Valve actuation system comprising in-series lost motion components for use in cylinder deactivation and auxiliary valve actuations

Abstract

A valve actuation system comprises a valve actuation motion source configured to provide a main valve actuation motion and an auxiliary valve actuation motion for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in the valve actuation load path and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is in series with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.

Claims

1. A valve actuation system for use in an internal combustion engine comprising a cylinder and at least one engine valve associated with the cylinder, the valve actuation system comprising: a single cam configured to provide a main valve actuation motion and an auxiliary valve actuation motion so as to actuate the at least one engine valve via a valve actuation load path; a lost motion subtracting mechanism arranged in the valve actuation load path and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion; and a lost motion adding mechanism configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is arranged in series with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.

2. The valve actuation system of claim 1, further comprising: an engine controller configured to operate the internal combustion engine, using the lost motion subtracting mechanism and the lost motion adding mechanism, in: a positive power mode in which the lost motion subtracting mechanism is in the first default operating state and the lost motion adding mechanism is in the second default operating state, or a deactivated mode in which the lost motion subtracting mechanism is in the first activated operating state and the lost motion adding mechanism is in the second default operating state, or an auxiliary mode in which the lost motion subtracting mechanism is in the first default operating state and the lost motion adding mechanism is in the second activated operating state.

3. The valve actuation system of claim 1, wherein the auxiliary valve actuation motion is at least one of an early exhaust valve opening valve actuation motion, a late intake valve closing valve actuation motion or an engine braking valve actuation motion.

4. The valve actuation system of claim 1, wherein the lost motion subtracting mechanism is a hydraulically-controlled, mechanical locking mechanism.

5. The valve actuation system of claim 1, wherein the lost motion adding mechanism is a hydraulically-controlled actuator.

6. The valve actuation system of claim 1, wherein the lost motion subtracting mechanism is located closer along the valve actuation load path to the single cam than the lost motion adding mechanism.

7. The valve actuation system of claim 1, wherein the lost motion adding mechanism is located closer along the valve actuation load path to the single cam than the lost motion subtracting mechanism.

8. The valve actuation system of claim 1, wherein the valve actuation load path comprises a rocker arm having a motion receiving end operatively connected to the single cam and a motion imparting end operatively connected to the at least one engine valve, and wherein the rocker arm comprises the lost motion adding mechanism.

9. The single cam system of claim 8, wherein a valve bridge, operatively connected to and between the rocker arm and the at least one engine valve, comprises the lost motion subtracting mechanism.

10. The single cam system of claim 8, wherein a pushrod, operatively connected to and between the rocker arm and the single cam, comprises the lost motion subtracting mechanism.

11. The single cam system of claim 1, wherein the lost motion subtracting mechanism is biased into an extended position and the lost motion adding mechanism is biased into a retracted position.

12. The single cam system of claim 11, wherein the extended position of the lost motion subtracting mechanism is travel limited.

13. The single cam system of claim 1, wherein the lost motion subtracting mechanism is biased by a first force into a first extended position and the lost motion adding mechanism is biased by a second force into a second extended position, and wherein the first force is greater than the second force.

14. The single cam system of claim 13, wherein the second extended position of the lost motion adding mechanism is travel limited.

15. The system of claim 1, wherein the lost motion subtracting mechanism is biased into a first extended position that is travel limited, and the lost motion adding mechanism is biased into second extended position that is travel limited.

16. A method of operating an internal combustion engine comprising a cylinder and at least one engine valve associated with the cylinder and further comprising a single cam configured to provide a main single cam motion and an auxiliary single cam motion so as to actuate the at least one engine valve via a valve actuation load path, the method comprising: providing a lost motion subtracting mechanism arranged in the single cam load path and configured, in a first default operating state, to convey at least the main single cam motion and configured, in a first activated state, to lose the main single cam motion and the auxiliary single cam motion; providing a lost motion adding mechanism configured, in a second default operating state, to lose the auxiliary single cam motion and configured, in a second activated state, to convey the auxiliary single cam motion, wherein the lost motion adding mechanism is arranged in series with the lost motion subtracting mechanism in the single cam load path at least during the second activated state; and operating the internal combustion engine in: a positive power mode in which the lost motion subtracting mechanism is in the first default operating state and the lost motion adding mechanism is in the second default operating state, or a deactivated mode in which the lost motion subtracting mechanism is in the first activated operating state and the lost motion adding mechanism is in the second default operating state, or an auxiliary mode in which the lost motion subtracting mechanism is in the first default operating state and the lost motion adding mechanism is in the second activated operating state.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The features described in this disclosure are set forth with particularity in the appended claims. These features and attendant advantages will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

(2) FIG. 1 illustrates a lost motion mechanism suitable for providing cylinder deactivation in accordance with prior art techniques;

(3) FIG. 2 illustrates a lost motion mechanism suitable for providing auxiliary valve actuation in accordance with prior art techniques;

(4) FIG. 3 is a graph illustrating an example of EEVO valve actuation motions in accordance with the instant disclosure;

(5) FIGS. 4 and 5 are schematic illustrations of embodiments of a valve actuation system in accordance with the instant disclosure;

(6) FIG. 6 illustrates a partial cross-sectional view of an embodiment of a valve actuation system in accordance with embodiment of FIG. 4;

(7) FIG. 7 is an exploded view of a resetting rocker arm in accordance with the embodiment of FIG. 6;

(8) FIGS. 8-11 are respective partial top and side cross-sectional views of the resetting rocker arm in accordance with the embodiment of FIGS. 6-8;

(9) FIG. 12 is a partial cross-sectional view of first embodiment of a valve actuation system in accordance with the embodiment of FIG. 5;

(10) FIG. 13 is a partial cross-sectional view of a second embodiment of a valve actuation system in accordance with the embodiment of FIG. 5; and

(11) FIG. 14 is a flowchart illustrating a method of operating an internal combustion engine in accordance with the instant disclosure.

DETAILED DESCRIPTION OF THE PRESENT EMBODIMENTS

(12) FIG. 4 schematically illustrates a valve actuation system 400 in accordance with the instant disclosure. In particular, the valve actuation system 400 comprises a valve actuation motion source 402 that serves as the sole source of valve actuation motions (i.e., valve opening and closing motions) to one or more engine valves 404 via a valve actuation load path 406. The one or more engine valves 404 are associated with a cylinder 405 of an internal combustion engine. As known in the art, each cylinder 405 typically has at least one valve actuation motion source 402 uniquely corresponding thereto for actuation of the corresponding engine valve(s) 404. Further, although only a single cylinder 405 is illustrated in FIG. 4, it is appreciated that an internal combustion engine may comprise, and often does, more than one cylinder and the valve actuation systems described herein are applicable to any number of cylinders for a given internal combustion engine.

(13) The valve actuation motion source 402 may comprise any combination of known elements capable of providing valve actuation motions, such as a cam. The valve actuation motion source 110 may be dedicated to providing exhaust motions, intake motions, auxiliary motions or a combination of exhaust or intake motions together with auxiliary motions. For example, in a presently preferred embodiment, the valve actuation motion source 402 may comprise a single cam configured to provide a main valve actuation motion (exhaust or intake) and at least one auxiliary valve actuation motion. As a further example, in the case where the main valve actuation motion comprises a main exhaust valve actuation motion, the at least one auxiliary valve actuation motion may comprise an EEVO valve event and/or a compression-release engine braking valve event. As yet a further example, in the case where the main valve actuation motion comprises a main intake valve actuation motion, the at least one auxiliary valve actuation motion may comprise a late intake valve closing (LIVC) valve event. Sill further types of auxiliary valve actuation motions that may be combined on a single cam with a main valve actuation motion may be known to those skilled in the art, and the instant disclosure is not limited in this regard.

(14) The valve actuation load path 406 comprises any one or more components deployed between the valve actuation motion source 402 and the at least one engine valve 404 and used to convey motions provided by the valve actuation motion source 402 to the at least one engine valve 404, e.g., tappets, pushrods, rocker arms, valve bridges, automatic lash adjusters, etc. Further, as shown, the valve actuation load path 406 also includes a lost motion adding (LM+) mechanism 408 and a lost motion subtracting (LM−) mechanism 410. As used herein, an LM+ mechanism is a mechanism that defaults to or is “normally” in a state (i.e., when a controlling input is not asserted) in which the mechanism does not convey any auxiliary valve actuation motions applied thereto and may or may not convey any main valve actuation motions applied thereto. On the other hand, when an LM+ mechanism is in an activated state (i.e., when a controlling input is asserted), the mechanism does convey any auxiliary valve actuation motions applied thereto and also conveys any main valve actuation motions applied thereto. Furthermore, As used herein, an LM− mechanism is a mechanism that defaults to or is “normally” in a state (i.e., when a controlling input is not asserted) in which the mechanism does convey any main valve actuation motions applied thereto and may or may not convey any auxiliary valve actuation motions applied thereto. On the other hand, when an LM− mechanism is in an activated state (i.e., when a controlling input is asserted), the mechanism does not convey any valve actuation motions applied thereto, whether main or auxiliary valve actuation motions. In short, an LM+ mechanism, when activated, is capable of adding or including valve actuation motions relative to its default or normal operating state, whereas an LM− mechanism, when activated, is capable of subtracting or losing valve actuation motions relative to its default or normal operating state.

(15) Various types of lost motion mechanisms that may serve as LM+ or LM− mechanisms are well known in the art, including hydraulically- or mechanically-based lost motion mechanisms that may be hydraulically-, pneumatically-, or electromagnetically-actuated. For example, the lost motion mechanism depicted in FIG. 1 and taught in U.S. Pat. No. 9,790,824 (the teachings of which are incorporated herein by this reference), is an example of a mechanically locking LM− mechanism that is hydraulically-controlled. As described above, in the absence of hydraulic fluid input to the inner plunger 160 (i.e., in the default state), the locking elements 180 are received in the outer recess 772 thereby “locking” the outer plunger 120 to the body 120 such that actuation motions applied thereto are conveyed. On the other hand, when hydraulic fluid input is provided to the inner plunger 160 (i.e., in the activated state), the locking elements 180 are permitted to retract thereby “unlocking” the outer plunger 120 from the body 120 such that actuation motions applied thereto are not conveyed or lost. As another example, the lost motion mechanism depicted in FIG. 2 and taught in U.S. Pat. No. 6,450,144 (the teachings of which are incorporated herein by this reference), is an example of a hydraulically-based LM+ mechanism that is hydraulically-controlled. As described above, in the absence of hydraulic fluid input to the passages 231, 236 (i.e., in the default state), the actuator piston 210 is free to reciprocate in its bore such that any actuation motions applied thereto that are lesser in magnitude than the maximum distance that the actuator piston 210 can retract into its bore (the actuator piston stroke length) are not conveyed or lost, whereas any actuation motions applied thereto that are greater than the actuator piston stroke length are conveyed.

(16) As further depicted in FIG. 4, an engine controller 420 may be provided and operatively connected to the LM+ and LM− mechanisms 408, 410. The engine controller 420 may comprise any electronic, mechanical, hydraulic, electrohydraulic, or other type of control device for controlling operation of the LM+ and LM− mechanisms 408, 410, i.e., switching between their respective default and activated operating states as described above. For example, the engine controller 420 may be implemented by a microprocessor and corresponding memory storing executable instructions used to implement the required control functions, including those described below, as known in the art. It is appreciated that other functionally equivalent implementations of the engine controller 130, e.g., a suitable programmed application specific integrated circuit (ASIC) or the like, may be equally employed. Further, the engine controller 420 may include peripheral devices, intermediate to engine controller 420 and the LM+ and LM− mechanisms 408, 410, that allow the engine controller 420 to effectuate control over the operating state of the LM+ and LM− mechanisms 408, 410. For example, where the LM+ and LM− mechanisms 408, 410 are both hydraulically-controlled mechanisms (i.e., responsive to the absence or application of hydraulic fluid to an input), such peripheral devices may include suitable solenoids, as known in the art.

(17) In the system 400 illustrated in FIG. 4, the LM+ mechanism 408 is arranged closer along the valve actuation load path 406 to the valve actuation motion source than the LM− mechanism 410. An example of such a system is described in further detail below with reference to FIGS. 6-12. However, this is not a requirement. For example, FIG. 5 illustrates a valve actuation system 400′, in which like reference numerals refer to like elements as compared to FIG. 4, where the LM− mechanism 410 is arranged closer to the valve actuation motion source 402 that the LM+ mechanism 408. Examples of such a system are described in further detail below with reference to FIGS. 13 and 14.

(18) Referring again to FIG. 4, the LM+ mechanism 408 is in series along the valve actuation load path 406 with the LM− mechanism 410 in all operating states of the LM+ mechanism 408. That is, whether the LM+ mechanism 408 is in its default state or in its activated state as described above, any main valve actuation motions provided by the valve actuation motion source 402 are conveyed by the LM+ mechanism 408 to the LM− mechanism 410. However, once again, this is not a requirement, as illustrated in FIG. 5 where the LM+ mechanism 408 is illustrated either in series or not in series with the LM− mechanism 410 as a function of the operating state of the LM+ mechanism 408. In this case, when the LM+ mechanism 408 is in its default operating state, i.e., when it is controlled to lose any auxiliary valve actuation motions applied thereto, the LM+ mechanism 408 plays no role in conveying main valve actuation motions conveyed by the LM− mechanism 410; this is illustrated by the solid arrow between the LM− mechanism 410 and the engine valve(s) 404. In effect, in this state, the LM+ mechanism 408 is removed from the valve actuation load path 406 as depicted in FIG. 5. On the other hand, when the LM+ mechanism 408 is in its activated operating state, i.e., when it is controlled to convey any auxiliary valve actuation motions applied thereto, the LM+ mechanism 408 participates in the conveyance of both the main valve actuation motions and the auxiliary valve actuation motions that are received from the LM− mechanism 410, thereby effectively placing the LM+ mechanism 408 in series therewith; this is illustrated by the dashed arrows between the LM− mechanism 410 and the LM+ mechanism 408, and the LM+ mechanism 408 and the engine valve(s) 404.

(19) The valve actuation systems 400, 400′ of FIGS. 4 and 5 facilitate operation of the cylinder 405, and consequently the internal combustion engine, in a positive power mode, a deactivated mode or an auxiliary mode in systems having a single valve actuation motions source 402 providing all valve actuation motions to the engine valve(s) 404. This is further described with reference to the method illustrated in FIG. 14. At block 1402, LM+ and LM− mechanisms, as described above, are arranged in a valve actuation load path. In particular, the LM− mechanism is configured, in a first default operating state, to convey at least main valve actuation motions applied thereto and configured, in a first activated state, to lose any main valve actuation motion and the auxiliary valve actuation motion applied thereto. Additionally, the LM+ mechanism is configured, in a second default operating state, to lose any auxiliary valve actuation motions applied thereto and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the LM+ mechanism is in series with the LM− mechanism in the valve actuation load path at least during the second activated state.

(20) Having provisioned a valve actuation system at step 1402, processing proceeds at any of blocks 1406-1410, where engine is respectively operated in a positive power mode, a deactivated mode or an auxiliary mode based on control of the operating states of the LM+ and LM− mechanisms. Thus, at block 1406, in order to operate the engine in the positive power mode, the LM− mechanism is placed in its first default operating state and the LM+ mechanism is placed in its second default operating state. In this mode, then, the LM+ mechanism will not convey any auxiliary valve actuation motions but may convey any main valve actuation motions (depending on whether the LM+ mechanism is arranged as in FIG. 4 or FIG. 5) that are conveyed by the LM− mechanism. The net effect of this configuration is that only main valve actuation motions are conveyed to the engine valve(s), as required for positive power operation.

(21) At block 1408, in order to operate the engine in the deactivated mode, the LM− mechanism is placed in its first activated operating state and the lost motion adding mechanism is in its second default operating state. In this mode, then, the LM− mechanism will not convey any valve actuation motions applied thereto. As a result, the corresponding cylinder will be deactivated to the extent that no valve actuation motions will be conveyed to the engine valve(s). Given this operation of the LM− mechanism, the operating state of the LM+ mechanism will have no effect on the engine valve(s). However, in a presently preferred embodiment, during deactivated mode operation, the LM+ mechanism placed in its second default operating state.

(22) At block 1410, in order to operate the engine in the auxiliary mode, the LM− mechanism is placed in its first default operating state and the LM+ mechanism is placed in its second activated operating state. In this mode, then, the LM+ mechanism will convey any auxiliary valve actuation motions and any main valve actuation motions that are conveyed by the LM− mechanism. The net effect of this configuration is that both main valve actuation motions and auxiliary valve actuation motions are conveyed to the engine valve(s), thereby providing for whatever auxiliary operation is provided by the particular auxiliary valve actuation motions, e.g., EEVO, LIVC, compression-release engine braking, etc.

(23) Operation of the engine between any of the various modes provided at steps 1406-1410 may continue for as long as the engine is running, as illustrated by block 1412.

(24) FIG. 6 illustrates a partial cross-sectional view of a valve actuation system 600 in accordance with the embodiment of FIG. 4. In particular, the system 600 comprises a valve actuation motion source 602 in the form of a cam operatively connected to a rocker arm 604 at a motion receiving end 606 of the rocker arm 604. A rocker arm biasing element 620 (e.g., a spring), reacting against a fixed surface 622, may be provided to assist in biasing the rocker arm 604 into contact with the valve actuation motion source 602. As known in the art, the rocker arm 604 rotationally reciprocates about a rocker shaft (not shown), thereby imparting valve actuation motions provided by the valve actuation motion source, via a motion imparting end 608 of the rocker arm 604, to a valve bridge 610. In turn, the valve bridge 610 is operatively connected to a pair of engine valves 612, 614. As further shown, the valve bridge 610 comprises a LM− mechanism 616 (locking piston) of the type illustrated and described in FIG. 1 above, whereas the rocker arm 604 includes a LM+ mechanism 618 (actuator) of the type substantially similar to that illustrated and described above relative to FIG. 2.

(25) Details of the LM+ mechanism 618 are further illustrated in FIG. 7 along with other components arranged within the rocker arm 604. The LM+ mechanism 618 comprises an actuator piston 702 that is attached to a retainer 703 such that the actuator piston 702 is slidably arranged on a lash adjustment screw 704. Further details of the LM+ mechanism 618 are described with reference to FIG. 9 below. As best shown in FIG. 9, the lash adjustment screw 704 is threadedly fastened in an actuator piston bore 710 such that the LM+ mechanism 618 is arranged in a lower portion of the actuator piston bore 710. A locking nut 704 is provided to secure the lash adjustment screw 704 at its desired lash setting in use.

(26) FIG. 7 also illustrates a resetting assembly 712 that is arranged within in a resetting assembly bore 724, which includes openings on the top and bottom (not shown) of the rocker arm 604. The resetting assembly 712 comprises a reset piston 714 slidably arranged within the resetting assembly bore 724. A resetting piston spring 715 is arranged above the resetting piston 714 and a lower end of the resetting piston spring 716 is secured to the resetting piston 714 using a c-clip 718 or other suitable component. A washer 720 is arranged at an upper end of the resetting piston spring 716. The resetting assembly 712 is maintained in the resetting assembly bore 724 by a spring clip 722, as known in the art. As described in further detail below relative to FIGS. 10 and 11, the resetting piston spring 716 biases the resetting piston 714 out of the lower opening of the resetting assembly bore 724 such that the resetting piston 714 is capable of contacting a fixed surface (not shown in FIG. 7). As the rocker arm 604 reciprocates, the resetting piston 714 slides within the resetting assembly bore 724 in a controllable fashion dictated by rotation of the rocker arm 604. In particular, at a desired position of the rocker arm 604, the resetting piston 714 may be configured such that an annular channel 715 formed in the resetting piston registers with a resetting passage 802 (FIG. 8) to effectuate a reset of the LM+ mechanism 618, as described in further detail below.

(27) FIG. 7 further illustrates an upper hydraulic passage 730 formed in the rocker arm 604 that receives a check valve 732. As described in greater detail below, the upper hydraulic passage 730 provides hydraulic fluid (provided by a suitable supply passage formed in a rocker shaft, not shown) to the actuator piston bore 710 to control operation of the LM+ mechanism 618. In order to ensure a fluid-tight seal on the upper hydraulic passage 730 following installation of the check valve 732, a threaded plug 734 or similar device may be employed. Additionally, for completeness, FIG. 7 also illustrates a rocker arm bushing 740 that may be inserted in a rocker shaft opening 742 and over a rocker shaft as known in the art. Additionally, a cam follower 744 may be mounted on a cam follower axle 746 arranged within a suitable opening 748.

(28) Unlike the actuator piston 210 in FIG. 2, however, and as best illustrated in FIG. 9, the actuator piston 702 of the LM+ mechanism 618 includes hydraulic passages 904, 906 that permit hydraulic fluid to be supplied to the LM− mechanism 616 via the actuator piston 702. As shown in FIG. 9, a lower hydraulic passage 908 formed in the rocker arm 604 receives hydraulic fluid from a supply channel in the rocker shaft (not shown) and routes the hydraulic fluid to a lower portion of an actuator piston bore 710. The actuator piston 702 comprises an annular channel 910 formed in a sidewall surface thereof that registers with the hydraulic supply passage 908 throughout the entire stroke of the actuator piston 702. In turn, the annular channel 910 communicates with a horizontal passage 904 and a vertical passage 906 formed in the actuator piston 702. The vertical passage 906 directs hydraulic fluid to the swivel 706 having an opening formed therein for the passage of the hydraulic fluid to the LM− mechanism 616. In this manner, hydraulic fluid may be selectively supplied to as a control input to the LM− mechanism 616.

(29) As described above, and further shown in FIG. 9, the LM+ mechanism 618 comprises the lash adjustment screw 704 extending into the actuator piston bore 710. An actuator piston spring 918 is disposed between the lash adjustment screw 704 and the actuator piston 702 and abuts a lower surface of a shoulder 920 formed in the lash adjustment screw 704, thereby biasing the actuator piston 702 out of the actuator piston bore 710. In this embodiment, the actuator piston 702 is fastened via suitable threading to a retainer 703 that engages with an upper surface of the lash adjustment screw shoulder 920, thereby limiting the outward stroke of the actuator piston 702, as described in further detail below.

(30) FIGS. 8 and 9 further illustrate (in phantom in FIG. 9) the upper hydraulic passage 730 formed in the rocker arm 604 for selectively supplying hydraulic fluid (e.g., via a high speed solenoid, not shown) to the actuator piston bore 710 above the actuator piston 702. (Note that, in FIG. 8, the various components forming the LM+ mechanism 618 and the resetting assembly 712 are not shown for ease of illustration.) The check valve 732 is provided in a widened portion 730′ of the upper hydraulic passage 730 to prevent back flow of hydraulic fluid from the actuator piston bore 710 back to the supply passage feeding the upper hydraulic passage 730. In this manner, and absent resetting of the LM+ mechanism 618 as described below, a high-pressure chamber in the actuator piston bore 710 may be formed between the check valve 732 and the actuator piston 702 such that a locked volume of hydraulic fluid maintains the actuator piston 702 in an extended (activated) state.

(31) As described above relative to FIG. 3, valve actuation systems in which a single valve actuation motion source provides both main and auxiliary valve actuation motions may require the ability to reset in order to avoid over-extension of the engine valve(s) during combined auxiliary and main valve actuation motions. In the context of the embodiment illustrated in FIGS. 6-11, venting of the locked volume of hydraulic fluid and reset of the actuator piston 702 is provided through operation of the resetting assembly 712. As best shown in FIG. 8, a resetting passage 802 is provided in fluid communication with that portion of the actuation piston bore 710 forming the high-pressure chamber with the actuator piston 702, and the resetting piston bore 804. The resetting piston 714 is effectively a spool valve having an end extending out of the bottom of the rocker arm 604 under bias of the resetting piston spring 716. In the embodiment illustrated in FIGS. 10 and 11, the resetting piston 714 is of sufficient length and the resetting piston spring 716 has sufficient stroke to ensure that the resetting piston 714 continuously contacts a fixed contact surface 1002 throughout all positions of the rocker arm 604.

(32) As shown in FIG. 10, the rocker arm 604 is at base circle relative to the cam 602 (i.e., rotated to the fullest extent toward the cam 602). In this state, as well as relatively low lifts (e.g., below the reset height shown in FIG. 3), the annular channel 715 is not aligned with the resetting passage 802 (hidden behind the upper hydraulic passage 730 as shown in FIGS. 10 and 11) such that an outer diameter of the resetting piston 714 seals off communication with resetting passage 802, thereby maintaining a trapped volume of fluid (when provided) in the actuator piston bore 710. As the rocker arm 604 rotates at higher valve lifts (e.g., at or above the reset height shown in FIG. 3) as shown in FIG. 11, the resetting piston 714 pivots about its contact point with the fixed surface 1002 and slides relative to the resetting piston bore 804 such that the annular channel 715 registers with the resetting passage 802, thereby permitting the trapped hydraulic fluid to flow through the annular channel 715, into a radial hole 1004 formed in the resetting piston 714 and vent through the top of an axial passage 1006 (shown in phantom) formed in the resetting piston 714. As the rocker arm 604 once again rotates back following the high lift event, as in FIG. 10, the resetting piston 714 translates in its bore 804 and once again seals off the resetting passage 802 thereby permitting refill of the actuator piston bore 710.

(33) As noted above, the resetting assembly 712 illustrated in FIGS. 6-11 is configured to maintain constant contact with the fixed contact surface 1002. However, it is appreciated that this is not a requirement. For example, the resetting assembly could instead comprise a poppet-type valve that contacts a fixed surface only when the required reset height is achieved.

(34) As noted previously, the rocker arm biasing element 620 may be provided to assist in biasing the rocker arm 604 into contact with the cam 602. A feature of the disclosed system 600 is that individually, neither the rocker arm biasing element 620 nor the actuator piston spring 918 is configured to individually provide sufficient force to bias the rocker arm 604 into contact with the cam 602 throughout substantially all operating conditions. However, the rocker arm biasing element 620 and the actuator piston spring 918, in this embodiment, are selected to work in combination for this purpose throughout substantially all operating conditions for the rocker arm 604. For example, to aid in biasing the rocker arm 604 towards the cam 602, the actuator piston spring 918 provide a high force only during relatively low lift valve actuation motions (e.g., EEVO, LIVC, etc.) where it is needed most due to potential high speed operation. If uncontrolled, the biasing force applied by the actuator piston spring 918 could cause the actuator piston 702 to push against the LM− mechanism 616 with significant force. Where the LM− mechanism 616 is a mechanical locking mechanism such as the described with reference to FIG. 1, such force could be strong enough to interfere with the ability of the locking elements 180 to extend and retract, and thereby prevent locking and unlocking of the LM− mechanism 616. The travel limit imposed by the lash adjustment screw shoulder 920 on the actuator piston 702 prevents such excessive loading on the LM− mechanism 616, thereby preserving normally-provided lash space within the LM− mechanism 616 that permits the locking elements 180 to freely extend/retract as needed.

(35) Additionally, the extension of the actuator piston 702 by the actuator piston spring 918, though relatively small, nonetheless reduces the range stress that the outer plunger spring 746 will have to endure. In turn, the actuator piston spring 918 can be a high force, low travel spring that provides the high force that is particularly needed for low lift, potentially high speed valve actuation motions. This burden sharing by the actuator piston spring 918 and the outer plunger spring 746 could also alleviate the need for the rocker arm biasing element 620 to provide a high preload, and permits design of the rocker arm biasing element 620 to be focused on the lower speed, higher lift portion for the main valve actuation motions that occur during deactivated state operation, which is a less stringent design constraint.

(36) FIG. 12 illustrates a partial cross-sectional view of a valve actuation system 1200 in accordance with the embodiment of FIG. 5. In this system 600 the valve actuation motion source comprises a cam (not shown) operatively connected at a motion receiving end 1206 of a rocker arm 1204 via a push tube 1202 and an intervening LM− mechanism 1216 of the type illustrated and described in FIG. 1 above. As with the embodiments illustrated in FIGS. 6-11, the rocker arm 1204 rotationally reciprocates about a rocker shaft (not shown), thereby imparting valve actuation motions provided by the valve actuation motion source, via a motion imparting end 1208 of the rocker arm 1204, to a valve bridge 1210. In turn, the valve bridge 1210 is operatively connected to a pair of engine valves 1212, 1214. As further shown, the rocker arm 1204 comprises a LM+ mechanism 1218 of the type substantially similar to that illustrated and described above relative to FIG. 2. In this case, hydraulic fluid is provided to the LM− mechanism 1216 via suitable passages formed in the rocker shaft and rocker arm 1204 and ball joint 1220. Similarly, hydraulic fluid is provided to the LM+ mechanism 1218 via suitable passages formed in the rocker shaft and rocker arm 1204. However, in this implementation, the check valve 732 of the prior embodiment is replaced by a control valve 1222 to establish the hydraulic lock required to maintain the actuator piston in an extended state. The embodiment of FIG. 12 is further characterized by the arrangement of the LM+ mechanism 1218 to interact with only a single engine valve 1214 via a suitable bridge pin 1224.

(37) In this embodiment, the LM− mechanism 1216 includes a relatively strong spring to outwardly bias the outer plunger of the locking mechanism against the pushrod 1202 so that the pushrod 1202 is biased into contact with cam and so that the rocker arm is biased in direction of the engine valves 1212, 1214. In this implementation, the outer plunger of the LM− mechanism 1216 is not travel limited during engine operation (as opposed to engine assembly, where imposing travel limits on the LM− mechanism 1216 facilitates assembly).

(38) Given the configuration of the LM+ mechanism 1218, particularly the inwardly sprung actuator piston, a gap is provided between the actuator piston and the bridge pin when the LM+ mechanism 1218 is in its default state. Consequently, during this default state, the LM+ mechanism 1218 is not in series along the motion load path with the LM− mechanism 1216, as described above relative to FIG. 5. Further, despite the presence of the gap during the default state, the actuator piston would not be able to extend fully given the strength of the outer plunger piston spring as described above. In this case, then, the actuator piston is not able to fully extend until the main motion valve event has occurred, thereby creating a sufficient gap between the actuator piston and the bridge pin 1224 to permit full extension. When in the extended (activated) state, however, the actuator piston will not only convey the auxiliary valve actuation motions applied thereto, but will also convey the main valve actuation motions that are applied thereto to its corresponding engine valve 1214. In this case, the LM+ mechanism 1218 is placed in series with the LM− mechanism 1216 during the activated state of the actuator piston as described above relative to FIG. 5.

(39) FIG. 13 illustrates a partial cross-sectional view of a valve actuation system 1300 in accordance with the embodiment of FIG. 5. In particular, the embodiment illustrated in FIG. 13 is substantially identical to the embodiment of FIG. 12 with the exception that the spherical joint 1220 is replaced with an outwardly biased, travel limited, sliding pin 1320. In this case, the outer plunger spring of the LM− mechanism 1216 is preferably designed with low preload during zero or low valve lifts (e.g., on base circle), and has a spring rate required to get the peak forces for controlling the full range of motion of the rocker arm 1204 over main valve actuation motions during deactivated mode operation.

(40) On the other hand, a sliding pin spring 1322 used to outwardly bias the sliding pin 1320 is configured with a comparatively high preload and short stroke (substantially similar to the actuator piston spring 918 discussed above). Because the sliding piston 1320 is able to slide within its bore, the sliding piston 1320 include an annular channel 1334 and radial opening 1336 aligned therewith such that registration of the annular channel 1334 with a fluid supply passage throughout the full stroke of sliding piston 1320 ensures continuous fluid communication between the rocker arm 1204 and the LM− mechanism 1216. Additionally, a stroke adjustment screw 1338 serves to limit travel of the sliding pin 1320 out of it bore toward the LM− mechanism 1216. As described relative to the travel limit capability applied to the actuator piston 702 above, the stroke adjustment screw 1338 prevents the full force of the sliding pin spring 1322 from being applied to the LM− mechanism 1216, which would otherwise be overloaded, potentially interfering with operation thereof. By appropriately selecting stroke provided by the stroke adjustment screw 1338, i.e., equal to the motion that must be lost by the LM+ mechanism during its default operating state, the lash provided to the locking elements within the LM− mechanism 1216 may be selected to ensure proper operation thereof, as described previously. In effect, then, the assembly of the sliding pin 1320, sliding pin spring 1322 and stroke adjustment screw 1338 constitute a portion of the LM+ mechanism in this embodiment.

(41) As set forth above, various specific combinations of outwardly-(extended) and inwardly-sprung (retracted) elements within the LM+ and LM− mechanisms may be provided, with traveling limiting as required. More generally, in one implementation, the LM− mechanism (more specifically, an element or component thereof) may be biased into an extended position and the LM+ mechanism (again, more specifically, an element or component thereof) may be biased into a retracted position. In this case, the extended position of the LM− mechanism may be travel limited. In another implementation of any given embodiment, the LM− mechanism may be biased by a first force into an extended position and the LM+ mechanism may be biased by a second force also into an extended position. In this case, the first biasing force is preferably greater than the second biasing force. Additionally, once again, the extended position of the LM− mechanism may be travel limited. In yet another implementation, the LM− mechanism may be biased into an extended position and the LM+ mechanism may also be biased into an extended position. In this case, however, the extended position of the LM+ mechanism is travel limited. In this implementation, a possible benefit of limiting the travel of the LM+ mechanism is to allow zero load on the valvetrain on while on cam base circle to reduce bushing wear.