A type II valve train assembly that selectively opens first and second intake valves and first and second exhaust valves is provided. The valve train assembly includes an intake rocker arm assembly and an exhaust rocker arm assembly. The valve train assembly is configurable for operation in any combination of activated and deactivated states of engine braking and cylinder deactivation. The exhaust rocker arm assembly includes a first exhaust rocker arm, a second exhaust rocker arm and an engine brake exhaust rocker arm. A first exhaust HLA is associated with the first exhaust rocker arm. A second exhaust HLA is associated with the second exhaust valve. An exhaust actuation assembly selectively actuates to alter travel of the first and second exhaust HLA's to change a state of cylinder deactivation between activated and deactivated.

A compact, modular, lost motion variable valve actuation assembly includes a dry start hydraulic circuit to enable quick priming of a lost motion master-slave circuit from a dry start reservoir to the master piston chamber during engine start. Motion of the master piston on engine startup may draw in fluid from the dry start hydraulic circuit. The dry start components may be integrated into a compact modular rocker shaft pedestal package suitable for retrofit on existing engine head assemblies. The master piston may include a push tube interface that includes a deep push tube cavity and lubrication capabilities in the master piston that provides for improved wear, stability, easy installation and alignment. The slave piston may be provided with a valve catch to reduce valve closing velocity during cycles involving lost-motion.

A continuously variable valve duration apparatus may include a camshaft, a cam unit on which a cam is formed, wherein the camshaft is inserted into the cam unit, first and second guide brackets into which the camshaft is inserted, a wheel housing movably mounted to the first guide bracket and the second guide bracket, respectively, an internal wheel rotatably provided on each wheel housing and transmitting rotation of the camshaft to the cam unit, a worm wheel mounted on the first guide bracket and the second guide bracket, respectively to engage the wheel housing, a control shaft which is rotatably mounted on the first guide bracket and the second guide bracket, and engages with the each worm wheel to move the position of the wheel housing according to its rotation, and a connecting member that connects the first guide bracket and the second guide bracket.

In an internal combustion engine, first and second rotating members, one for the intake valve and one for the exhaust valve rotate next to the outside of an engine cylinder on opposite sides thereof when driven by a drive gear attached to the end of the engine's crankshaft. Each rotating member may include a ring gear having a valve port or aperture near its perimeter that cyclically aligns with a corresponding valve port formed through the cylinder wall near the top of the cylinder. A method of controlling valve timing comprises the steps of causing the rotating member containing the second valve port to periodically align in synchronism with the first port to control the passage of an air/fuel mixture and exhaust gases through the combustion cycles of the engine.

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.

An engine system and valvetrain can comprise a rocker shaft combined with a first block, a first cylinder deactivation oil control valve in the first block, a second cylinder deactivation oil control valve in the first block. Also, a second block can be combined with the rocker shaft with a third cylinder deactivation oil control valve and an early exhaust valve opening oil control valve in the second block. The rocker shaft can comprise oil infeeds and oil outfeeds configured for supplying hydraulic pressure to the first and second blocks, the blocks can distribute the pressure to the control valves, and the blocks can return pressure to the rocker shaft. Intake and exhaust rocker arms can receive the returned pressure to actuate valves, and the rockers arms can be arranged line-to-line with no overlap during motion.

A type II valve train assembly that selectively opens first and second intake valves and first and second exhaust valves is provided. The valve train assembly includes an intake rocker arm assembly and an exhaust rocker arm assembly. The valve train assembly is configurable for operation in any combination of activated and deactivated states of engine braking and cylinder deactivation. The exhaust rocker arm assembly includes a first exhaust rocker arm, a second exhaust rocker arm and an engine brake exhaust rocker arm. A first exhaust HLA is associated with the first exhaust rocker arm. A second exhaust HLA is associated with the second exhaust valve. An exhaust actuation assembly selectively actuates to alter travel of the first and second exhaust HLA's to change a state of cylinder deactivation between activated and deactivated.

A valve actuation system comprising a valve actuation motion source configured to provide a main event valve actuation motion to at least one engine valve via a main motion load path that comprises at least one valve train component. The valve actuation system further includes a lost motion component arranged within a first valve train component in the main motion load path, the lost motion component being controllable to operate in a motion conveying state or a motion absorbing state. The valve actuation system also comprises a high lift transfer component arranged in the main motion load path, with the high lift transfer component being configured to permit the main motion load path to convey at least a high lift portion of the main event valve actuation motion when the lost motion component is in the motion absorbing state.

A hydraulic lash adjuster for use in diesel engines including a cylinder head having a first valve, a second valve, and a valve bridge extending between and in contact with both the first valve and the second valve. Where the diesel engine includes a first rocker arm, and where at least one of the first valve and the second valve undergo an oil can valve deflection rate. The hydraulic lash is configured to selectively transmit force between the first rocker arm and the valve bridge, and where the hydraulic lash adjuster is normally in the open configuration, and where the hydraulic lash adjuster changes from the open configuration to a closed configuration at a critical velocity that is greater than the oil can valve deflection rate.

Systems and methods for controlling valves in valve actuation systems in internal combustion engines systems may be particularly suitable for sequencing valve motion in engine environments that combine cylinder deactivation and high-power density (HPD) engine braking. A main event motion system is configured to produce main event motion in one or more valve sets. An engine braking system produces engine braking motion and a cylinder deactivation system selectively deactivates main event motion of the intake and exhaust valves the valve set. A blocking system selectively prevents the cylinder deactivation system from deactivating main event motion of at least one intake valve during the engine braking operation. Thus, main event intake valve motions may be available for braking operations, such as HPD braking where main event intake valve motion may be used to enhance CR braking. One actuator can control deactivation of paired intake and exhaust main event motion.