KR20160008975A - Lost motion valve actuation systems with locking elements including wedge locking elements - Google Patents

Abstract

A system for actuating one or more engine valves comprises a lost motion assembly including locking elements to selectively lock and unlock a locking mechanism disposed within a valve train such that motions may be likewise selectively applied to, or prevented from being applied to, one or more engine valves. In an embodiment, the locking elements comprise wedges having at least one wedge inclined surface defined according to a cone frustum and configured to engage an outer recess formed in a housing, the outer recess comprising an outer recess inclined surface also defined according to the cone frustum. The device may comprise a locking mechanism disposed within a housing bore in the housing and a snubber also disposed in the housing bore. Furthermore, the outer recess may be configured to permit movement of the locking element along a longitudinal axis of the housing bore.

Description

FIELD OF THE INVENTION [0001] The present invention relates to a lost motion valve actuation system having a lock element including a wedge lock element,

Cross reference of related application

[0001] This application claims the benefit of priority filed on July 27, 2010, entitled " Combined Engine Braking and Positive Power Engine Lost Motion Valve Actuation System " Entitled " Combined Engine Braking And Positive Power Engine Lost Motion Valve Actuation System ", which claims priority to U. S. Patent Application Serial No. 61 / 368,248, entitled " Combined Engine Braking and Positive Power Engine Lost Motion Valve Actuation System " U.S. Serial No. 13 / 192,330 filed on July 27, 2007, the teachings of which are incorporated herein by reference.

The present disclosure generally relates to systems and methods for operating one or more engine valves of an internal combustion engine. In particular, embodiments of the present disclosure relate to systems and methods for valve actuation using a lost motion system.

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

Engine valve operation can also be used to generate engine braking and braking 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 slow down the vehicle. This can provide the operator with increased control over the vehicle and substantially reduce wear of the commercial braking portions of the vehicle.

The engine valve (s) may be operated to generate decompression braking and / or bleeder braking. The decompression type engine braking, or retarder, operation is well known. As the piston moves upward during its compression stroke, the gases trapped in the cylinder are compressed. The compressed gases are opposite to the upward motion of the piston. During the engine braking operation, as the piston approaches the TDC, at least one exhaust valve opens to release the compressed gases in the cylinder into the exhaust manifold, which causes the energy stored in the compressed gases to expand to the subsequent expansion It is prevented from returning to the engine during a down stroke. By doing so, the engine generates a delay power to help slow down the vehicle. An example of prior art decompression engine braking is provided by the disclosure of U. S. Patent No. 3,220, 392 to Cummins, which is incorporated herein by reference.

The operation of bleeder type engine braking 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 kept open slightly over the rest of the engine cycle (complete cycle bleeder braking) or during part of the cycle (partial cycle bleeder braking) . The main difference between partial cycle bleeder braking and complete cycle bleeder braking is that the electrons do not have an exhaust valve lift during most of the suction stroke. An example of a system and method using bleeder type engine braking is provided by the disclosure of U.S. Patent No. 6,594,996, which is incorporated herein by reference.

The basic principles of braking gas recirculation (BGR) are also well known. During engine braking, the engine exhausts gas from the engine cylinder to the exhaust manifold at a higher pressure than the intake manifold. The BGR operation enables some of these exhaust gases to flow back into the engine cylinder during intake and / or expansion strokes of the cylinder piston. In particular, BGR can be achieved by opening the exhaust valve when the engine cylinder piston is in the nearly bottom dead center position at the end of suction and / or expansion strokes. Recirculation of these gases into the engine cylinder can be used during engine braking cycles to provide significant benefits.

In many internal combustion engines, the engine intake and exhaust valves may be opened and closed by one or more fixed lobes or bumps, which may be integral parts of each of the cams, more specifically by fixed profile cams have. If the intake and exhaust valve timing and lift can be varied, benefits such as increased performance, improved fuel economy, lower emissions and better vehicle drivability can be achieved. However, the use of fixed profile cams can make it difficult to adjust the timing and / or amounts of the engine valve lift to optimize them for various engine operating conditions.

Given a fixed cam profile, one way to adjust the valve timing and lift is to provide a "lost motion" device to the valve train coupling between the valve and the cam. Lost motion is a term applied to a class of technical solutions for modifying valve motion that is inhibited by a cam profile by a variable length mechanical, hydraulic, or other coupling subassembly. In the lost motion system, the cam lobe can provide the "maximum" (longest dwell and largest lift) motion required over the entire range of engine operating conditions. The variable length system may then be included in the valve train coupling in the middle of the cam that provides maximum motion with the valve to be opened to pull or lose some or all of the motion imposed on the valve by the cam.

Some of the lost motion systems can operate at high speeds and can vary the opening and / or closing points of the engine valve from engine cycle to engine cycle. Such systems are referred to herein as variable valve actuated (VVA) systems. VVA systems may be hydraulic lost motion systems 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 varied using cam phase shifting. The cam phase shifters vary the timing at which the cam lobe actuates the valve train element, such as the rocker arm, against the crank angle of the engine. An example of a known cam phase transfer system is disclosed in U.S. Patent No. 5,934,263, which is incorporated herein by reference.

Cost, packaging and size are often factors that can determine the desirability of an engine valve actuation system. Additional systems that may be added to existing engines are often cost-limited and may have additional space requirements due to their large size. Previously existing engine braking systems can avoid high cost or additional packaging, but the size of these systems and the number of additional components can often result in difficulties due to low reliability and size. It is therefore often desirable to provide an internal engine valve actuation system that provides low cost, high performance and reliability, and may not provide space or packaging problems.

Embodiments of the systems and methods of the present disclosure may be particularly useful in engines that require valve operation for positive power, engine brake valve events and / or BGR valve events. Some, but not necessarily all, embodiments of the present disclosure may utilize the lost motion system alone and / or in combination with cam phase movement systems, second lost motion systems, and variable valve actuation systems to selectively To provide a system and method for operation. Some, but not necessarily all, of the present disclosure may provide improved engine performance and efficiency during engine braking operations. Additional advantages of embodiments of the present disclosure will be apparent to those skilled in the art from the following detailed description, and in part from the description and / or practice of the teachings set forth herein.

In response to the difficulties described above, applicants have found that in order to selectively lock and unlock the locking mechanism of a device disposed within a valve train such that motions can be applied to one or more engine valves as well, Has various embodiments of a system for actuating one or more engine valves including a lost motion assembly including locking elements. In an embodiment, the locking elements comprise wedges formed with a cone frustum and having one or more wedge angled surfaces configured to engage with an external recess formed in the housing, the outer recess having an outer And a recessed inclined surface. In operation, the locking mechanism is hydraulically actuated.

In another embodiment, the apparatus includes a housing, a locking mechanism disposed within the housing bore of the housing, and a snubber disposed in the housing bore.

In another embodiment, the outer recess is configured to enable movement of the locking element along the longitudinal axis of the housing bore when the locking element engages the outer recess. According to this embodiment, the vertical height (i.e., dimension along the longitudinal axis) of the outer recess may be greater than the vertical height of the locking element, and may be in the range of less than twice the vertical height of the locking element, May be greater than twice the vertical height of the element.

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, in which like reference numerals refer to like elements.
1 is a diagram of a valve actuation system constructed in accordance with a first embodiment of the present disclosure;
2 is a schematic view of a cross section of a main rocker arm and a lock valve bridge constructed in accordance with a first embodiment of the present disclosure;
3 is a schematic view of a cross section of an engine braking rocker arm constructed in accordance with a first embodiment of the present disclosure;
4 is a schematic diagram of alternative engine braking valve actuation means according to an alternative embodiment of the present disclosure;
5 is a graph illustrating exhaust and intake valve operations during a two-cycle engine braking mode of operation provided by the embodiments of the present disclosure;
6 is a graph illustrating exhaust valve operations during a two-cycle engine braking mode of operation provided by embodiments of the present disclosure;
7 is a graph illustrating exhaust valve operation during a failure mode of operation provided by the embodiments of the present disclosure;
8 is a graph illustrating exhaust and intake valve operations during the two-cycle engine braking mode of operation provided by the embodiments of the present disclosure;
9 is a graph illustrating exhaust and intake valve operations during a partial bleeder engine braking mode of operation and two cycle decompression of the operation provided by the embodiments of the present disclosure;
10 is a schematic view of a cross-section of the un-coupling of the engine valve bridge or engine braking valve actuating means in the locked position according to the second alternative embodiment of the present disclosure;
11 is a schematic view of the cross-section of the un-coupling of the engine valve bridge or engine braking valve actuating means in the unlocked position according to the second alternative embodiment of the present disclosure;
12 is a first view of a wedge lock element used in a second alternative embodiment of the present disclosure;
13 is a second view of a wedge lock element used in a second alternative embodiment of the present disclosure;
Figure 14 illustrates a side view and a bottom view of a wedge lock element in accordance with the present disclosure.
15 illustrates a side view of an alternative wedge locking element according to the present disclosure;
Figures 16 and 17 illustrate a housing having an external recess according to the present disclosure.
18 is an enlarged schematic view of a cross-sectional side view of a wedge lock element used in a second alternative embodiment of the present disclosure;
19 is a drawing of selected elements of a second alternate embodiment of the present disclosure.
20 is a partial cut-away view illustrating a third alternative embodiment of the present disclosure;
Figs. 21 and 22 are schematic diagrams of a cross-sectional view of the lost motion system shown in Fig.
23 is a schematic illustration of a cross-sectional view illustrating a fourth alternative embodiment of the present disclosure, as provided in the rocker arm.
24 is a schematic diagram of a cross-section illustrating the lost motion system shown in Fig. 23 as mounted to a push-tube.
25 is a schematic cross-sectional view illustrating a fifth alternative embodiment of the present disclosure;
26 is a schematic cross-sectional view illustrating a sixth alternative embodiment of the present disclosure;
27 is a schematic diagram of a cross-section illustrating a seventh alternative embodiment of the present disclosure;
28 is a schematic cross-sectional view illustrating an eighth alternative embodiment of the present disclosure;

Reference will now be made in detail to the embodiments of the systems and methods of the present disclosure, examples of which are illustrated in the accompanying drawings. Embodiments of the present disclosure include systems and methods for actuating one or more engine valves.

A first embodiment of the present disclosure is shown in Fig. 1 as a valve actuation system 10. The valve actuation system 10 is adapted to provide the main exhaust rocker arm 200, means for actuating the exhaust valve to provide the engine braking section 100, main intake rocker arm 400, and engine braking section 300 And means for actuating the suction valve. 1, the means for actuating the exhaust valve to provide an engine braking section 100 is an engine braking exhaust rocker arm cited by the same reference numeral, The means for actuating the valve is an engine braked 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 lockers 510 and 520, including one or more passages 510 and 520, to provide hydraulic fluid to one or more rocker arms. The shafts 500 can be pivoted.

The main exhaust rocker arm 200 may include a distal end 230 in contact with a central portion of the exhaust valve bridge 600 and the main suction rocker arm 400 may include a central portion of the intake valve bridge 600, And a distal portion 420 in contact with the portion. The engine braking exhaust rocker arm 100 may include a distal portion 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 And a distal end 320 in contact with the sliding pin 750 provided in the valve bridge 700. An exhaust valve bridge 600 may be used to actuate the two exhaust valve assemblies 800 and a suction valve bridge 700 may be used to actuate the two intake valve assemblies 900. [ Each rocker arm 100, 200, 300, and 400 may include opposite ends of each of their distal ends, 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 a base circular portion and one or more bumps or lobes to provide pivoting motion to the rocker arms . Preferably, the main exhaust rocker arm 200 is driven by a cam including a main exhaust bump that is capable of selectively opening the exhaust valves during an exhaust stroke to the engine cylinder, and the main intake rocker arm 400 is driven by a cam And a main suction bump that is capable of selectively opening the suction valves during a suction stroke for the suction stroke.

Figure 2 illustrates the exhaust valve bridge 600 and the intake valve bridge 700 in cross section as well as the components of the main exhaust rocker arm 200 and the main intake rocker arm 400. A reference will be made to the main exhaust rocker arm 200 and the exhaust valve bridge 600 because the main intake rocker arm 400 and the intake valve bridge 700 may have the same design and need not be described separately Because it is understood.

2, the main exhaust rocker arm 200 may be pivotally mounted on the rocker shaft 210 such that the rocker arm is configured to rotate about the rocker shaft 210. As shown in FIG. A motion follower 220 may be disposed at one end of the main exhaust rocker arm 200 and serves as a point of contact between the rocker arm and cam 260 to facilitate low friction interaction between the elements can do. The cam 260 may include a single main exhaust bump 262, or a main suction bump to the suction side. In one embodiment of the present disclosure, the motion follower 220, as shown in FIG. 2, may include a roller follower 220. Other embodiments of the motion follower configured to contact the cam 260 are well within the scope and spirit of this disclosure. An optional cam phase movement system 265 may be operably connected to the cam 260. [

Hydraulic fluid may be supplied to the rocker arm 200 from a hydraulic fluid supply (not shown) under the control of a solenoid hydraulic control valve (not shown). The hydraulic fluid may flow 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 the rocker arm 200 shown in Fig. 2 is for illustrative purposes only. Other hydraulic arrangements for supplying hydraulic fluid to the exhaust valve bridge 600 through the rocker arm 200 are well within the scope and spirit of this disclosure.

The adjustment screw assembly may be disposed at the second end 230 of the rocker arm 200. The adjustment screw assembly includes a screw 232 extending through the rocker arm 200 that can provide lash adjustments and a threaded nut that can lock the screw 232 in place 234). 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 disclosure, low pressure oil may be supplied to the rocker arm 200 to lubricate the swivel base 240.

The swivel base 240 can be in contact with 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 central 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, A spring 746, and one or more wedge rollers or balls 740. In one embodiment, The outer plunger 720 may include a side opening extending through the inner bore 22 and the outer plunger wall to receive the wedge roller or ball 740. The inner plunger 760 may include one or more recesses 762 that are shaped to securely receive one or more of the wedge rollers or balls 740 when the inner plunger is pushed down. As shown, the center number 712 of the valve bridge 700 also allows one or more of the wedge rollers or balls 740 to lock the rollers or balls together with the outer plunger 720 and the exhaust valve bridge And may include one or more recesses 770 for accepting in a manner that permits. The outer plunger spring 746 can deflect the outer plunger 720 upwardly at the center opening 712. The inner plunger spring 744 can deflect 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 displace the inner plunger 760 downward relative to the deflection of the inner plunger spring 744. When the inner plunger 760 is displaced down sufficiently, one or more recesses 762 in the inner plunger may register with one or more of the wedge rollers or balls 740, Wedge rollers or balls, which in turn can disengage or unlock the outer plunger 720 from the exhaust valve bridge body 710. [ As a result, during this "unlocked" state, the valve-moving motion applied to the cap 730 by the main exhaust rocker arm 200 causes the exhaust valve bridge body 710 to be actuated to actuate the exhaust valves 810 and 820 Do not move it down. Instead, this downward motion results in the outer plunger 720 sliding downward within the central opening 712 of the exhaust valve bridge body 710 relative to the deflection of the outer plunger spring 746.

1 and 3, the engine braking exhaust rocker arm 100 and the engine braking suction rocker arm 300 are provided in a rocker illustrated in U.S. Patent Nos. 3,809,033 and 6,422,186, which are incorporated herein by reference And < / 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 brakes 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 therefore 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, and 144 to provide decompression, braking gas recirculation, exhaust gas recirculation, and / or partial bleeder valve actuation to the exhaust engine braking rocker arm 100. [ 146 and 148, respectively. When contacting the intake side engine braking rocker arm 300, the cam 140 may have one, two, or more bumps to provide one, two, or more intake events to the intake valve . Engine braking rocker arms 100 and 300 can 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 can be pivotally disposed 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 communicating with the fluid passageway 114 extending through the rocker arm 100 to the lost motion 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 alternative embodiment, the control valve 115 may be configured to rotate about 90 [deg.] So that its longitudinal axis is substantially aligned with the longitudinal axis of the rocker shaft 500. [ 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 lost motion piston assembly 113 below the lash adjustment assembly 112. The lost motion piston assembly 113 may include an actuator piston 132 that is 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 lost motion piston assembly 113 can be modified without departing from the intended scope of the present disclosure.

The application of the hydraulic fluid from the passage 121 to the control valve 115 can cause the control valve to be indexed upwards against the deflection of the spring on the control valve as shown in Figure 3, Allowing fluid to flow through the passageway 114 to the lost motion 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 imparted 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 normal 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.

Referring to Figure 4, in still another alternate embodiment of the present disclosure, means for activating an exhaust valve for providing engine braking section 100 and / or actuating a suction valve for providing engine braking section 300 It is contemplated that the means for actuating the actuator piston 102 may be provided by any lobe motion system including a non-hydraulic system including an actuator piston 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 lost motion or various valve actuation systems 100/300 may be any type known to be capable of selectively actuating the engine valves.

The 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 lost motion piston assembly 113. The lost motion piston assembly 113 is held in the lowered position illustrated in FIG. In this position, the lash space 104 may be retained between the lost motion piston assembly 113 and the sliding pins 650/750.

During engine braking, a solenoid hydraulic control valve may be activated to supply hydraulic fluid to passageway 121 at the rocker shaft. The presence of the hydraulic fluid in the fluid passageway 121 to cause the hydraulic fluid to flow through the passageway 114 to the lost motion piston assembly 113 causes the control valve 115 to move upwards as shown. This causes the lost motion piston 132 to extend downward and ensures that all movement of the rocker arm 100 from one or more of the cam bumps 142, 144, 146 and 148 is caused by sliding pins 650/750 ) And occupies the lash space 104 to be delivered to the underlying engine valve.

With reference to Figures 2, 3 and 5, in the first method embodiment, the system 10 may be operated as if it were followed to provide positive power and engine braking operations. 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 suction rocker arm 400. As a result, the inner plungers 760 are urged by their inner plunger springs 744 to their most normal-side positions, which allows the lower portions of the inner plungers to move in one or more of the wedge rollers or balls 740 In the recesses 770 provided in the walls of the valve bridge bodies 710. This causes the outer plungers 720 and valve bridge bodies 710 to "lock " together, as shown in FIG. In turn, the main exhaust and the 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 activated for main exhaust and main intake valve events.

During this time, a reduced hydraulic fluid pressure is applied between the engine braking exhaust rocker arm 100 and the engine 100, such 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 for actuating the exhaust valve to provide the engine braking section 100 and means for actuating the intake valve to provide the engine braking section 300) or none at all. As a result, the engine braking exhaust rocker arm or means 100 can also be placed in the engine braking intake rocker arm or means 300 either on the sliding pins 650 and 750 or on the engine valves 810 and 910 disposed below these sliding pins. The valve operation motion of the valve is not given.

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

The application of hydraulic fluid to the main suction rocker arm 400 and the main exhaust rocker arm 200 allows 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 movements applied to the outer plunger 720 are lost because the outer plungers slide into the central openings 712 relative to the deflection of the springs 746. This causes the main exhaust and intake valve events to be "lost ".

The engine braking exhaust rocker arm 100 (or the means 100 for actuating the exhaust valve to provide engine braking) and the engine braking suction rocker arm 300 (or means for actuating the intake valve to provide engine braking 300) may extend downwardly from the angle of the actuator piston 132 and extend downwardly from any of the rocker arms or means and the sliding pins 650 and 750 disposed thereunder, lt; / RTI > space 104). As a result, engine braking valve actuations applied to the engine braking exhaust rocker arm or means 100 and the engine braking suction rocker arm or means 300 are transmitted to the engine valves under the sliding pins 650, 750.

5 shows the main exhaust rocker arm 200, means 100 for actuating the exhaust valve to provide engine braking, main intake rocker arm 400 and means 300 for actuating the intake valve to provide engine braking Illustrate suction and exhaust valve operations that may be provided using the valve actuation system 10 included and that may be operated as described immediately above. The main exhaust rocker arm 200 may be used to provide a main exhaust event 924 and the main suction 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 actuating 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 > 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.

Referring now to Figure 5, in a first alternative embodiment, 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 embodiment, the system 10 may include only one of the two decompression valve events 920 as a result of applying the variable valve actuation system to serve as the means 100 for actuating the exhaust valve to provide engine braking Or provide another, and / or provide one, two of the BGR valve events 922, 924, or not provide BGR valve events. The variable valve actuation system 100 may provide either one or both of the one or the other of the two or more decompression valve events 920 and / or the BGR valve events 922 and 924, . ≪ / RTI > When the system 10 is thus configured, it can selectively provide 4-cycle or 2-cycle decompression engine braking with or without BGR.

The inclusion of the increased lift BGR valve event 922 provided by having an increased height cam lobe bump correspondingly on the cam actuating the means 100 for actuating the exhaust valve to provide engine braking The importance of which 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, is adjusted between the means (100) for actuating the exhaust valve to provide engine braking and the sliding pin 650 Lt; RTI ID = 0.0 > space. ≪ / 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 alternative embodiments 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 movements 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 3) or the means 100 for actuating the exhaust valve (FIG. 4) to provide engine braking are also the same. The main suction rocker arm 400 and the manner in which it is operated are the same as in the previous embodiments.

8, one or both of the intake valve events 934 and / or 936, or both, may be provided using one of the three alternative arrangements. In a first alternative embodiment, means 300 (whether a rocker arm or the like is provided) for actuating the intake valve to provide engine braking can be removed from the system 10. [ 2, an alternative cam phase movement system 265 may be provided to operate on the cam 260 actuating 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 Figures 2 and 8, an intake valve event 934 may be generated from the main intake cam bump 262. 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 a 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. First, the fuel is shut off from the engine cylinder, and a predetermined delay is generated to allow the fuel to clear 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) may be activated to supply hydraulic fluid to the main exhaust rocker arm 200 and to the means 100 for actuating the exhaust valve to provide engine braking. This may 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 actuating the exhaust valve to provide engine braking may include providing a hydraulic fluid to the engine braking exhaust < RTI ID = 0.0 > Valve events. This sequence may be reversed to reverse the transition from the engine braking mode of operation to the start of positive power operation.

Referring to Figures 4 and 8, in the second and third alternate embodiments, one or both of the intake valve events 934 and / or 936, or both events, May be provided by employing a lost motion system or a variable valve actuation system to function as means 300 for actuating the valve. The variable valve operating system may selectively provide events of one or both of the intake valve events 934 and 936, while the lost motion system may provide both inlet valve events 934 and 936, Lt; / RTI >

Performing decompression engine braking using system 10, including a hydraulic lost motion system or a hydraulic variable valve lift system, may occur as follows. First, the fuel is cut off from the engine cylinder, and a predetermined delay results in ensuring fuel from the cylinder. Next, a suction side solenoid hydraulic control valve may be activated to supply 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 may be activated to supply hydraulic fluid to the main exhaust rocker arm 200 and the means 100 for actuating 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 actuating the exhaust valve to provide engine braking may include one or more decompression valve events (920) as described above, and one or more BGR valve events May provide desired engine braking exhaust valve events, including engine braking exhaust valves 922, 924. This sequence may be reversed to reverse the transition from the engine braking mode of operation to the start of positive power operation.

Another alternative embodiment of 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, It is also understood 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 may be used to provide hydraulic fluid to the suction and / or exhaust valve actuation systems 10 to cause engine braking in two, four, or all six engine cylinders. By selectively activating the hydraulic control valves.

In the embodiments described above, the embodiment illustrated in FIG. 2 in particular is particularly advantageous in that the motion can be selectively applied to one or more engine valves Quot;) < / RTI > within the body of the patient. In the embodiments described above, the lockable lost motion assembly has been placed in a special form of the housing bore, specifically in the central opening 712. Additional embodiments of a lockable lost motion assembly that may be disposed within other components of the valve train are described below. In addition, the above-described embodiment contemplates a lockable lost motion assembly in which locking capability is provided by a locking element comprising a ball. Alternative locking elements are presented in the various embodiments described below.

Referring now to Figures 10-19, a second alternative embodiment of valve bridge 600/700 is illustrated, wherein like reference numerals refer to like elements. It should be noted that although the embodiments shown in Figures 10-19 may be operated in the same manner as illustrated in Figures 1-9, the embodiments of Figures 10-19 are not considered to limit engine braking provision do. The embodiments of FIGS. 10-19 may provide any type of engine valve operation having an advantage from the inclusion of a lost motion system. The embodiments of Figures 10-19 differ at least in part from the embodiments of Figures 1-9 as a result of the use of one or more of the wedge-shaped locking elements described in detail below.

10, valve bridge 600/700 includes a valve bridge body (or more generally a valve bridge body) 700 having a housing bore 712 extending through a valve bridge and a side opening 714 extending through a first end of the valve bridge A housing 710). In general, the housing bore 712 may extend through the housing at any point along its length, i.e., such centrally located bores may be desirable in many circumstances, As shown in FIG. The side opening 714 can receive the sliding pin 650/750 in contact with the valve stem of the first engine valve (shown in FIG. 2). The valve stem of the second exhaust valve (shown in Fig. 2) may be in contact with the other end of the exhaust valve bridge.

The housing bore 712 in the illustrated embodiment includes an outer plunger 720, a cap 730, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, Lt; RTI ID = 0.0 > 701 < / RTI > The outer plunger spring 746 can deflect the outer plunger 720 upwardly from the housing bore 712. The inner plunger spring 744 can deflect the inner plunger 760 upwardly from the outer plunger bore. The outer plunger 720 may include openings that extend through the side walls of the outer plunger in which one or more locking elements 780 are disposed. The openings are of sufficient size to allow the locking elements 780 to freely slide back and forth (i.e., radially) from the inside.

In one embodiment, locking elements 780 may include wedges having specific characteristics. 12 and 13, wedges 780 include a substantially planar top surface 781, a flat bottom surface 782, a wedge bevel surface 783, a convex outer surface 784, 785 and rounded side edges 786, Preferably, the flat top surface 781 and the flat bottom surface 782 are substantially parallel to each other (i.e., within manufacturing tolerances). The wedge 780 is configured to move the elements of the lockable motion actuator assembly 701 such that motions can be transmitted to one or more engine valves via the lost motion assembly 701, (I.e., in a locked state where the elements are generally not immobile with respect to one another, although this is not necessary). By doing so, wedges 780 are required to withstand the considerable forces supplied by the motion source (e.g., cam) and delivered by the valve train. The flat upper portion 781 of each wedge 780 allows these forces to spread over a larger surface area thereby lowering the pressure exerted by the points arbitrarily imparted on the wedge 780. As a result, the wedges 780 are less prone to worn or premature failures.

Another feature of each wedge 780 is a wedge beveled surface 783 that cooperates with an outer recessed bevel surface 773 formed on the surface defining the housing bore 712, as described below. In the presently preferred embodiment, the wedge bevel surface 783 is defined according to a cone (or conic frustum), as further illustrated in Fig. In particular, FIG. 14 illustrates side and bottom views of the wedge 780 illustrated in FIGS. 12 and 13, illustrating how the wedge sloping surface 783, in turn, conforms to the cone 790 defined by the cone 791 . As is known in the art, the truncated cone 790 is a volume defined by horizontal planes (R1, R2) that intersect the cone 791 perpendicular to the cone's central axis and separated by a distance H . The distance H defining the frustum 790 may extend up to the entire thickness (or height) of the wedge 780 wherein the convex outer surface 784 has a flat top surface 781 and a wedge bevel surface 0.0 > 783, < / RTI > 14, the wedge bevel surface 783 has an angle with respect to the central axis of the cone defined by the surface of the cone. Similarly, as best seen in the bottom view (bottom) of Fig. 14, the wedge sloping surface 783 bends along its entire length, and this curve is the width of the wedge 780, Along the curvature of that portion of the cone 791 that is blocked by the distance between the side edges 786). In the illustrated embodiment, the surfaces of both the convex outer surface 784 and the concave inner surface 785 are substantially horizontal (i.e., within manufacturing tolerances) with respect to the central axis of the cone, . The particular dimensions of the wedge 780, including its thickness (or vertical height), width, length, wedge bevel surface angle, and the like, can be chosen as a matter of design choice.

In an alternate embodiment, each wedge 780 may be formed to include a wedge beveled surface 783 as well as a second wedge beveled surface 783 ', as shown in FIG. In particular, the second wedge bevel surface 783 'may be disposed on a side of the wedge 780 opposite the side of the wedge where the first wedge bevel surface 783 is disposed. Thus, in the illustrated embodiment, the first wedge bevel surface 783 is disposed on a flat bottom surface 782 and the second wedge bevel surface 783 'is disposed on the planar upper surface 781. As further shown, the second wedge sloping surface 783 is substantially parallel to the planar upper surface 781 and the flat bottom surface 782, and bisecting the thickness (or height) of the wedge therebetween And is mirrored with the first wedge bevel surface 783 relative to the first wedge bevel surface 783. The embodiment of the wedge 780 illustrated in Figure 15 is particularly advantageous for manufacturing purposes. Since the second wedge beveled surface 783'is essentially mirror-symmetrical to the first wedge beveled surface 783, the orientation dependent dependence of the wedge 780 during manufacture (i.e., the upwardly facing flat top surface 781 Or flat bottom surface 782) is reduced.

In the embodiment illustrated in Figures 10 and 11, an external recess 772 is formed in the surface 779 forming the housing bore 712. In one embodiment, the outer recess 772 is formed as an annular channel around the entire circumference of the surface 779 forming the housing bore 712. This annular shape of the outer recess 772 allows the outer plunger 720 (and consequently, the locking elements 780) to rotate freely within the housing bore 712 without loss of operation of the locking mechanism . This also facilitates constant wear along the housing bore 712 and the outer recess 772. The outer plunger 720 and the housing 710 are effectively locked together when the locking element (s) 780 engage, for example, with the outer recess 772 shown in Figs.

Referring now to Figures 16 and 17, the outer recess 772 includes an outer recess ramp surface 773 formed along the cone 791 and the frustum 790, such as an inclined surface 783 of the wedge, . The outer recessed bevel surface 783 has substantially the same angle with respect to the central axis of the cone 791 formed by the surface of the cone 791 as the inclined surface 783 of the wedge Lt; / RTI > Considering the illustrated alignment of the oblique surfaces 773 and 783, the interaction of the oblique surfaces 773 and 783 pushes the locking element 780 radially inwardly as the outer plunger 720 is pushed downward Thereby allowing unlocking of the outer plunger 720 from the housing 710. Preferably, the central axis of the cone 791 is substantially aligned with the longitudinal axis of the housing bore 712 (i.e., within manufacturing tolerances), as shown in FIG. The complementary configuration of the inclined surface 783 of the wedge and the outer recessed inclined surface 773 allows for substantially continuous engagement therebetween which is then spread over a larger area of the applied rods.

16-18, the outer recess 772 is a rear surface extending from the terminus of the outer recess ramp surface 773 substantially parallel to the longitudinal axis of the housing bore 712, And a wall 774. In one embodiment, the back surface 774 has a radial depth at least sufficient to allow most of the inclined surface 783 of the wedge to mate with the outer recess ramp surface 773, if not all, 712). ≪ / RTI > Further, the back surface 774 extends beyond the manufacturing tolerance in the longitudinal axial direction of the housing bore 712 when the locking element 780 is mated with the outer recess 772 (i.e., in the locked condition) (I.e., along the longitudinal axis of the housing bore 712) sufficient to allow movement of the housing bore 712. This is illustrated in Figure 18 wherein the vertical height of the back surface 774 is selected to provide a gap 787 between the locking element 780 and the upper surface of the outer recess 772. [ A gap 787 is formed in the housing 710 when the motion source (e.g., cam) for valve actuation (not shown) provides motion to the valve (e.g., on the base circle) Can be easily locked. There should be little or no load on the locking elements 780 to prevent their radially outward movement to engage the outer recess 772 when no motion is provided to the valve. The gap 787 should preferably be at least the same size (or accommodating) as a warm lash on the engine. Furthermore, the gap 787 may be sized to allow sufficient longitudinal motion of the outer plunger 720 to compensate for movement of the housing 710. [ For example, the housing 710 may be embodied by a valve bridge, and the valve bridge may be tilted during a braking lift, which releases the connection of the housing 710 with the oil supply provided by the e- ≪ / RTI > In this case, the longitudinal motion of the locking member 780 preferably prevents such disconnection, which otherwise could lead to oil losses and potential re-locking of the inner plunger 760.

The inner plunger 760 includes an inner recess 763 formed to securely receive the locking element (s) 780 when the inner plunger 760 is pushed downward, as illustrated in Figures 10, 11, . ≪ / RTI > In one embodiment, the inner recess 763 is formed as an annular channel around the entire circumference of the inner plunger 760. Furthermore, the inner recess 763 is configured to be sufficiently deep to allow complete retraction of the locking member (s) 780 out of the outer recess 772. [ As shown, when the inner plunger 760 is displaced downward (e.g., by hydraulic pressure), the inner recess 763 causes the locking elements 780 to be continuously slid into the inner recess 763 Lt; / RTI > In the embodiments in which the locking elements 780 are in the form of wedges as illustrated in Figures 12-15, the radius of the concave inner surface 785 of the wedge is the inner plunger 760 formed by the inner recess 763, (I. E., Within manufacturing tolerances) to < / RTI >

10, the hydraulic fluid may be selectively supplied as an unlocking input to an unlocking opening in the outer plunger 720 through passages 510, 215, and 235 (see FIG. 2) from a solenoid control valve . In the illustrated embodiment, the unlocking opening is an open end 731 of the outer plunger 720 extending out of the housing 710. The supply of the hydraulic fluid may overcome the deflection of the inner plunger spring 744 and displace the inner plunger 760 downward. When the inner plunger 760 is displaced downward sufficiently, one or more recesses 763 in the inner plunger may be accommodated in alignment with one or more of the locking elements 780, The outer plunger 720 can be disengaged or unlocked from the housing 710 as shown in FIG. As a result, during this unlocked state, the valve-moving motion applied by the main rocker arm 200 (see FIG. 2) to the cap 730 moves the valve bridge body 710 downward to actuate the engine valves Do not. Instead, this downward motion causes the outer plunger 720 to overcome the deflection of the outer plunger spring 746 and slide downwardly within the housing bore 712 of the valve bridge body 710. In the illustrated example, the unlocking input is a hydraulic fluid provided through the unlocking opening, but the unlocking input may be provided with an air input in the form of a mechanical input (e.g., rod, piston, etc.) .

When it is desired to re-lock the outer plunger 720 to the housing 710, the unlock input may be removed or another lock input may be provided. In the illustrated example, this is accomplished by reducing or eliminating hydraulic fluid pressure in passages 510, 215, and 235 (see FIG. 2). As a result, the inner plunger 760 is urged into its uppermost position by the inner plunger spring 744 such that when the locking element 780 aligns with the outer recess 772, the lower portion of the inner plunger is engaged with one or more locks Causes the elements 780 to be forced into the outer recess 772 through the side openings of the outer plunger side wall (see FIG. 19). This causes the outer plunger 720 and the housing 710 to lock together, as shown in Fig. Subsequently, the valve movements applied to the outer plunger 720 through the rocker arm are transmitted to the housing 710, and then the engine valves are actuated during valve events.

During this time (i.e., when the locking mechanism is in the locked state), reduced hydraulic fluid pressure is provided to the rocker arm (or means for actuating the engine valve) 100/300 that rests on the sliding pin 650/750 Hydraulic fluid pressure is not provided to the rocker arm, so that the lashing space 104 (see FIG. 4) is held between the sliding pin 650/750 and the rocker arm or means disposed thereunder. As a result, the rocker arm 100/300 does not deliver any valve motion to the sliding pins 650/750 or to the engine valves disposed below these sliding pins.

A third alternate embodiment of the lost motion assembly 701 including locking elements is illustrated in FIGS. 20-22, wherein like reference numerals refer to like elements in other embodiments. 20 to 22 may be operated in the same manner as the embodiments illustrated in Figs. 1 to 19 and none of these embodiments are considered to be limited to providing engine braking Be careful. The embodiments of Figures 20-22 may provide for any type of engine valve operation that would benefit from the inclusion of a lost motion system.

20 to 22, the lost motion assembly 701 may be provided on the rocker arm 200/400 provided on the rocker shaft 500 supported by the rocker support portion. The rocker arm 200/400 may have a swivel base 240 disposed at a first end for operating one or more engine valves (not shown). The rocker arm 200/400 may include an internal passageway 215 for receiving hydraulic fluid from a hydraulic fluid source 213. The internal passageway 215 is connected to the lost motion assembly 701 through side or side openings 218 provided in the housing 216 (which serve as an unlocking opening for receiving the unlocking input as described below) Can be communicated.

In this embodiment, the housing 216 may be mounted in an opening provided in the rocker arm 200/400 above the push tube 262 (or other valve train element such as a cam, etc.). A lock nut 219 can be used to secure the housing 216 to the rocker arm. The housing 216 may have a housing bore 712 extending vertically through the housing, and a side opening 218 in communication with the housing bore. In this embodiment, the hydraulic fluid is used as the unlocking input and may optionally be provided to the housing 216 through the side openings 218.

The housing bore 712 of the housing 216 includes an outer plunger 720, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, and one or more locking elements (Not shown) to receive the lost motion assembly 701. [ The outer plunger spring 746 can deflect the outer plunger 720 downward at the housing bore 712. The inner plunger spring 744 can deflect the inner plunger 760 upward from the outer plunger bore. The outer plunger 720 may include openings extending through the side walls of the outer plunger in which the wedges 780 are disposed. The openings are of sufficient size to allow the wedges 780 to freely slide forward and backward within the opening. In the illustrated embodiment, the wedges 780 are of the type having the oblique surfaces of two oppositely disposed wedges, as shown in Fig.

As is evident through comparison of the embodiment of Figures 20-22 with the embodiment of Figures 10 and 11, an important difference is that the inner and outer plungers 760,720 and their corresponding springs 744,746 Relative configuration. Generally, in the embodiments described herein, the outer plunger spring 746 is configured to apply a biasing force to the outer plunger 720 in opposition to the valve motion source (e.g., cam, rocker arm, push tube, etc.) The inner plunger spring 744 is deployed to apply a biasing force to the inner plunger 760 in opposition to the unlocking input (e.g., hydraulic fluid), while the outer plunger spring is deployed. Consequently, in the embodiment illustrated in Figures 20-22, the outer plunger spring 744 is configured such that, in this embodiment, the valve plunger spring 744 is positioned in the outer plunger 720 to the extent that the valve motion source (i.e., push tube 262) Gt; 720 < / RTI >

10 and 11, the housing 216 may include an external recess 772 for receiving the wedges 780, as described above. In this embodiment, the outer recess 772 not only includes an outer recess ramp surface 773 as described above, but also includes a ramp upper surface 775 of the outer recess, And pushes the wedges 780 inward as they push downward or upward on the wedges, respectively. As before, the outer recess ramp surface 773 is large enough to support the high loads required to open the engine valves provided by the rocker arms 200/400. 20-22, the outer plunger recesses 772 may also optionally have a vertical dimension that is greater than the vertical dimension of the wedges 780. [

As described above, the inner plunger 760 may include an inner recess 763 formed to securely receive the wedges 780 when the inner plunger is pushed downward, as shown in Fig. The recesses 763 have angled surfaces designed to allow the wedges 780 to gradually slide into the recesses when the inner plunger 760 is displaced downward by the hydraulic pressure applied from the passages 215. [ .

In operation, the hydraulic fluid may be provided as an unlocking input into an annular zone formed in the bore of the rocker arm receiving the housing 216 through passage 215 in the rocker arms 200-400, (218). Thereby, when hydraulic fluid is supplied to the passage 215, it is allowed to flow through the side openings 218 into the inner region of the housing 216 which is closed at its upper end. Consequently, the hydraulic fluid will flow through the upper opening of the outer plunger 720 and into the outer plunger bore thereby causing the inner plunger 760 to overcome deflection and cause downward movement of the inner plunger spring 744 . This downward motion of the inner plunger 760 allows the wedges 780 to be received in the inner recess 763 of the inner plunger 760 so that the outer plunger 760 is received in the housing 216 (see Fig. 22).

The advantage of the housing 216 and the lost motion assembly 701 shown in Figures 20-22 is that if such valve train elements are configured to have an appropriately sized opening to receive the cartridge insert and to supply the hydraulic fluid as described above , The housing and the lost motion assembly can be manufactured as cartridge inserts for insertion into a number of valve train elements such as rocker arms (shown) and push tubes.

A fourth alternate embodiment of the lost motion assembly 701 including wedges is illustrated in Figs. 23 and 24, wherein like reference numerals refer to like elements in other embodiments. 23 and 24 differ only in the orientation of the lost motion assembly 701 and the method of mounting the lost motion assembly within the valve train. As shown in FIGS. 23 and 24, the lost motion assembly 701 of FIG. 23 is inverted relative to the lost motion system of FIG. 23 is mounted in the rocker arm 200/400, while the process system of Fig. 24 is provided at the end of the push tube 262. [ The operation and assembly of the embodiment of Figures 23 and 24 is sufficiently similar that only one description is provided for all. It should also be noted that the embodiments shown in Figs. 23 and 24 may be operated in a manner similar to the embodiments illustrated in Figs. 1-22, and none of these embodiments are considered to provide engine braking Do not. The embodiments of Figures 23 and 24 may provide for any type of engine valve operation beneficial with the inclusion of a lost motion system.

23 and 24, the lost motion assembly 701 may be provided in the housing 216 (as in the case of a cartridge insert) mounted within the rocker arm 200/400 or the push tube 262 . Alternatively, the housing 216 may be integrally formed within the body of the rocker arm 200/400 or the push tube 262. The hydraulic fluid may be selectively supplied to the lost motion assembly 701 through an opening provided in the cap 730. The embodiments shown in Figs. 23 and 24 differ from the embodiments shown in Figs. 20-22 in a manner in which an unlocking input (e.g., hydraulic fluid) is supplied to the system. 23 and 24, the hydraulic fluid is supplied through the cap 730 while the hydraulic fluid is supplied through the side passages 218 in FIGS. 20-22.

23 and 24, the housing bore 712 of the housing 216 includes an outer plunger 720, an inner plunger 760, an inner plunger spring 744, an outer plunger spring 746, 15 may accommodate a lost motion assembly 701 that includes one or more of the locking elements 780 illustrated in this embodiment as wedges similar to those illustrated in FIGS. The outer plunger spring 746 can deflect the outer plunger 720 downward (or in the opposite direction as shown in Fig. 24) at the housing bore 712, as shown in Fig. The inner plunger spring 744 can deflect the inner plunger 760 downward (or in the opposite direction as shown in Fig. 24) within the outer plunger bore, as shown in Fig. The outer plunger 720 may include openings extending through the side walls of the outer plunger in which the wedges 780 are disposed. The operation of the embodiments shown in Figures 23 and 24 is essentially the same as the embodiments shown in Figures 20-22.

A fifth alternative embodiment of a valve train component 600/700 including a lost motion system is illustrated in Fig. 25, wherein like reference numerals refer to like elements in other embodiments. The embodiment shown in Fig. 25 can be operated in the same manner as the embodiment illustrated in Figs. 1-24, none of these embodiments are considered to be limited to providing engine braking. The embodiment of FIG. 25 may provide for any type of engine valve operation beneficial from the inclusion of a lost motion system.

The fifth alternative embodiment is essentially the same as that shown in Figs. 10 and 11, except for the size and shape of the outer recess 772 and the addition of the shock absorber including the shock absorber piston 830. [ The outer recess 772 may be provided with a vertical size greater than the vertical dimension of the locking elements 780 (e.g., wedges) that the outer recess receives. The increased vertical dimension of the outer recess 772 is greater along the longitudinal axis of the housing bore for the wedges 780 to match the outer recess 772 A large moving distance can be provided. It is recognized that the increased vertical dimension of the outer recess 772 may be twice, or even more than twice, the thickness (or vertical height) of the wedges 780 measured along the length of the housing bore. As noted above, this additional space or gap between the outer recess 772 borders and the wedges 780 allows the lost motion assembly to be in contact with the unlocking input even when the housing moves during the locked state of the locking mechanism . As in the previous embodiments, the outer recess 772 is aligned with the wedges 780 sufficient to support the loading of the housing 710 during the two valve opening events per engine cycle (two-cycle engine braking) The surface has a surface area. Note that this variation of the size and shape of the female columnar recesses 772 may be used in other embodiments described herein.

25, the shock absorber piston 830 may be cup-shaped and may be slidably disposed on the bottom portion of the housing bore 712 below the outer plunger 720. In the embodiment shown in FIG. The shock absorber piston 830 may have an outer diameter that closely fits with the diameter of the bottom portion of the housing bore 712 to enable the hydraulic seal to be formed between the two. The spring 834 may deflect the shock absorber piston 830 toward the outer plunger 720.

The shock absorber piston 830 may have one or more side passages 832 that selectively permit the flow of hydraulic fluid between the interior of the shock absorber piston 830 and the housing bore 712. In the embodiment shown in Fig. 25, the two side passages 832 are shown vertically separated. The spring 834 is capable of sufficiently deflecting the shock absorber piston 830 upwardly toward the outer plunger 720 such that the lowest side passage is above the shoulders 748 formed in the housing bore 712 and the shock absorber piston 830 And is in hydraulic communication with the housing bore 712 when in its uppermost position (as shown).

During operation of the system illustrated in FIG. 25, hydraulic fluid is provided to displace the inner plunger 760 downward as described above to release the outer plunger 720 from the housing 710. As a result, the outer plunger 720 can be rapidly lowered into the housing bore 712 until the outer plunger meets the shock absorber piston 830. The gap between the outer plunger 720 and the housing 710, that is, the leakage passages, allows some hydraulic fluid in the housing bore 712 to leak as the outer plunger 720 descends. The hydraulic fluid displaced by the downward motion of the outer plunger 720 also passes through one or more of the side openings 832 into the interior of the shock absorber piston 830 prior to encountering the shock absorber piston 830. Once the outer plunger 720 contacts the cushion piston 830, the continuous downward motion of the outer plunger 720 can be progressively restrained by the cushion piston 830 as a result of being displaced downward by the outer plunger . More specifically, the position and / or size of one or more side passages 832 in the shock absorber piston 830 may be adjusted between the interior of the shock absorber piston 830 and the housing bore 712 inside the valve bridge body 710 And in some instances, to be progressively blocked by the shoulder 748 provided on the inner wall of the valve bridge body 710. In this way, As a result of the relative incompressibility of the hydraulic fluid entrapped between the shock absorber piston 830 and the housing 710, the shock absorber piston 830 may be of two types, as described in connection with the embodiments illustrated by FIGS. The downward motion of the outer plunger 720 relative to the housing 710 when the dog is released from each other. When the outer plunger 720 is moved away from the shock absorber piston 830 (i.e., in response to the bias applied by the outer plunger spring 746 when no motion is applied to the lost motion assembly) The volumetric expansion between the shock absorber pistons 830 may tend to draw hydraulic fluid from the cavity between the shock absorber piston 830 and the housing 710 and then the hydraulic fluid may be drawn back into the shock absorber piston 830 for subsequent events, And further transfer from the shock absorber piston 830. [0064]

A sixth alternative embodiment of the valve train component 600/700 incorporating the lost motion system is illustrated in Fig. 26, wherein like reference numerals designate like elements in other embodiments. The embodiment shown in Fig. 26 differs from that shown in Fig. 21 mainly for the design of the shock absorber. In Figure 26, the outer plunger 720 may include one or more side passageways 721 that allow hydraulic fluid to flow between the interior of the outer plunger 720 and the housing bore 712. As before, the inner plunger spring 744 urges the outer plunger 760 to deflect the inner plunger 760 upward to a position that results in engagement of the locking element 780 with the outer recess 772, (Not shown).

The outer plunger 720 may further include a lower ring 723 that receives a lock ring 724 used to connect the shock absorber piston 840 to the bottom of the outer plunger 720. The lower ring 723 may be sized to allow some vertical movement of the shock absorber piston 840 relative to the outer plunger 720 while limiting the extent of such movement.

The shock absorber piston 840 can be deflected away from the outer plunger 720 by the springs 844,848. The spring 848 may extend from the shoulder formed in the mid-section of the outer plunger 720 to the upper edge of the shock absorber piston 840. It is understood that the upper edge of the shock absorber piston 840 may include a recess, shoulder, or other structure that receives the spring 848 and maintains the engagement of the spring against the upper edge of the shock absorber piston. The spring 844 may also deflect the check valve 846 to the closed position for the seat formed by the opening 842 provided at the bottom of the shock absorber piston 840.

(E.g., hydraulic fluid) to displace the inner plunger 760 downward, as described above, to release the outer plunger 720 from the housing 710 during operation of the system illustrated in Figure 26. [ Can be provided. The lowering of the inner plunger 760 into the interior of the outer plunger 720 may cause some hydraulic fluid to be displaced from the interior of the outer plunger through the side opening 721 to the interior of the housing bore 712. At the same time, the outer plunger 720 can be rapidly lowered into the housing bore 712 toward the bottom end wall of the housing 710. As a result of the movement of the outer plunger 720 and the inner plunger 760 the hydraulic fluid is not only forced to pass through the opening 842 in the shock absorber piston 840 but also can be forced out of the housing 710 through the water- have. Due to the presence of the check valve 846, the interior of the shock absorber piston 840 can be filled with hydraulic fluid. Pressurization within the shock absorber piston 840 may cause the shock absorber piston 840 to take its maximum downward displacement relative to the outer plunger 720, as shown in Fig.

The outer plunger 720 may thus carry the shock absorber piston 840 downward until the shock absorber piston contacts the bottom end wall of the housing 710. The downward motion of the outer plunger 720 can be progressively restrained by the shock absorber piston 840 as a result of the shock absorber piston being pushed upwards by the end wall of the housing 710. More specifically, the upward movement of the shock absorber piston causes the hydraulic fluid therein to be displaced through a small diameter gap between the shock absorber piston 840 and the outer plunger 720. The size of the gap between the shock absorber piston 840 and the outer plunger 720 decelerates the fluid flow and gradually suppresses the downward motion of the outer plunger. As a result, the shock absorber piston 840 can be moved downwardly of the outer plunger 720 relative to the housing 710 when the two are released from each other, as described in connection with the embodiments illustrated by FIGS. Motion can be mitigated.

A seventh alternative embodiment of the valve train component 600/700 incorporating the lost motion system is illustrated in Fig. 27, wherein like reference numerals designate like elements in other embodiments. The embodiment shown in Fig. 27 differs from that shown in Fig. 25 in the following manner. The outer plunger 720 may include one or more side passageways 721 that allow hydraulic fluid to flow between the interior of the outer plunger 720 and the housing bore 712 of the housing 710. have. The inner plunger spring 744 urges the outer plunger 720 to deflect the inner plunger 760 upward to a position that results in engagement of the locking element 780 with the outer recess 772, As shown in FIG.

27, the cap 730 may be connected to the upper end of the outer plunger 720. [ One or more heavy springs 850 may act on the cap 730 to deflect the housing 710 downward relative to the outer plunger 720. One or more high-load springs 850 may help suppress the downward motion of the outer plunger 720 relative to the valve body 710 when the two are released from each other, as will be described in detail below.

27 includes a shock absorber piston 852 that may be cup-shaped and has an upper opening 858 that allows hydraulic fluid to flow between the interior of the shock absorber piston 852 and the housing bore 712. The spring 854 can deflect the shock absorber piston 852 toward the outer plunger 720. The spring 854 may be connected to the shock absorber piston 852 by a locking ring 856. The embodiment shown in Figure 27 may also include sliding pins 650/750 for each of the two valve stems.

(E.g., a hydraulic fluid) to displace the inner plunger 760 downwardly as described above to release the outer plunger 720 from the housing 710 during operation of the system illustrated in Figure 27. [ Can be provided. The lowering of the inner plunger 760 into the interior of the outer plunger 720 may cause some hydraulic fluid to be displaced from the interior of the outer plunger through the side opening 721 to the interior of the housing bore 712. At the same time, the outer plunger 720 can be rapidly lowered into the housing bore 712 toward the shock absorber piston 852. As a result of the movement of the outer plunger 720 and the inner plunger 760 hydraulic fluid is not only forced to pass through the opening 858 in the shock absorber piston 852 but also is forced out of the valve body 710 through the water- .

Once the outer plunger 720 is in contact with the cushion piston 852, the continuous downward motion of the outer plunger 720 can be progressively restrained by the cushion piston as a result of the cushion piston being displaced downwardly by the outer plunger have. More specifically, the position and / or size of the opening 858 in the shock absorber piston 852 is selected such that the hydraulic communication between the interior of the shock absorber piston 852 and the housing bore 712 of the valve bridge body 710 is optional, May be provided to be gradually blocked in the examples. As a result, the shock absorber piston 852, in cooperation with one or more high-load springs 850, can be released when the two are released from each other, as described in connection with the embodiments illustrated by Figures 1-24 The downward motion of the outer plunger 720 relative to the valve bridge main body 710 can be mitigated.

An eighth alternative embodiment of a valve train component 600/700 incorporating a lost motion system is illustrated in Fig. 28, wherein like reference numerals designate like elements in other embodiments. 28 differs from the one shown in FIG. 27 primarily in the position of the spring (s) used to deflect the outer plunger 720 relative to the housing 710. In Fig. 28, a spring 860 is provided in the housing 710, as opposed to the above. The spring 860 biases the outer plunger 720 upwardly against the housing 710 and the shock absorber piston 852.

During operation of the system illustrated in FIG. 28, hydraulic fluid may be provided to displace the inner plunger 760 downward to release the outer plunger 720 from the housing 710. The lowering of the inner plunger 760 into the interior of the outer plunger 720 may cause some hydraulic fluid to be displaced from the interior of the outer plunger through the side opening 721 to the interior of the housing bore 712. At the same time, the outer plunger 720 can be rapidly lowered into the housing bore 712 toward the shock absorber piston 852. As a result of the movement of the outer plunger 720 and the inner plunger 760 hydraulic fluid is not only forced to pass through the opening 858 in the shock absorber piston 852 but also is forced out of the valve body 710 through the water- .

In the embodiment of FIG. 28, the movement of the shock absorber piston 852 is partially controlled by the relative forces exerted by the springs 860, 854. In particular, the springs 860, 854 engaging the shock absorber piston 852 are configured to have the same force at approximately mid-stroke of the outer plunger 720 relative to the housing 710. Since the outer plunger 720 continues to descend in the housing 710, the force from the first spring 860 is increased to a point where it is greater than the counter force exerted by the second spring 854, And pushes the shock absorber piston 852 downward. The downward velocity of the shock absorber piston 852 is controlled by the difference in force between the springs 860 and 854 and the oil pressure due to the pressure difference caused by the oil flowing through the opening 858. [ As a result, during a normal valve event in which the locking mechanism is already in the released state, the downward motion of the outer plunger 720 causes the shock absorber piston 852 to move to its stroke position before the outer plunger 720 reaches its bottom- (I.e., against the bottom wall of the housing 710).

However, it will be appreciated that there will be instances in which the locking mechanism will transition from the locked state to the released state during a relatively high lift valve event. In this case, the outer plunger 720 will be released rapidly, thereby causing the first spring 860 to similarly rapidly compress. As a result, there will be insufficient time for the shock absorber piston 852 to move downward to avoid collision with the outer plunger 720. However, since the outer plunger 720 contacts the buffer piston 852, it will block the opening 858 and thereby further pressurize the hydraulic fluid captured by the buffer piston 852. This, in turn, results in a significantly slower force to be applied to the outer plunger 720, which in turn prevents further rapid collapse of the outer plunger 720, and, as described above for the other embodiments described herein, Resulting in the resulting noise that would otherwise occur without the presence of the < RTI ID = 0.0 >

It will be apparent to those skilled in the art that modifications and variations of the present disclosure can be made without departing from the scope or spirit of the invention. For example, the means for actuating the exhaust valve to provide the engine braking section 100 and the means for actuating the intake valve to provide the engine braking section 300 are non-engineable in other applications, May provide braking valve movements.

In another example, various modifications to the locking elements and corresponding external recesses may be used. For example, in the case of a wedge-shaped embodiment, the inclined surfaces of the wedge and / or the external recess may be formed along the non-conical surface. In addition, rather than including an annular channel around the entire surface of the surface forming the housing bore, the outer recess is configured to be aligned with and accommodate the respective wedges of one or more of the wedges One or more slots). Alternatively, but in the same vein, the locking elements may comprise one or more pins received in corresponding holes formed in and aligned with the surface forming the housing bore.

In another example, the various shock absorbers described above include shock absorber pistons and associated components, but only between various ones of the components of the locking mechanism, for example, a leak designed only between the outer plunger and the housing It may also be possible to implement a shock absorber on the basis of providing the passages. In this way, the function of the shock absorber is uniquely provided by the flow of hydraulic fluid through the gap provided between the housing and the locking mechanism. Moreover, while the various embodiments described in the present invention in which the locking mechanism is combined with the shock absorber have been described in the context of a particular type of valve train component (i.e., valve bridge), such a locking mechanism / And may be combined with any valve train component, including various other embodiments that have been achieved.

While particularly preferred embodiments have been shown and described, those skilled in the art will appreciate that variations and modifications can be made without departing from the teachings herein. It is therefore to be understood that any and all modifications, equivalents, or equivalents of the teachings set forth above fall within the scope of the basic principles set forth herein and claimed herein.

Claims (44)

CLAIMS What is claimed is: 1. An internal combustion engine comprising a valve train for actuating one or more engine valves, the apparatus for controlling motion applied to the one or more engine valves,
A housing disposed within the valve train; And
A locking mechanism,
The housing having a housing bore extending into the housing and an outer recess formed in a surface forming the housing bore, the outer recess comprising an outer recess ramp formed according to a cone frustum,
Wherein the locking mechanism is disposed in the housing bore and includes a wedge, the wedge comprising a wedge beveled surface formed to conform to the outer recessed bevel surface and formed in accordance with a cone, Surface interaction forces the removal of the wedge from the outer recess and the unlocking of the locking mechanism thereby preventing motion through one or more engine valves through the device,
Device. The method according to claim 1,
The locking mechanism
An outer plunger slidably disposed in the housing bore; And
Further comprising an inner plunger slidably disposed in the outer plunger inner bore,
The outer plunger having an inner bore defining an outer plunger sidewall and a side opening extending through the outer plunger sidewall, the wedge being disposed in a side opening of the outer plunger,
The inner plunger having an internal recess formed therein for receiving the wedge,
Device. 3. The method of claim 2,
Wherein the outer plunger includes an unlocking opening configured to receive an unlocking input, the unlocking input causing the inner plunger to slide into the outer plunger, thereby allowing the wedge to be received in the inner recess,
Device. The method of claim 3,
Wherein the unlocking opening is disposed at an end of the outer plunger and is configured to receive hydraulic fluid as an unlocking input,
Device. 5. The method of claim 4,
Wherein the outer plunger is received in the open end of the housing bore and the unlocking opening is in the end of the outer plunger near the open end of the housing bore.
Device. The method of claim 3,
Wherein the housing is configured to be in fluid communication with the housing bore and the unlocking opening, and further comprising a side opening configured to receive hydraulic fluid as the unlocking input.
Device. 3. The method of claim 2,
Further comprising a snubber disposed in the housing bore between the outer plunger and the housing and configured to progressively inhibit movement of the outer plunger,
Device. The method according to claim 1,
The housing may be provided with a valve bridge, a rocker arm, a push tube, or a cam follower,
Device. The method according to claim 1,
The housing being provided between the push tube and the rocker arm or between the rocker arm and the engine valve,
Device. 10. The method of claim 9,
Wherein the housing is a cartridge insert configured to be mounted to one of a push tube or a rocker arm,
Device. The method according to claim 1,
Said outer recess having a vertical height greater than the vertical height of the wedge,
Device. 12. The method of claim 11,
Said outer recess having a vertical height not greater than twice the vertical height of the wedge,
Device. 12. The method of claim 11,
Said outer recess having a vertical height greater than twice the vertical height of the wedge,
Device. The method according to claim 1,
Wherein the wedge comprises a second wedge sloping surface formed in accordance with a truncated cone and the second wedge sloping surface is disposed on a side of the wedge opposite the wedge sloping surface,
Device. CLAIMS What is claimed is: 1. An internal combustion engine comprising a valve train for actuating one or more engine valves, the apparatus for controlling motion applied to the one or more engine valves,
A housing disposed within the valve train, the housing having a housing bore extending into the housing;
A locking mechanism disposed in the housing bore, wherein the locking condition of the locking mechanism allows motion to be applied to one or more engine valves through the device, and wherein the unlocked condition of the locking mechanism is configured to cause one or more A locking mechanism for preventing motion of the engine valves of the engine; And
And a shock absorber disposed in the housing bore between the locking mechanism and the housing and in communication with the locking mechanism, the shock absorber being configured to progressively inhibit movement of at least a portion of the locking mechanism.
Device. 16. The method of claim 15,
Wherein the locking mechanism comprises a hydraulically actuated locking mechanism,
Device. 17. The method of claim 16,
Wherein the hydraulically actuated locking mechanism and the shock absorber are in fluid communication,
Device. 16. The method of claim 15,
The locking mechanism
An outer plunger slidably disposed in the housing bore, the outer plunger having an inner bore defining an outer plunger sidewall and a side opening extending through the outer plunger sidewall;
An inner plunger slidably disposed in the inner bore of the outer plunger, the inner plunger having an inner recess formed therein; And
Further comprising a locking element disposed in a side opening of the outer plunger sidewall,
Wherein the locking element is configured to engage an external recess formed in a surface forming a housing bore, the internal recess being configured to receive a locking element,
Device. 19. The method of claim 18,
Wherein the locking element comprises a wedge,
Device. 19. The method of claim 18,
Wherein the outer plunger includes an unlocking opening configured to receive an unlocking input, the unlocking input causing the inner plunger to slide into the outer plunger, thereby allowing the wedge to be received in the inner recess,
Device. 21. The method of claim 20,
Wherein the unlocking opening is disposed at an end of the outer plunger and is configured to receive hydraulic fluid as an unlocking input,
Device. 22. The method of claim 21,
Wherein the outer plunger is received in the open end of the housing bore and the unlocking opening is in the end of the outer plunger near the open end of the housing bore.
Device. 21. The method of claim 20,
Wherein the housing is configured to be in fluid communication with the housing bore and the unlocking opening, and further comprising a side opening configured to receive hydraulic fluid as the unlocking input.
Device. 19. The method of claim 18,
Wherein the shock absorber comprises a shock absorber piston disposed in an outer plunger,
Device. 16. The method of claim 15,
The housing may be provided with a valve bridge, a rocker arm, a push tube, or a cam follower,
Device. 16. The method of claim 15,
The housing being provided between the push tube and the rocker arm or between the rocker arm and the engine valve,
Device. 27. The method of claim 26,
Wherein the housing is a cartridge insert configured to mount to one of a push tube or a rocker arm,
Device. 16. The method of claim 15,
Wherein the shock absorber comprises a shock absorber piston disposed in the housing bore,
Device. 29. The method of claim 28,
The shock absorber piston is cup-shaped and includes one or more side passages extending through the wall of the shock absorber piston.
Device. 29. The method of claim 28,
Further comprising a check valve disposed within the shock absorber piston,
Device. 16. The method of claim 15,
Wherein the shock absorber is provided by a flow of hydraulic fluid through a gap between the locking mechanism and the housing,
Device. CLAIMS What is claimed is: 1. An internal combustion engine comprising a valve train for actuating one or more engine valves, the apparatus for controlling motion applied to the one or more engine valves,
A housing disposed within the valve train; And
A locking mechanism,
The housing having an outer recess formed in a surface forming a housing bore and a housing bore extending into the housing,
The locking mechanism is disposed in the housing bore and includes a locking element that engages the outer recess in the locked state of the locking mechanism and thereby enables motion to be applied to one or more engine valves through the device In addition,
Wherein the outer recess is configured to enable movement of the locking element along the longitudinal axis of the housing bore when the locking element engages the outer recess,
Device. 33. The method of claim 32,
Said outer recess having a vertical height greater than the vertical height of the locking element,
Device. 34. The method of claim 33,
Said outer recess having a vertical height not greater than twice the vertical height of the locking element,
Device. 34. The method of claim 33,
Said outer recess having a vertical height greater than twice the vertical height of the locking element,
Device. 33. The method of claim 32,
Wherein the locking element comprises a wedge,
Device. 33. The method of claim 32,
The locking mechanism
An outer plunger slidably disposed in the housing bore, the outer plunger having an inner bore defining an outer plunger sidewall and a side opening extending through the outer plunger sidewall;
An inner plunger slidably disposed in the outer plunger inner bore, the inner plunger further including an inner plunger having an inner recess formed therein,
A locking element is disposed in the side opening of the outer plunger sidewall,
Wherein the internal recess is configured to receive a locking element,
Device. 39. The method of claim 37,
The outer plunger includes an unlocking opening configured to receive an unlocking input, the unlocking input causing the inner plunger to slide into the outer plunger, thereby enabling the locking element to be received in the inner recess ,
Device. 39. The method of claim 38,
Wherein the unlocking opening is disposed at an end of the outer plunger and is configured to receive hydraulic fluid as an unlocking input,
Device. 40. The method of claim 39,
Wherein the outer plunger is received in the open end of the housing bore and the unlocking opening is in the end of the outer plunger near the open end of the housing bore.
Device. 39. The method of claim 38,
Wherein the housing is configured to be in fluid communication with the housing bore and the unlocking opening, and further comprising a side opening configured to receive hydraulic fluid as the unlocking input.
Device. 33. The method of claim 32,
The housing may be provided with a valve bridge, a rocker arm, a push tube, or a cam follower,
Device. 33. The method of claim 32,
The housing being provided between the push tube and the rocker arm or between the rocker arm and the engine valve,
Device. 44. The method of claim 43,
Wherein the housing is a cartridge insert configured to be mounted to one of a push tube or a rocker arm,
Device.

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