Abstract: An engine with an efficient valve actuator is disclosed. The engine employs a first force to hold a valve of the engine open during a normal valve event and a second force to hold the exhaust valve open during an exhaust gas recirculation event. The valve actuator may be operated using pressurized fluid adapted to extend an actuator plunger through a cylinder. The first force may be derived by a mechanically driven actuator, while the second force may be derived from a high pressure rail of the engine. A control valve may be employed to direct either low pressure or high pressure oil to the valve actuator cylinder.

Abstract: An engine valve actuator is provided. The engine valve actuator includes a first piston and a second piston. The second piston is moveably received within the first piston. The engine valve further includes an actuator body that has a bore defining a first stop and a second stop. The first stop is configured to engage the first piston to limit movement of the first piston at a first preselected distance of travel. The second stop is configured to engage the second piston to limit movement of the second piston at a second preselected distance. A valve element is operatively connected to the second piston to move in response to movement of the second piston.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: A hydraulic system comprises a pump, low pressure drain, high pressure rail, fuel injector, a gas exchange valve actuator, and a timing valve. The high pressure rail is connected to the pump with a supply line. A method of operating an engine comprises the steps of opening a gas exchange valve by connecting it with the outlet of the pump at a first chosen time, supplying pressurized fluid to a high pressure rail by connecting it with the outlet of the pump after the first time, and injecting fuel by supplying fluid from the high pressure rail to a fuel injector at a second chosen time. An engine comprises an engine casing that defines a plurality of cylinders. A fuel injector, gas exchange valve actuator, pump, supply line, and timing valve is provided for each of the cylinders. A low pressure drain and a high pressure rail are also provided.

Abstract: A compression release brake system for an internal combustion engine is selectively operable in different modes that provide lower levels of noise emissions at lower levels of vehicle retarding. Lower noise levels are achieved by advancing or otherwise modulating the timing of brake events, thereby reducing cylinder pressure during release and thus reducing noise levels. A system is provided on board the vehicle to determine when the vehicle is operating in a noise restricted region and automatically switch to a braking mode that produces lower, acceptable levels of noise emissions. GPS or other sensors may be used to determine when the vehicle is operating in a restricted region.

Abstract: An engine valve actuation system is provided. The engine valve actuation system includes an intake valve that is moveable between a first position to prevent a flow of fluid and a second position to allow a flow of fluid. A cam assembly is configured to move the intake valve between the first position and the second position. A fluid actuator is configured to selectively prevent the intake valve from moving to the first position. A source of fluid is in fluid communication with the fluid actuator. A directional control valve is configured to control a flow of fluid between the source of fluid and the fluid actuator. A check valve is disposed between the directional control valve and the source of fluid, only allowing fluid flow from the fluid source to the directional control valve. A bleed orifice may be disposed between the directional control valve and the source of fluid, in parallel with the check valve.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying a mixture of pressurized air and recirculated exhaust gas from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying a mixture of pressurized air and recirculated exhaust gas from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: A method of operating an internal combustion engine, including at least one cylinder and a piston slidable in the cylinder, may include supplying pressurized air from an intake manifold to an air intake port of a combustion chamber in the cylinder, selectively operating an air intake valve to open the air intake port to allow pressurized air to flow between the combustion chamber and the intake manifold substantially during a majority portion of a compression stroke of the piston, and operably controlling a fuel supply system to inject fuel into the combustion chamber after the intake valve is closed.

Abstract: An enhanced braking mode for a work machine includes activating engine compression release brakes while placing a torque converter in an overspeed condition. By doing so, both the engine and the torque converter contribute to decelerating the work machine. This combined braking horsepower is greater than that available using the engine compression release brakes with the torque converter in a locked condition. In addition, the braking horsepower available in this enhanced braking mode is comparable to that available with the employment of hydraulic retarders, which can be substantially more expensive, and require additional hydraulic cooling system capability. The enhanced braking mode is preferably carried out automatically by the electronic control module when the vehicle is in a retarding mode.

Abstract: A fluid system for an internal combustion engine is provided that is used to supply the operating muscle to engine subsystems. These subsystems include a fuel injection system, an exhaust valve actuation system and an intake valve actuation system. The fluid system is isolated from any other engine fluid system so as to control temperature, cleanliness levels and absorption of combustion byproducts.

Abstract: A method of engine braking includes a initial step of determining whether fuel injector tip temperatures are at or above a pre-determined temperature. If the injector tip temperatures are below the pre-determined temperature, then the electronic control module commands performance of dual event engine braking. If the injector tip temperatures are at or above the pre-determined temperatures, then the electronic control module commands the performance of single event engine braking. Such a strategy can achieve higher overall engine braking horsepower without risking the potential catastrophic dangers associated with injector tip overheating.

Abstract: An engine with an efficient valve actuator is disclosed. The engine employs a first force to hold a valve of the engine open during a normal valve event and a second force to hold the exhaust valve open during an exhaust gas recirculation event. The valve actuator may be operated using pressurized fluid adapted to extend an actuator plunger through a cylinder. The first force may be derived by a mechanically driven actuator, while the second force may be derived from a high pressure rail of the engine. A control valve may be employed to direct either low pressure or high pressure oil to the valve actuator cylinder.

Abstract: An engine with a lockable valve actuator and method of controlling an engine with such an actuator are disclosed. The actuator may include an actuator cylinder with an actuator piston reciprocatingly disposed therein. The actuator piston may be moved by directing pressurized fluid into the actuator cylinder, and locked into a given position by maintaining the pressurized fluid in the actuator cylinder. The actuator may be used in conjunction with a mechanically driven actuator used to move a valve, with the fluidically driven actuator being used to maintain the valve into a desired position.

Abstract: An engine valve actuator providing Miller cycle benefits and a method of operating an engine valve actuator are disclosed. The valve actuator employs a first force to hold an exhaust valve of the engine open during an exhaust stroke and a second, stronger force to hold the exhaust valve open during a compression stroke. The valve actuator may be operated using pressurized fluid adapted to extend an actuator piston through a cylinder. The first force may be derived by a mechanically driven actuator, while the second force may be derived from a high pressure rail of the engine. A low pressure source of the engine may be used to fill the actuator cylinder, with the high pressure rail only being placed into fluid communication with the cylinder when desired. A control valve may be employed to direct either the low pressure or high pressure fluid to the valve actuator cylinder.

Abstract: Exhaust gas re-circulation is achieved internally in an internal combustion engine having intake and exhaust valves actuated by a camshaft. A controller monitors at least one engine parameter and automatically actuates an electrically actuated fluid operated brake actuator at a predetermined timing of movement of an engine piston to cause the actuator to maintain the exhaust valve at an intermediate position between a full open position and a closed position of the exhaust valve and cause exhaust gasses to be delivered from the exhaust manifold to the combustion chamber of the engine.

Abstract: Exhaust gas re-circulation is achieved internally in an internal combustion engine having intake and exhaust valves actuated by a camshaft. A controller monitors at least one engine parameter and automatically actuates an electrically actuated fluid operated brake actuator at a predetermined timing of movement of an engine piston to cause the actuator to maintain the exhaust valve at an intermediate position between a full open position and a closed position of the exhaust valve and cause exhaust gasses to be delivered from the exhaust manifold to the combustion chamber of the engine.

Abstract: It is becoming more common for diesel engine cylinders to include an engine compression release brake that can utilize energy built up in the cylinder to provide additional braking for the vehicle. The present invention utilizes a software diagnostic test that is stored in an electronic control module to detect defects in the engine compression release brakes. In particular, the present invention operates a first portion of the engine cylinders in a power mode and a second portion of the engine cylinders in a braking mode and compares a resulting fuel injector response or engine response to an expected value to determine if one or more of the engine compression release brakes are performing as expected.

Abstract: The present invention relates to engines having multiple hydraulic devices. For instance a multi-cylinder diesel engine might include both an a fuel injector and an engine compression release brake. Traditionally, each of these hydraulic devices has been controlled by an individual actuator control valve. However, engineers have learned that decreasing the number of engine components can increase engine robustness. In addition, engineers have learned that de-coupling fluid pressure to the needle valve member hydraulic surface from fluid pressure lines to other injector components can result in greater control of the injector. Therefore, the present invention utilizes a single actuator control valve to control both hydraulic devices for an engine cylinder and to provide independent control of fluid pressure to the needle valve member closing hydraulic surface.

Abstract: An integral lash adjustor for an engine braking system is provided for quick and easy access to adjust and maintain a lash. The integral lash adjustor is located on the top portion of an engine brake stand to eliminate additional steps of removing engine components to access the lash adjusting site. An adjusting screw is threadably fixed inside a plunger body and secured to a plunger. The adjusting screw may be turned in a first direction a predetermined number of turns until abutment against a valve bridge pin, which is in contact with an engine exhaust valve. Next, the adjusting screw is turned in the opposite direction a predetermined number of turns to set the lash, and is then mechanically fastened. In certain embodiments, a pin running from the plunger body into the plunger prevents rotation of the plunger but allows the adjusting screw to turn.