Engine valve train deactivation system with switchable rocker cam lift

Abstract

A cylinder deactivation system for an engine includes an engine block defining a cylinder. A valve opens and closes a port to the cylinder. The rocker arm pivots to operate the valve. The camshaft has a cam lift, and the cam-to-rocker input system transmits the cam lift to the valve through the rocker arm. A deactivation assembly is disposed in the rocker arm and responsive to fluid pressure to alternately achieve an activated state of the valve and a deactivated state of the valve.

Description

Technical Field

[0001] This disclosure generally relates to internal combustion engine systems with valve mechanisms having rocker arms, and more specifically to engine valve mechanism systems including captured cam lob lift at a cam input to a rocker arm interface to alternately activate and deactivate individual cylinders of the engine. Background Technology

[0002] Applications of internal combustion engines, such as in vehicles, can include cylinder deactivation, where one or more of a plurality of cylinders in an engine are disabled, thereby effectively reducing engine size. For spark-ignition engines where the load is at least partially controlled by the position of the intake throttle valve, the intake throttle valve can be further opened to produce the same work at the engine crankshaft while some cylinders are deactivated. This increased throttle opening reduces pumping circuit losses in a typical 4-cycle engine, thus improving overall efficiency. For diesel engines, where the load is primarily controlled by the amount of fuel injected during the engine cycle, pumping circuit losses caused by a partially closed throttle valve are generally not an efficiency limitation. For diesel engines, the benefit of cylinder deactivation is the ability to rapidly increase the temperature of the exhaust catalyst. This is accomplished by increasing the load in the cylinders that remain active while some cylinders are deactivated, by increasing the amount of fuel injected to produce the same work at the crankshaft. Ultimately, for a given engine crankshaft output, this results in an increase in the temperature of the exhaust catalyst. Higher-temperature catalysts can be used to improve overall engine emissions. The same method can be used to heat the catalyst more quickly, thereby improving emissions. Deactivation can be achieved on any number of cylinders in the engine, thus providing any number of selectable variations in the displacement of the active cylinders.

[0003] Disabling the valve mechanism could require significant modifications to the base engine, making it potentially complex to implement. For example, many engine components might need to be modified. Furthermore, substantial clearances could be generated in the valve system, which could negatively impact engine efficiency.

[0004] Therefore, it is desirable to provide a cylinder deactivation system that requires minimal modifications to engine components and results in optimized engine efficiency. Furthermore, other desirable features and characteristics will become apparent from the following detailed description and appended claims, taken in conjunction with the accompanying drawings and the foregoing introduction. Summary of the Invention

[0005] The cylinder deactivation system is provided with a rocker arm feature for selectively deactivating engine cylinders. In several embodiments, the cylinder deactivation system for an engine includes an engine block defining the cylinders. A valve opens and closes a port leading to the cylinder. The rocker arm pivots to operate the valve. A camshaft has cam lift, and a cam-to-rocker input system transmits the cam lift to the valve via the rocker arm. A deactivation component is disposed in the rocker arm and responds to fluid pressure to alternately activate or deactivate the valve.

[0006] In an additional embodiment, the rocker arm defines a bore. The deactivation assembly includes a pin housing disposed in the bore and a locking pin within the pin housing. The locking pin is used to alternately lock and unlock the pin housing relative to the rocker arm in response to fluid pressure.

[0007] In an additional embodiment, the deactivation assembly includes a deactivation spring in a rocker arm, and the valve is biased to the closed position by a valve spring. The valve spring applies a force to the valve, and the deactivation spring applies a force in the deactivation assembly. The force of the valve spring is greater than the force of the deactivation spring, such that the valve spring holds the valve in the closed state, while the deactivation spring is compressed in the deactivated state of the valve.

[0008] In an additional embodiment, a rocker arm defines a bore. A locking housing is disposed in the bore and defines a transverse bore. A pin housing is disposed in the bore and within the locking housing. The pin housing is part of the deactivation assembly and defines a locking pin cavity aligned with the transverse bore. A locking pin is disposed in the locking pin cavity. A pump is operable to supply fluid pressure to the transverse bore to force the locking pin into the locking pin cavity.

[0009] In an additional embodiment, a rocker arm defines a bore. A locking housing is disposed within the bore and defines a transverse bore. A pin housing is disposed within the bore of the locking housing. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. A locking pin spring within the locking pin cavity forces the locking pin toward the transverse bore. Fluid pressure is applied to compress the locking pin spring in the deactivated state of the valve.

[0010] In an additional embodiment, a rocker arm defines a bore, and a pin housing is disposed within the bore. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity and has a groove. A locking pin retainer has a rod engaged in the groove.

[0011] In an additional embodiment, a rocker arm defines a bore, and a pin housing is disposed within the bore. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. An oil passage leads to the locking pin cavity to release pressure from the locking pin cavity.

[0012] In an additional embodiment, a rocker arm defines a hole, and a pin housing is disposed within the hole. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. A deactivation spring is disposed within the hole and operates to apply force to the pin housing.

[0013] In an additional embodiment, a rocker arm defines a bore. A locking housing is disposed within the bore and defines a transverse bore with an undercut. A pin housing is disposed within the bore and the locking housing. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. A locking pin spring forces the locking pin into the undercut of the transverse bore to achieve the activated state of the valve.

[0014] In an additional embodiment, the rocker arm defines a bore. A pin housing is disposed within the bore. The pin housing is part of the deactivation assembly and defines a seat engaged by the cam-to-rocker input system. A deactivation spring is disposed within the bore of the rocker arm. During the deactivation state, the deactivation spring compresses and expands to achieve a cavitation effect, preventing the valve from opening.

[0015] In several other embodiments, the cylinder deactivation system for an engine includes an engine block defining the cylinder. A valve is operated to open and close a port leading to the cylinder. A rocker arm pivots to operate the valve. A camshaft has cam lift. A cam-to-rocker input system operates to transmit cam lift to the valve via the rocker arm. A deactivation assembly is disposed in the rocker arm and, in response to fluid pressure, alternately achieves an activated and deactivated state of the valve. The deactivation assembly includes a locking pin to lock and unlock the rocker arm to prevent pivoting.

[0016] In an additional embodiment, the rocker arm defines a bore, and the deactivation component includes a pin housing disposed in the bore and a locking pin within the pin housing. The locking pin operates to alternately lock and unlock the rocker arm by locking and unlocking the pin housing relative to the rocker arm in response to fluid pressure.

[0017] In an additional embodiment, the deactivation assembly includes a deactivation spring disposed within a rocker arm. The valve is biased to the closed position by the valve spring. The valve spring applies a first force to the valve. The deactivation spring applies a second force within the deactivation assembly. The first force is greater than the second force, such that the valve spring holds the valve in the closed state while the deactivation spring is compressed in the deactivated state of the valve.

[0018] In an additional embodiment, a rocker arm defines an orifice; and a locking housing within the orifice. The locking housing defines a transverse orifice, and the rocker arm defines a fluid chamber aligned with the transverse orifice. A pin housing is disposed within the orifice and the locking housing. The pin housing is part of the deactivation assembly and defines a locking pin cavity aligned with the transverse orifice. A locking pin is disposed within the locking pin cavity. A pump operates to supply fluid pressure through the fluid chamber to the transverse orifice to force the locking pin into the locking pin cavity. A fluid control valve operates to control the delivery of fluid pressure to the transverse orifice.

[0019] In an additional embodiment, a rocker arm defines a bore. A locking housing is disposed in a first bore and defines a transverse bore. A pin housing is disposed in a bore within the locking housing. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed in the locking pin cavity. A locking pin spring in the locking pin cavity actuates to force the locking pin toward the transverse bore. Fluid pressure is used to compress the locking pin spring in the deactivated state of the valve.

[0020] In an additional embodiment, a rocker arm defines a bore, and a pin housing is disposed within the bore. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity and has a groove. A locking pin retainer has a retaining rod engaged in the groove. An oil passage extends through the retaining rod.

[0021] In an additional embodiment, a rocker arm defines a bore, and a pin housing is disposed within the bore. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. An oil passage leads to the locking pin cavity and through the pin housing to release pressure from the locking pin cavity.

[0022] In an additional embodiment, a rocker arm defines a hole, and a pin housing is disposed within the hole. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. A locking pin spring is disposed within the locking pin cavity. A deactivation spring is disposed within the hole and operates to apply force to the pin housing.

[0023] In an additional embodiment, a rocker arm defines a bore, and a locking housing is disposed within the bore. The locking housing defines a transverse bore with an undercut. A pin housing is disposed within the bore and the locking housing. The pin housing is part of the deactivation assembly and defines a locking pin cavity. A locking pin is disposed within the locking pin cavity. A locking pin spring actuates to force the locking pin into the undercut of the transverse bore to achieve the activated state of the valve. A locking pin retainer has a rod that engages the locking pin.

[0024] In several additional embodiments, the cylinder deactivation system for an engine includes an engine block defining a cylinder. A valve operates to open and close a port leading to the cylinder. A rocker arm pivots to operate the valve and define an orifice. A camshaft has cam lift. A cam-to-rocker input system operates to transmit cam lift to the valve via the rocker arm. A deactivation assembly is disposed in the rocker arm and, in response to fluid pressure, alternately achieves an activated state and a deactivated state of the valve. The deactivation assembly includes a locking pin to lock and unlock the rocker arm to prevent pivoting. The deactivation assembly includes a deactivation spring disposed in an orifice in the rocker arm. During the deactivation state, the deactivation spring operates to compress and expand to achieve a cavitation effect, preventing the valve from opening. Attached Figure Description

[0025] Exemplary embodiments will now be described in conjunction with the following figures, wherein the same numerals denote the same elements, and wherein:

[0026] Figure 1 This is a schematic partial cross-sectional view of an engine having a valve mechanism deactivation system according to an embodiment;

[0027] Figure 2 According to the embodiments Figure 1 A schematic partial cross-sectional view of the valve mechanism deactivation system of an engine;

[0028] Figure 3 It is in the first state according to various embodiments. Figure 2 A schematic partial cross-sectional view of the rocker arm of the engine's valve deactivation system; and

[0029] Figure 4 It is in the second state according to various embodiments. Figure 2 A schematic partial cross-sectional view of the rocker arm of the valve mechanism deactivation system of an engine. Detailed Implementation

[0030] The following detailed description is merely exemplary in nature and is not intended to limit application and use. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing introduction, brief overview, or the detailed description below.

[0031] refer to Figure 1 An engine 100 with a cylinder deactivation system 102 is shown. The engine 100 may include a cylinder block 105 defining a plurality of cylinders, such as cylinders 104 and 106. Pistons 108, 110 are disposed within their respective cylinders 104, 106. A crankshaft 112 is disposed in the engine 100. Connecting rods 114, 116 connect their respective pistons 108, 110 to the crankshaft 112. A plurality of valves, such as intake valve 120 and exhaust valve 122, are associated with cylinders 104, 106 in a valve system 124. The engine 100 includes cylinder heads 126, 128 coupled to the engine block 105. The engine block 105 may define a V-configuration with cylinder banks comprising cylinders 104, 106 angled relative to each other. However, it should be understood that this disclosure is not limited to V-configured engines but is applicable to other types of engines, such as inline, opposed cylinder, etc. It should be understood that each cylinder of engine 100 will have at least an intake valve and an exhaust valve.

[0032] Valve system 124 may include camshaft 130, intake valve 120 and exhaust valve 122, rocker arms 138, 140, cam-to-rocker input system 142, and cylinder deactivation system 102. Camshaft 130 may include multiple cams, such as intake cam 144 and exhaust cam 146. Cam-to-rocker input system 142 may engage with intake cam 144 and exhaust cam 146 and rocker arms 138, 140 to move rocker arms 138, 140 and open intake valve 120 and exhaust valve 122. Cam-to-rocker input system 142 may also be referred to as a cam actuator because it achieves the lift of camshaft 130 at rocker arms 138, 140 and at intake valve 120 and exhaust valve 122. The cam-to-rocker input system 142 may include valve lift mechanisms 150, 152 to transmit input from the intake cam 144 and exhaust cam 146 to rocker arms 138, 140. Valve lift mechanisms 150, 152 may each include pushrods 154, 156 and tappets 158, 160. In operation, rotation of the camshaft 130 causes the intake cam 144 and exhaust cam 146 to translate the tappets 158, 160 in their respective bores in the engine block 105, transmitting motion to the pushrods 154, 156. The pushrods 154, 156 then transmit motion to the rocker arms 138, 140, and via the rocker arms to the intake valve 120 and exhaust valve 122. In other embodiments, another form of valve lift device may be used in the cam-to-rocker input system 142. For example, direct input can be provided to rocker arms 138 and 140 from the intake cam 144 and exhaust cam 146, or input can be provided through intermediate rollers or other devices.

[0033] refer to Figure 2 A schematic diagram of various aspects of the cylinder deactivation system 102 is provided. In this example, rocker arm 138 and intake valve 120 are shown; however, it should be understood that other valves of the engine 100 can be similarly activated and deactivated. The cylinder deactivation system 102 includes a camshaft 130, a cam-to-rocker input system 142, rocker arm 138, intake valve 120, cylinder 104, valve spring 186, and engine oil pump 162.

[0034] Rocker arm 138 is mounted to move about pivot point 164. Rocker arm 138 may be mounted on a shaft, pin, stud, or other structure. Rocker arm 138 includes a valve end 166 engaging with intake valve 120 and a cam input end 168 engaging with cam-to-rocker input system 142. The distance from valve end 166 to pivot point 164 and the distance from cam input end 168 to pivot point 164 define the rocker arm ratio. At or near cam input end 168, rocker arm 138 defines an orifice 170 for receiving deactivation component 172. Deactivation component 172 is operated to alternatively transmit motion of cam-to-rocker input system 142 to intake valve 120 via rocker arm 138 in the active state, or to decouple motion of cam-to-rocker input system 142 from intake valve 120 in the deactivated state. In the active state, the lift of the cam lobe 144 is transmitted to the intake valve 120 to move the intake valve 120, thereby allowing air to flow through port 174 to generate power in cylinder 104. In the deactivated state, the intake valve 120 does not move and does no work in cylinder 104. The deactivation assembly 172 is housed within the rocker arm 138 at the cam input end 168.

[0035] At the valve end 166 of the rocker arm 138, the intake valve 120 includes a rod 176 having a tip 178 that engages the rocker arm 138 at a contact pad 180. The tip 178 of the rod 176 is designed to always remain in contact with the contact pad 180. The intake valve 120 includes a head 182 that alternatively seals the port 174 from the cylinder 104 when in seat 184, or opens the port 174 to the cylinder 104 when out of seat. A spring 186 is disposed around the rod 176 and compressed between the cylinder head 126 and a retainer 188 fixed to the rod 176. The spring 186 biases the intake valve 120 to a closed position, in which the head 182 abuts against the seat 184. When the rocker arm 138 pivots, the contact pad 180 applies a force to the tip 178 of the rod 176, thereby compressing the spring 186 and disengaging the head 182 from the seat.

[0036] The rocker arm 138 has a bore 170 having a push rod end 190 and a clearance adjusting end 192 opposite to the push rod end 190. The rocker arm 138 includes a threaded section 194 extending from the push rod end 190 into the bore 170. Adjacent to the threaded section 194 and further into the bore 170 from the push rod end 190, the bore 170 includes an enlarged section 196 that partially defines a fluid chamber 198. The bore 170 also includes a section 200 extending from the enlarged section 196 to the clearance adjusting end 192. The diameter of the section 200 is smaller than that of the enlarged section 196.

[0037] The deactivation assembly 172 includes a locking housing 202 that extends fully through the bore 170. The locking housing 202 includes a threaded section 204 that has threads that screw into a threaded section 194 of the bore 170. The locking housing 202 includes a cylindrical section 206 that optionally fits tightly within a section 200 of the bore 170 by press-fit. The locking housing 202 includes a threaded section 208 extending out to a clearance adjustment end 192. A nut 210 is screwed onto the threaded section 208 to lock the locking housing 202 in the bore 170.

[0038] For further reference Figure 3 The locking housing 202 has a longitudinal bore 214 that extends fully through it, and a transverse bore 216 that intersects the longitudinal bore 214 and is aligned with the fluid chamber 198. The transverse bore 216 is stepped, having a larger diameter section forming an undercut 218 and leading to the longitudinal bore 214, and a smaller diameter section 220 leading to the fluid chamber 198 and aligned with the undercut 218. The smaller diameter section 220 intersects the undercut 218 to create an annular flow orifice, in which pressure can be built up, as further described below. The longitudinal bore 214 defines a locking compartment 222 extending inward from the push rod end 190 and a spring compartment 224 extending inward from the clearance adjustment end 192. The locking compartment 222 contains a locking assembly 226, and the spring compartment 224 contains a deactivation spring, also referred to as a freewheeling spring 228. Depending on the state of the deactivated component 172, the locking component 226 may extend partially into the spring compartment 224 and / or the idler spring 228 may extend partially into the locking compartment 222.

[0039] Locking assembly 226 includes a pin housing 230, a locking pin 232, a locking pin spring 234, and a locking pin retainer 236. The pin housing 230 includes a locking pin cavity 238 containing the locking pin 232 or at least a portion thereof, a spring seat 240 therein housing a pneumatic spring 228, and a push rod seat 242 therein housing a push rod 154 of the cam-to-rocker input system 142. The push rod 154 includes a ball 244, which may be the end of the push rod 154, and the push rod seat 242 is shaped to mate with the ball 244. The pin housing 230 also includes an oil passage 246 for lubrication delivery and / or return purposes. The locking pin retainer 236 holds the locking pin 232 in a proper orientation and position and includes a retaining rod 250 extending into a groove 252 in the locking pin 232. The locking pin retainer 236 also includes an oil passage 255. The locking pin retainer 236 can also be used as at least part of the spring seat 240, and the idler spring 228 applies force to hold the locking pin retainer 236 against the pin housing 230.

[0040] Spring retainer 254 is fixed at the end of threaded section 208, closing spring chamber 224 and compressing free spring 228 against spring seat 240 of pin housing 230. This keeps push rod seat 242 against ball 244 of push rod 154. Figure 3 As shown, the deactivation component 172 is shown in the cylinder active state. Being active means that the lift of the camshaft 130 is transmitted via the cam-to-rocker input system 142 and via the rocker arm 138 to the intake valve 120, causing the intake valve to open and close during engine 100 cycles. A locking pin spring 234 forces the tip 256 of the locking pin 232 into the undercut 218. The tip 256 of the locking pin 232 contacts an annular groove in 214 before contacting 250. If desired, the end 258 of the groove 252 can abut against a retaining rod 250, limiting the movement of the locking pin 232 and retaining it in the pin housing 230. The locking pin 232 enters and locks into the undercut 218, locking the pin housing 230 to the locking housing 202 and, through the locking housing 202, to the rocker arm 138. When the engine 100 is operated with all cylinders active, the locking pin 232 is forced into the undercut 218. As a result, under the action of push rod 154, rocker arm 138 pivots during engine 100 operation, thereby operating intake valve 120. When pin housing 230 is held in a fixed position relative to spring retainer 254, idler spring 228 remains in a static state. In the active state, the oil pressure in fluid chamber 198 is low or minimal, causing locking pin spring 234 to hold locking pin 232 in undercut 218. Pressure from engine oil pump 162 is controlled to fluid chamber 198 via fluid control valve 260, which is moved to the closed position. When in the closed position, the reduced oil pump pressure in fluid chamber 198 is experienced due to fluid control valve 260.

[0041] refer to Figure 4 The deactivation component 172 is shown in a cylinder deactivation state. Being deactivating means that the lift of the camshaft 130 is transmitted via the cam-to-rocker input system 142 to the locking component 226, which reciprocates in the rocker arm 138 without pivoting. Cam lift is not transmitted to the intake valve 120, causing the intake valve to remain closed during engine 100 cycles. The smaller diameter segment 220 of the transverse bore 216 intersects the undercut 218 to create an annular flow orifice, where pressure can be built up to generate a force that retracts the locking pin 232. Figure 4As shown, locking pin 232 is forced into locking pin cavity 238, compressing locking pin spring 234 such that tip 256 is within longitudinal bore 214, and specifically within its locking compartment 222. As a result, locking assembly 226 moves freely longitudinally within longitudinal bore 214 under the force exerted by pneumatic spring 228. Locking assembly 226 moves in response to input from push rod 154. The locking assembly slides / reciprocates within longitudinal bore 214, compressing and expanding pneumatic spring 228. Considering the rocker arm ratio, valve spring 186 applies a greater force than the force exerted by pneumatic spring 228 between retainer 254 and locking assembly 226 to keep intake valve 120 closed. As a result, intake valve 120 remains closed, and locking assembly 226 slides within rocker arm 138, which does not pivot, thus creating a pneumatic effect in valve system 124.

[0042] To hold the locking pin 232 in the retracted position within the locking pin cavity 238, hydraulic pressure is applied toward the locking pin cavity 238 through the transverse bore 216. The smaller diameter section 220 of the transverse bore 216 provides an oil passage, and the hydraulic pressure prevents the locking pin spring 234 from moving its tip 256 into the undercut 218. The locking pin 232 thus moves out of the undercut 218, compressing the locking pin spring 234, thus disengaging the locking pin 232 from the undercut 218 and achieving free play. This means that the intake valve 120 is deactivated in the rocker arm 138 by hydraulic pressure, in this case, from the engine oil pump 162. To achieve the deactivated state, the fluid control valve 260 is opened, and oil from the pump 162 is delivered to the fluid chamber 198 through the piping system 266. In all cases, the fluid chamber 198 is open to the transverse bore 216 and its undercut 218. Keeping the fluid control valve 260 open maintains a sufficiently high pressure in the fluid chamber 198 to overcome the force of the locking pin spring 234 and prevent the locking pin 232 from moving into the bottom cut 218. Passages 246 and 255 ensure that no residual pressure interferes with deactivation in the locking pin cavity 238.

[0043] To return intake valve 120 to the active state, valve fluid control 260 is closed. This regulates the oil pressure supply to fluid chamber 198. As a result, when both are aligned, locking pin spring 234 forces locking pin 232 into undercut 218. The effect is that rocker arm 138 returns to pivot in response to cam-to-rocker input system 142, and intake valves cycle open and close. Valves of engine 100 can be selectively cycled between active and deactivated states by fluid pressure control via valves such as fluid control valve 260. In embodiments, one such valve may be dedicated to a given cylinder, or a single valve may be used to control multiple cylinders.

[0044] Therefore, the rocker arm can be configured to capture the lift of the engine camshaft at the area where the pushrod or other cam input contacts the rocker arm. The internal components of the rocker arm use pressurized engine oil and are controlled by a valve to unlock or lock, allowing movement within the rocker arm or fixing it to pivot the rocker arm. During the unlocking movement of the internal components, the rocker arm is not articulated, and the engine valves do not open. This valve mechanism deactivation system allows the addition of engine cylinder deactivation capability to existing engines with minimal changes to the existing engine architecture and high manufacturability. A rocker arm incorporating the currently disclosed components can be a direct replacement in the engine, adding only the internal components. Because the deactivation mechanism is located at the top of the engine head, the disclosed system facilitates maintenance of the deactivation valve tappet. This system can handle higher valve mechanism loads in diesel engines, similar to currently manufactured rocker arms.

[0045] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be understood that numerous variations exist. It should also be understood that the exemplary embodiments or multiple exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing the exemplary embodiments or multiple exemplary embodiments. It should be understood that various changes can be made to the function and arrangement of the elements without departing from the scope of this disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. A cylinder deactivation system for an engine, comprising: An engine block that defines a cylinder; A valve configured to open and close a port leading to the cylinder; A rocker arm configured to pivot to operate the valve; Camshaft with cam lift; A cam-to-rocker input system configured to transmit the cam lift to the valve via the rocker arm; as well as A deactivation component is disposed in the rocker arm and responds to fluid pressure to alternately activate and deactivate the valve.

2. The cylinder deactivation system according to claim 1, wherein, The rocker arm defines an aperture, and the deactivation component includes a pin housing disposed in the aperture, and includes a locking pin in the pin housing configured to alternately lock and unlock the pin housing relative to the rocker arm in response to the fluid pressure.

3. The cylinder deactivation system according to claim 1, wherein, The deactivation assembly includes a deactivation spring in the rocker arm, wherein the valve is biased to a closed position by a valve spring, wherein the valve spring applies a first force to the valve, and the deactivation spring applies a second force in the deactivation assembly, wherein the first force is greater than the second force, such that the valve spring holds the valve in the closed state while the deactivation spring is compressed in the deactivated state of the valve.

4. The cylinder deactivation system according to claim 1, wherein, The rocker arm defines a first hole; and includes: The locking housing in the first hole defines a transverse hole; A pin housing, which is disposed in the first hole and within the locking housing, the pin housing being part of the deactivation assembly and defining a locking pin cavity aligned with the transverse hole; A locking pin, wherein the locking pin is disposed in the locking pin cavity; and A pump configured to supply fluid pressure to the transverse orifice to force the locking pin into the locking pin cavity.

5. The cylinder deactivation system according to claim 1, wherein, The rocker arm defines a first hole; and includes: The locking housing in the first hole defines a transverse hole; A pin housing, which is disposed in the first hole within the locking housing, the pin housing being part of the deactivation assembly and defining a locking pin cavity; A locking pin, wherein the locking pin is disposed in the locking pin cavity; and The locking pin spring in the locking pin cavity is configured to force the locking pin toward the transverse hole, wherein the fluid pressure is configured to compress the locking pin spring in the deactivated state of the valve.

6. The cylinder deactivation system according to claim 1, wherein, The rocker arm defining the hole; and includes: A pin housing is disposed in the hole, the pin housing being part of the deactivation assembly and defining a locking pin cavity; A locking pin, wherein the locking pin is disposed in the locking pin cavity, the locking pin having a groove; and A locking pin retainer having a rod engaged in the slot.

7. The cylinder deactivation system according to claim 1, wherein, The rocker arm defining the hole; and includes: A pin housing is disposed in the hole, the pin housing being part of the deactivation assembly and defining a locking pin cavity; A locking pin, wherein the locking pin is disposed in the locking pin cavity; and An oil passage leads to the locking pin cavity to release pressure from the locking pin cavity.

8. The cylinder deactivation system according to claim 1, wherein, The rocker arm defining the hole; and includes: A pin housing is disposed in the hole, the pin housing being part of the deactivation assembly and defining a locking pin cavity; A locking pin, wherein the locking pin is disposed in the locking pin cavity; and A deactivation spring is disposed in the hole and configured to apply force to the pin housing.

9. The cylinder deactivation system according to claim 1, wherein, The rocker arm defines a first hole; and includes: The locking housing in the first hole defines a transverse hole with an undercut; A pin housing, which is disposed in the first hole and within the locking housing, the pin housing being part of the deactivation assembly and defining a locking pin cavity; A locking pin, wherein the locking pin is disposed in the locking pin cavity; and A locking pin spring is configured to force the locking pin into the undercut of the transverse hole to achieve the activated state of the valve.

10. The cylinder deactivation system according to claim 1, wherein, The rocker arm defining the hole; and includes: A pin housing, disposed within the bore, the pin housing being part of the deactivation assembly and defining a seat engaged by the cam-to-rocker input system; and A deactivation spring is disposed in the hole of the rocker arm. During the deactivation state, the deactivation spring is configured to compress and expand to achieve a cavitation effect, thereby preventing the valve from opening.

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