Claims
- 1. An engine valve actuation system comprising:
means for containing the system; a piston bore provided in the system containing means; a low pressure fluid supply passage connected to the piston bore; a piston having (i) a lower end residing in the piston bore, and (ii) an upper end extending out of the piston bore; a pivoting lever including first, second, and third contact points, wherein the first contact point of the lever is adapted to impart motion to the engine valve, and the third contact point is adapted to contact the piston upper end; a motion imparting valve train element contacting the second contact point of the pivoting lever; and means for repositioning the piston relative to the piston bore, said means for repositioning intersecting the low pressure fluid supply passage.
- 2. The system of claim 1 wherein the means for repositioning is adapted to reposition the piston at least once per engine cycle.
- 3. The system of claim 1 wherein the means for repositioning comprises a solenoid actuated trigger valve.
- 4. The system of claim 1 wherein a single fluid passage connects the piston bore to the means for repositioning.
- 5. The system of claim 1 further comprising a fluid accumulator intersecting the low pressure fluid supply passage.
- 6. The system of claim 1 wherein the upper end of the piston comprises means for connecting the piston to the lever.
- 7. The system of claim 1 further comprising means for limiting a seating velocity of the engine valve, said means for limiting seating velocity contacting the lever.
- 8. The system of claim 1 further comprising means for mechanically locking the piston relative to the piston bore responsive to the absence of sufficient fluid pressure in the low pressure fluid supply passage.
- 9. The system of claim 1 wherein the means for repositioning is capable of selectively losing cam lobe events selected from the group consisting of: a portion of a main intake event, all of a main intake event, a portion of a main exhaust event, all of a main exhaust event, a portion of an engine brake event, all of an engine brake event, a portion of an exhaust gas recirculation event, and all of an exhaust gas recirculation event.
- 10. The system of claim 1 further comprising means for charging the piston bore with low pressure fluid upon engine start up.
- 11. The system of claim 1 wherein said pivoting lever comprises means for transmitting motion to two engine valves.
- 12. The system of claim 1 further comprising a spring in contact with the lever, said spring biasing the first contact point of the lever towards the engine valve.
- 13. The system of claim 1 wherein the means for repositioning is adapted to reposition the piston during any one of up to three different valve actuation events per engine cycle.
- 14. The system of claim 1 wherein the piston is adapted to contact an end of the piston bore such that the amount of lost motion provided by the system is limited.
- 15. The system of claim 1 wherein the first contact point of the lever is located between the second and third contact points.
- 16. The system of claim 1 wherein the second contact point of the lever is located between the first and third contact points.
- 17. The system of claim 1 wherein the third contact point of the lever is located between the first and second contact points.
- 18. The system of claim 1 wherein the motion imparting valve train element comprises a cam having at least a main valve event lobe and an auxiliary valve event lobe.
- 19. The system of claim 5 wherein the means for repositioning comprises a solenoid actuated trigger valve intersecting the low pressure fluid supply passage between the piston bore and the accumulator.
- 20. The system of claim 19 wherein the low pressure fluid supply passage comprises a single fluid passage where it connects the piston bore to the trigger valve.
- 21. The system of claim 20 further comprising a low pressure fluid supply connected by the low pressure fluid supply passage to the accumulator.
- 22. The system of claim 21 wherein the upper end of the piston comprises means for connecting the piston to the lever.
- 23. The system of claim 22 further comprising means for limiting a seating velocity of the engine valve.
- 24. The system of claim 22 further comprising means for mechanically locking the piston relative to the piston bore.
- 25. The system of claim 22 further comprising means for charging the piston bore with fluid upon engine start up.
- 26. The system of claim 22 wherein said pivoting lever comprises means for transmitting motion to two engine valves.
- 27. The system of claim 22 further comprising a spring in contact with the lever, said spring biasing the first contact point of the lever towards the engine valve.
- 28. The system of claim 22 wherein the trigger valve is adapted to exercise fluid control sufficient to reposition the piston at least once per engine cycle.
- 29. The system of claim 22 wherein the first contact point of the lever is located between the second and third contact points.
- 30. The system of claim 22 wherein the second contact point of the lever is located between the first and third contact points.
- 31. The system of claim 22 wherein the third contact point of the lever is located between the first and second contact points.
- 32. A engine valve actuation system adapted to selectively provide main valve event actuations and auxiliary valve event actuations, said system comprising:
means for containing the system, said containing means having a piston bore and a first fluid passage communicating with the piston bore; a lever located adjacent to the containing means, said lever including (i) a first repositionable end, (ii) a second end for transmitting motion to an engine valve, and (iii) a centrally located cam roller; a piston disposed in the piston bore and connected to the first repositionable end of the lever; a cam in contact with the cam roller; a fluid control valve in communication with the piston bore via the first fluid passage; means for actuating the fluid control valve to control the flow of fluid from the piston bore through the first fluid passage; and means for supplying low pressure fluid to the piston bore.
- 33. The system of claim 32 further comprising:
an accumulator bore in said containing means; an accumulator piston slidably disposed in the accumulator bore; and a second fluid passage connecting the accumulator bore with the fluid control valve.
- 34. The system of claim 32 wherein the piston is connected to the lever with a hinge pin.
- 35. The system of claim 32 wherein said lever is U-shaped and comprises means for transmitting motion to two engine valves.
- 36. The system of claim 32 wherein said lever is Y-shaped and comprises means for transmitting motion to two engine valves.
- 37. The system of claim 32 further comprising means for limiting a seating velocity of the engine valve, said means for limiting seating, velocity contacting the lever.
- 38. The system of claim 32 further comprising means for mechanically locking the piston relative to the piston bore.
- 39. The system of claim 32 further comprising means for charging the accumulator bore and the piston bore with fluid upon engine start up.
- 40. The system of claim 32 further comprising a spring in contact with the lever, said spring biasing the second end of the lever towards the engine valve.
- 41. The system of claim 32 wherein the system is adapted to reposition the piston sufficiently rapidly to provide two-cycle engine braking.
- 42. The system of claim 7, wherein the means for limiting a seating velocity of the engine valve comprises:
a seating mechanism housing; a seating bore provided in the seating mechanism housing; a lower seating member slidably disposed in the seating bore, said lower seating member having a lower end adapted to transmit a valve seating force to the lever, and having an interior chamber; means for supplying fluid to the seating bore and the interior chamber of the lower seating member; and means for throttling the flow of fluid out of the interior chamber of the first seating piston.
- 43. The system of claim 42 wherein the lower seating member comprises:
an outer sleeve slidably disposed in the seating bore; a cup piston slidably disposed in the outer sleeve; and a cap connected to an upper portion of the outer sleeve, said cap having an opening there through adapted to permit the flow of fluid to and from the interior chamber of the lower seating member.
- 44. The system of claim 43 wherein the throttling means comprises a disk disposed within the interior chamber of the lower seating member between the cup piston and the cap.
- 45. The system of claim 44 wherein the disk includes at least one opening there through, and wherein the throttling means further comprises a central pin disposed between the cup piston and the disk in the interior chamber of the lower seating member.
- 46. The system of claim 45 wherein the throttling means further comprises a spring disposed around the central pin and between the disk and the cup piston, said spring biasing (i) the disk towards the cap, and (ii) the cup piston towards the engine valve.
- 47. The system of claim 46 wherein the throttling means further comprises:
an upper seating member disposed in the seating bore; and an upper spring biasing the upper seating member towards the lower seating member.
- 48. An apparatus for limiting the seating velocity of an engine valve comprising:
a housing; a seating bore provided in the housing; means for supplying fluid to the seating bore; an outer sleeve slidably disposed in the seating bore and defining an interior chamber; a cup piston slidably disposed in the outer sleeve, said cup piston having a lower surface adapted to transmit a valve seating force to the engine valve; a cap connected to an upper portion of the outer sleeve, said cap having an opening there through; a disk disposed within the interior chamber between the cup piston and the cap, said disk having at least one opening there through; a central pin disposed in the interior chamber between the cup piston and the disk; a spring disposed around the central pin and between the disk and the cup piston; an upper seating member slidably disposed in the seating bore; and a means for biasing the upper seating member towards the cap.
- 49. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a locking bore provided in the means for containing the system, said locking bore communicating with the piston bore; a locking piston slidably disposed in the locking bore; and means for selectively sliding the locking piston in the locking bore such that the locking piston selectively engages the piston and mechanically locks the piston relative to the piston bore.
- 50. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a bar disposed between the means for containing the system and the lever, said bar having at least one raised portion along a surface closest to the lever; and means for selectively moving the bar such that the bar raised portion selectively engages a surface on the lever and thereby locks the piston relative to the piston bore.
- 51. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a bar disposed between the means for containing the system and an upper portion of the piston, said bar having at least one raised portion along a surface closest to the upper portion of the piston; and means for selectively moving the bar such that the bar raised portion selectively engages the upper portion of the piston and thereby locks the piston relative to the piston bore.
- 52. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a locking member connected to the means for containing the system; means for biasing the locking member into engagement with the lever to thereby lock the piston relative to the piston bore; and means for selectively moving the locking member out of engagement with the lever to thereby unlock the piston relative to the piston bore.
- 53. The system of claim 52 wherein the means for selectively moving the locking member operates in response to the charging of the system with fluid.
- 54. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a locking member connected to the means for containing the system; means for biasing the locking member into engagement with an upper portion of the piston to thereby lock the piston relative to the piston bore; and means for selectively moving the locking member out of engagement with the upper portion of the piston to thereby unlock the piston relative to the piston bore.
- 55. The system of claim 54 wherein the means for selectively moving the locking member operates in response to the charging of the system with fluid.
- 56. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a locking member at least partially disposed in the piston; a locking feature formed in the piston bore; means for biasing the locking member into engagement with the locking feature of the piston bore to thereby lock the piston relative to the piston bore; and means for selectively moving the locking member out of engagement with the locking feature of the piston bore to thereby unlock the piston relative to the piston bore.
- 57. The system of claim 56 wherein the means for selectively moving the locking member operates in response to the charging of the system with fluid.
- 58. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a locking member disposed adjacent to an upper portion of the piston; means for engaging the locking member, said engaging means being formed on the piston; means for biasing the locking member into engagement with the engaging means to thereby lock the piston relative to the piston bore; and means for selectively moving the locking member out of engagement with the engaging means to thereby unlock the piston relative to the piston bore.
- 59. The system of claim 58 wherein the means for selectively moving the locking member operates in response to the charging of the system with fluid.
- 60. The system of claim 8 wherein the means for mechanically locking the piston relative to the piston bore comprises:
a locking member disposed adjacent to an upper portion of the piston; means for engaging the locking member, said engaging means being connected to the piston; means for biasing the locking member into engagement with the engaging means to thereby lock the piston relative to the piston bore; and means for selectively moving the locking member out of engagement with the engaging means to thereby unlock the piston relative to the piston bore.
- 61. The system of claim 60 wherein the means for selectively moving the locking member operates in response to the charging of the system with fluid.
- 62. The system of claim 10 wherein the means for charging the piston bore with fluid upon engine start up comprises:
a fluid gallery connected to the low pressure fluid supply passage; a first fluid pump adapted to provide a first amount of pumped fluid; a second fluid pump adapted to provide a second amount of pumped fluid, wherein the first amount of pumped fluid is greater than the second amount of pumped fluid; and means for selectively switching the amount of fluid provided to the fluid gallery between (i) the sum of the first and second amounts of pumped fluid, and (ii) the first amount of pumped fluid less the second amount of pumped fluid.
- 63. The system of claim 62 wherein the means for selectively switching operates in response to the charging of the system with fluid.
- 64. The system of claim 10 wherein the means for charging the piston bore with fluid upon engine start up comprises:
a fluid plunger slidably disposed in a plunger bore; means for supplying fluid to the plunger from a main engine fluid supply; means for transferring fluid pumped by the fluid plunger to the low pressure fluid supply passage; and means for locking the plunger relative to the plunger bore responsive to the charging of the system with fluid.
- 65. The system of claim 10 wherein the means for charging the piston bore with fluid upon engine start up comprises:
a fluid reservoir; means for pumping fluid into the fluid reservoir from a main engine fluid supply; and means for selectively providing pressurized fluid from the fluid reservoir to the piston bore upon engine start up.
- 66. The system of claim 65 wherein the means for selectively providing pressurized fluid includes a solenoid actuated valve.
- 67. The system of claim 65 wherein the means for selectively providing pressurized fluid includes a gas bladder.
- 68. The system of claim 65 wherein the means for selectively providing pressurized fluid includes a spring actuated diaphragm.
- 69. The system of claim 65 wherein the means for selectively providing pressurized fluid includes a screw driven plunger.
- 70. The system of claim 65 wherein the means for pumping is cam driven.
- 71. The system of claim 5 wherein the fluid accumulator comprises:
an accumulator piston bore; a combination cap and sleeve extending into the accumulator piston bore, said cap and sleeve having a chamber formed therein; an accumulator piston slidably disposed in the cap and sleeve chamber; and means for biasing the accumulator piston out of the cap and sleeve chamber.
- 72. The system of claim 71 wherein the means for biasing comprises a spring disposed concentrically around the accumulator piston.
- 73. The system of claim 5 wherein the fluid accumulator comprises:
an accumulator piston bore; a thin accumulator piston cup slidably disposed in the accumulator piston bore; and means for biasing the accumulator piston cup towards an end wall of the accumulator piston bore.
- 74. The system of claim 73 wherein the low pressure fluid supply passage connects a plurality of fluid accumulators.
- 75. The system of claim 5 wherein the means for repositioning comprises:
a solenoid actuated trigger valve operatively connected between the piston bore and the accumulator; and means for determining trigger valve actuation and deactuation times.
- 76. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on an engine load value.
- 77. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on an engine speed value.
- 78. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on engine load and engine speed values.
- 79. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on an engine operating mode.
- 80. The system of claim 79 wherein the means for determining includes an electronic storage device having trigger valve actuation and deactuation times for an engine warm-up mode, a normal positive power mode, a transient mode, and an engine braking mode of operation.
- 81. The system of claim 80 wherein the trigger valve actuation and deactuation times for the engine braking mode of operation are determined to be appropriate for use based on an engine brake request, an oil temperature value, and an engine speed value.
- 82. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on engine operating mode, engine load values, and engine speed values.
- 83. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on an engine oil temperature value.
- 84. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times determines such times based on engine operating mode, an engine load value, an engine speed value, and an engine oil temperature value.
- 85. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times changes the number of cylinders in which engine valves are actuated based on an engine load value.
- 86. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times changes the number of cylinders in which engine valves are actuated based on the persistence of an engine load value over a preselected time period.
- 87. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times rotates the selection of cylinders in which engine valves are actuated when less than all cylinders are active.
- 88. The system of claim 75 wherein the means for determining trigger valve actuation and deactuation times includes an electronic storage device having trigger valve actuation and deactuation times for a reduced sound pressure level mode of engine braking operation relative to peak sound pressure level.
- 89. The system of claim 88 wherein the reduced sound pressure level mode of engine braking operation is achieved by advancing normal engine braking mode trigger valve actuation times for a given engine load value and engine speed value.
- 90. The system of claim 88 wherein the reduced sound pressure level mode of engine braking operation is achieved by delaying normal engine braking mode trigger valve actuation times for a given engine load value and engine speed value.
- 91. A valve actuation system for controlling the operation of an engine valve, said system comprising:
means for hydraulically varying the amount of engine valve actuation; a solenoid actuated trigger valve operatively connected to the means for hydraulically varying; and means for determining trigger valve actuation and deactuation times based on a selected engine mode, and engine load and engine speed values.
- 92. The system of claim 91 wherein the means for determining includes an electronic storage device having trigger valve actuation and deactuation times for an engine warm-up mode, a normal positive power mode, a transient mode, and an engine braking mode of operation.
- 93. The system of claim 92 wherein the trigger valve actuation and deactuation times for the engine braking mode of operation are determined to be appropriate for use based on an engine brake request, an oil temperature value, and an engine speed value.
- 94. The system of claim 91 wherein the means for determining trigger valve actuation and deactuation times determines such times based further on engine oil temperature value.
- 95. The system of claim 91 wherein the means for determining trigger valve actuation and deactuation times determines such times based further on engine oil viscosity value.
- 96. The system of claim 91 wherein the means for determining trigger valve actuation and deactuation times changes a number of cylinders in which engine valves are actuated based on an engine load value.
- 97. The system of claim 91 wherein the means for determining trigger valve actuation and deactuation times changes a number of cylinders in which engine valves are actuated based on the persistence of an engine load value over a preselected time period.
- 98. The system of claim 96 wherein the means for determining trigger valve actuation and deactuation times rotates the selection of cylinders in which engine valves are actuated when less than all cylinders are active.
- 99. The system of claim 91 wherein the means for determining trigger valve actuation and deactuation times includes an electronic storage device having trigger valve actuation and deactuation times for a reduced sound pressure level mode of engine braking operation.
- 100. A valve actuation system for controlling the operation of at least one valve of an engine at different operating temperatures, comprising:
means for determining a present temperature of an engine fluid; means for operating the at least one valve; and means for modifying the operation of the at least one valve in response to the determined temperature.
- 101. The valve actuation system of claim 100, wherein the means for modifying compares a determined present temperature with predetermined values to determine a timing modification.
- 102. The valve actuation system of claim 100, wherein the means for modifying advances an opening time of the at least one valve.
- 103. The valve actuation system of claim 100, wherein the means for modifying delays a closing time of the at least one valve.
- 104. The valve actuation system of claim 100, wherein the means for modifying delays an opening time of the at least one valve.
- 105. The valve actuation system of claim 100, wherein the means for modifying advances a closing time of the at least one valve.
- 106. A valve actuation system for controlling the operation of at least one valve of an engine at different engine fluid operating viscosities, comprising:
means for determining a present viscosity of an engine fluid; means for operating the at least one valve; and means for modifying the operation of the at least one valve in response to the determined viscosity.
- 107. The valve actuation system of claim 106, wherein the means for modifying compares a determined present viscosity with predetermined values to determine a timing modification.
- 108. The valve actuation system of claim 106, wherein the means for modifying advances an opening time of the at least one valve.
- 109. The valve actuation system of claim 106, wherein the means for modifying delays a closing time of the at least one valve.
- 110. The valve actuation system of claim 106, wherein the means for modifying delays an opening time of the at least one valve.
- 111. The valve actuation system of claim 106, wherein the means for modifying advances a closing time of the at least one valve.
- 112. A method of modifying the timing of at least one engine valve, said method comprising the steps of:
determining a current temperature of an engine fluid; determining a timing modification for the operation of the at least one engine valve based on the determined current temperature; and modifying the timing of the operation of the at least one engine valve in response to the determined timing modification.
- 113. The method according to claim 112, wherein the step of determining a timing modification includes the step of comparing the determined engine fluid temperature with predetermined values.
- 114. The method according to claim 112, wherein the step of modifying the timing includes the step of advancing the opening of said engine valve.
- 115. The method according to claim 112, wherein the step of modifying the timing includes the step of delaying the opening of said engine valve.
- 116. The method according to claim 112, wherein the step of modifying the timing includes the step of advancing the closing of said engine valve.
- 117. The method according to claim 112, wherein the step of modifying the timing includes the step of delaying the closing of said engine valve.
- 118. The method according to claim 112, further comprising the steps of:
determining a current viscosity of the engine fluid; and determining a timing modification for the operation of the at least one engine valve based in part on the determined current viscosity.
- 119. A method of modifying the timing of at least one engine valve, said method comprising the steps of:
determining a current viscosity of an engine fluid; determining a timing modification for the operation of the at least one engine valve based on the determined current viscosity; and modifying the timing of the operation of the at least one engine valve in response to the determined timing modification.
- 120. The method according to claim 119, wherein the step of determining a timing modification includes the step of comparing the determined engine fluid viscosity with predetermined values.
- 121. The method according to claim 119, wherein the step of modifying the timing includes the step of advancing the opening of said engine valve.
- 122. The method according to claim 119, wherein the step of modifying the timing includes the step of delaying the opening of said engine valve.
- 123. The method according to claim 119, wherein the step of modifying the timing includes the step of advancing the closing of said engine valve.
- 124. The method according to claim 119, wherein the step of modifying the timing includes the step of delaying the closing of said engine valve.
- 125. A valve actuation system for compensating for varying engine fluid viscosity by controlling the operation of at least one valve of an engine at different operating temperatures, said system comprising:
measuring means for determining a present temperature of an engine fluid; measuring means for determining a present viscosity of an engine fluid; operating means for operating the at least one valve; and control means for modifying the operation of the at least one valve in response to the temperature determined by said temperature measuring means and the viscosity determined by said viscosity measuring means.
- 126. The system of claim 1 wherein the engine valve comprises an exhaust valve, and the means for repositioning is adapted to provide valve actuation for positive power operation, engine braking operation, and cylinder cut-out operation.
- 127. A lost motion engine valve actuation system comprising:
a rocker lever adapted to provide engine valve actuation motion, said rocker lever having a first repositionable end and a second end for transmitting valve actuation motion; means for hydraulically varying the position of the first end of the rocker lever; and means for maintaining the position of the first end of the rocker lever during periods of time that the means for hydraulically varying is inoperative.
- 128. The system of claim 127 further comprising means for connecting the first end of the rocker lever to the means for hydraulically varying.
- 129. The system of claim 127 further comprising means for supplying low pressure hydraulic fluid to the means for hydraulically varying.
- 130. The system of claim 127 further comprising means for limiting the seating velocity of the engine valve.
- 131. The system of claim 5 wherein the accumulator piston is adapted to contact an end of the accumulator bore such that the amount of lost motion provided by the system is limited.
- 132. The system of claim 1 wherein the lever is adapted to contact the means for containing the system such that the amount of lost motion provided by the system is limited.
CROSS REFERENCE TO RELATED PATENT APPLICATION
[0001] This application is a continuation-in-part of, relates to, and claims priority on U.S. utility patent application Ser. No. 09/594,791, filed Jun. 16, 2000, which application is a continuation of, relates to, and claims priority on U.S. utility patent application Ser. No. 09/209,486, filed Dec. 11, 1998 and now U.S. Pat. No. 6,085,705, which application relates to and claims priority on provisional application Ser. No. 60/069,270, filed Dec. 11, 1997.
Provisional Applications (1)
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Number |
Date |
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60069270 |
Dec 1997 |
US |
Continuations (1)
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Number |
Date |
Country |
Parent |
09209486 |
Dec 1998 |
US |
Child |
09594791 |
Jun 2000 |
US |
Continuation in Parts (1)
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Number |
Date |
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Parent |
09594791 |
Jun 2000 |
US |
Child |
09749907 |
Dec 2000 |
US |