Field of the Invention

The present invention relates to a rocker arm.

Background of the Invention

Dual lift rocker arms for control of valve actuation by alternating between at least two or more modes of operation are known. Such rocker arms typically involve multiple bodies, such as an inner arm and an outer arm, that are latched together to provide one mode of operation and are unlatched, and hence can pivot with respect to each other, to provide a second mode of operation. The so called Type II valve train (i.e. end pivot rocker arm, overhead cam) is the most commonly used valve train in both modern petrol and diesel internal combustion engines. Dual lift rocker arms for this type of valve train often use a three lobe camshaft wherein a first and a second of the lobes control one type of valve lift and the third of the lobes control another type of valve lift. Typically in such arrangements, the outer arm of the dual lift rocker arm is provide with a pair of arcuate metal pads each for making a sliding contact with a respective one of the first and second of the lobes, and the inner arm is provided with a roller for making a rolling contact with the third of the lobes. The manufacturing of such rocker arms involves producing the sliding contacts by investment casting, attaching them by soldering and coating them with a low - friction coating. This is an involved and relatively expensive process.

It would be desirable to produce a rocker arm that can be manufactured more easily and cost effectively. Summary of the Invention

In accordance with the invention there is provided a rocker arm comprising: a first roller for engaging a first rotatable cam surface whereby at least part of the rocker arm can be pivoted by at least the first rotatable cam surface to move a valve to cause a first valve event; and a further roller for engaging a further rotatable cam surface whereby at least part of the rocker arm can be pivoted by the further rotatable cam surface to move the valve to cause a second valve event which is different from the first valve event. Further features and advantages of the invention will become apparent from the following description of embodiments of the invention, given by way of example only, which is made with reference to the accompanying drawings.

Brief Description of the Drawings

Figure 1 illustrates a schematic perspective view of a valve train assembly including a dual lift rocker arm;

Figure 2 illustrates another perspective view of the valve train assembly;

Figure 3a illustrates a perspective view of an inner body of the dual lift rocker arm;

Figure 3b illustrates another perspective view of the inner body;

Figure 4a illustrates a perspective view of an outer body of the dual lift rocker arm;

Figure 4b illustrates another perspective view of the outer body;

Figure 5 is an exploded view of the dual lift rocker arm;

Figures 6a and 6b schematically illustrate the valve train assembly at two different points in engine cycle when the inner and outer bodies are latched; Figures 7a and 7b schematically illustrate the valve train assembly at two different points in engine cycle when the inner and outer bodies are unlatched;

Figure 8 illustrates a graph showing valve lift against cam shaft rotation.

Detailed Description of Illustrative Embodiments of the Invention

Referring first to Figures 1 and 2, a valve train assembly 1 comprises a dual lift rocker arm 2, an engine valve 4 for an internal combustion engine cylinder (not shown) and a lash adjuster 6. The rocker arm 2 comprises an inner body or arm 8 and an outer body or arm 10. The inner body 8 is pivotally mounted on a shaft 12 which serves to link the inner body 8 and outer body 10 together. A first end 14 of the outer body 10 engages the stem 16 of the valve 4 and at a second end 20 the outer body 10 is mounted for pivotal movement on the lash adjuster 6 which is supported in an engine block (not shown). The lash adjuster 6, which may for example be a hydraulic lash adjuster, is used to accommodate slack between components in the valve train assembly 1. Lash adjusters are well known per se and so the lash adjuster 6 will not be described in detail.

The rocker arm 2 is provided with a pair of main lift rollers 22a and 22b rotatably mounted on an axle 24 carried by the outer body 10. One of the main lift rollers 22a is located one side of the outer body 10 and the other of the main lift rollers 22b is located the other side of the outer body 10. The rocker arm 2 is further provided with a secondary lift roller 26, located within the inner body 8 and rotatably mounted on an axle (not visible in Figures 1 and 2) carried by the inner body 8. .

A three lobed camshaft 30 comprises a rotatable camshaft 32 mounted on which are first 34 and second 36 main lift cams and a secondary lift cam 38. The secondary lift cam 38 is positioned between the two main lift cams 34 and 36. The first main lift cam 34 is for engaging the first main lift roller 22a, the second main lift cam 36 is for engaging the second main lift roller 22b and the secondary lift cam 38 is for engaging the secondary lift roller 26. The first main lift cam 34 comprises a lift profile (i.e. a lobe) 34a and a base circle 34b, second main lift cam 36 comprises a lift profile 36a and a base circle 36b and the secondary lift cam 38 comprises a lift profile 38a and a base circle 38b. The lift profiles 34a and 36a are substantially of the same dimensions as each other and are angularly aligned. The lift profile 38a is smaller than the lift profiles 34a (both in terms of the height of its peak and in terms of the length of its base) and is angularly offset from them.

The rocker arm 2 is switchable between a dual lift mode which provides two operations of the valve 4 (a valve operation is an opening and corresponding closing of the valve) per engine cycle (e.g. full rotation of the cam shaft 32) and a single lift mode which provides a single operation of the valve 4 per engine cycle. In the dual lift mode, the inner body 8 and the outer body 10 are latched together by a latching arrangement 40 (see Figure 2) and hence act as a single solid body. With this particular arrangement, the dual lift mode provides a higher main valve lift and a smaller secondary valve lift per engine cycle. The single lift mode provides just the main valve lift per engine cycle.

During engine operation in the dual lift mode, as the cam shaft 32 rotates, the first main lift cam's lift profile 34a engages the first main lift roller 22a whilst, simultaneously, the second main lift cam's lift profile 36a engages the second main lift roller 22b and together they exert a force that causes the outer body 10 to pivot about the lash adjuster 6 to lift the valve stem 16 (i.e. move it downwards in the sense of the page) against the force of a valve spring (not shown) thus opening the valve 4. As the peaks of the lift profiles 34a and 36a respectively pass out of engagement with the first main lift roller 22a and the second main lift roller 22b, the valve spring (not shown) begins to close the valve 4 (i.e. the valve stem 16 is moved upwards in the sense of the page). When the first main lift cam's base circle 34b again engages the first main lift roller 22a and the second main lift cam's 36 lift profile engages the second main lift roller 22b the valve is fully closed and the main valve lift event is complete.

As the camshaft 32 continues to rotate, then, the secondary lift cam's lift profile 38a engages the secondary lift roller 26 exerting a force on the inner body 8 which force, as the inner body 8 and the outer body 10 are latched together, is transmitted to the outer body 10 causing the outer body 10 to pivot about the lash adjuster 6 to lift the valve stem 16 against the force of a valve spring (not shown) thus opening the valve 4 a second time during the engine cycle. As the peak of the lift profile 38a passes out of engagement with the secondary lift roller 26 the valve spring (not shown) begins to close the valve 4 again. When the secondary lift cam's base circle 38b again engages the secondary lift roller 26 the valve 4 is fully closed and the second valve lift event for the current engine cycle is complete.

The lift profile 38a is shallower and narrower than are the lift profiles 34a and 36a and so consequently the second valve lift event is lower and of a shorter duration than is the first valve lift event. In the single lift mode the inner body 8 and the outer body 10 are not latched together by the latching arrangement 40 and hence in this mode, the inner body 8 is free to pivot with respect to the outer body 10 about the shaft 12. During engine operation in the single lift mode, as the cam shaft 32 rotates, when the first main lift cam's lift profile 34a engages the first main lift roller 22a and the second main lift cam's lift profile 36a engages the second main lift roller 22b, the outer body 10 pivots about the lash adjuster 6 and, in an identical way as in the dual lift mode, a main valve lift event occurs. As the camshaft 32 continues to rotate, then, the secondary lift cam's lift profile 38a engages the secondary lift roller 26 exerting a force on the inner body 8. In the single lift mode, however, as the inner body 8 and the outer body 10 are not latched together, this force is not transmitted to the outer body 10 which hence does not pivot about the lash adjuster 6 and so there is no additional valve event during the engine cycle. Instead, as the secondary lift cam's lift profile 38a engages the secondary lift roller 26, the inner body 8 pivots with respect to the inner body 10 about the shaft 12 accommodating the motion that otherwise would be transferred to the outer body 10. A torsional lost motion spring (not shown in Figures 1 and 2) is provided to return the inner body 8 to its starting position relative to the outer body 10, once the peak of the lift profile 38a has passed out of engagement with the secondary lift roller 26.

In one embodiment, this arrangement may be used to provide switchable Internal Exhaust Gas Recirculation (IEGR) control. For example, if the valve 4 is an exhaust valve for an engine cylinder, the main valve lift acts as the main exhaust lift of an engine cycle, and the timing of the secondary valve lift may be arranged so that it occurs when an intake valve for that cylinder, controlled by a further rocker arm (not shown) mounted pivotally on a further lash adjuster (not shown) and which pivots in response to an intake cam (not shown) mounted on the cam shaft 32, is open. The simultaneous opening of the intake and exhaust valves in this way ensures that a certain amount of exhaust gas remains in the cylinder during combustion which, as is well known, reduces NOx emissions. Switching to the single lift mode deactivates the IEGR function, which deactivation may be desirable under certain engine operating conditions. As will be appreciated by those skilled in the art, this switchable IEGR control may also be provided if the valve 4 is an intake valve with the timing of the secondary valve lift arranged to occur when an exhaust valve for that cylinder is open during the exhaust part of an engine cycle.

Figures 3a and 3b illustrate the inner body 8 which comprises parallel first 40 and second 42 side walls and, at a first end 43, an end wall 44 connecting the first 40 and second 42 side walls. Towards a second end 45 of the inner body 8, each of the first 40 and second 42 side walls defines a respective one of a first pair of holes 46a, 46b which receive the shaft 12. Towards the first end 43, each of the first 40 and second 42 side walls defines a respective one of a second pair of larger diameter holes 48a, 48b which receive an axle 43 (See Figure 5) on which the secondary lift roller 26 is mounted. An outer face of the end wall 44 has a recessed portion 52 partly defined by a downward facing latch contact surface 54 for engaging the latching mechanism 40 when in the dual lift mode.

Figures 4a and 4b illustrate the outer body 10 which comprises parallel first 60 and second 62 side walls, a first base portion 64a at the first end 14, a second base portion 64b at the second end 20, an end wall 66, at the second end 20, connecting the first 60 and second 62 side walls, and an interior wall 68 which also connects the first 60 and second 62 side walls and is parallel with the end wall 66. Towards the first end 14 of the outer body 10, each of the first 60 and second 62 side walls defines a respective one of a first pair of holes 70a, 70b which receive the shaft 12. Part way between the first end 14 and the second end 20, each of the first 60 and second 62 side walls defines a respective one of a second pair of holes 72a, 72b which receive the axle 24. The end wall 66 and the interior wall 68 each respectively define one of a third pair of holes 74a, 74b for receiving and guiding a latch pin 80 (see Figure 5).

The first base portion 64a defines a recess 76 for engaging the end of the valve stem 16 and the second base portion 64b defines a part spherical recess 78 to permit pivoting about a part spherical end of the lash adjuster 6.

Advantageously, as the rocker arm 2 incorporates three roller contacts for the camshaft 30 and no slider contacts, the outer body 10 and the inner body 8 may be manufactured from stamped sheet metal. The latch contact surface 54 may be formed in the inner body 8 by stamping (shearing) using a suitable stamping tool. The use of stamped sheet metal provides for a cost effective manufacturing process. The roller contacts also provide relatively low friction contacts with the cams without the need for low friction coatings.

As is best understood from Figure 5, the secondary lift roller 26 is mounted on a hollow inner bushing/ axle 43 which is supported in the apertures 48a and 48b. The axle 24 extends through the inner bushing/axle 43 (and hence through the inner roller 26) and the diameter of the axle 24 is somewhat smaller than the inner diameter of the inner bushing/axle 43 to allow movement of the assembly of the inner body 8, axle 43 and inner roller 26 relative to the outer body 10. The main lift rollers 22a and 22b are therefore arranged along a common longitudinal axis and the secondary lift roller 26 is arranged along a longitudinal axis that is slightly offset from this. This arrangement of axles and rollers ensures that the rocker 2 arm is compact and facilitates manufacturing the first 10 and second bodies from stamped metal sheets. As is also best seen from Figure 5, the latching arrangement 40 comprises the latch pin 80 and an actuation member 84. The actuation member 84 comprises a sheet bent along its width to form first 84a and second 84b rectangular portions which define a right angle. The first portion 84a defines a hole 84c. The actuation member 82 further comprises a pair of winged portions extending rearwardly from the second portion 84c each of which defines a respective one of a pair of apertures 86a, 86b for supporting a shaft 88 on which is mounted a roller 90. The actuation member 84 straddles the end wall 66 of the outer body 10 with the second portion 84c slidably supported on the end wall 66 with the first portion 84a positioned between the end wall 66 and the inner wall 68 of the outer body 10. At one end, the latch pin 80 defines an upward facing latch surface 92.

As seen in Figures 6 and 7, the latch pin 80 extends through the holes 74a in the end wall 66 and the hole 84c in the actuation member 82 and its end 93 engages the wing portions of the actuation member 84.

Figures 6a and 6b illustrate the valve train assembly 1 when the rocker arm 2 is in the single lift mode (i.e. unlatched configuration). In this configuration, the actuation member 82 and latch pin 80 are positioned so that the latch surface 92 does not extend through the hole 74b and so does not engage the latch contact surface 54 of the inner body 8. In this configuration, the inner body 8 is free to pivot, with respect to the outer body 10, about the shaft 12 when the secondary roller 26 engages the lift profile 38a and hence there is no additional valve event. It will be appreciated that the amount of movement available to the inner body 8 relative to the outer body 10 (i.e. the amount of lost motion absorbed by the inner body 8) is defined by the size difference between the diameter of the axle 24 and the inner diameter of the inner bushing/axle 43. The torsional spring 67, which is installed over the top of the valve stem 16 and is located inside the inner body 10 by the shaft 12, acts as a lost motion spring that returns the inner body 8 to its starting position with respect to the outer body 10 after it has pivoted. Figures 7a and 7b illustrate the valve train assembly 1 when the rocker arm 2 is in the dual lift mode (i.e. a latched configuration). In this configuration, the actuation member 82 and latch pin 80 are moved forward (i.e. to the left in the Figures) relative to their positions in the unlatched configuration so that the latch surface 92 does extend through the hole 74b so as to engage the latch contact surface 54 of the inner body 8. As explained above, in this configuration, the inner body 8 and the outer body 10 act as a solid body so that when the when the secondary roller 26 engages the lift profile 38a there is an additional valve event. An actuator 94 is provided to move the latching arrangement 40 between the un-latched and latched positions. In this example, the actuator comprises an actuator shaft 96 and a biasing means 98, preferably a leaf spring. In the default unlatched configuration, the leaf spring 98 does not engage the latching arrangement 40. To enter the latched configuration, the shaft 96 is rotated a certain amount (for example 12 degrees) causing the leaf spring 98 to engage the roller 88 and to push the latching arrangement 40 into the latched position. A spring 85 mounted over the latch pin 80 and supported between an outer face of the end wall 66 and the winged members of the member 84 is biased to caused the latching arrangement 40 to return to its unlatched position when the actuator shaft 96 is rotated back to its unlatched position and the leaf spring 98 disengages the roller 88. Other types of actuators for the latching arrangement that may for example make use of pressurised oil, electromechanical systems or pneumatic systems will be known to those skilled in the art. The actuator shaft 94 may also be used as an oil spray bar that sprays oil to lubricate or cool the valve train components.

Advantageously, when the base circle 38b engages the inner bushing/axle 43, the inner bushing axle 43 stops always on the axle 24 which ensures that the orientation of the various components is such that the latch pin 80 is free to move in and out of the latched and unlatched positions.

Figure 6a illustrates the valve train assembly 1 when the rocker arm 2 is in the single lift mode (i.e. the un- latched configuration) at a point in an engine cycle when the main lift rollers 22a and 22b are engaging the respective base circles 34b and 36b of the first main lift cam 34 and the second main lift cam 36. At this point in the engine cycle, the valve 4 is closed. Figure 6b illustrates the valve train assembly 1 when the rocker arm 2 is in the single lift mode at another point in an engine cycle when the main lift rollers 22a and 22b are engaging the respective peaks of the lift profiles 34a and 36a of the first main lift cam 34 and the second main lift cam 36. At this point in the engine cycle the valve 4 is fully open and the 'maximum lift' of the main valve event is indicated as M. Figure 7a illustrates the valve train assembly 1 when the rocker arm 2 is in the dual lift mode (i.e. the latched configuration) at a point in an engine cycle when the main lift rollers 22a and 22b are engaging the respective base circles 34b and 36b of the first main lift cam 34 and the secondary lift roller 26 is engaging the base circle 38b of the secondary lift cam 38. At this point in the engine cycle, the valve 4 is closed. Figure 7b illustrates the valve train assembly 1 when the rocker arm 2 is in the single lift mode at another point in an engine cycle when the main lift rollers 22a and 22b are engaging the respective base circles 34b and 36b of the first main lift cam 34 and the second main lift cam 36 and the secondary lift roller 26 is engaging the peak of the lift profile 38a of the secondary lift cam 38.. At this point in the engine cycle the valve 4 is fully open during the additional valve event and the 'maximum lift' of the secondary valve event is indicated as M'. Figure 8 illustrates a graph in which the Y axis indicates valve lift and the X axis indicates rotation of the cam shaft. In the example of the valve 4 being an exhaust valve, the curve 100 represents the main lift of the exhaust valve during an engine cycle and the curve represents 101 the additional lift of the exhaust valve during the subsequent engine cycle. The curve 102 represents the lift of intake valve (not shown in the figures), during the subsequent engine cycle, operated by an intake rocker arm (again not shown in the Figures) in response to an intake cam (not shown in the Figures) mounted on the cam shaft. It can be seen that the cams are arranged so that in any given engine cycle, the additional smaller opening of the exhaust valve occurs when the intake valve is open to thereby provide a degree of internal exhaust gas recirculation.

As previously mentioned, in an alternative arrangement (not illustrated) the valve 4 is an intake valve rather than an exhaust valve (making the rocker arm 2 an intake rocker arm) and an exhaust rocker arm operates an exhaust valve in response to an exhaust cam mounted on the cam shaft. In this alternative arrangement the cams are arranged so that in any given engine cycle, the additional smaller opening of the intake valve occurs when the exhaust valve is open to thereby provide a degree of internal exhaust gas recirculation. The above embodiment is to be understood as an illustrative example of the invention only. Further embodiments of the invention are envisaged. For example, in an alternative embodiment the inner body 8 is permanently fixed with respect to the outer body 10 such that there is only one mode of operation in which the main and secondary valve lifts occur in every engine cycle. Although in the described embodiment, in one mode of operation, there are two different valve lifts per engine cycle (a high lift at one point in the cycle and a low lift in another part of the cycle) the rocker arm may be arranged to provide alternative types of dual mode operation, for example, a first mode in which there is a single type of valve lift (e.g. a high lift) per engine cycle and a second mode in which there is a different single type of valve lift (e.g. a lower lift) per engine cycle. The different lifts may be at the same point or at different points in the engine cycle. Accordingly, although in the described embodiment the valve train 1 is arranged so that the additional lift provides for IEGR, it is to be understood that this is only a preferred example of a use of an embodiment of the invention. It is to be understood that any feature described in relation to any one embodiment may be used alone, or in combination with other features described, and may also be used in combination with one or more features of any other of the embodiments, or any combination of any other of the embodiments. Furthermore, equivalents and modifications not described above may also be employed without departing from the scope of the invention, which is defined in the accompanying claims.