The disclosure relates 10 a device which is used to adjust the valve stroke of internal combustion engines and has an actuation element for the valve stem. The actuation element is actuated by the camshaft and has a receiving space for a pressure medium. The receiving space is fluidically connected to a reservoir space of an adjustment reservoir. The volume of the reservoir space can be adjusted by means of a reservoir piston. The reservoir piston is loaded toward the reservoir space with a force that is greater than the force applied by the pressure medium and that is less than the restoring force acting on the piston.

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 gas feeding arrangement for feeding gas from an internal combustion engine cylinder chamber to a gas tank includes a feeding conduit assembly and a dedicated feeding valve. The feeding valve is adapted to assume an open condition in which it provides for gas transport in a direction from the cylinder chamber towards the gas tank, via the feeding conduit assembly. The gas feeding arrangement includes a one-way valve adapted to prevent gas transport from the gas tank to the cylinder chamber, via the feeding conduit assembly.

An actuation apparatus (3) for actuating a latching arrangement (40) of a switchable valve train component (2) of an internal combustion engine is disclosed. The actuation apparatus comprises a lever (33) for contacting an actuation source (100) and for contacting the latching arrangement (40), and a biasing means (31). The biasing means (31) contacts the lever (33). In use, the biasing means (31) becomes biased by the lever (33) when the actuation source moves the lever (33) when the actuation source (100) attempts to actuate the latching arrangement (40), via the lever (33), when the latching arrangement (40) is non-actuatable. The biasing means (31) causes the lever (33) to actuate the latching arrangement (40) when the latching arrangement (40) is actuatable again. Also disclosed is a valve-train assembly.

A method of operating a rocker arm assembly in a cylinder deactivation mode according to one example of the present disclosure includes providing a two-step variable valve lift rocker arm assembly and a deactivating lash adjuster. Operation of the rocker arm assembly in cylinder deactivation mode is selected. The rocker arm assembly is operated in low-lift mode based on the selection of the cylinder deactivation mode. Subsequent to or concurrently with operating the rocker arm assembly in the low-lit mode, the deactivating lash adjuster is operated in the unlatched mode. A first amount of the total lost motion required for cylinder deactivation mode is accounted for by lost motion of the rocker arm assembly operating in the low-lift mode and a remainder amount of the total lost motion is accounted for by lost motion of the deactivating lash adjuster operating in the unlatched mode.

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.

A fuel content detection system is disclosed. The fuel content detection system may include an engine control module (ECM) to receive a measurement of a parameter. The parameter may correlate with an amount of a substance in a fuel that is being consumed in an engine. The ECM may determine an estimation of the parameter based on a model. The model may use a predetermined value associated with the amount of the substance, and the engine may be configured to consume a designated type of fuel that includes an amount of the substance that corresponds to the predetermined value. The ECM may determine, based on the estimation and the measurement not being within a threshold range, that the fuel is not the designated type of fuel and perform an action associated with the engine.

An operating range boundary for switching a cam for driving an intake valve (drive cam) is changed in a direction of increasing an engine load if a target EGR rate is predicted to increase across the contour line of the EGR rate during an acceleration operation. By changing to such a high load direction, a range in which a large cam is selected is enlarged. That is, switching of the drive cam from the large cam to a small cam is delayed.

A variable compression ratio engine includes an extra chamber formed at a cylinder head, an extra valve being able to open/close the extra chamber, and an actuator being able to open/close the extra chamber by driving the extra valve.

A variable compression ratio engine includes an extra chamber formed at a cylinder head, an extra valve being able to open/close the extra chamber, and an actuator being able to open/close the extra chamber by driving the extra valve.