Lost motion rocker brake biasing and stroke limiting system

Abstract

A system for valve actuation in an internal combustion engine provides control of rocker arms and other valve train components by utilizing biasing and stroke limiting components. Such features may be implemented in any valve train component, including an e-foot assembly or a pushrod assembly. The biasing component may bias the cam side of the lost motion rocker toward the cam. Each component may be extendable to allow the biasing mechanism to keep the valve train component in a controlled position at all times. The stroke limiting feature may promote the formation of a small gap between the valve train components during the engine cycle for improved lubrication. The stroke limiting feature may also hold the valve train component in an assembled configuration even when not installed in an engine or valve actuation system.

Description

Technical Field

[0001] (Cross - Reference to Related Applications and Claim of Priority) This application claims the priority of U.S. Provisional Application No. 63 / 266,505, filed on January 6, 2022, entitled "LOST MOTION ROCKER BRAKE BIASING AND STROKE LIMITING SYSTEMS". This application also claims the priority of International Application PCT / IB2020 / 053904 (WO2022106907), filed on May 7, 2021, entitled "ROCKER CONTROL IN LOST MOTION ENGINE VALVE ACTUATION SYSTEMS", which claims the priority of U.S. Provisional Application No. 63 / 198,9,02, filed on November 20, 2020, entitled "LOST MOTION ROCKER BRAKE BIASING SYSTEM". The subject matter and specification of the applications listed above are hereby incorporated by reference in their entirety into this specification.

[0002] (Field of the Invention) Broadly, the present disclosure relates to systems for actuating valves and, more broadly, to lost - motion rocker brakes for internal combustion engines. The present disclosure also relates to systems and components for controlling rocker - arm motion and, further, to stroke limiting and biasing of valve - train components of lost - motion rocker brakes.

Background Art

[0003] An internal combustion engine requires a valve actuation system to control the flow of combustible components, typically fuel and air, into one or more combustion chambers during operation. Such a system controls the movement and timing of the intake and exhaust valves during engine operation. In positive power mode, the intake valve opens to allow fuel and air into the cylinder for combustion, followed by the exhaust valve opening to allow combustion products to escape from the cylinder. This operation is usually called the engine's "positive power" operation, and the movement applied to the valves during positive power operation is usually called the "main event" valve actuation movement. Auxiliary valve actuation movements, such as those that result in engine braking (power absorption), can be achieved using "auxiliary" events applied to one or more of the engine valves.

[0004] During the positive output operating mode of the primary event, the movement of the valve is typically controlled by one or more rotating cams as the motion source. Cam followers, pushrods, rocker arms, and other elements arranged within the valve train provide direct transfer of motion from the cam surface to the valve. Valve bridges can be used to impart motion to multiple valves from a single upstream valve train. For auxiliary events, "lost motion" devices may be used in the valve train to facilitate the movement of the auxiliary event valves. A lost motion device refers to a class of technical solutions in which the valve motion is modified compared to the motion that would otherwise occur due to the operation of each cam surface alone. Lost motion devices may include devices whose length, stiffness, or compressibility is varied and controlled in addition to, or as an alternative to, the primary event operation of the valve, in order to facilitate the selective occurrence of auxiliary events. Auxiliary events can also be facilitated by a dedicated cam system, which can use separate auxiliary or brake cams and valve trains to impart auxiliary motion to one or more valves, thereby facilitating the selective occurrence of auxiliary events.

[0005] In braking and other auxiliary lost-motion applications, multiple valve events may be incorporated into the same cam lobe and different events, activated or deactivated based on the selective extension or retraction of lost-motion elements such as actuator pistons. A lost-motion cam system typically uses at least one cam with different profile lift sections on the same cam lobe to impart motion to each primary event and one or more auxiliary events. These different profile lift sections are activated or deactivated using separate lost-motion mechanisms, such as pistons or actuators located within the valve train. Examples of auxiliary events include engine braking, early exhaust valve opening (EEVO), late intake valve closing (LIVC) lift events, and internal exhaust gas recirculation events (IEGR), which may be imparted to one or more valves in the valve set (i.e., two exhaust valves for each cylinder). Lost motion auxiliary valve lift systems, such as lost motion brake systems, may employ a single rocker associated with a lost motion cam and a valve bridge associated with the rocker for acting two engine valves in the main event motion. The auxiliary valve lift or brake motion in one of the valves is facilitated by an auxiliary valve lift or brake actuator, which may be housed within the rocker and selectively imparts auxiliary or brake motion to the valve via a bridge pin disposed within the bridge. The bridge pin provides independent motion of one of the two engine valves relative to the other.An auxiliary valve lift or brake actuator may be selectively actuated such that an auxiliary or brake event lift profile section or lobe on the lost motion cam causes movement of the bridge pin and auxiliary or brake motion of one engine valve when desired.

[0006] Some lost-motion valve actuation systems can utilize sub-base circle lost-motion profiles on one or more cams. In such systems, the primary event valve lift profile may be provided to the cam above the cam base circle, while the lost-motion profile is provided to the same cam below the cam base circle. During primary event motion, with the lost-motion actuator deactivated, a lost-motion gap is generated within the valve train, and the sub-base circle profile is consequently lost and not transmitted to the engine valve. When the lost-motion actuator is activated, the lost-motion gap within the valve train is taken up, and the auxiliary motion profile can be transmitted to the engine valve.

[0007] Existing solutions for rocker control in such lost-motion environments utilize a biasing mechanism that can bias the cam side of the rocker toward the cam, thereby preventing uncontrolled rocker motion during events that would otherwise cause gaps in the valve train, as the rocker cam follower remains in constant contact with the cam. Biasing mechanisms that achieve these results may include spring bars, actuator piston springs, or under-mount rocker biasing springs.

[0008] Prior art solutions for cam-side rocker biasing are not without their drawbacks. For example, such solutions may require a strong biasing force of several hundred Newtons and a well-designed biasing component to maintain contact between the cam roller (follower) and the cam lobe in the brake-off state, especially when a subbase circle auxiliary event is utilized and the auxiliary motion lift actuator is deactivated. The reason such a biasing force is required is that when the auxiliary motion lift actuator is deactivated, the entire mass of the rocker arm is subjected to accelerating and decelerating forces, typically generated by the cam, and as a result, the rocker arm and cam follower may tend to separate from the cam surface in a different way.

[0009] Lost motion rocker brakes are commonly known in the field of valve train and valve actuation system design for internal combustion engines. Lost motion systems allow multiple valve events to be incorporated into the same exhaust cam lobe and different events, which are activated or deactivated based on the selective extension or retraction of lost motion elements such as lost motion actuator pistons.

[0010] One concern with lost-motion rocker brakes is that when the brake is inactive or "off," the retraction of the lost-motion element can create a large gap. More specifically, a gap can form between the lost-motion element and other valvetrain components such as the motion source or cam. This gap can leave the rocker brake unloaded or unrestrained, and thus allow for uncontrolled movement of the rocker brake. Past solutions intended to address this problem have utilized biasing mechanisms that bias the lost-motion rocker brake toward the valve to keep the rocker brake in constant contact with the valve bridge and avoid uncontrolled movement in the valvetrain.

[0011] This disclosure details additional embodiments for biasing and stroke limiting that are particularly adaptable to lost motion rocker brake systems. Embodiments of this disclosure are particularly adaptable to e-foot, pushrod, and other valvetrain components and environments. [Overview of the Initiative]

[0012] To address the aforementioned challenges, in one aspect, the present disclosure provides various embodiments of a valve actuation system having features for controlling rocker motion which may be applied in a lost motion system. More specifically, the present disclosure describes a system configured and adapted in which a biasing component biases the cam side of the rocker toward the cam. Additional embodiments may provide a biasing component on an e-foot that works in cooperation with the valve bridge to eliminate gaps and further enhances control of the rocker and valve bridge. The e-foot may further have a defined stroke to facilitate the formation of gaps between valve train components so as to allow a layer of oil to form during the valve cycle. The e-foot may further be provided with retaining features to maintain the e-foot in an assembled state even when the e-foot is not in contact with another valve train component (i.e., a valve bridge). The systems described facilitate rocker control even during the deactivation of lost motion components, improve lubrication, and simplify assembly.

[0013] In one embodiment, the Disclosure provides a system for acting on at least one of two or more engine valves in an internal combustion engine, the system comprising: a motion source defining a primary event motion profile and an auxiliary motion profile; a valve train for transmitting motion from the motion source to at least one engine valve, the valve train having at least two valve train components; a biasing component configured to apply a biasing force to maintain at least one of the valve train components in a controlled state; and a stroke limiting component adapted to cooperate with the biasing component to generate a lash gap between at least two valve train components. In a further embodiment, the system may further comprise a lost motion component cooperating with the valve train, the lost motion component being configurable in a first mode in which the lost motion component absorbs auxiliary motion and in a second mode in which the lost motion component transmits auxiliary motion.

[0014] In a further embodiment, the biasing component may be a spring configured as part of the e-foot assembly. In a further embodiment, the e-foot assembly may include an extendable portion, and the spring may be configured to bias the extendable portion toward the extended position. In a further embodiment, the e-foot assembly may include an expandable portion.

[0015] In a further embodiment, the stroke limiting component may be an e-foot assembly. The e-foot assembly may include an extendable portion. The extendable portion may include a stopper for limiting the extension of the extendable portion.

[0016] In a further embodiment, the biasing component may be a spring configured as part of the pushrod assembly. In a further embodiment, the pushrod assembly may include an extendable portion. In a further embodiment, the spring may be configured to bias the extendable portion toward the extended position. In a further embodiment, the pushrod assembly may include an extendable portion.

[0017] In a further embodiment, the stroke limiting component may be a pushrod assembly. In a further embodiment, the pushrod assembly may include an extendable portion, which may include a stopper for limiting the extension of the extendable portion. In a further embodiment, the biasing component may be configured to bias the rocker's motion source (cam) side toward the motion source (cam).

[0018] In a further embodiment, the system further comprises an e-foot biasing component for maintaining the e-foot in contact with other valve train components.

[0019] In a further embodiment, the e-foot is configured to be extendable in length to define the stroke. In a further embodiment, the biasing component or stroke limiting component may comprise an e-foot assembly comprising a threaded boss, a swivel boss, a pin, a cap, and a biasing spring. In a further embodiment, the biasing component or stroke limiting component may comprise a pushrod assembly comprising a threaded boss, a swivel boss, a pushrod boss, a pin, and a biasing spring. In another embodiment, the stroke limiting component may comprise a pushrod adjustment screw. In a further embodiment, the stroke limiting component may comprise a pin, a lip, a C-clip, or a step for limiting the extension of the extendable portion. In a further embodiment, the biasing component may be configured to control the inertial force of the rocker arm to prevent non-following between the subbase circle and the base circle of the cam. In a further embodiment, the biasing component may be adapted to provide a zero-biased load gap between the rocker and the valve bridge in the subbase circle of the cam.

[0020] In a further embodiment, the valve train may be a type 3 overhead cam valve train, a type 4 valve train, or a type 5 valve train.

[0021] Other aspects and advantages of the present disclosure will become apparent to those skilled in the art from the following detailed description, and the above aspects should not be considered exclusive or restrictive. The above general description and the following detailed description are intended to provide examples of the inventive aspects of the present disclosure and should not be construed as limiting or restricting the scope as defined in the appended claims. [Brief explanation of the drawing]

[0022] The above features and associated advantages, as well as other features and advantages, will become apparent from the following detailed description in conjunction with the accompanying drawings. Next, one or more embodiments will be described merely as illustrative examples, with reference to the accompanying drawings where similar reference numerals represent similar elements, but this is not intended to limit the scope of the invention as described in the accompanying claims. [Figure 1] This is a perspective view of an assembled lost motion rocker brake system having a biased stroke-limiting e-foot assembly according to the present disclosure. [Figure 2] Figure 1 is a perspective view of the lost motion rocker brake system, and the biased stroke-limiting e-foot assembly is shown in an exploded view. [Figure 3] Figure 1 is a cross-sectional view showing the internal features of an exemplary lost motion rocker and e-foot, in which the lost motion components are in a deactivated state, working in cooperation with the valve bridge and cam. [Figure 4] Figure 1 is a cross-sectional view showing the internal features of an exemplary lost motion rocker and e-foot, where the lost motion components are activated in cooperation with the valve bridge and cam. [Figure 5] Figures 1 to 4 show cross-sectional views of the biased stroke-limiting e-foot assembly in its assembled extension configuration. [Figure 6] Figure 5 is a cross-sectional view of the biased stroke-limiting e-foot assembly, taken from a plane perpendicular to the plane in Figure 5. [Figure 7]Cross-sectional view of the biasing stroke-limiting type e-foot assembly of FIG. 5 in the assembled retracted configuration. [Figure 8] Cross-sectional view of the biasing stroke-limiting type e-foot assembly of FIG. 6. [Figure 9] Perspective view of a lost motion rocker brake with a biasing stroke-limiting type push rod shown in an exploded view. [Figure 10] Another perspective view of a lost motion rocker brake with a biasing stroke-limiting type push rod of FIG. 9. [Figure 11] Cross-sectional view of a biasing stroke-limiting type push rod according to one aspect of the present disclosure. [Figure 12] Cross-sectional view of the biasing stroke-limiting type push rod of FIG. 7 as viewed in a plane orthogonal to the plane of FIG. 11. [Figure 13] Cross-sectional view of the push rod of FIG. 11 in the extended state. [Figure 14] Cross-sectional view of the push rod of FIG. 12 in the extended state. [Figure 15] Cross-sectional view of a second embodiment of a biasing stroke-limiting type push rod according to one aspect of the present disclosure. [Figure 16] Cross-sectional view of the biasing stroke-limiting type push rod of FIG. 9 as viewed in a plane orthogonal to the plane of FIG. 15. [Figure 17] Cross-sectional view of the push rod of FIG. 15 in the extended state. [Figure 18] Cross-sectional view of the push rod of FIG. 16 in the extended state.

Mode for Carrying Out the Invention

[0023] Figures 1–8 illustrate an exemplary lost-motion rocker brake having an integrated biased stroke-limiting e-foot assembly according to an aspect of the present disclosure. As recognized, the present disclosure features components for providing a biasing force to the rocker arm such that the motion-receiving (follower) side of the rocker brake is biased toward the engine's motion source / cam side, away from the valve. The present disclosure also features components for limiting the stroke of the e-foot assembly or other valve train components. While the stroke-limiting and biasing features are described in combination with each other in each embodiment, it will be recognized that these features and associated teachings may be used separately to improve the control of the lost-motion rocker brake according to an aspect of the present disclosure.

[0024] Referring particularly to Figures 1 to 4, an exemplary valve actuation system may include a rocker 100, a lost motion component 200, and an e-foot assembly 600 having an e-foot or base 690 adapted to contact the valve bridge 310. The rocker 100 may include valve-side 110 and cam-side 120 on both sides of the rocker shaft journal 102. Further details of the rocker 100 and its associated components are described below.

[0025] Still referring to Figures 1 to 4, an exemplary valve actuation system 10 may include a rocker 100, a lost motion component 200, a valve bridge and e-foot assembly 600, and a rocker biasing component 680. The rocker 100 may include a main rocker body 104. The rocker cam side 120 may include a cam roller or follower 122 capable of receiving motion from a motion source in the form of a cam 500 (see Figures 3 and 4). The cam follower 122 may be fixed to the main rocker body 104 by a follower shaft 124. As previously stated, the rocker body 104 may include an integrated bore and cavity for housing the lost motion component 200, and control components and passages for controlling the hydraulic fluid used to activate and deactivate the lost motion component 200, as is commonly known in the art.

[0026] The valve side 110 of the rocker 100 may include an e-foot assembly 600 and a valve bridge 310. The e-foot assembly may constitute part of the main event load path for transmitting the main event motion from the rocker 100 to the valve bridge 310 and ultimately to two engine valves (see Figure 4) configured to receive motion from the valve bridge 310. A bridge pin 312 extends into the bridge bore 314 and may transmit motion from the lost motion component 200 (when activated) to one of the engine valves, thereby providing auxiliary events and auxiliary motion for this one engine valve.

[0027] As best seen in Figures 3 and 4, the lost motion component 200 may include an actuator piston 210 that, when extended in the activated mode, engages with the end of the bridge pin 312 and transmits motion to it. The actuator piston 210 can work in cooperation with the lost motion actuator post 220 and the lost motion actuator spring to bias the actuator piston 210 relative to the rocker 100. The actuator piston 210 can extend under hydraulic pressure when the lost motion component 200 is activated and retract under the force of the lost motion actuator spring when the lost motion component 200 is deactivated. The lost motion actuator post 220 may be fixed to the rocker 100 by threaded fasteners 222 to allow adjustment of the axial position of the lost motion actuator post 220 relative to the rocker 100. As can be seen from this disclosure, the lost motion component 200 may constitute part of an auxiliary load path that, when activated, transmits auxiliary motion from the rocker 100 to the bridge pin 312 and to one of the engine valves to support the auxiliary motion of that one engine valve. Figure 3 shows an exemplary state of the e-foot assembly 600 when the lost motion component 200 is in an inactive state, with the piston 210 retracted into the rocker 100. Figure 4 shows an exemplary state of the e-foot assembly 600 when the lost motion component 200 is in an activated state, in which the piston 210 can extend from the rocker 100 and engage with the bridge pin 312, which can be displaced (downward) relative to the valve bridge 310. Although shown in a horizontal position in Figure 4, the valve bridge 310 may be subject to a slight inclination (the bridge pin / brake valve side being lower than the opposite non-brake valve side), and the e-foot assembly may accommodate such inclination, and may be in a state that is not fully compressed but nearly fully compressed.

[0028] As can be seen from this disclosure, when the lost motion component 200 is activated, a subbase circle auxiliary motion profile of the motion source can be transmitted to one of the engine valves. As shown in Figures 3 and 4, an exemplary motion source 500 may include a cam 510 having a main event profile 520 that extends radially beyond the base circle 530 to define the main event valve motion. Auxiliary event profiles 540 and 550 that can define auxiliary events may be provided within (below) the base circle 530. Figures 3 and 4 schematically show the cam 500. It will be seen that the rotational position of the cam 500, as well as the orientation of the rocker 100 and e-foot assembly 600, may differ from those illustrated at different times in the engine and / or brake cycle. For example, the auxiliary event profile 540 can engage with the cam follower 122 during a brake operation mode when the piston actuator 210 is in the extended position. When the lost motion component 200 is deactivated, only the main event motion is transmitted from the cam 510. In the deactivated state of the lost motion component, when the subbase circle surface of the cam 500 encounters the cam follower 122, a gap tends to form between the cam roller 122 and the motion source 500, thereby preventing the subbase circle auxiliary motion defined by the auxiliary motion profiles 540 and 550 from being transmitted to the rocker 100. On the other hand, when the lost motion component 200 is activated, the auxiliary motion profiles 540 and 550 engage with the cam follower 122, thereby transmitting the auxiliary motion defined by them to one of the engine valves via the bridge pin 312.

[0029] Referring further to Figures 5 to 8, the biasing components may be integrated into the e-foot assembly 600. The e-foot assembly 600 may include an upper portion 620 and a lower portion 650 configured and adapted to move telescopically relative to each other. The upper portion 620 may include a cylindrical fastening post 624 that is received in a bore of the rocker 100 and thereby fastened to the rocker 100 together with a threaded fastener (nut) 322 (Figures 3 and 4). The upper portion 620 may include an annular shoulder 626, which provides additional mounting support as well as an upper seating surface for biasing components such as a spring 680. The upper portion 620 may also include a lower annular skirt 630 having an axially extending cavity or bore 628 (see Figures 5 and 6) for receiving a complementary shaped projection 652 of the lower portion 650. The lower portion 650 may include an annular shoulder 656 that provides a lower seating surface for the spring 680. Therefore, the lower portion 650 and the upper portion 620 provide an extendable telescopic e-footpost, which can be biased to the extended position by the spring 680 to exert a biasing force on the rocker, which tends to move the source-side of the rocker toward the source. Thus, the rocker biasing component can be integrated into the e-foot assembly according to the features of this embodiment.

[0030] According to embodiments of this disclosure, the stroke limiting component may also be integrated into the e-foot assembly 600. The projection 652 of the lower portion 650 may be provided with an axially extending slot or channel 654. The upper portion 620 may be provided with a lateral bore 658 for receiving a retaining pin 670. The retaining pin 670 extends through both the lateral bore 658 and the slot 654 of the lower portion 650, and thus holds the lower portion 650 within the upper portion 620, limiting the movement of the lower portion 650 relative to the upper portion 620. The stroke length "S" may be defined by the range of movement of the lower portion 650 relative to the upper portion 620, which may be defined by the contact of different portions. For example, the upper limit of movement of the lower portion 650 within the upper portion 620 may be defined by the dimensions of the lower annular skirt 630 of the upper portion 620, which may affect the shoulder 656 to define the upper limit of movement of the lower portion 650 within the upper portion 620. Figures 7 and 8 show the lower portion 650 at the upper limit of movement. Alternatively, the projection 652 may reach the bottom in the bore 628 to define the upper limit of movement. The lower limit of movement of the lower portion 650 relative to the upper portion 620 may be defined by the collision of the retaining pin 670 with the upper surface of the slot 654, as shown in Figures 5 and 6. As recognized, the stroke "S" may be configured to achieve the desired absorption and transmission of each portion of the motion defined on the motion source (cam), and thus, in particular in combination with the subbase circular portion of the cam 500, to achieve the corresponding desired modification of the valve motion. For example, the stroke may be limited such that a gap is formed between the e-foot and the bridge and / or between the cam follower and the cam when the cam follower is engaged by the subbase circular portion of the motion source, allowing a lubricating film to be generated during that portion of the valve motion cycle. The stroke length of the e-foot assembly may be selected and adjusted so that only small gaps or gaps with zero biasing load are formed, thereby avoiding gap size or play in the valve train that would result in a loss of control over the rocker position.

[0031] Accordingly, in this embodiment and other embodiments, consistent with the aspects of the present disclosure, the stroke-limiting e-foot may be configured to provide a small gap between the e-foot and the valve bridge when the rocker encounters the subbase circle portion of the cam. This configuration allows for the removal of the e-foot and the formation or reformation of a lubrication layer within the e-foot assembly, such as between the e-foot cap and bushing and other locations within the valve train (valve train component interfaces). This configuration may also provide reduction or neutralization of any valve spring preload. The e-foot assembly may also be configured so that the mechanism reaches the bottom after stroking between the subbase and base circle of the cam.

[0032] As can be seen from this disclosure, the lost-motion rocker brake system described above biases the rocker brake toward the engine cam and away from the valve. This has several advantages, including a reduction in the number of components required to mount the rocker brake to the valve train. In addition, the stroke-limited e-foot reduces wear on the valve bridge and e-foot cap due to the lost-motion gap, which can allow excess oil to enter. Furthermore, the stroke-limited feature reduces bushing wear resulting from loading the bushing area during 100% of the rocker's duty cycle.

[0033] The following description of operation serves to further illustrate the aspects of the present disclosure and the interactions of the components described. In “brake-off” mode, when the cam follower encounters the subbase circle portion of the cam and the actuator piston is retracted, the e-foot assembly may be in the extended position and maintain engagement with the valve bridge. When the system is still in brake-off mode but the cam follower encounters the base circle portion of the cam (the actuator piston is still retracted), the e-foot assembly may undergo partial compression from its extended position, with compression of the e-foot assembly spring and the e-foot still maintaining contact with the valve bridge and biasing the rocker cam side toward the cam.

[0034] In "brake-on" mode, with the actuator piston extended (but not necessarily in contact with the bridge pin), and the cam follower encountering the subbase circle portion of the cam, the e-foot assembly may be in the extended position to maintain contact between the e-foot and the valve bridge. Still in "brake-on" mode, with the actuator piston extended, the valve bridge may be slightly tilted due to contact with the bridge pin. The e-foot assembly may be in the compressed position to maintain contact between the e-foot and the valve bridge.

[0035] According to aspects of the present disclosure, the biasing and stroke limiting features may be incorporated into valve train components other than the e-foot assembly, as described above. For example, the biasing and stroke limiting features may be incorporated into components of a pushrod configuration, as shown in two embodiments of Figures 9 to 18. Referring particularly to Figures 9 to 14, the pushrod biasing and stroke limiting assembly 700 may include an upper portion 720 that receives a projection 752 of a lower portion 750 for sliding and extension / retraction motion. The upper portion 720 may include a fastening post 724 that fits into a bore on a rocker. The lower portion 750 may include a channel 754 formed on the projection 752. A circular (outwardly biased) spring clip 770 may be installed in an internal groove on the inner wall of the upper portion 720 such that the spring clip 770 is positioned within the channel 754, thereby limiting the movement of the lower portion 750 relative to the upper portion 720. In other words, the channel 754 allows the lower portion 750 to move in a limited manner, but otherwise it cannot move up or down beyond the limits defined by the position of the spring clip 770. In this way, the spring clip 770 and the channel 754 define a limited stroke "S" (Figure 11).

[0036] The biasing component can also be implemented in the embodiments shown in Figures 9 to 14. The coil spring 780 may be housed in the bore 728 of the upper portion 720, and the upper inner wall 729 of the bore 728 of the upper portion 720 defines the upper spring seating surface. The upper surface 759 of the lower portion 750 can define the lower spring seating surface. Thus, the coil spring 780 can bias the lower component 750 to the extended position relative to the upper portion 720. Figures 11 and 12 show the retracted position or state of the push tube assembly, and Figures 13 and 14 show the extended position or state of the push tube assembly.

[0037] Figures 15 to 18 show another embodiment of a biasing and stroke-limiting component suitable for a pushrod environment. In this configuration, the biasing and stroke-limiting pushrod assembly 800 may include an upper portion 820 and a lower portion 850 configured and adapted for relative extension and retraction motion. A laterally extending retaining pin 870 extends through a laterally extending bore on the upper portion 820 and through an axially extending slot 854 in the lower portion 850. Similar to the embodiments in Figures 1 to 8, the pin 870 restricts the axial movement of the lower portion 850 relative to the upper portion 820, thereby providing a limited stroke "S" of the pushrod component. In this embodiment, the biasing feature may include an external coil spring 880 seated between the annular shoulders 826 and 856 of the upper portion 820 and the lower portion 850, respectively, to bias the pushrod assembly to the extended position. Figures 15 and 16 show the pushrod assembly in the contracted or compressed position or state, and Figures 17 and 18 show the pushrod assembly in the extended position or state.

[0038] It will be recognized that the stroke limiting and biasing configurations of the pushrod embodiments in Figures 5 to 10 can be adapted to other valve train components, including the e-foot environment described above. For example, the spring clip 770 and channel 754 in the embodiments of Figures 5 to 8 can be adapted to replace the pin and slot limiting configuration in the embodiments of Figures 1 to 4. In this regard, these various mechanical devices for limiting and biasing the stroke should be considered interchangeable and adaptable to different valve train components other than the e-foot and pushrod environments described herein.

[0039] As can be seen from this disclosure, the lost-motion rocker brake system described above biases the rocker brake toward the engine valve side, away from the cam. This has several advantages, including a significant reduction in the biasing force required to control the rocker brake in the brake-off state. The valve train becomes easier to design with less biasing force required toward the pushrod side. The lighter biasing force allows the entire system to be lighter, and the potential cost is similarly lower.

[0040] The stroke-limiting feature described above also offers advantages. The stroke-limiting function, in combination with the biasing component, provides a predetermined stroke within the valve train that can facilitate adjustment of the e-foot or pushrod position for all operating conditions, including the brake "off" (or lost motion deactivation) operating state. This, in turn, can allow for the formation of a desired gap between the e-foot and the valve bridge, or between other valve train components. In addition, the stroke-limiting feature may function as a retaining feature, enabling the assembled e-foot or pushrod system to be assembled and shipped as a pre-assembled component that can be easily installed in larger engine environments without requiring separate field installation or assembly steps.

[0041] While specific embodiments have been illustrated and described, those skilled in the art will understand that changes and modifications can be made without departing from this teaching. Accordingly, any modifications, variations, or equivalents of the teaching described above are considered to be within the scope of the basic principles disclosed above.

[0042] For example, although the above examples are described in the context of a Type 3 valve train (center pivot) rocker or a Type 5 valve train (pushrod), it will be recognized that the biasing and stroke limiting components described may be implemented in other valve train types such as Type 2 (end pivot rocker) or Type 4 (center pivot rocker with follower).

[0043] Furthermore, although the disclosed biasing and stroke-limiting components are described using exemplary embodiments of the e-foot and pushrod, it will be recognized that the described biasing and stroke-limiting components may also be implemented as part of other valve train components, such as a cam follower.

[0044] Furthermore, while the disclosed embodiments can characterize the lost motion components as part of the valve train, it will be recognized that the biasing and stroke limiting features of the disclosed embodiments may also be used in valve train systems that do not incorporate lost motion components.

Claims

1. A system for operating at least one of two or more engine valves in an internal combustion engine, The motion source that defines the primary event motion profile and the auxiliary motion profile, A valve train for transmitting motion from the motion source to at least one engine valve, the valve train having at least two valve train components, A biasing component configured to apply a biasing force to maintain at least one of the valve train components in a controlled state, A system comprising: a stroke limiting component adapted to cooperate in generating a lash gap between at least two valve train components, the stroke limiting component comprising a first portion and a second portion configured and adapted to move telescopically relative to each other, the first portion configured to be attached to one of the at least two valve train components, the biasing component configured to apply a biasing force between the first portion and the second portion, thereby biasing the second portion to an extended position relative to the first portion, and the first portion restricting the movement of the second portion toward the extended position.

2. The system according to claim 1, wherein the stroke limiting component is an e-foot assembly, and the biasing component is a spring configured as part of the e-foot assembly.

3. The system according to claim 1, wherein the stroke limiting component is a push rod assembly, and the biasing component is a spring configured as part of the push rod assembly.

4. The system according to claim 1, wherein the valve train is a type 3 overhead cam valve train.

5. The system according to claim 1, wherein the biasing component or the stroke limiting component is part of an e-foot assembly, the e-foot assembly comprising a threaded boss, a swivel boss, a pin, a cap, and a biasing spring.

6. The system according to claim 1, wherein the stroke limiting component is a push rod adjustment screw.

7. The system according to claim 1, wherein the valve train is a type 4 overhead valve train.

8. The system according to claim 1, wherein the biasing component or the stroke limiting component is part of a pushrod assembly, the pushrod assembly comprising a threaded boss, a pushrod boss, a pin, and a biasing spring.

9. The system according to claim 1, wherein the stroke limiting component comprises a pin, lip, C-clip, or step for limiting the extension of the second portion.

10. The system according to claim 1, wherein the biasing component is configured to control the inertial force of the rocker arm to prevent a non-following state between the subbase circle and the base circle of the cam.

11. The system according to claim 1, wherein the biasing component is adapted to provide a zero-biasing load gap between the rocker and the valve bridge in the subbase circle of the cam.

12. The system according to claim 1, further comprising a lost motion component that cooperates with the valve train, wherein the lost motion component can be configured in a first mode in which the lost motion component absorbs motion from an auxiliary motion source, and a second mode in which the lost motion component transmits motion from the auxiliary motion source.

Images