Abstract: Cylinder deactivation apparatus includes switching valve actuators controlled by rotary valve sleeves surrounding each of the actuators. In a preferred embodiment, the sleeves act to admit continuous pressurized oil to internal lash adjuster mechanisms and selectively control oil flow from a lash adjuster mechanism inlet to a deactivator switching mechanism and discharge of pressure oil from the deactivator switching mechanism. A single oil supply provides pressurized oil to both conventional and deactivation valve actuators for lubrication of associated valve mechanisms and operation of internal lash adjusters as well as for operation of the cylinder deactivation mechanisms. In a valve-actuating position, the rotary sleeve drains oil from the deactivating mechanism so that associated engine valves are operated normally.

Abstract: Cylinder deactivation apparatus includes switching valve actuators controlled by rotary valve sleeves surrounding each of the actuators. In a preferred embodiment, the sleeves act to admit continuous pressurized oil to internal lash adjuster mechanisms and selectively control oil flow from a lash adjuster mechanism inlet to a deactivator switching mechanism and discharge of pressure oil from the deactivator switching mechanism. A single oil supply provides pressurized oil to both conventional and deactivation valve actuators for lubrication of associated valve mechanisms and operation of internal lash adjusters as well as for operation of the cylinder deactivation mechanisms. In a valve-actuating position, the rotary sleeve drains oil from the deactivating mechanism so that associated engine valves are operated normally.

Abstract: Deactivation apparatus for selected cylinders of an engine include switching hydraulic lash adjusters or valve lifters forming part of a valve train for actuating engine valves of the selected cylinders and operable to actuate or release their respective valves in response to an oil pressure signal. A gallery carrying the lash adjusters includes oil passages fed by an engine pressure oil supply through a control valve to supply oil to switching portions of the lash adjusters. The control valve is operative to close or open communication of the oil supply with the lash adjusters and to relieve oil pressure in the passages when communication with the pressure oil supply is closed. Various bypass alternatives between the pressure oil supply and the oil passages carry oil to portions of the oil passages to purge air from the passages when the three-way valve exhaust port is open.

Abstract: An internal combustion engine includes hydraulically-controlled cylinder deactivation and has an engine block with a plurality of cylinders formed therein. At least one-half of the cylinders are deactivatable by collapsible lifters. An individual hydraulic circuit module is positioned adjacent each deactivatable cylinder. Each hydraulic circuit module includes a valve and is configured to receive a supply of oil from the engine block and to selectively provide pressurized oil to the respective collapsible lifters for cylinder deactivation. A solid cover plate is positioned adjacent each cylinder which is not deactivatable.

Abstract: An internal combustion engine includes hydraulically-controlled cylinder deactivation and has an engine block with a plurality of cylinders formed therein. At least one-half of the cylinders are deactivatable by collapsible lifters. An individual hydraulic circuit module is positioned adjacent each deactivatable cylinder. Each hydraulic circuit module includes a valve and is configured to receive a supply of oil from the engine block and to selectively provide pressurized oil to the respective collapsible lifters for cylinder deactivation. A solid cover plate is positioned adjacent each cylinder which is not deactivatable.

Abstract: Cylinder deactivation apparatus includes a simplified hydraulic circuit that provides oil to lash adjusters and to cylinder deactivation control passages through restricted passages adjacent the lash adjusters. A control valve, when open, delivers full pressure oil to the lash adjusting mechanisms while the restricted passages allow oil flow to purge air from the control passages but limit control oil pressure so that the valves are operated normally. When the control valve is closed, pressure in the control passages quickly increases, deactivating the valves of the deactivation cylinders. The flow of oil through the control passages when the valve is open is adequate to purge gaseous vapors such as air from the control passages and maintain the system in condition for prompt deactivation of the cylinders when the valve is closed.

Abstract: An engine assembly includes an engine block with a laterally extending oil supply gallery formed therethrough. The engine block includes an aperture formed in fluid communication with the oil supply gallery. The hydraulically-actuated valve deactivation system is positioned in fluid communication with the aperture for receiving pressurized oil from the oil supply gallery. A pick-up tube is positioned within the aperture and has a distal end protruding vertically downward into the oil supply gallery to minimize the amount of air in the oil which is communicated to the hydraulically-actuated valve deactivation system. This prevents delay of valve deactivation after engine start-up as oil fills the oil supply gallery and displaces air from the oil supply gallery.

Abstract: An air-assisted fuel injection system for an engine includes an air compressor to be driven by the engine and having an air inlet and an air outlet connected with air-assisted fuel injectors for the engine. An air pressure regulator is also connected with the compressor outlet for controlling air pressure by exhausting excess air delivered by the compressor to the outlet. A throttle valve in the compressor inlet is operated by a controller to variably restrict inlet air flow to the compressor. An air flow sensor, responsive to an indicator of the flow of excess air exhausted by the air pressure regulator, is connected with the controller for variably closing the throttle in response to increasing excess air flow, thereby reducing the amount of excess air delivered by the compressor and limiting parasitic losses from pumping of excess air by the compressor.

Abstract: An integrated coolant pump and transmission fluid heat exchanger comprises a single module bolted to the engine block. A primary liquid coolant circuit takes pressurized coolant from the pump, through the block, to the radiator and back. A small, separate heat exchanger sits within the module, within a parallel liquid coolant circuit that by passes the primary coolant circuit. Liquid coolant is picked off from the pump outlet by an inlet to the heat exchanger, and, after running through the heat exchanger, is returned to the main flow downstream of the radiator. Concurrently, transmission fluid is counter flowing through the same heat exchanger. Consequently, the parallel liquid flow through the heat exchanger does not interfere with the pressure in the main engine cooling flow. The direct, continual heat exchanger relationship between the two fluids in the heat exchanger allows the transmission to be either heated or cooled by the engine coolant, depending on the relative temperatures thereof.