 100 may be disposed pivotally on a rocker shaft 500 including hydraulic fluid passages 510, 520, and 121. The hydraulic passage 121 may connect the hydraulic fluid passage 520 with a port provided in the rocker arm 100. The exhaust-side engine braking rocker arm 100 (and the intake-side engine braking rocker arm 300) can receive hydraulic fluid through the rocker shaft passages 520 and 121 under the control of a solenoid hydraulic control valve (not shown) have. It is contemplated that a solenoid control valve may be located on the rocker shaft 500 or elsewhere.

The engine braking rocker arm 100 may also include a control valve 115. The control valve 115 is capable of receiving hydraulic fluid from the rocker shaft passage 121 and communicates with the fluid passage 114 extending through the rocker arm 100 to the revolving piston assembly 113. The control valve 115 May be slidably disposed in the control valve bore and may include an inner check valve that allows only hydraulic fluid flow from passage 121 to passage 114. The design and location of control valve 115 For example, in an alternate embodiment, in which the longitudinal axis of the rocker shaft 500 is substantially aligned with the longitudinal axis of the rocker shaft 500, the control valve 115 is rotated about 90 degrees As shown in Fig.

The second end of the engine braking rocker arm 100 may include a lash adjustment assembly 112, which includes a lash screw and a lock nut. The second end of the rocker arm 100 may also include a revolving piston assembly 113 below the lash adjuster assembly 112. The revolving piston assembly 113 may include an actuator piston 132 slidably disposed in a bore 131 provided in the head portion of the rocker arm 100. The bore 131 communicates with the fluid passage 114. The actuator piston 132 may be deflected upwardly by the spring 133 to create a lash space between the actuator piston and the sliding pin 650. [ The design of the idle piston assembly 113 can be varied without departing from the intended scope of the present invention.

The application of the hydraulic fluid from the passage 121 to the control valve 115 may cause the control valve to overcome the deflection of the spring on the control valve and index upward as shown in Figure 3, To pass through the passageway 114 to the revolving piston assembly 113. The check valve included in the control valve 115 prevents backward flow of the hydraulic fluid from the passage 114 to the passage 121. When the hydraulic fluid pressure is applied to the actuator piston 131, the actuator piston can move downward against the deflection of the spring 133 and occupy any lash space between the actuator piston and the sliding pin 650. In turn, valve actuation motion, which is transmitted from the cam bumps 142, 144, 146 and / or 148 to the engine braking rocker arm 100, is transmitted to the sliding pin 650 and to the exhaust valve 810 below the sliding pin . When hydraulic pressure is reduced in passage 121 under the control of a solenoid control valve (not shown), control valve 115 may collapse into its bore under the influence of a spring on it. As a result, the hydraulic pressure in the passage 114 and the bore 131 is vented to the outside of the rocker arm 100 through the upper side of the control valve 115. In turn, the spring 133 may exert an upward force on the actuator piston 132 such that the lash space 104 is again created between the actuator piston and the sliding pin 650. In this manner, the exhaust and intake engine braking rocker arms 100 and 300 can selectively provide valve actuation motions to the sliding pins 650 and 750 and hence to the engine valves disposed below these sliding pins.

4, in yet another alternative embodiment of the present disclosure, means 100 for actuating an exhaust valve to provide engine braking and / or means for actuating a suction valve 300 to provide engine braking ) May be provided by any or all of the orbiting systems, including non-hydraulic systems, including, without limitation, actuator pistons 102, or any of a variety of valve actuation systems. A lash space 104 may be provided between the actuator piston 102 and the underlying sliding pin 650/750, as described above. The idle or various valve actuation system 100/300 may optionally be of any type known to be capable of operating an engine valve.

Operation of the engine braking rocker arm 100 will now be described. During positive power, the solenoid hydraulic control valve that selectively supplies the hydraulic fluid to the passage 121 is closed. Thus, the hydraulic fluid does not flow from the passage 121 to the rocker arm 100, and no hydraulic fluid is provided to the revolving piston assembly 113. The idle piston assembly 113 is held in the lowered position illustrated in FIG. In this position, the lash space 104 may be retained between the idle piston assembly 113 and the sliding pins 650/750.

During engine braking, a solenoid hydraulic control valve may be actuated to supply hydraulic fluid to passageway 121 at the rocker shaft. The presence of the hydraulic fluid in the fluid passageway 121 causes hydraulic fluid to flow through the passageway 114 to the idle piston assembly 113 causing the control valve 115 to move upward as shown. This causes the idle piston 132 to extend downward and allows all movement of the rocker arm 100 to be guided from one or more cam bumps 142, 144, 146 and 148 to the sliding pins 650/750 And to the position occupying the lash space 104 to be delivered to the underlying engine valve.

Referring to Figures 2, 3 and 5, in the first method embodiment, the system 10 may be operated as follows to provide positive power and engine braking operation. During positive power actuation (braking), hydraulic fluid pressure is preferentially reduced or removed in the main exhaust rocker arm 200 before fuel is supplied to the cylinders and then reduced or eliminated in the main intake rocker arm 400. As a result, the inner plungers 760 are urged by their inner plunger springs 744 to their uppermost positions, which causes the lower portions of the inner plungers to contact one or more of the wedge rollers or balls 740 To be in the recesses 770 provided in the walls of the bridge bodies 710. This causes the outer plungers 720 and valve bridge bodies 710 to "lock " together, as shown in FIG. In turn, main exhaust and main intake valve operations applied to the outer plungers 720 through the main exhaust and main intake rocker arms 200 and 400 are transmitted to the valve bridge bodies 710, Are operated for main exhaust and main intake valve events.

During this time, a reduced hydraulic fluid pressure is applied to the engine braking exhaust rocker arm 100 and the engine < RTI ID = 0.0 > 100, < / RTI > so that the lash space 104 is maintained between the rocker arms or means and the sliding pins 650 and 750, Is provided to the braking suction rocker arm 300 (or means 100 for actuating the exhaust valve to provide engine braking and means 300 for actuating the intake valve to provide engine braking) or none at all. As a result, the engine-breaking exhaust rocker arm or means 100 can also be operated by the engine-braking suction rocker arm or means 300 either to the sliding pins 650 and 750 or to the engine valves 810 and 910 It does not deliver any valve-actuated motion.

During engine braking operation, increased hydraulic fluid pressure is provided to each rocker arm or means (100, 200, 300 and 400) after stopping fueling the engine cylinder and awaiting a predetermined time for the fuel to be removed from the cylinder do. The hydraulic fluid pressure is preferentially applied to the main intake rocker arm 400 and the engine braking intake rocker arm or means 300 and then to the main exhaust rocker arm 200 and the engine braking exhaust rocker arm or means 100 do.

The application of hydraulic fluid to the main intake rocker arm 400 and the main exhaust rocker arm 200 causes the inner plungers 760 to move one or more of the wedge rollers or balls 740 into the recess 762 Causing it to move downward. This allows the inner plungers 760 to be "unlocked" from the valve bridge body 710. As a result, the main exhaust and suction valve actuation applied to the outer plunger 720 is lost because the outer plungers overcome the deflection of the springs 746 and slide into the central openings 712. This causes the main exhaust and intake valve events to be "lost ".

Engine braking exhaust rocker arm 100 (or means 100 for actuating the exhaust valve to provide engine braking) and engine braking suction rocker arm 300 (or means for actuating the intake valve to provide engine braking 300) may be configured to extend downwardly from each of the actuator pistons 132 and extend downwardly from any of the rocker arms or means and between the sliding pins 650 and 750 disposed thereunder, space 104, as shown in FIG. As a result, engine braking valve actuation applied to the engine braking exhaust rocker arm or means 100 and the engine braking suction rocker arm or means 300 may cause the sliding pins 650, 750 and the engine valves Lt; / RTI >

Figure 5 shows the main exhaust rocker arm 200, means 100 for operating the exhaust valve to provide engine braking, main intake rocker arm 400 and means 300 for actuating the intake valve to provide engine braking ), Which can be provided using a valve actuation system 10 including a plurality of valves (not shown) and operable as described immediately above. The main exhaust rocker arm 200 may be used to provide a main exhaust event 924 and the main intake rocker arm 400 may be used to provide a main suction event 932 during positive power operation.

During engine braking operation, the means 100 for operating the exhaust valve to provide engine braking includes a standard BGR valve event 922, an increased lift BGR valve event 924, and two decompression valve events 920 ). ≪ / RTI > The means 300 for actuating the intake valve to provide engine braking may provide two intake valve events 930 that provide additional air to the cylinder for engine braking. As a result, the system 10 can provide full two cycle decompression engine braking.

Continuing with reference to FIG. 5, in a first alternative, the system 10 includes two intake valves (not shown) as a result of applying a variable valve actuation system to serve as means 300 for actuating the intake valves to provide engine braking Only one or the other of events 930 may be provided. The variable valve actuation system 300 may be used to selectively provide one or the other or both of the intake valve events 930. [ If only one of these intake valve events is provided, a 1.5-cycle decompression engine braking occurs.

In another alternative, the system 10 may include only one of the two decompression valve events 920 as a result of using the variable valve actuation system to function as the means 100 for actuating the exhaust valve to provide engine braking, Provide another one, and / or provide one or two of the BGR valve events 922, 924, or may not provide BGR valve events. Variable valve actuation system 100 provides either one or both of the one or the other, or both, decompression valve events 920 and / or BGR valve events 922 and 924, Lt; RTI ID = 0.0 > and / or < / RTI > When the system 10 is configured in this manner, it can optionally provide 4-cycle or 2-cycle decompression engine braking with or without BGR.

An increased lift BGR valve event (not shown) provided by correspondingly increasing the height cam lobe bump on the cam driving the means 100 for driving the exhaust valve to provide engine braking 922) is illustrated by Figures 6 and 7. [ Referring to Figures 3, 4 and 6, the height of the cam bump, which creates an increased lift BGR valve event 922, includes means 100 for actuating the exhaust valve to provide engine braking, Lt; RTI ID = 0.0 > lash < / RTI > This increased height or lift is evident from event 922 in Fig. 6 when compared to events 920,924. During reinstitution of positive power operation using the system 10, the exhaust valve bridge 600 fails to lock against the outer plunger 720, typically causing a loss of main exhaust event 924 , Which can lead to serious engine failure. 7, if the main exhaust event 924 is lost due to a failure, by including an increased lift BGR valve event 922, then the increased lift BGR valve event 922 may be a normally expected main exhaust Allowing exhaust gases to escape from the cylinder in time proximity at the time when the valve event 924 was assumed to have occurred and to prevent engine damage that otherwise could have occurred.

A set of alternate examples of valve operations, which may be accomplished using one or more of the systems 10 described above, is illustrated by FIG. 8, the system used to provide exhaust valve actuation 920, 922, 924 is the same as described above and includes a main exhaust rocker arm 200 and an engine braking exhaust rocker arm 100 The means 100 for operating the exhaust valve (FIG. 3) or for providing engine braking (FIG. 4) are also identical. The main suction rocker arm 400 and the manner of operating it are the same as in the previous embodiments.

Continuing to refer to FIG. 8, one or both of the intake valve events 934 and / or 936 may be provided using one of the three alternate devices. In a first alternative, means 300 for actuating the intake valve (whether a rocker arm or the like is provided to provide engine braking) can be removed from the system 10. 2, an alternative cam phase shift system 265 may be provided to operate on the cam 260 driving the main intake rocker arm 400, instead of the means 300. The cam phase shift system 265 can selectively modify the phase of the cam 260 relative to the crank angle of the engine. As a result, referring to Figs. 2-8, an intake valve event 934 may be generated from the main intake cam bump 262. Fig. The intake valve event 934 may be "shifted " to occur later than typically can occur. In detail, the intake valve event 934 may be delayed so as not to interfere with the second decompression valve event 920. The intake valve events 936 can not be provided when the cam phase shift system 265 is utilized, resulting in 1.5-cycle decompression engine braking.

The construction of the decompression engine using the system 10 including the cam phase shift system 265 may be accomplished as follows. Firstly, it is provided that the fuel is shut off from the engine cylinder, and a predetermined delay allows the fuel to be removed from the cylinder. Next, the cam phase shift system 265 is activated to delay the timing of the main intake valve event. Finally, an exhaust side solenoid hydraulic control valve (not shown) can be actuated to supply hydraulic fluid to the main exhaust rocker arm 200 and to the means 100 for operating the exhaust valve to provide engine braking . This can cause the exhaust valve bridge body 710 to be unlocked from the outer plunger 720 and disable main exhaust valve events. Supplying the hydraulic fluid to the means (100) for operating the exhaust valve to provide engine braking may be accomplished by providing an engine braking exhaust valve comprising one or more decompression events and one or more BGR events, Events. Such an order can be reversed such that it transitions back to the start of positive power operation from the engine braking operating mode.

Referring to Figures 4 and 8, in the second and third alternatives, one or both of the intake valve events 934 and / or 936, or both events, Or by using a lost motion system or a variable valve actuation system to function as the means 300 for actuating the valve. The variable valve actuation system may selectively provide events of one or both of the intake valve events 934 and 936, or both, while the idle system may provide both intake valve events 934 and 936 And can be selectively provided.

Performing decompression engine braking using the system 10 including the hydraulic or pneumatic variable valve actuation system may occur as follows. First, it is inferred that the fuel is shut off from the engine cylinder, and a predetermined delay allows the fuel to be removed from the cylinder. Next, the suction side solenoid hydraulic control valve can be operated to supply the hydraulic fluid to the main suction rocker arm 400 and the suction valve bridge 700. This may cause the intake valve bridge body 710 to be unlocked from the outer plunger 720 and disable the main intake valve events. Finally, the exhaust-side solenoid hydraulic control valve can be operated to supply hydraulic fluid to the main exhaust rocker arm 200 and to the means 100 for driving the exhaust valve to provide engine braking. This can cause the exhaust valve bridge body 710 to be unlocked from the outer plunger 720 and disable main exhaust valve events. Supplying the hydraulic fluid to the means (100) for operating the exhaust valve to provide engine braking may include one or more decompression valve events (920) and one or more BGR valve events 922, and 924. The engine braking exhaust valve < / RTI > Such an order can be reversed such that it transitions back to the start of positive power operation from the engine braking operating mode.

Another alternative to the method described above is illustrated by FIG. In Figure 9, all valve operations shown are the same as described above, with one exception being provided using any of the systems 10 described above. A partial bleed exhaust valve event 926 (FIG. 9) replaces BGR valve event 922 and decompression 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, which would otherwise generate a BGR valve event 922 and a decompression valve event 920.

Any of the embodiments discussed above may be combined with the use of a variable geometry turbocharger, a variable exhaust throttle, a variable intake throttle, and / or an external exhaust gas recirculation system to provide engine braking It is also recognized that the level can be modified. In addition, the engine braking level can be modified by grouping one or more valve operating systems 10 in the engine together to receive the hydraulic fluid under the control of a single solenoid hydraulic control valve. For example, in a six cylinder engine, three sets of two suction and / or exhaust valve actuation systems 10 may be under the control of three separate solenoid hydraulic control valves, respectively. In this case, the variable levels of engine braking can be used to provide hydraulic fluid to the intake and / or exhaust valve actuation systems 10 to generate engine braking in two, four, or all six engine cylinders. May be provided by selectively operating hydraulic control valves.

It will be apparent to those skilled in the art that changes and modifications of the embodiments described above may be made. For example, the means 100 for actuating the exhaust valve to provide engine braking and the means 300 for actuating the intake valve to provide engine braking may be used in other applications for non-engine braking valve actuation . In addition, the apparatus shown for providing means (100) for actuating the exhaust valve to provide engine braking and means (300) for actuating the intake valve to provide engine braking is shown in Figures 3 and 4 Lt; RTI ID = 0.0 > device. ≪ / RTI >

10 is a block diagram that schematically illustrates a valve actuation system in accordance with various embodiments of the present disclosure. In particular, the system 1000 includes a main valve actuated motion source 1002 and an assisted valve actuated motion source 1004. As used herein, the terms "main" or "main event" or variations thereof are used below and refer to the single valve motions or intake and exhaust valves required for positive power operation of the internal combustion engine Quot; refers to such single valve motions, i.e., those components belonging to exhaust main events or suction main events. Also, the terms "auxiliary" or " auxiliary motion "or variations used hereinbelow are intended to encompass all such valve motions belonging to such valve motions associated with operation of the internal combustion engine, Refers to components and may be used with valve motions incompatible with positive power generation as well as with such operation without requiring positive power generation. By way of non-limiting example, auxiliary valve motions that are distinct from the main valve events may be selected for the purpose of decompression (CR) valve motion, brake gas recirculation (BGR), internal exhaust gas recirculation (IEGR) Late valve closing (LVC) through the addition of supplemental valve event (s) during the closing of the main valve event, valve events to stimulate the turbochargers, and And additional valve events to modify air motion in the cylinder. U.S. Patent 6,325,043; 6,827,067; 7,712,449; 8,375,904 and U.S. Patent Application Publication 2005/0274341 teach various auxiliary valve motions, the teachings of which are incorporated herein by this reference. However, as will become apparent from the description herein, such auxiliary components or valve motions may cooperate with the main components and the main components may cooperate with the auxiliary components or valve motions to achieve the desired operation . As a subset of "auxiliary", the terms "braking", "braking motion", "braking events" or variations thereof are used below to describe the engine braking Quot; refers to the components or valve motions associated with operation. For example, the braking valve motions or engine braking valve motions refer to CR valve motions, bleeder valve motions, brake gas recirculation BGR valve motions, etc., as is known in the art, for example. Accordingly, the main valve operated motion source 1002 provides main valve events or motions to be delivered to one or more engine valves 1008, and likewise, the auxiliary valve operated motion source 1004 provides one or more engine valves 1008, And provides auxiliary valve events or motions to be delivered to the valves 1008. [ Each of the main valve actuated motion source 1002 and the assistant valve actuated motion source 1004 may be coupled to any of a number of well known motion societies known in the art configured to provide the requisite valve motions, 260, 140), a tappet connecting the push rod and / or the rotating cam, and the like.

The main valve actuated motion source 1002 is operatively connected to the main valve train 1006 and the main valve train is then operatively connected to one or more engine valves 1008. One or more engine valves 1008 may include any type of engine valve, such as intake or exhaust valves, as is known in the art. Also, as is known in the art, the main valve train 1006 includes one or more components used to transfer motion from the main valve actuated motion source 1002 to the valve (s) 1008 can do. For example, the main valve train 1006 includes one or more linkages of rocker arms, push rods, tappets, lash adjusters, valve bridges, or other components known in the art for delivering motions to the valve can do. In the illustrated embodiment, the main valve train 1006 further includes an incapacitating mechanism 1010 that is operable to disable delivery of the main valve motions to the valve (s) 1008. [ Thus, the sub-actuating mechanism 1010 is an idler as described above, one example of which is an outer plunger 720, a cap 730, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, and a ball 740. The balloon 740 is an orbital assembly shown in Fig.

 Although the embodiment of Figure 2 is an example of a hydraulically actuated locking mechanism present within valve bridges 600,700, those skilled in the art will appreciate that many of the different sub-actuating mechanisms configured for deployment at various locations along main valve train 1006 Any of which may be used. For example, hydraulic or electric lifting devices such as valve lifters or tappets may change lengths to contact the cams or to prevent contact with the cams, one example of which is to contact some General Motors vehicles Called Displacement On Dem and technology. Alternatively, selectable rocker arms, via hydraulic circuits provided on the rocker arm shaft, can be used to activate and deactivate the rocker arms, examples of which include Honda's variable valve timing and lift electronic control (VTEC) System, a Nissan environmental conservation-oriented variable valve lift and timing (NEO VVL) system, or a radial lock pin implementation as disclosed in U.S. Patent No. 5,099,806. Alternatively, the hydraulically-controlled idle mechanisms may be integrated into the rocker arm, an example of which is the so-called " Variable Valve Timing with Intelligence (VVT-i) " system by Toyota.

Additional implementations of the sub-actuating mechanism 1010 based on coupling and / or decoupling of adjacent rocker arms are described in detail below.

As further shown, the auxiliary valve actuated motion source 1004 may be operably connected to the valve (s) 1008 through at least a portion of the coupling mechanism 1012 and the main valve train 1006. For example, as described above, the coupling mechanism 1012 may include associated components that allow one or more of the sliding pins and adjacent rocker arms to be selectively coupled or disengaged, Causing the motions transmitted by the rocker arm to pass to the other rocker arm. In an alternative embodiment, the auxiliary valve actuated motion source 1004 'and coupling mechanism 1012' may bypass the main valve train 1006 and, as illustrated by the dashed lines, 0.0 > 1008 < / RTI > An example of such an alternative embodiment is shown in Figure 3 where the revolving piston assembly 113 can be actuated to contact the sliding pins 650 and 750 so that the breaking- Is transmitted to the sliding pins (650, 750) and the corresponding valve by the braking rocker arms (100, 300).

Finally, FIG. 10 illustrates a controller 1014 that may be used to control the actuation of sub-actuating mechanism 1010 and / or coupling mechanisms 1012 and 1012 '. In one embodiment, the controller 1014 includes a microprocessor, a microcontroller, a digital signal processor, a co (co) processor, a microprocessor, ) -Processor, or the like, or combinations thereof. 10, the controller 1014 may include one or more switchable controls that may be used to perform control of the sub-actuating mechanism 1010 and / or the coupling mechanisms 1012, 1012 ' For example, solenoids, relays, and the like. For example, in one embodiment, the controller 140 may be coupled to a user input device (e.g., a switch (not shown), via which the user may activate the desired auxiliary valve motion operating mode Detection by the controller 1014 of the selection of the user input device can then be performed by the controller 1014 by actuating the sub-actuating mechanism 1010 and / or the coupling mechanisms 1012 and 1012 ' The controller 1014 may determine how to control the secondary actuating mechanism 1010 and / or the coupling mechanisms 1012, 1012 '. Alternatively, or in addition, (Not shown) that provide data used by the controller 140 to perform the actuation of the sub-actuation mechanism 1010 and / or the coupling mechanism 1012 , 1012 'are hydraulic actuators A suitable switched control, if applicable, may include one or more solenoids used to control the flow of hydraulic fluid, such as engine oil, from a source of pressurized fluid (not shown). As is known in the art Likewise, each cylinder of the multi-cylinder internal combustion engine has its own peculiarly associated with the cylinder in the sense that the actuation of the switchable controls is only applied to the sub-actuating mechanism 1010 and / or the coupling mechanism 1012, 1012 ' In alternative embodiments, common or global switched controls may alternatively be used instead, wherein operation of the switched control (s) service multiple cylinders.

In accordance with system 1000, a method for performing auxiliary valve motions is further illustrated in FIG. In one embodiment, the process illustrated in FIG. 11 may be performed by the controller 1014 through control of the sub-actuating mechanism 1010 and / or the coupling mechanisms 1012, 1012 '. Thus, at block 1102, it is determined whether an engine braking operation has been initiated. As described above, such a determination can be made through the detection of an appropriate user base and / or sensor based input. Regardless, if it is determined that an engine braking operation has been initiated, processing continues to block 1104 where sub-actuating mechanism 1010 is actuated to thereby actuate valve (s) 1008 ≪ / RTI > of the main valve events. In addition, at block 1106, and in response to the determination of the engine braking operation being initiated again, engine braking valve events are enabled for valve (s) 1008. In the context of system 1000, this may include operating coupling mechanisms 1012 and 1012 '. As described above, the operation of the sub operating mechanism 1010 and / or the coupling mechanisms 1012 and 1012 'can be performed through hydraulic or electric switchable controls. In one embodiment, the engine braking valve events may include two-stroke engine braking as described above with respect to Fig.

Referring now to Figures 13 to 28, various embodiments of a system including a plurality of rocker arms are illustrated, wherein the rocker arms can be selectively coupled to and decoupled from each other. Each of the embodiments illustrated in Figures 13-28 includes features of one or more coupling mechanisms that may be used to couple / un-couple adjacent rocker arms. In particular, each pair of adjacent rocker arms form a boundary therebetween, and a coupling mechanism is provided for each such boundary. Thus, in the embodiment illustrated in Figures 13-15 and 24, two adjacent rocker arms and a single coupling mechanism are illustrated, while in the embodiment illustrated in Figures 18-23, three rocker arms and Two coupling mechanisms are illustrated. In addition, Figures 24 to 28 illustrate examples of one-way coupling mechanisms between adjacent rocker arms. Regardless of the embodiment, the embodiments illustrated in Figures 13-28 generally can be used to provide auxiliary valve motions, and in particular engine braking valve motions, to one or more valves as described in more detail below .

Referring now to Figure 12, a method for performing auxiliary valve motions based on the embodiments of Figures 13 to 28 is illustrated. Once again, in one embodiment, the process illustrated in FIG. 12 is performed by a controller (such as controller 1014) through control of various coupling mechanisms illustrated in FIGS. 13-28 and described in more detail below .

As discussed above, the braking valve motions used in the engine braking operation may take into account a subset of auxiliary valve motions. Accordingly, the dashed lines in block 1202 indicate this state as a step in the sense that a determination is made as to whether or not the engine braking operation has been initiated, and the techniques for this determination are described below. More generally, it can be assumed that the process illustrated in FIG. 12 is performed when some form of auxiliary valve motion is desired, and this auxiliary valve motion may comprise a specific subset of engine breaking valve motions. Accordingly, regardless of the nature of the auxiliary valve motion to be performed, processing continues to block 1204 where one or more coupling mechanisms are controlled to couple the first rocker arm to the second rocker arm in this block, One rocker arm is operatively connected to one or more valves and the second rocker arm is operatively connected to an auxiliary motion source. When coupled in this manner, the auxiliary valve motions provided by the secondary motion source may be coupled to the primary rocker arm by coupling of the secondary rocker arm and auxiliary valve motions. In this case, the auxiliary valve motions transmitted to the first rocker arm may thus be added to any other valve motions (e.g., main valve motions) applied to the first rocker arm or applied to the first rocker arm Lt; RTI ID = 0.0 > single-valve motions. ≪ / RTI > When the first rocker arm is already operatively connected to the main event motion source through coupling with the third rocker arm (e.g., as may be the case in the embodiment illustrated in Figures 18-24) , Processing may optionally include block 1206 in which one or more control mechanisms are controlled to decouple the first rocker arm from the third rocker arm and the third rocker arm is controlled by the main event motion source Respectively. It should be noted that although blocks 1204 and 1206 are illustrated in Figure 12 in a particular order, this is not a requirement and that the operations performed in these blocks may be reversed according to the particular needs of a given application. While simultaneously applying auxiliary valve motions to the first rocker arm through the second rocker arm, the ability to interfere with the main event motions being applied to the first rocker arm is such that special engine braking operations, such as two-stroke engine braking, .

Accordingly, if auxiliary valve motions are performed through selective coupling / decoupling of the rocker arm, processing may continue to block 1208 where it is determined whether positive power operation has been initiated. In one embodiment, such a determination may be made once again through the detection of user-based and / or sensor-based inputs by an appropriate controller. For example, if auxiliary valve motions are initiated through user input or detection of a particular set of sensor conditions, a change or interruption in user input or specific sensor conditions may serve as a basis for initiating positive power operation. Additionally, to the extent that some auxiliary valve motions are not necessarily required in collision with main valve motions (e. G., EGR valve events), the initiation of positive power actuation at block 1208 may cause the main valve events It can be broadly interpreted to include the above cases in which auxiliary valve events initiated without collision are interrupted but main valve events continue. Regardless, processing then continues to block 1210 where one or more coupling mechanisms used to couple the first and second rocker arms at block 1204 in this block are now (block 1208 (E.g., in response to a determination in the first rocker arm). In this manner, all auxiliary valve motions provided to the first rocker by the second rocker arm are interrupted. If the auxiliary valve motions provided by the second rocker arm were the only valve motions applied to the first rocker arm, processing may optionally continue to block 1212 where the first and third rocker arms are coupled One or more coupling mechanisms previously controlled in block 1206 to release the ring are once again controlled to couple the first and third rocker arms. In this manner, the main event valve motions provided by the third rocker arm are once again transmitted to the first rocker arm and consequently to the one or more valves. Again, it is noted that the special ordering of blocks 1210 and 1212 is not a requirement and that the order of these blocks may be reversed as a matter of design choice.

Referring now to Figures 13 to 28, various configurations of multiple rocker arms and corresponding coupling mechanisms are illustrated. 13, the main rocker arm 1302 and the auxiliary rocker arm 1304 are disposed adjacent to each other on the rocker arm shaft 1306 and the main and auxiliary rocker arms 1302 and 1304 are disposed on the rocker arm shaft 1306. [ As shown in Fig. As shown, the rocker arm shaft 1306 includes an interior (not shown) that can provide pressurized hydraulic fluid (e.g., engine oil as a non-limiting example) to either or both of the main and auxiliary rocker arms 1302, And may include a passageway 1308.

In the illustrated embodiment, both the main rocker arm 1302 and the auxiliary rocker arm 1304 have respective roller followers 1310, 1316 in contact with corresponding cams 1314, 1316 that rotate about a camshaft 1318, 1312). As is known in the art, the main cam 1314 may be configured to provide main event valve motions (e.g., suction or exhaust main event valve motions), while the auxiliary cam 1316 may be configured to provide auxiliary And may be configured to provide valve motions (e.g., engine braking valve motions). Although the roller followers 1310 and 1312 are illustrated as being in contact with the cams 1314 and 1316, those skilled in the art will appreciate that other linking mechanisms (e.g., tappets, push rods, etc.) It can be used.

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

A coupling mechanism 1320 for connecting the boundary between the main rocker arm 1302 and the auxiliary rocker arm 1304 is provided. In this embodiment, the coupling mechanism includes a first or main bore 1322 formed in the main rocker arm 1302. In this embodiment, The first bore 1322 is formed transversely to the longitudinal length of the main rocker arm 1302 and is open on the lateral surface of the main rocker arm 1302 toward the secondary rocker arm 1304. [ Respectively. The sliding member 1324 is disposed in the first bore 1322. The sliding member has a longitudinal length such that the sliding member can be fully retracted within the first bore 1322. [ The first bore is provided with a hydraulic passage 1326 in fluid communication with the inner passage 1308. In the auxiliary rocker arm 1304, a second or auxiliary bore 1328 is provided when all of the cams 1314, 1316 are in the base circle against the roller followers 1310, 1312, Are not axially aligned with the first bore (1322) when they are not transmitted to the first bore (1302, 1304). The second bore 1328 is positioned in the longitudinal direction of the auxiliary rocker arm 1304 having an open end on the lateral surface of the auxiliary rocker arm 1404 toward the main rocker arm 1302, And is formed in the transverse direction with respect to the length. A biasing mechanism may be disposed within the second bore; In the illustrated embodiment, the deflection mechanism includes a deflection piston 1330 and a deflection spring 1332 configured to urge the deflection piston toward the open end of the second bore. Additionally, the stop mechanism may be configured to prevent the extension of the deflection piston 1330 out of the second bore 1332, that is, to prevent the end face of the deflection piston 1330 from being displaced in the lateral direction in which the open end of the second bore 1328 is present Can be used so as not to extend substantially beyond the plane of the surface. Techniques for implementing such stopping mechanisms are well known in the art. Examples of such stop mechanisms are: a piston (one example of which is illustrated in Figs. 16 and 17) having a stepped bore and a cap nut or other device at the closed end bore or a bore wall configured to limit movement of the piston And a pin in the piston which is caught in the formed slot. In one embodiment, the longitudinal length of the deflection piston 1330 is such that the movement of the deflection piston 1330 into the second bore reaches the end of the second bore 1328 before reaching the compression limit of the biasing spring 1332 Is selected to be limited by the proximity of the deflection piston (1330).

13, when hydraulic passage 1326 is not filled with hydraulic fluid and assuming axial alignment of first and second bores 1322 and 1328, deflection piston 1330 and deflection The deflection provided by the combination of the springs 1332 will push the sliding member 1324 into the first bore 1322. [ Generally, when the sliding member 1324 and deflection piston 1330 are retracted into their respective bores, these components are not affected or otherwise not interfere with the ability of the rocker arms 1302, 1304 to move . For example, in one embodiment, the length of the sliding member 1324 is selected such that it does not substantially extend out of the first bore 1322 when fully retracted therein. In this manner, the adjacent end surfaces of the sliding member 1324 and deflection piston 1330 move freely past each other as motions from the cams 1314 and 1316 are transmitted to the respective rocker arms 1302 and 1304 Slide. As a further example, the edges that form the adjacent ends of either or both of the sliding member 1324 and the deflection piston 1330 may be beveled, chamfered, or rounded to minimize the likelihood of catching other moving components do. Note that such considerations regarding the configuration of the sliding member 1324 and the deflection piston 1330 are equally applicable to the other embodiments described below.

14, when the hydraulic passage 1326 is filled with the hydraulic fluid, the biasing force applied by the biasing spring 1332 is overcome by the pressurized hydraulic fluid, whereby the sliding member 1324 Causing it to extend out of the first bore 1322. While the sliding member 1324 is preferably dimensioned to closely match the sizes of the first bore 1322 and the pressure applied by the hydraulic fluid is sufficient to cause the movement of the sliding member 1324, It will be appreciated that some leakage of hydraulic fluid between the sliding member 1324 and the first bore 1322 may be allowed. As the sliding member 1324 extends out of the first bore 1322 and into the second bore 1328, the biasing piston 1330 is biased toward the end wall of the second bore 1328, And is further pressurized into the second bore 1328 until it abuts. The sliding member 1324 is partially retained in the first and second bores 1322 and 1328 as long as the hydraulic passage 1326 is sufficiently pressed by the hydraulic fluid so that the main rocker arm 1302 and the auxiliary Effectively coupling the rocker arm 1304 together. The force of the biasing spring 1332 again causes the biasing piston 1330 to extend so that the sliding member 1324 retracts into the first bore and the main And the auxiliary rocker arms 1302 and 1304 are disengaged.

Figure 15 is a cross-sectional side view of the first and second bores 1322 and 1328 and the coupling mechanism of the coupling mechanism, substantially as shown in Figures 13 and 14, except that the arrangement of the associated components of the coupling mechanism is reversed for the main and auxiliary rocker arms 1302 and 1304 To illustrate a similar embodiment. The first bore 1322 and the sliding member 1324 are disposed in the auxiliary rocker arm 1304 like the hydraulic passage 1326 as shown. In addition, the second bore 1328, deflection piston 1330, and deflection spring 1332 are disposed within the main rocker arm 1302. The operation of the sliding member 1324 is otherwise the same as described above with reference to Figs. 13 and 14.

As described above, the biasing mechanism illustrated in Figs. 13-15 is disposed in the second bore opposite the sliding member 1324. Fig. In an alternative embodiment, the biasing mechanism may be implemented in a single bore, particularly in the same bore in which the sliding member is disposed, as illustrated in Figs. 16 and 17. 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, as shown here. In addition, a sliding member 1610 is disposed in the first bore 1606 and a hydraulic passage 1612 is in fluid communication with the first bore 1606 and the end of the sliding member 1610. In this embodiment, however, the stop 1614 is arranged at the open end of the first bore 1606 and the biasing spring 1616 is arranged between the shoulder of the sliding member 1610 and the stop 1614 do. As shown, the surface of the shoulder is opposed to the end of the sliding member 1610 which communicates with the hydraulic passage 1612. This contact of the surface with the biasing spring urges the inner plunger into the first bore 1606. Once again, the longitudinal length of the sliding member 1610 is selected such that the sliding member 1610 does not substantially extend out of the first bore 1606 when fully retracted into the first bore 1606. [ In this embodiment, the introduction of pressurized hydraulic fluid into the hydraulic passage 1612 exerts sufficient pressure on the end of the sliding member 1610 to overcome the force of the biasing spring 1616, Allowing the reduced diameter portion to extend past the stop 1614 and into the second bore 1608 out of the first bore 1606. [ As shown, the second bore 1608 is dimensioned to closely match the sizes of the reduced diameter portion of the sliding member 1610, i.e., to assure receipt of the sliding member 1610 within the second bore 1608 And is constructed within a tolerance sufficient for the following.

18, a main rocker arm 1802, an auxiliary rocker arm 1804 and a neutral rocker arm 1806 are disposed on the rocker arm shaft 1806 and rotate freely about the rocker arm shaft 1808 An embodiment is arranged. The neutral rocker arm 1806 is disposed adjacent to both the main rocker arm 1802 and the auxiliary rocker arm 1804, i.e., between the main and auxiliary rocker arms 1802, 1804. In this embodiment, the rocker arm shaft 1808 includes a first or main inner passage 1810 and a second or auxiliary inner passage 1812, each of which is a pressurized hydraulic fluid (e.g., as a non-limiting example Engine oil) to a corresponding one of the main and auxiliary rocker arms 1802, 1804. Note that for ease of illustration, the main and auxiliary inner passages 1810, 1812 that extend the length of the rocker arm shaft 1808 are not shown. However, this will in fact be the case for providing pressurized hydraulic fluid to each cylinder and its corresponding rocker arm devices.

In the illustrated embodiment, the main rocker arm 1802 and the auxiliary rocker arm 1804 are coupled to respective roller followers 1814, 1820 that contact the corresponding cams 1818, 1820 that rotate about the camshaft 1822, 1816). As in the embodiments of FIGS. 13-15, the main cam 1818 may be configured to provide main event valve motions while the auxiliary cam 1820 may be configured to provide auxiliary valve motions. Once again, linking mechanisms other than the roller followers 1814, 1816 can be used equally to accommodate motions from corresponding cams 1818, 1820.

In the embodiment of Figure 18, the distal end of the neutral rocker arm 1806 (with respect to the camshaft 1822) may be operatively connected to one or more engine valves. While this is not a requirement, in the illustrated example, valve bridge 1803 is used for this purpose.

18, there are two coupling mechanisms that interface between the main rocker arm 1802 and the neutral rocker arm 1806 and between the secondary rocker arm 1804 and the neutral rocker arm 1806 / RTI > In this embodiment, the main coupling mechanism 1830 includes a first bore 1832 formed in the main rocker arm 1802. The first bore 1832 is formed transversely to the longitudinal length of the main rocker arm 1802 and is open on the lateral surface of the main rocker arm 1802 toward the neutral rocker arm 1806. [ Respectively. The sliding member 1834 is disposed in the first bore 1832. The sliding member has a longitudinal length such that the sliding member can be fully retracted within the first bore 1832. [ The first bore is provided with a main hydraulic passage 1836 in fluid communication with the main inner passage 1810. Inside the neutral rocker arm 1806 there is a gap between the rocker arms 1802 and 1804 when the cams 1818 and 1820 are both in the base circle against the roller followers 1814 and 1816, A second bore 1838 is formed so that the second bore is axially aligned with the first bore 1832 when it is not transmitted. The second bore 1838 is positioned in the longitudinal direction of the neutral rocker arm 1806 having an open end on the lateral surface of the neutral rocker arm 1806 toward the main rocker arm 1802, And is formed in the transverse direction with respect to the length. The biasing mechanism may be disposed within the second bore; In the illustrated embodiment, the biasing mechanism includes a main biasing spring 1840 and a main biasing spring 1842 configured to urge the main biasing piston toward the open end of the second bore. In addition, the stop mechanism may be configured to prevent the extension of the main deflection piston 1840 out of the second bore 1838, i.e., to prevent the end face of the main deflection piston 1840 from contacting the second bore 1838 Can be used so as not to extend substantially beyond the plane of the lateral surface. In one embodiment, the longitudinal length of the main deflecting piston 1840 is such that the movement of the main deflecting piston 1840 into the second bore reaches the compression limit of the main deflecting spring 1842, Is selected to be limited by the proximity of the end wall and the main deflection piston (1840).

18 illustrates an ancillary coupling mechanism 1850 that includes a third bore 1852 formed in the auxiliary rocker arm 1804. As shown in FIG. As shown, the third bore 1852 is formed transversely to the longitudinal length of the auxiliary rocker arm 1804 and is open on the lateral surface of the auxiliary rocker arm 1804 toward the neutral rocker arm 1806 Respectively. The sliding member 1854 is disposed in the third bore 1852. The sliding member has a longitudinal length such that the sliding member can be completely retracted into the third bore 1852. [ The third bore is provided with an auxiliary hydraulic passage 1856 in fluid communication with the auxiliary internal passage 1812. In the neutral rocker arm 1806, when both of the cams 1818 and 1820 are in the base circle against the roller followers 1814 and 1816, that is, when valve motions are transmitted to the respective rocker arms 1802 and 1804 The fourth bore 1858 is formed to be aligned with the third bore 1852 in the axial direction. The fourth bore 1858, like the third bore 1852, extends in the longitudinal direction of the neutral rocker arm 1806 with the open end on the lateral surface of the neutral rocker arm 1806 toward the auxiliary rocker arm 1804. [ And is formed in the transverse direction with respect to the length. The biasing mechanism may be disposed in four bores; In the illustrated embodiment, the biasing mechanism includes an auxiliary deflection piston 1860 and a biasing spring 1862 configured to urge the auxiliary deflection piston toward the open end of the fourth bore. Additionally, the stop mechanism may be configured to prevent the extension of the auxiliary deflection piston 1860 out of the fourth bore 1858, i.e., to prevent the end face of the auxiliary deflection piston 1860 from moving beyond the open end 1858 of the fourth bore 1858 But may not be substantially extended beyond the plane of the lateral surface. In one embodiment, the movement of the auxiliary deflection piston 1860 into the fourth bore is prior to the compression limit of the auxiliary deflection spring 1862 before the end walls of the fourth bore 1858 and the adjacencies of the auxiliary deflection piston 1860 The longitudinal length of the auxiliary deflection piston 1860 is selected.

Similar to the embodiment of Figure 13, when the main hydraulic passage 1836 or the auxiliary hydraulic passage 1856 or both are filled with hydraulic fluid, the corresponding main sliding member 1834 or auxiliary sliding member 1854, or both Second and fourth bores 1838 and 1858, respectively. In this manner, the neutral rocker arm 1806 can be coupled and / or decoupled from either the main rocker arm 1802 or the auxiliary rocker arm 1804, or both, thereby causing certain valve motions (i.e., Valve motion, main valve motions, either or both) are provided to the neutral rocker arm 1806 and, consequently, to one or more engine valves.

Figure 19 is a side elevational view of the first and second bores 1832 and 1838 of Figure 18, except that the arrangement of the associated components of the first and second bores 1832 and 1838 and the main coupling mechanism is reversed relative to the main and neutral rocker arms 1802 and 1806, To illustrate a similar embodiment. The first bore 1832 and the main sliding member 1834 are disposed in the neutral rocker arm 1806 as shown in the main hydraulic passage 1836 as shown. In addition, the second bore 1838, the main deflection piston 1840, and the main deflection spring 1842 are disposed within the main rocker arm 1802. The operation of the main sliding member 1834 is otherwise the same as that described above with reference to Fig.

Further, although not illustrated in the drawings herein and similar to the reversed configuration illustrated in FIG. 19, in other embodiments, the arrangement of the associated components of the third and fourth bores 1852, 1858 and the auxiliary coupling mechanism Secondary and neutral rocker arms 1804 and 1806, respectively. The third bore 1852 and the auxiliary sliding member 1854 are disposed in the neutral rocker arm 1806 like the auxiliary hydraulic passage 1856. [ Further, the fourth bore 1858, the auxiliary deflection piston 1860, and the auxiliary deflection spring 1862 are disposed in the auxiliary rocker arm 1804. In this embodiment, the operation of the auxiliary sliding member 1854 is otherwise identical to the operation described above with reference to Fig.

Still further, although not illustrated in the drawings herein and contrary to the embodiment illustrated in FIG. 19, in another embodiment, both the main and auxiliary hydraulic passages 1836, 1856 are disposed within the neutral rocker arm 1806 . In this case both the first and third bores 1832 and 1852 and corresponding main and auxiliary sliding members 1834 and 1854 are also disposed in the neutral rocker arm 1806 and corresponding biasing mechanisms And are disposed in the auxiliary rocker arms 1802 and 1804.

Once again, the alternative deflection mechanism illustrated in Figures 16 and 17 may be used in place of any or both of the deflection mechanisms illustrated in Figures 18 and 19, or in lieu of the additional embodiments mentioned above.

Referring now to Figures 20 and 21, an embodiment similar to the embodiment shown in Figure 18 is further illustrated. 20 and 21 includes the main rocker arm 1802, the auxiliary rocker arm 1804, and the neutral rocker arm 1806 as described above. However, in this embodiment, each of the rocker arms 1802-1806 includes a single bore to implement the main coupling mechanism and the auxiliary coupling mechanism. In particular, the second bore disposed within the neutral rocker arm 1806 is coaxially aligned with the first and third bores disposed with the auxiliary and main rocker arms 1804, 1802, And is shared by both main coupling mechanisms.

20, the auxiliary rocker arm 1804 includes a first bore 2002 and an auxiliary sliding member 2004 disposed in the first bore. The first bore 2002 is in fluid communication with the auxiliary hydraulic passage 2006 and then the auxiliary hydraulic passage is in fluid communication with the auxiliary internal passage 2008 in the rocker arm shaft 2010. In all of the related aspects, the first bore 2002 and the auxiliary sliding member 2004 are substantially similar to the first bore and sliding member described above with respect to Figs. 15 and 18, for example.

However, in the embodiment of FIG. 20, the second bore 2012 is formed in the neutral rocker arm 1806 and the second bore 2012 (different from the embodiments described above) The second bore has two open ends on the opposing lateral surfaces of the neutral rocker arm 1806. [ The second bore 2012 is coaxially aligned with the first bore 2002 in the same manner as described above. Further, as shown, the neutral sliding member 2014 is disposed within the second bore 2012, and the neutral sliding member 2014 is less than the longitudinal length of the second bore 2012 and the second bore 2012, As shown in FIG. Still further, a third bore 2016 is formed in the main rocker arm 1802 and the third bore 2016 is coaxially aligned with the second bore 2012, and consequently also with the first bore 2002. Within the third bore 2016 the main sliding member 2018 is disposed with a main biasing spring 2020 that biases the main sliding member 2018 out of the third bore 2016. 20, the length in the longitudinal direction of the main sliding member 2018 is determined by the degree allowed by the adjacencies of the main sliding member 2018, the neutral sliding member 2014, and the auxiliary sliding member 2004, The main sliding member is selected to extend out of the third bore 2016.

Given the axial alignment of the first, second and third bores 2002, 2012, 2016 and there is no auxiliary hydraulic passage 2006 in which the hydraulic fluid is filled (as in this case, for example, The force applied by the main biasing spring 2020 to the main sliding member 2012 causes the main sliding member 2018 to move out of the third bore 2016 and into the second bore 2012 So as to extend adjacent to the neutral sliding member 2014. This causes the neutral sliding member 2014 to be adjacent to the auxiliary sliding member 2004, thereby causing the auxiliary sliding member 2004 to fully retract into the first bore 2002. [ The result of this arrangement is that the main rocker arm 1802 is coupled to the neutral rocker arm 1806 and the auxiliary rocker arm 1804 is coupled to the neutral rocker arm 1806 ). ≪ / RTI > This configuration provides a default state (i.e., when auxiliary hydraulic passage 2006 is not filled) in which main valve motions are enabled and auxiliary valve motions are disabled.

However, as shown in Fig. 21, the filling of the auxiliary hydraulic passage 2006 presses the first bore 2002 to a sufficient level to overcome the force applied by the main biasing spring 2020, Causing the sliding member 2004 to extend out of the first bore 2002 and into the second bore 2012. [ The adjacent abutment of the auxiliary sliding member 2004 and the neutral sliding member 2014 and the corresponding abutment of the neutral sliding member 2014 and the main sliding member 2018 are in complete contact with the third bore 2016 of the main sliding member 2018 Causing shrinkage. However, the length of the neutral sliding member 2014 (potentially with provision of the stop in the second bore 2012) prevents the extension of the neutral sliding member 2014 into the third bore 2016. [ At this time, the result of this arrangement is that the main rocker arm 1802 is disengaged from the neutral rocker arm 1806 and the auxiliary rocker arm 1804 is coupled to the neutral rocker arm 1806. This arrangement provides an operating condition (i.e., when auxiliary hydraulic passage 2006 is filled) in which auxiliary valve motions are enabled and main valve motions are disabled.

As mentioned, the embodiment illustrated in Figs. 20 and 21 effectively implements the configuration of "main valve events by default ", in which failure to pressurize the auxiliary hydraulic passage 2006 causes the main and auxiliary couples Ring mechanisms to be coupled onto the main and neutral rocker arms. Of course, it is possible to bring the provision of pressurized hydraulic fluid to a default state, thereby ensuring the coupling of the auxiliary and neutral rocker arms as a default. Still further, the arrangement of the hydraulic passage 2006, the sliding members and the biasing mechanism between the auxiliary and main rocker arms is such that failure to pressurize the hydraulic passage 2006 (currently disposed in the main rocker arm 1802) By which the rocker arms are coupled together and the main and neutral rocker arms are disengaged during this default operation.

Once again, the alternative biasing mechanism illustrated in Figures 16 and 17 may be used in place of either or both of the biasing mechanisms illustrated in Figures 20 and 21. [

Referring now to Figures 22 and 23, an embodiment combining the features from the embodiment of Figure 20 with the features from the embodiment of Figure 18 is illustrated. Particularly, as in the embodiment of Fig. 18, the main and auxiliary rocker arms 1802 and 1804 are provided with respective main and auxiliary hydraulic passages 1836 and 1856, respectively. The main and auxiliary hydraulic passages 1836 and 1856 are in fluid communication with each of the first and second bores 2202 and 2204. The first and second bores 2202 and 2204 are then axially aligned with a third bore 2210 formed in the neutral rocker arm 1806, as illustrated in FIG. As shown, the first bore 2202 has a main sliding member 2206 disposed therein, while the second bore 2204 has an auxiliary sliding member 2208 disposed therein. In the third bore 2210, a neutral sliding member assembly 2220 is provided. The neutral sliding member assembly 2220 includes a main deflecting piston 2222 arranged in the second bore 2210 facing the main sliding member 2206 and a second deflecting piston 2222 arranged in the second bore 2210 opposite the auxiliary sliding member 2208 And a deflection spring 2226 arranged between the main deflection piston 2222 and the auxiliary deflection piston 2224. The deflection spring 2226 includes a biasing spring 2226, The actuation of the biasing spring 2226 urges the main deflection piston 2222 and the auxiliary deflection piston 2224 in the direction of the respective apertures of the third bore 2210. In one embodiment, the stops may be provided to prevent extension of the main deflection piston 2222 and the auxiliary deflection piston 2224 out of the third bore 2210.

The deflection provided by the main deflection piston 2222 and the auxiliary deflection piston 2224 can be applied to the main and auxiliary sliding members 1822 and 1824 when the main and auxiliary hydraulic passages 1836 and 1856 are not filled with pressurized hydraulic fluid in this manner, 2206, 2208 are completely retracted into the first and second bores 2202, 2204, respectively. In this state, neither the main rocker arm 1802 nor the auxiliary rocker arm 1804 is coupled to the neutral rocker arm 1806. However, the filling of either the main hydraulic passage 1836 or the auxiliary hydraulic passage 1856 overcomes the force of the biasing spring 2226 and causes the third bore of the corresponding main or auxiliary sliding member 2206, 2208 2210). In this way, either the main rocker arm 1802 or the auxiliary rocker arm 1804 can be coupled to the neutral rocker arm 1806. 23 illustrates a situation in which both the main hydraulic passage 1836 and the auxiliary hydraulic passage 1856 are filled with hydraulic fluid. The resulting extension of the main and auxiliary sliding members 2206 and 2208 into the third bore 2210 causes both the main and auxiliary rocker arms 1802 and 1804 to be coupled to the neutral rocker arm 1806.

Referring now to Figures 24-27, embodiments utilizing multiple rocker arms and one-way coupling mechanisms are illustrated. Referring now to FIG. 24, an embodiment using the main rocker arm 2402 and the auxiliary rocker arm 2404 is illustrated. The auxiliary rocker arm 2404 can be operatively connected to the auxiliary cam 2405 and the main rocker arm 2402 can be operatively connected to the main cam 2403, as in the previous embodiments described above. As shown, the one-way coupling mechanism 2406 is implemented using an auto-biased, sliding member assembly that is substantially similar to the assembly disclosed in Figures 16 and 17. In particular, the sliding member 2408 is disposed in the bore 2410 formed in the main rocker arm 2402. [ An opening is provided in the lateral surface of the main rocker arm 2402 facing the auxiliary rocker arm 2404 with a longitudinal axis substantially transverse to the longitudinal axis of the main rocker arm 2402, The bore 2410 is formed. The hydraulic passage 2412 is in fluid communication with the bore 2410 as well as the internal passageway 2414 of the rocker arm shaft 2416. A biasing spring 2418, which cooperates with the stop 2420, biases the sliding member 2408 into the bore 2410. Once again, the length of the sliding member 2408 is selected so that the sliding member 2408 does not extend out of the bore 2410 when fully retracted into the bore 2410. However, as shown in FIG. 24, the filling of the hydraulic passage 2412 with the hydraulic fluid results in extension of the sliding member 2408 out of the bore 2410. However, in this embodiment, the extension of the sliding member 2408 is not engaged with the corresponding bore formed in the auxiliary rocker arm 2404 in this case. Instead, the elongated sliding member 2408 is configured to abut the upward or downward surface of the secondary rocker arm or to engage a slot formed in the secondary rocker arm. Examples of such embodiments are further illustrated in Figs. 25-28.

In Figures 25-27, a partial side view of the system illustrated in Figure 24 is shown. In particular, a sliding member 2408 extending out of the main rocker arm 2402 is shown. In this embodiment, the secondary rocker arm 2404 includes a cantilevered arm 2502 having a downwardly facing surface 2504. As shown in Fig. 25, when the cams 2403 and 2405 are in the base circle, the sliding member 2408 can be brought into contact with the downward surface 2504 of the auxiliary rocker arm 2404. 25, the occurrence of the main valve event (by the main cam 2403) causes the main rocker arm 2402 to rotate by the amount M as formed by the cam profile. Rotation of the main rocker arm 2402 does not cause similar movement in the auxiliary rocker arm 2404 because the sliding member 2408 is not restrained within the bore of the auxiliary rocker arm 2404, Thereby creating a lash space L between the downward surfaces 2504.

As further depicted in FIG. 27, after the occurrence of the main valve event, rotation of the secondary cam 2405 causes a corresponding rotation B in the secondary rocker arm 2404. In this case, however, the downward surface 2504 of the secondary rocker arm 2404 maintains contact with the sliding member 2408, thereby causing the rotation B to move to the main rocker arm 2402 and consequently to the main rocker arm 2402. [ 2402 to one or more engine valves operatively connected. In this manner, motions are transmitted from the auxiliary rocker arm 2404 to the main rocker arm 2402, while motions are not transmitted from the main rocker arm 2402 to the auxiliary rocker arm 2404. [

Those skilled in the art will recognize that the sliding member 2408 may first be deployed identically in the auxiliary rocker arm 2404 and that the position of the sliding member on either side of the fulcrum point of the rocker arm disposed therein may be downward Or whether it should be in contact with the upper surface. For example, if the sliding member 2408 in the main rocker arm 2402 is disposed on the opposite side of the fulcrum point (i.e., the rocker arm shaft 2416) of the main rocker arms, It will be necessary to contact the upward surface on the arm 2404.

In yet another alternative embodiment illustrated in FIG. 28, it is assumed that the sliding member 2408 is disposed within the secondary rocker arm 2404 (not shown in FIG. 28). In this case, when the sliding member 2408 is extended, it can engage with the slot 2802 formed in the lateral surface of the main rocker arm 2402 toward the auxiliary rocker arm 2404. As further shown in Fig. 28, sliding member 2408 may be configured to contact either end of slot 2802, as particularly illustrated by reference numerals 2408a and 2408b. Given the rotation of the main rocker arm 2402, although the arc shaped slot is not a prerequisite requirement for how closely the sizes of the sliding members mate with the slot size, the slot 2802 is preferably Shape. Regardless, in this manner, the main valve events may be lost for the sliding member 2408, otherwise simply move along the slot during these main valve events. In contrast, auxiliary valve events cause the sliding member to engage the end of the slot, thereby causing the auxiliary valve motion to be transmitted to the main rocker arm.

Claims (38)

1. A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders,
Wherein each cylinder of the plurality of cylinders has a plurality of rocker arms associated with the cylinder configured to transfer valve-actuated motions from a plurality of valve-actuated motion sources to one or more valves associated with the cylinder, The arms are arranged adjacent to one another and form boundaries therebetween, the plurality of rocker arms further comprising at least one coupling mechanism for each boundary between the plurality of rocker arms, wherein the one or more coupling mechanisms Is configured to selectively couple or disengage two adjacent rocker arms of the plurality of rocker arms,
A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders,
Determining whether an engine braking operation has been initiated; And
Further comprising controlling at least one coupling mechanism to couple a first rocker arm of the plurality of rocker arms to a second rocker arm of the plurality of rocker arms in response to initiation of an engine braking operation,
Wherein the first rocker arm is operatively connected to the one or more valves and the second rocker arm is operatively connected to an engine braking motion source of the plurality of valve-
A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders. The method according to claim 1,
Further comprising controlling at least one coupling mechanism to release the first rocker arm from the third rocker arm of the plurality of rocker arms in response to initiation of an engine braking operation,
Wherein the third rocker arm is operatively connected to a main event motion source of the plurality of valve actuated motion sources,
A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders. 3. The method of claim 2,
Wherein the engine braking motion source performs two-stroke engine braking,
A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders. The method according to claim 1,
Determining whether positive power operation has been initiated; And
Further comprising controlling at least one coupling mechanism to release said first rocker arm from said second rocker arm in response to initiation of positive power actuation,
A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders. 5. The method of claim 4,
Further comprising controlling said at least one coupling mechanism to couple said first rocker arm to a third one of said plurality of rocker arms in response to initiating a positive power actuation,
Wherein the third rocker arm is operatively connected to a main event motion source of the plurality of valve actuated motion sources,
A method for performing engine braking in a system including an internal combustion engine having a plurality of cylinders. CLAIMS 1. A system for operating an internal combustion engine comprising a plurality of cylinders, one cylinder of the plurality of cylinders having a plurality of valves associated therewith,
A main event motion source configured to provide main event valve motions to at least one of the plurality of valves;
An auxiliary motion source configured to provide auxiliary valve motions to one or more of the plurality of valves;
A main rocker arm operatively connected to the main event motion source;
An auxiliary rocker arm operatively connected to the auxiliary motion source;
A neutral rocker arm operably connected to one or more of the plurality of valves and adjacent the main rocker arm and the auxiliary rocker arm;
A main coupling mechanism configured to selectively couple or disengage the main rocker arm and the neutral rocker arm; And
And an auxiliary coupling mechanism configured to selectively couple or disengage the auxiliary rocker arm and the neutral rocker arm.
A system for operating an internal combustion engine comprising a plurality of cylinders. The method according to claim 6,
Said auxiliary coupling mechanism comprising:
An auxiliary rocker arm disposed in the first bore and the first bore formed in the auxiliary rocker arm, the auxiliary rocker arm further including an auxiliary hydraulic passage communicating with an end of the auxiliary sliding member; absence; And
And a second bore formed in the neutral rocker arm such that when the auxiliary hydraulic passage is filled with hydraulic fluid the auxiliary sliding member is aligned with the first bore to selectively extend from the first bore into the second bore. And a second bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. 8. The method of claim 7,
Wherein the auxiliary coupling mechanism further comprises a biasing mechanism configured to bias the auxiliary sliding member into the first bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. 9. The method of claim 8,
Wherein the biasing mechanism includes 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,
A system for operating an internal combustion engine comprising a plurality of cylinders. 9. The method of claim 8,
The biasing mechanism includes a spring loaded biased piston disposed in the second bore opposite the auxiliary sliding member and the biasing piston further includes a stop to prevent extension of the biasing piston out of the second bore doing,
A system for operating an internal combustion engine comprising a plurality of cylinders. 8. The method of claim 7,
The main coupling mechanism comprising:
A main bore formed in the main rocker and a main sliding member disposed in the third bore, the main rocker arm further including a main hydraulic passage communicating with an end of the main sliding member, ; And
And a fourth bore formed in the neutral rocker arm such that when the main hydraulic passage is filled with hydraulic fluid, the main sliding member is aligned with the third bore so as to selectively extend from the third bore into the fourth bore A fourth bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. 12. The method of claim 11,
Wherein the main coupling mechanism further comprises a biasing mechanism configured to bias the main sliding member into the third bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. 13. The method of claim 12,
Wherein the biasing mechanism includes 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,
A system for operating an internal combustion engine comprising a plurality of cylinders. 13. The method of claim 12,
The biasing mechanism includes a spring loaded biased piston disposed in the fourth bore opposite the main sliding member and the biasing piston further includes a stop to prevent extension of the biasing piston out of the fourth bore doing,
A system for operating an internal combustion engine comprising a plurality of cylinders. 8. The method of claim 7,
The main coupling mechanism comprising:
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,
The second bore being further configured to align with the third bore,
When the auxiliary hydraulic passage is not filled with the hydraulic fluid, the main sliding member extends from the third bore to the second bore and contacts the neutral sliding member, and the neutral sliding member contacts the auxiliary sliding member Biasing the auxiliary sliding member into the first bore,
When the auxiliary hydraulic passage is filled with the hydraulic fluid, the auxiliary sliding member extends from the first bore to the second bore and contacts the neutral sliding member, and the neutral sliding member contacts the main sliding member, To deflect the sliding member into the third bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. 8. The method of claim 7,
The main coupling mechanism comprising:
A third bore formed in the main rocker arm and a main sliding member disposed in the third bore,
The main rocker arm further includes a main hydraulic passage communicating with an end of the main sliding member,
The second bore being further configured to be aligned with the third bore such that the main sliding member can selectively extend from the third bore into the second bore when the main hydraulic passage is filled with hydraulic fluid,
A system for operating an internal combustion engine comprising a plurality of cylinders. 17. The method of claim 16,
Wherein the auxiliary coupling mechanism includes an auxiliary biasing mechanism configured to deflect the auxiliary sliding member into the first bore, the auxiliary biasing mechanism includes a second biasing member disposed in the first bore and facing the end of the auxiliary sliding member, Further comprising a spring in contact with the surface of the auxiliary sliding member,
Wherein the main coupling mechanism includes a main deflecting mechanism configured to deflect the main sliding member into the third bore, the main deflecting mechanism being disposed in the third bore and facing the end of the main sliding member, And a spring in contact with the surface of the sliding member.
A system for operating an internal combustion engine comprising a plurality of cylinders. 17. The method of claim 16,
Further comprising a neutral sliding member disposed within said second bore and including a spring disposed between said auxiliary deflecting piston and said main deflecting piston, said auxiliary deflecting piston being disposed opposite said auxiliary sliding member and said main deflecting piston A main sliding member disposed opposite to the main sliding member,
Wherein said auxiliary deflecting piston and said main deflecting piston both include said auxiliary deflecting piston out of said second bore and a stop preventing said main deflecting piston from extending,
A system for operating an internal combustion engine comprising a plurality of cylinders. The method according to claim 6,
The main coupling mechanism comprising:
Wherein the main rocker arm includes a first bore formed in the main rocker arm and a main sliding member disposed in the first bore, the main rocker arm further including a main hydraulic passage communicating with an end of the main sliding member, A sliding member;
And a second bore formed in the neutral rocker arm such that when the main hydraulic passage is filled with hydraulic fluid, the main sliding member is aligned with the first bore so as to selectively extend from the first bore to the second bore A second bore, which is configured; And
And a neutral sliding member disposed in the second bore.
A system for operating an internal combustion engine comprising a plurality of cylinders. 20. The method of claim 19,
Said auxiliary coupling mechanism comprising:
A third bore formed in the auxiliary rocker arm and a spring loaded auxiliary sliding member disposed in the third bore,
The second bore being further configured to be aligned with the third bore,
When the main hydraulic passage is not filled with the hydraulic fluid, the auxiliary sliding member extends from the third bore to the second bore and contacts the neutral sliding member, and the neutral sliding member contacts the main sliding member Biasing the main sliding member into the first bore,
Wherein when the main hydraulic passage is filled with hydraulic fluid, the main sliding member extends from the first bore to the second bore and contacts the neutral sliding member, and the neutral sliding member contacts the auxiliary sliding member, To deflect the sliding member into the third bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. The method according to claim 6,
The main coupling mechanism comprising:
Wherein the main rocker arm includes a first bore formed in the main rocker arm and a main sliding member disposed in the first bore, the main rocker arm further including a main hydraulic passage communicating with an end of the main sliding member, A sliding member; And
And a second bore formed in the neutral rocker arm and configured to align with the first bore so that the main sliding member selectively extends from the first bore to the second bore when the main hydraulic passage is filled with hydraulic fluid. / RTI >
A system for operating an internal combustion engine comprising a plurality of cylinders. The method according to claim 6,
Said auxiliary coupling mechanism comprising:
Wherein the neutral rocker arm further comprises an auxiliary hydraulic passage communicating with an end of the auxiliary sliding member, wherein the neutral rocker arm includes a first bore formed in the neutral rocker arm and an auxiliary sliding member disposed in the first bore, A sliding member; And
A second bore formed in the auxiliary rocker arm and configured to align with a first bore such that the auxiliary sliding member selectively extends from the first bore into the second bore when the auxiliary hydraulic passage is filled with hydraulic fluid, / RTI >
A system for operating an internal combustion engine comprising a plurality of cylinders. The method according to claim 6,
The main coupling mechanism comprising:
Wherein the neutral rocker arm further comprises a main hydraulic passage communicating with an end of the main sliding member, wherein the neutral bore includes a first bore formed in the neutral rocker arm and a main sliding member disposed in the first bore, absence; And
And a second bore formed in the main rocker arm such that when the main hydraulic passage is filled with hydraulic fluid, the main sliding member is aligned with the first bore so as to selectively extend from the first bore into the second bore And a second bore,
A system for operating an internal combustion engine comprising a plurality of cylinders. The method according to claim 6,
Wherein the auxiliary motion source is an engine braking motion source and the auxiliary valve motions are engine braking valve motions,
A system for operating an internal combustion engine comprising a plurality of cylinders. 25. The method of claim 24,
The engine braking valve motions are two-stroke engine braking valve motions,
A system for operating an internal combustion engine comprising a plurality of cylinders. A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders, wherein one cylinder of the plurality of cylinders has a plurality of valves associated with the cylinder,
A main event motion configured to provide main event valve motions to one or more of the plurality of valves;
An auxiliary motion source configured to provide auxiliary valve motions to one or more of the plurality of valves;
A main rocker arm operatively connected to the main event motion source and to one or more of the plurality of valves;
An auxiliary rocker arm operatively connected to the auxiliary motion source; And
And a one-way coupling mechanism configured to selectively couple or disengage the main rocker arm and the auxiliary rocker arm,
Auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm when the main rocker arm and the auxiliary rocker arm are coupled through the one-way coupling mechanism and the main event valve motions are transmitted from the main rocker arm to the auxiliary Which is not transmitted to the rocker arm,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 27. The method of claim 26,
Wherein the one-way coupling mechanism is disposed in the auxiliary rocker arm,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 28. The method of claim 27,
The one-way coupling mechanism comprises:
A bore formed in the auxiliary rocker arm and an auxiliary sliding member disposed in the bore,
The auxiliary rocker arm further includes an auxiliary hydraulic passage communicating with an end of the auxiliary sliding member,
Wherein the auxiliary sliding member is selectively extendable from the bore when the auxiliary hydraulic passage is filled with hydraulic fluid,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 29. The method of claim 28,
Wherein the one-way coupling mechanism further comprises an upper surface on the main rocker arm and the auxiliary sliding member is configured to contact the upper surface when the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm ,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 29. The method of claim 28,
Wherein the one-way coupling mechanism further includes a downwardly facing surface on the main rocker arm, the auxiliary sliding member being configured to contact the downward surface when the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm ,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 29. The method of claim 28,
The one-way coupling mechanism further includes a slot on the main rocker arm, and the auxiliary sliding member is configured to contact the end of the slot when the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm ,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 27. The method of claim 26,
Wherein the one-way coupling mechanism is disposed in the main rocker arm,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 33. The method of claim 32,
The one-way coupling mechanism comprises:
A bore formed in the main rocker arm and an auxiliary sliding member disposed in the bore,
Wherein the main rocker arm further includes an auxiliary hydraulic passage communicating with an end of the auxiliary sliding member,
Wherein the auxiliary sliding member is selectively extendable from the bore when the auxiliary hydraulic passage is filled with hydraulic fluid,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 34. The method of claim 33,
Wherein the one-way coupling mechanism further comprises an upper surface on the auxiliary rocker arm and the auxiliary sliding member is configured to contact the upper surface when the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm ,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 34. The method of claim 33,
The one-way coupling mechanism further includes a downward surface on the auxiliary rocker arm, and the auxiliary sliding member is configured to contact the downward surface when the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm ,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 34. The method of claim 33,
Wherein the one-way coupling mechanism further includes a slot on the auxiliary rocker arm, and the auxiliary sliding member is configured to contact the end of the slot when the auxiliary valve motions are transmitted from the auxiliary rocker arm to the main rocker arm ,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 27. The method of claim 26,
Wherein the auxiliary motion source is an engine braking motion source and the auxiliary valve motions are engine braking valve motions,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders. 39. The method of claim 37,
The engine braking valve motions are two-stroke engine braking valve motions,
A system for performing auxiliary valve motions in an internal combustion engine comprising a plurality of cylinders.

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