rocker arm control in the valve actuation system of an air-powered engine

Abstract

Valve actuation systems in internal combustion engines provide rocker arm control components in the form of biasing mechanisms to bias the valve side of the idle rocker arm toward the engine valve. This prevents backlash in the valve mechanism, especially when used with cams having a subbase circle-assisted motion event profile. Valve mechanism components, such as the e-shaped foot engaging the valve bridge, can be provided with biasing mechanisms, as well as stroke limiting and holding components to maintain engagement between the e-shaped foot and the valve bridge, control the stability of the valve bridge, and facilitate assembly / disassembly.

Description

[0001] Relevant application and priority requirements

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 198,902, entitled “LOSTMOTION ROCKER BRAKE BIASING SYSTEM”, filed November 20, 2020, the subject matter of which is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure generally relates to systems for actuating valves in internal combustion engines. More specifically, this disclosure relates to engine valve actuation systems having features for controlling rocker arm movement, features particularly suitable for pneumatic valve actuation systems. Background Technology

[0004] Internal combustion engines require valve actuation systems to control the flow of combustible components (typically fuel and air) to one or more combustion chambers during operation. Such systems control the movement and timing of intake and exhaust valves during engine operation. In positive-power mode, the intake valves open to allow fuel and air to enter the cylinders for combustion, and subsequently, the exhaust valves open to allow combustion products to exit the cylinders. This operation is commonly referred to as the engine's "positive-power" operation, and the movement applied to the valves during positive-power operation is typically referred to as the "primary event" valve actuation movement. Auxiliary valve actuation movements, such as those that generate engine braking (power absorption), can be achieved using "auxiliary" events passed to one or more of the engine valves.

[0005] During the primary event positive-force operation mode, valve movement is typically controlled by one or more rotating cams that act as the motion source. Cam followers, pushrods, rocker arms, and other elements housed within the valve mechanism enable the direct transmission of motion from the cam surface to the valve. The use of a valve bridge can transmit motion from a single upstream valve mechanism to multiple valves. For auxiliary events, a "free-running" device can be used in the valve mechanism to facilitate auxiliary event valve movement. A free-running device refers to a class of technical solutions in which valve movement is modified compared to the movement that would otherwise occur due to the individual actuation of the corresponding cam surface. A free-running device may include means whose length, stiffness, or compressibility is altered and controlled to facilitate the selective occurrence of auxiliary events, in addition to or replacing the primary event operation of the valve. Auxiliary events can also be facilitated by dedicated cam systems, where separate auxiliary or braking cams and valve mechanisms can be used to transmit auxiliary motion to one or more valves to facilitate the selective occurrence of auxiliary events.

[0006] In braking and other auxiliary aerodynamic applications, multiple valve events can be incorporated into the same cam lob angle and different activation or deactivation events based on the selective extension or retraction of aerodynamic elements such as actuator pistons. Aerodynamic cam systems typically use at least one cam with lifting sections of different profiles at the same cam lob angle to transmit motion for corresponding primary events and one or more auxiliary events. These lifting sections of different profiles are activated or deactivated using separate aerodynamic mechanisms located in the valve mechanism, such as pistons or actuators. Exemplary auxiliary events include engine braking, early exhaust valve opening (EEVO), delayed intake valve closing (LIVC) lifting events, and internal exhaust gas recirculation (IEGR) events, and can be transmitted to one or more valves in a valve group (i.e., the two exhaust valves of the corresponding cylinder). Aerodynamic auxiliary valve lifting systems, such as aerodynamic braking systems, can use a single rocker arm associated with the aerodynamic cam and a valve bridge associated with the rocker arm to actuate two engine valves during the primary event motion. An auxiliary valve lifting or braking movement on one of the valves is facilitated by an auxiliary valve lifting or braking actuator, which is an idler mechanism housed in a rocker arm and selectively transmits the auxiliary or braking movement to the valve by means of a bridge pin mounted in the bridge and capable of independent movement relative to the bridge. The auxiliary valve lifting or braking actuator is selectively activated and deactivated such that the auxiliary or braking event lifting profile segment or convex angle on the idler cam produces an auxiliary or braking movement on the valve only when an auxiliary event, such as engine braking, is required.

[0007] Some pneumatic valve actuation systems utilize a sub-base circle lost motion profile on one or more cams. In such systems, the primary event valve lift profile is provided on the cam above the cam base circle, while the lost motion profile is provided on the same cam below the cam base circle. During the primary event motion, when the pneumatic actuator is deactivated, a lost motion clearance is generated in the valve mechanism, and therefore the sub-base circle profile disappears and is not transmitted to the engine valve. When the pneumatic actuator is activated, the lost motion clearance in the valve mechanism is occupied, and the auxiliary motion profile can be transmitted to the engine valve.

[0008] An inherent problem in the design of pneumatic systems, including pneumatic rocker arm braking systems, is that a gap may form in the associated valve mechanism when the auxiliary valve lift (pneumatic) actuator is deactivated. This gap can be particularly large in pneumatic systems that utilize a secondary base circle to assist the motion profile. In such cases, it is necessary to control the rocker arm's movement to prevent or reduce the degree of uncontrolled movement that may be caused by the gap in the valve mechanism.

[0009] Existing solutions for rocker arm control in such aerodynamic environments utilize a biasing mechanism that biases the cam side of the rocker arm toward the cam, ensuring constant contact between the rocker arm cam follower and the cam, even during events that cause backlash in the valve mechanism, thereby preventing uncontrolled movement of the rocker arm during these events. Biasing mechanisms that achieve these results may include spring bars, actuator piston springs, or lower rocker arm biasing springs.

[0010] Existing cam-side rocker arm offset solutions still have drawbacks. For example, such solutions, especially when utilizing secondary base circle-assisted events, may require a strong offset force (approximately several hundred Newtons) and a properly designed offset component to maintain contact between the cam roller (follower) and the cam lobe when the auxiliary motion lifting actuator is deactivated under brake-off conditions. This offset force is needed because, when the auxiliary motion lifting actuator is deactivated, the full mass of the rocker arm is typically exposed to acceleration and deceleration forces generated by the cam, and therefore the rocker arm and cam follower may tend to separate from the cam surface.

[0011] Therefore, it is advantageous to provide a system that addresses the aforementioned drawbacks and other shortcomings in the prior art. Summary of the Invention

[0012] In response to the foregoing challenges, and according to one aspect, this disclosure provides various embodiments of a valve actuation system having features for controlling rocker arm movement, which can be applied to an actuation system. More specifically, this disclosure describes a system in which a biasing component is arranged and adapted to bias the valve side of the rocker arm in a direction toward the engine valve. An additional aspect provides a biasing component on an e-foot that cooperates with the valve bridge to eliminate backlash and further enhance control over the rocker arm and valve bridge. The e-foot may also be provided with defined stroke and holding features to maintain the e-foot in an assembled state even when it is not in contact with the valve bridge (i.e., when the rocker arm and bridge are disassembled). The described system facilitates rocker arm control even during the deactivation of actuation components in which backlash may occur in the valve mechanism.

[0013] According to one aspect, this disclosure provides a system for actuating at least one of two or more engine valves in an internal combustion engine, the system comprising: at least one motion source defining a primary event motion and at least one auxiliary motion; a rocker arm for conveying motion from the motion source to the at least one valve, the rocker arm having a motion source side arranged to receive motion from the motion source and a valve side arranged to guide motion to the at least one valve; a valve mechanism cooperating with the rocker arm valve side to convey motion from the rocker arm valve side to the at least one valve; the valve mechanism including a vacant member disposed on the rocker arm; the vacant member being configurable in an active state in which the vacant member conveys auxiliary rocker arm motion to the at least one valve, and being configurable in a deactivated state in which the vacant member would otherwise be conveyed to the at least one valve; and a rocker arm motion control member adapted to control the motion of the rocker arm when the vacant member is in the deactivated state.

[0014] According to another aspect, at least one auxiliary braking motion defined on the motion source is defined in the secondary base circle portion of the cam.

[0015] According to another aspect, the aerodynamic component is adapted to eliminate the amount of motion corresponding to the secondary base circle portion of the cam.

[0016] On the other hand, the rocker arm motion control components include a biasing mechanism.

[0017] On the other hand, the biasing mechanism biases the rocker arm toward the valve side.

[0018] On the other hand, the biasing mechanism includes a spring.

[0019] On the other hand, the spring is a leaf spring, a disc spring, or a torsion spring.

[0020] According to another aspect, the valve mechanism includes a valve bridge and an e-shaped foot for engaging the valve bridge.

[0021] According to another aspect, the system further includes an e-shaped foot biasing component for maintaining contact between the e-shaped foot and the valve bridge.

[0022] According to another aspect, the e-shaped foot biasing component includes a spring that mates with the e-shaped foot cup.

[0023] On the other hand, the spring engages the annular shoulder on the e-shaped foot cup.

[0024] On the other hand, the e-shaped foot is configured to extend in length.

[0025] On the other hand, the e-shaped foot has a limited stroke.

[0026] According to another aspect, the e-shaped foot stroke is defined by the bottom surface of the e-shaped foot cup and the inwardly extending lip at the upper end of the e-shaped foot cup.

[0027] According to another aspect, the e-shaped foot is configured to extend to a defined limit such that when the rocker arm is not assembled with the bridge, the e-shaped foot remains assembled on the rocker arm.

[0028] Other aspects and advantages of this disclosure will be apparent to those skilled in the art from the following detailed description, and the foregoing aspects should not be considered exhaustive or limiting. The foregoing general description and the following detailed description are intended to provide examples of inventive aspects of this disclosure and should in no way be construed as limiting or restricting the scope defined in the appended claims. Attached Figure Description

[0029] The above and other accompanying advantages and features of the invention will become apparent from the following detailed description and the accompanying drawings, wherein like reference numerals throughout denote like elements. It will be understood that the specification and embodiments are intended as illustrative examples of aspects according to this disclosure and are not intended to limit the scope of the invention, which is set forth in the appended claims.

[0030] Figure 1 This is a perspective view of an exemplary air rocker arm assembly, including a rocker arm biasing component, an E-shaped foot, and a valve bridge, according to various aspects of this disclosure.

[0031] Figure 2 yes Figure 1 An exploded perspective view of an exemplary air rocker arm assembly, an E-shaped foot, and a valve bridge.

[0032] Figure 3 It is shown Figure 1 Cross-section of the internal features of an exemplary air rocker arm, E-shaped foot, and valve bridge, wherein the air components are in a deactivated state.

[0033] Figure 4 It is shown Figure 1 Cross-section of the internal features of an exemplary air rocker arm, E-shaped foot, and valve bridge, wherein the air-operated components are in an active state.

[0034] Figure 5 This is a side view of an exemplary air rocker arm, E-foot, and valve bridge in an engine environment with two valves and a rocker arm shaft.

[0035] Figure 6 This is a detailed cross-section of an exemplary e-shaped foot configuration in the compressed (brake off) state.

[0036] Figure 7 This is a detailed cross-section of an exemplary e-shaped foot configuration in a stroke-limited state (brake engaged).

[0037] Figure 8 It is a cross-section of an exemplary cam profile having auxiliary motion defined in the secondary base circle portion of the cam.

[0038] Figure 9 This is a perspective view of an exemplary dual-valve open air rocker brake with a biasing component shown in an exploded view.

[0039] Figure 10 yes Figure 9 A perspective view of an exemplary system, in which the biasing component is shown in an assembled state. Detailed Implementation

[0040] The function of components in an exemplary valve actuation system according to aspects of this disclosure will first be explained in a general manner within the context of more detailed exemplary embodiments. These general and exemplary descriptions regarding the invention reflected in this disclosure are intended to be illustrative and are not exhaustive or limiting.

[0041] refer to Figures 1 to 5 and Figure 8 An exemplary valve actuation system 10 may include a rocker arm 100, an idler component 200, a valve bridge and an e-foot assembly 300, and a rocker arm biasing component 400. The rocker arm 100 may include a rocker arm body 104, a valve side 110, and a cam side 120 on opposite sides of a rocker arm journal 102. The cam side 120 may include a cam roller or follower 122 that can receive motion from a cam-type motion source (see [link to documentation]). Figure 8 The cam follower 122 can be fixed to the rocker arm body 104 via the follower shaft 124. As previously mentioned, the rocker arm body 104 may include an integral bore and cavity for receiving the pneumatic component 200, as well as control components and channels for controlling hydraulic fluid for activating and deactivating the pneumatic component 200, as is generally known in the art.

[0042] The valve side 110 of the rocker arm 100 may include an E-shaped foot and a valve bridge assembly 300, which may form part of the main event load path for delivering main event motion from the rocker arm 100 to the valve bridge 310, and ultimately to two engine valves arranged to receive motion from the valve bridge 310 (see [link to main event load path]). Figure 5 The bridge pin 312 may extend within the bridge bore 314 to transmit motion from the aerodynamic component 200 (when activated) to an engine valve, thereby providing auxiliary events and auxiliary movements for that engine valve.

[0043] like Figure 3 and Figure 4Ideally, the pneumatic component 200 may include an actuator piston 210 that, upon extension, engages and transmits motion to one end of the bridge pin 312. The actuator piston 210 may cooperate with a pneumatic actuator post 220 and a pneumatic actuator spring to secure the actuator piston 210 to the rocker arm 100 while providing sliding movement of the actuator piston 210 relative to the rocker arm 100. The actuator piston 210 may extend hydraulically when the pneumatic component 200 is activated and may retract under the force of the pneumatic actuator spring when the pneumatic component 200 is deactivated. The pneumatic actuator post 220 may be secured to the rocker arm 100 by a threaded fastener 222 in a manner that allows adjustment of the axial position of the pneumatic actuator post 220 relative to the rocker arm 100. As will be appreciated from this disclosure, the pneumatic component 200 may form part of an auxiliary load path that, when the pneumatic component 200 is activated, delivers auxiliary motion from the rocker arm 100 to the bridge pin 312 and to an engine valve to support the auxiliary motion of that engine valve. Figure 3 The image shows the deactivated aerodynamic component 200, with the piston 210 retracted into the rocker arm 100. Figure 4 The image shows an aerodynamic component 200 in an active state, wherein a piston 210 extends from a rocker arm 100 and engages a bridge pin 312 in an extended position.

[0044] According to various aspects of this disclosure, in this example, the biasing member 400 may be provided as a leaf spring 410 extending from the base 450, or as another fixing structure within the engine top environment and fastened thereto by threaded fasteners (i.e., machine bolts) 430. The leaf spring 410 may be made of spring steel or other materials having a degree of elasticity and flexibility. The rocker arm engagement end 412 of the leaf spring 410 may be shaped and positioned to engage a portion of the rocker arm body 104, such as a curved housing or boss portion 106 for accommodating control components (see...). Figure 1 and Figure 5 The leaf spring 410 may be arranged and adapted to be in the direction that tends to force the rocker arm 110 toward the valve (i.e., around the valve). Figure 1 and Figure 5 The rocker arm journal 102 (rotates counterclockwise) applies a biasing force to the valve side 110 of the rocker arm 100. As will be appreciated from this disclosure, other mechanisms and arrangements may be used instead of the exemplary leaf spring 410 to provide valve side biasing of the rocker arm 100. For example, a compression spring may be arranged on the valve side of the rocker arm 100 and fixed to a fixed part of the engine to apply a valve lateral force. Alternatively, a torsion spring may be arranged around the rocker arm shaft or other structure to apply such a force. Furthermore, a hydraulic piston, tension spring, or other force-applying device may be used.

[0045] As will be appreciated from this disclosure, when the aerodynamic component 200 is activated, the secondary base circle auxiliary motion profile of the motion source can be conveyed to an engine valve. See also... Figure 8 An exemplary motion source 500 may include a cam 510 having a primary event profile 520 extending radially beyond a base circle 530 to define primary event valve motion. Auxiliary event profiles 540 and 550 defining auxiliary events may be provided within (below) the base circle 530. As will be appreciated from this disclosure, when the rocker arm 100 is biased in the valve direction by the biasing member 400, primary event motion is delivered only from the cam 510 when the idling member 200 is deactivated. In the deactivated state of the idling member, when the secondary base circle surface of the cam 500 encounters the cam follower 122, a gap will exist between the cam roller 122 and the motion source 500, such that the secondary base circle auxiliary motion defined by the auxiliary motion profiles 540 and 550 will not be delivered to the rocker arm 100. On the other hand, when the idling member 200 is activated, the auxiliary motion profiles 540 and 550 will engage the cam follower 122, such that the auxiliary motion defined therefrom is delivered to an engine valve via the bridge pin 312.

[0046] Figure 5 This is a side view showing the biasing component 400 of the valve side 110 of the engaging rocker arm 100. Specifically, the bow-shaped rocker arm engaging end 412 of the leaf spring or leaf spring 410 is arranged to engage the cylindrical or circular housing portion 106 of the rocker arm 100. Figure 5 Also shown are a pair of engine valves of the valve bridge 310 and a rocker arm shaft 108 mounted in the rocker arm journal 102.

[0047] According to various aspects of this disclosure, the e-foot and bridge assembly 300 may be provided with features that provide further control and other advantages over the rocker arm and valve mechanism components. More specifically, an e-foot biasing mechanism may be provided to control the rocker arm and e-foot to maintain contact between the e-foot and the valve bridge. (Refer again) Figures 1 to 5 And refer to other sources. Figure 6 and Figure 7 The E-leg and valve bridge assembly 300 may include an E-leg post 320 secured to the valve side 110 of the rocker arm 100 by a threaded fastener 322. The E-leg post 320 may include a pivot end 324 having a hemispherical surface 326 for engaging a correspondingly shaped surface 336 on the E-leg base or cup 330. An E-leg bias spring 340 may be located at an annular shoulder 332 on the E-leg base 330 and a mounting surface 160 on the rocker arm 100. Figure 6The spring 340 can therefore provide a biasing force on the e-foot base 330, thereby forcing the base 330 against the valve bridge 310. Utilizing the valve-side biasing mechanism, the e-foot biasing mechanism 300 is advantageously used to maintain contact between the e-foot base 330 and the valve bridge to prevent excessive bridge dynamics during switching events, transient events, or valve closing events. For example, when the air rocker actuator piston activates the inner exhaust valve, for example during braking operation, a large gap may form between the e-foot base 330 and the valve bridge 310. The e-foot biasing mechanism 300 prevents the formation of such a large gap and provides additional control and stability to the valve mechanism components.

[0048] According to aspects of this disclosure, the e-shaped foot base 330 may be provided with a predetermined stroke or travel of length "S" relative to the e-shaped foot post 320. Figure 6 ), to adjust the position under all possible operating conditions. Figure 6 The E-shaped foot post 320 is shown in its lowest position relative to the E-shaped foot base 330 and within the E-shaped foot base. This position corresponds to the brake-off (aerodynamic component deactivated) position that transmits the main event motion to the valve bridge 310. Figure 7 The diagram shows the e-foot post 320 in an intermediate position within the stroke length S relative to the e-foot base 330. This position corresponds to brake activation (the aerodynamic component is activated) where a gap might exist between the e-foot base 330 and the valve bridge 310 if the e-foot base stroke "S" were not provided. To implement a limited stroke, the e-foot base 330 may include a stroke-limiting lip 337 or other interference structure extending inward from the upper end of the base 330 and arranged to engage with the shoulder 328 of the e-foot post end 324, thereby limiting further movement of the e-foot post 320 relative to the e-foot base 330. This predetermined stroke combined with the e-foot offset mechanism helps adjust the position of the e-foot under all operating conditions, including a brake-closed (or aerodynamic component deactivated) state that typically results in a small gap between the e-foot base 330 and the valve bridge 310, or a brake-open (aerodynamic component activated) state that typically results in a large gap between the e-foot base 330 and the valve bridge 310.

[0049] According to another aspect of this disclosure, the e-foot base may be provided with a retaining mechanism to hold the e-foot base 330 on the e-foot post 320 when the valve bridge 310 is not present (i.e., during pre-assembly or removal). A stroke-limiting lip 337 may be formed such that it extends to prevent removal of the e-foot base 330 from the e-foot post 320. For example, the stroke-limiting lip 337 may be formed inside the upper edge of the base 330 after the e-foot post 320 is located within the base 330. Alternatively, a C-clamp or other expansion device may be disposed in a channel or groove formed in the interior of the base 330 and positioned thereafter the base 330 is mounted on the e-foot post 320.

[0050] Figure 9 These are perspective exploded views based on various aspects of this disclosure, and Figure 10 This is a perspective assembly view of another exemplary valve-actuated system. In this example, a dual valve is used to open the idle rocker arm brake. As will be appreciated, this eliminates... Figures 1 to 8 The exemplary system uses a bridge pin 312. Both valves operate with the same motion via a valve bridge 1310, which receives motion via an integrated collapse or actuation component 1200. In this example, both valves can be operated to perform auxiliary or primary event motions, depending on the motion source and the activation / deactivation of the actuation component 1200. A rocker arm is biased to the valve side via a biasing component 1400, which may include a leaf spring 1410 attached to the engine head base via a fastener 1430 and engaging the valve side 1110 of the rocker arm. This exemplary system configuration is for situations where... Figures 1 to 8 Engines where single-valve evacuation in the above examples may be infeasible (e.g., where the components required to activate single-valve evacuation are inaccessible to the inner valve) are likely preferred. Due to limitations of other valve mechanisms, the exemplary dual-valve evacuation system configuration may also be preferred for engines requiring a single rocker arm for each exhaust valve. As will be appreciated, the integrated evacuation component 1200 can be used for cylinder deactivation.

[0051] As will be appreciated from this disclosure, the above-described embodiments offer advantages and improvements in the art. For example, one benefit is that, utilizing the valve-side bias configuration disclosed herein, the bias spring force required to control the rocker arm mass under brake-closed conditions can be significantly reduced. Since the valve side of the rocker arm is biased towards the valve, the secondary cam event does not cause rocker arm movement when the aerodynamic element is deactivated. Therefore, the rocker arm does not require a large bias force to maintain contact with the cam surface. The only motion event transmitted from the cam to the valve via the rocker arm is the primary event. Therefore, the size of the standard valve spring can be set to maintain rocker arm contact with the cam during such primary event movements. By eliminating this requirement for a large bias force, the design of valve mechanism components can be simplified and costs reduced. Furthermore, the system can have a lower weight. Therefore, parasitic losses caused by the increased weight and the use of a large bias force during engine operation can be reduced, and fuel economy can be improved. Another advantage compared to the prior art is that manufacturing and assembly are simplified and cost-effective. Compared to the disc springs in existing technology systems that require a very large bias force for rocker arm control, the leaf springs or leaf springs according to this disclosure, which have sufficient bias force to operate the exemplary systems described above, are easier to manufacture and less expensive.

[0052] Although embodiments of the invention have been described with reference to specific exemplary embodiments, it will be apparent that various modifications and changes can be made to these embodiments without departing from the broader spirit and scope of the invention as set forth in the claims. Therefore, the specification and drawings should be considered illustrative rather than restrictive.

Claims

1. A system for actuating at least one of two or more engine valves in an internal combustion engine, the system comprising: At least one motion source, the at least one motion source comprising a cam having a cam cam lob, the cam comprising a main event profile defining a main event motion and at least one auxiliary motion profile defining an auxiliary motion; A rocker arm for conveying motion from the motion source to the at least one valve, the rocker arm having a motion source side arranged to receive motion from the motion source and a valve side arranged to guide motion to the at least one valve; A valve mechanism that cooperates with the rocker arm valve side to transmit motion from the rocker arm valve side to the at least one valve; The valve mechanism includes a pneumatic component mounted on the rocker arm, the pneumatic component being configurable in an activated state where the pneumatic component delivers the auxiliary motion to the at least one valve, and being configurable in a deactivated state where the pneumatic component absorbs the auxiliary motion that would otherwise be delivered to the at least one valve. as well as A rocker arm motion control component is fixed to a fixed portion of the internal combustion engine and adapted to control the motion of the rocker arm when the pneumatic component is in the deactivated state, wherein the rocker arm motion control component includes a biasing mechanism that biases the rocker arm toward the valve side such that, in the deactivated state of the pneumatic component, there is a gap between the auxiliary motion profile and the rocker arm, and there is no gap between the main event profile and the rocker arm.

2. The system of claim 1, wherein at least one auxiliary braking motion defined on the motion source is defined within the auxiliary motion profile of the cam.

3. The system of claim 2, wherein the aerodynamic component is adapted to remove the amount of motion corresponding to the auxiliary motion profile of the cam.

4. The system of claim 1, wherein the biasing mechanism comprises a spring.

5. The system according to claim 4, wherein the spring is a leaf spring.

6. The system of claim 1, wherein the valve mechanism includes a valve bridge and an e-shaped foot for engaging the valve bridge.

7. The system of claim 6, wherein the system further comprises an e-leg biasing member for maintaining contact between the e-leg and the valve bridge.

8. The system of claim 7, wherein the e-shaped foot biasing component includes a spring that engages with the e-shaped foot cup.

9. The system of claim 8, wherein the spring engages the annular shoulder on the e-shaped foot cup.

10. The system of claim 6, wherein the e-shaped foot is configured to extend in length.

11. The system of claim 6, wherein the e-shaped foot has a finite stroke.

12. The system of claim 11, wherein the stroke is defined by the bottom surface of the e-shaped foot cup and the inwardly extending lip at the upper end of the e-shaped foot cup.

13. The system of claim 6, wherein the e-shaped foot is configured to extend to a defined limit such that the e-shaped foot remains assembled to the rocker arm when the rocker arm is not assembled with the bridge.

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