A valve actuation device for actuating a first and second gas exchange valve of an internal combustion engine. A tilting lever is pivotable between a first starting position and a first actuation position and a valve bridge is movable between a second starting position and a second actuation position. A coupling device is switchable between a locking state, in which the valve bridge is movable out of the second starting position into the second actuation position via the coupling device by the tilting lever, and an unlocking state, in which, despite a movement of the tilting lever out of the first starting position into the first actuation position, there is no movement of the valve bridge out of the second starting position into the second actuation position. The coupling device is held on the tilting lever such that the coupling device is pivotable with the tilting lever.

A switching rocker arm comprises an outer arm having a pair of integrally formed axles extending outwardly therefrom and an inner arm pivotally secured to the outer arm. A is latch slidably connected to the outer arm and is configured to selectively extend to engage the inner arm. An inner roller is configured on the inner arm, and a pair of outer rollers is mounted on the respective integrally formed axles on the outer arm. A rocker arm for variable valve lift comprises an outer arm comprising outer arm portions, rollers mounted in a cantilevered manner to the outer arm portions, and an inner arm seated between the outer arm portions, the inner arm comprising an inner roller. A pivot axle connects the outer arm and the inner arm. The inner arm and the outer arm are pivotable with respect to one another about the pivot axle.

An engine brake rocker arm assembly is operable in an engine drive mode and an engine braking mode and selectively opens first and second exhaust valves. The engine brake rocker arm assembly includes an exhaust rocker arm configured to rotate about a rocker shaft, an engine brake capsule assembly movable between (i) a locked position configured to perform an engine braking operation, and (ii) an unlocked position that does not perform the engine braking operation, and a hydraulically controlled actuator assembly configured to selectively move the engine brake capsule assembly between the first and second positions.

A variable valve timing assembly is provided for extending a duration of an intake valve opening. The variable valve timing assembly includes an intake rocker mounted on a pedestal and operable by a cam lobe to open and close the intake valve. The intake rocker includes a lever extension, and a holding member in the pedestal is lockable in position by a hydraulic circuit in the pedestal to contact the lever extension of the intake rocker and hold the intake valve in the open position. A reset pin in the pedestal is actuatable by the cam lobe to release the holding member to allow the intake valve to close.

An engine braking system includes a camshaft, a follower, an exhaust armature, a lever, and a hydraulically actuated piston. The camshaft includes at least one cam. The cam has a lobe and a brake bump. The follower engages the cam. The exhaust armature is coupled to the follower. The lever is coupled to the exhaust armature. The hydraulically actuated piston moves the lever. Hydraulic actuation of the piston causes a change in lash distance between the cam and the follower. In an engine brake mode, the follower contacts the cam throughout rotation of the cam.

A type III rocker arm assembly operable in a first mode and a second mode based on rotation of a cam shaft includes a rocker shaft and a first rocker arm assembly. The first rocker arm assembly receives the rocker shaft and is configured to rotate around the rocker shaft in the first mode based on engagement with the first cam lobe. The first rocker arm assembly collectively comprises a valve side rocker arm, a cam side rocker arm and a latch pin. The valve side rocker arm defines a valve side rocker arm bore. The cam side rocker arm defines a cam side rocker arm bore. The latch pin assembly is received by the valve and cam side rocker arm bores and selectively couples the valve side rocker arm and the cam side rocker arm for concurrent movement in the first mode.

A continuous variable valve duration apparatus includes: a camshaft, a front cam unit and a rear cam unit of which the phase relative to the camshaft can be varied, a front inner wheel and a rear inner wheel, a front guide bracket and a rear guide bracket, a front wheel housing and a rear wheel housing, a front control shaft, a rear control shaft, a phase controller selectively changing the relative phase of the front control shaft and the rear control shaft, a main driving unit for driving the rear control shaft, vibration sensors that measure the vibration of each cylinder corresponding to the front cam unit and the rear cam unit and output a corresponding signal, and a controller for controlling the operation of the main driving unit and the phase controller according to the output signals of the respective vibration sensors.

An exhaust valve rocker arm assembly operable in a combustion engine mode and an engine decompression mode, the exhaust valve rocker arm assembly selectively opening first and second exhaust valves and including a rocker shaft, exhaust valve rocker arm assembly and a ball engine decompression mechanism. The exhaust valve rocker arm assembly has an exhaust rocker arm that receives the rocker shaft and is configured to rotate around the rocker shaft. The ball engine decompression mechanism is configured on the exhaust rocker arm and selectively actuates a valve plunger causing an exhaust valve to perform engine decompression. The ball engine decompression mechanism includes a capsule assembly having a capsule, a biasing member and a ball. The capsule has a cylindrical body that extends between a first end having an actuation face and a second end having a spring return face.

A method for advancing valve actuation during low load or idle diesel engine conditions to promote aftertreatment heat up comprises switching a cam phaser from a nominal lift position to an advance lift position to open an affiliated valve before nominal. Valve lift is actuated via the cam phaser. The valve is lowered towards nominal closure, and valve closure is interrupted by actuating a latch phaser. Valve closure is extended beyond nominal valve closure.

Systems and methods for managing excessive intake flow path pressure and counter flow are implemented to support enhanced engine braking applications, such as 2-stroke or 1.5-stroke engine braking implementations where the intake flow path may be exposed to excessive transient pressures in the combustion chamber during activation or deactivation of an engine brake. Intake throttle, exhaust gas recirculation (EGR) valve, intake manifold blow-off valve, compressor bypass valve, exhaust throttle, turbocharger geometry or turbocharger waste gate may be controlled to effectuate counter flow management separately or in combination. Excessive transient conditions may also be prevented or managed by sequential valve motion in which brake motion activation occurs first and then exhaust valve main event deactivation occurs second. Delay between brake activation and main event deactivation may be facilitated using mechanical and/or hydraulic implements as well as electronically.