Patent Publication Number: US-11396830-B2

Title: Oil control assembly and engine system for variable valve actuation

Description:
PRIORITY 
     This is a continuation of U.S. Ser. No. 16/970,457 filed Aug. 17, 2020, which is a § 371 National Stage entry of Patent Cooperation Treaty Application No. PCT/EP2019/025043, filed Feb. 14, 2019, which claims the benefit of U.S. provisional application No. 62/631,491, filed Feb. 15, 2018, all of which are incorporated herein by reference and relied upon for the benefit of priority. 
    
    
     FIELD 
     This application relates to engine system and component designs to enable variable valve actuation and cylinder control comprising cylinder deactivation and cylinder deactivation with early exhaust valve opening. 
     BACKGROUND 
     It is desired to offer variable valve actuation comprising two or more modes, such as a nominal engine operation mode and a second engine operation mode. The control circuits can be complex and can require multiple engine cycles to switch between the nominal and the second engine operation modes. When oil controlled, the valvetrain can comprise a large number of oil control valves (“OCVs”) such as one per each valve per engine operation mode. This number of OCVs increases size, weight, and complexity of the engine system. Such dual mode operation can also have complexities from overlapping or overlaying one valvetrain component over another. 
     SUMMARY 
     The methods and devices disclosed herein overcome the above disadvantages and improve the art by way of a rocker shaft that reduces the complexity of the oil control circuit, blocks for mounting oil control valves to the rocker shaft to enable multiple engine operation modes, hydraulic capsules that are configured for hydraulic and mechanical lash adjustment, a rocker arm configuration that is sequenced on the rocker shaft to avoid overlapping the arms of the rocker arms, and an engine system comprising combinations of some or all of the rocker shaft, blocks, capsules, and rocker arms. 
     Engine systems consistent with the disclosure can comprise a rocker shaft comprising a first cylinder deactivation oil infeed for supplying hydraulic pressure to a first cylinder deactivation oil control valve and a second cylinder deactivation oil control valve in a block. The rocker shaft can comprise first and second cylinder deactivation oil outfeeds, the first cylinder deactivation oil outfeed for connection to the first cylinder deactivation oil control valve and the second cylinder deactivation outfeed for connection to the second cylinder deactivation oil control valve. 
     The rocker shaft can further comprise a second cylinder deactivation oil infeed for supplying hydraulic pressure to a third cylinder deactivation oil control valve and to an early exhaust valve opening oil control valve in a block. A third oil outfeed can be for connection to the third cylinder deactivation oil control valve. A fourth oil outfeed can be for connection to the early exhaust valve opening oil control valve. 
     A valvetrain in an engine system can comprise a first, a second, and a third cylinder for combustion. A first, a second, and a third set of intake valves can be respectively paired with the first, second, and third cylinders, each of the first, second, and third sets of intake valves comprising a respective intake rocker arm over a respective intake bridge. Each of the intake rocker arms comprises a hydraulic capsule, and each respective intake bridge is configured to act on its respective set of intake valves. A first, a second, and a third set of exhaust valves can be respectively paired with the first, second, and third cylinders. Each of the first, second, and third sets of exhaust valves can comprise a respective exhaust rocker arm over a respective exhaust bridge. Each of the exhaust rocker arms can comprise a hydraulic capsule. Each respective exhaust bridge can be configured to act on its respective set of exhaust valves. A first, a second, and a third early exhaust valve opening (“EEVO”) rocker arm can be respectively paired with the first, second, and third sets of exhaust bridges, wherein each EEVO rocker arm comprises an EEVO hydraulic capsule. 
     The engine system and valvetrain can comprise, and the rocker shaft can be 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. 
     The engine system and valvetrain can comprise, and the rocker shaft can be combined with, a second block, a third cylinder deactivation oil control valve in the second block, and an early exhaust valve opening oil control valve in the second block. A second cylinder deactivation oil infeed can be for supplying hydraulic pressure to the third cylinder deactivation oil control valve and to the early exhaust valve opening oil control valve in a block. A third oil outfeed can be connected to the third cylinder deactivation oil control valve. A fourth oil outfeed can be connected to the early exhaust valve opening oil control valve. 
     Additional objects and advantages will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. The objects and advantages will also be realized and attained by means of the elements and combinations particularly pointed out in the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates signals over time for an engine transitioning from normal operation mode to cylinder deactivation operation mode. 
         FIG. 2  illustrates signals over time for an engine transitioning from a cylinder deactivation operation mode to a normal operation mode. 
         FIG. 3  illustrates switching windows for timing signals with respect to valve opening and closing. 
         FIGS. 4A-4C  are views of a rocker shaft. 
         FIGS. 5A &amp; 5B  are views of a first block for mounting oil control valves. 
         FIG. 6  is a cross-section view of a rocker arm configured for implementing cylinder deactivation operation mode. 
         FIG. 7  is a view of a cylinder deactivation capsule and e-foot combination. 
         FIGS. 8A &amp; 8B  are views of a second block for mounting oil control valves. 
         FIG. 9  is a view of a rocker arm configured for implementing early exhaust valve opening operation mode. 
         FIG. 10  is a view of a valvetrain configured for selectively implementing normal operation mode, cylinder deactivation operation mode, and early exhaust valve opening mode. An abridged schematic of rocker shaft fluid flow paths is included. 
         FIG. 11  is an abridged schematic of fluid flow paths in the engine system. 
     
    
    
     DESCRIPTION 
     Reference will now be made in detail to the examples which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Directional references such as “left” and “right” are for ease of reference to the figures. 
     An engine system  10  such as on a Cummins ISX15 engine, can comprise six cylinders  20  and a valvetrain  34  configured for normal operation mode, cylinder deactivation operation mode (“CDA”), and early exhaust valve opening (“EEVO”) to provide variability and controllability at each cylinder. The engine system  10  can operate variably in a combination of cylinder deactivation operation mode and early exhaust valve opening operation mode. With appropriate oil control in combination with a rocker shaft  500 , half-engine, full engine, and individual cylinder operation modes can be configured and selected. For example, the engine can be configured for full engine CDA, half engine CDA, or individual cylinder CDA so that any number of the engine cylinders can operate in CDA. Using the disclosed engine system  10 , the rockers arms  600 ,  900  can be arranged line-to-line with no overlap during motion while enabling selective implementation of EEVO on some valves. 
     Variable valve actuation (VVA) can be accomplished by using combinations of hydraulic capsules, such as a cylinder deactivation capsule  700  and an early exhaust valve opening capsule  800 . The hydraulic capsules can have combinations of hydraulic and mechanical lash setting functionality, or one or the other of lash adjustment functionalities. By using other hydraulic capsules, other VVA functionality can be achieved. For example, it is possible to exchange an early exhaust valve closing capsule for the EEVO capsule, or arrange the second hydraulic capsule on the intake valve bridge instead of the exhaust valve bridge so that early intake valve opening or closing is the functioning hydraulic capsule instead of the EEVO capsule. 
     Such an engine system  10  comprises modifications to enable CDA on all of the intake valves I 111 -I 162  and on all of the exhaust valves E 111 -E 162 . Further complementary modifications are needed to enable EEVO on a subset of exhaust valves E 111 , E 121 , E 131 , E 141 , E 151 , &amp; E 161 . A goal is to limit the total amount of hardware while maximizing the functionality. Serviceability and synchronous valve operation are additional goals. Through novel optimizations of the rocker shaft  500 , and through new oil control valve mounting blocks  80 ,  90 , the first and third goals can be achieved. The location and orientation of new OCV mounting blocks  80 ,  90  permit serviceability, as do additional modifications discussed below on the cylinder deactivation capsules (“CDA capsules”)  700  and early exhaust valve opening capsules (“EEVO capsules”)  800 . 
     The engine system  10  is an in-line, 6-cylinder, type III engine. A cam rail  60  spins under the rocker arms  600  &amp;  900 . Eccentric cam lobes  61  &amp;  62  are respectively paired with the rocker arms  600  &amp;  900  to press on respective rollers  661 ,  962 . The eccentricities of the respective cam lobes  61  &amp;  62  are selected to time the motion of the rocker arms so that they pivot about the rocker shaft  500  to lift and lower respective intake valves I 111 -I 162  and exhaust valves E 111 -E 162 . Intake rocker arms  611 ,  612 ,  613 ,  614 ,  615 ,  616  in this example provide only normal operation mode or cylinder deactivation operation mode. However, additional modifications are not excluded to enable additional functionality such as early or late intake valve opening or closing (EIVO, EIVC, LIVO, LIVC). A pair of intake valves  13  is shown in  FIG. 6 , yet note that the rocker arm  600  of  FIG. 6  can also be used with modifications to the trajectory of the arm  601  for actuating a pair of exhaust valves  14 . Intake rocker arms  611 ,  612 ,  613 ,  614 ,  615 ,  616  are configured with an elephant foot (“e-foot”)  712  to push down on respective intake valve bridges  71 . Two intake valves  13  are connected to each intake valve bridge  71 , and spring biasing mechanisms  74  are included between a valvetrain mounting bracket  40  and seats  75  on the valve stems to encourage the intake valves to return to a closed position. Valve heads  11  can open and close intake ports  11  in the cylinder head  23  of exemplary cylinder  20 . 
     Two exhaust valves  14  are shown in  FIG. 9  connected to an exhaust valve bridge  72 . A CDA rocker arm  600  can be configured to press on exhaust valve bridge  72  at location  77 . Exhaust valve bridge can comprise a through-hole and valve cleat  79 . When the CDA rocker arm  600  presses on location  77 , the force from the CDA rocker arm  600  is transferred to the exhaust valve bridge  72  to the valve stem ends, and the exhaust valve heads  12  can move respect to exhaust ports  22  in cylinder head  23  of cylinder  20 . Spring biasing mechanisms  74  are included between the valvetrain mounting bracket  40  and seats  76  on the valve stems to encourage the exhaust valves  14  to return to a closed position. When EEVO is desired, EEVO rocker arm  900  can press on valve cleat  79  but not on exhaust valve bridge  72 . Force from EEVO rocker arm  900  transfers to one of the valves  14  to actuate that valve according to the timing on cam lobe  62  and as controlled by oil pressure in EEVO capsule  800 . 
     It is possible to provide a single oil control valve for enabling CDA for all valves of a cylinder. A single oil control valve can control both intake and exhaust valve CDA functionality. So, in  FIG. 10 , CDA oil control valves are labeled  1 - 6  for the six cylinders illustrated. Schematically, hydraulic lines for CDA are shown with squares on the lines  5201 - 5206 . An oil control valve (“OCV”)  1 - 6  receives fluid at a baseline pressure at all times, and the corresponding OCV is controlled to open or close to shunt the oil to the CDA capsules over the rocker arm bridges of the intake and exhaust valves. So, OCV  1  can control CDA oil pressure to intake CDA capsule I 1  on the first intake bridge and also exhaust CDA capsule E 1  on first exhaust bridge. OCV  2  controls intake and exhaust CDA capsules I 2  &amp; E 2 , and so on for OCVs  3 - 6  and CDA capsules I 3 -I 6  &amp; E 3 -E 6 . 
     Advantages of using the single CDA capsule as described can be explained by looking to  FIGS. 1-3 . It is understandable that an intake or exhaust valve has a timing for lifting and lowering to perform their respective functions of opening and closing the intake and exhaust ports  21 ,  22  of the cylinder  20 . If opening and closing occurs at the correct timing, there is little risk of the valve heads  11 ,  12  hitting the reciprocating piston in the cylinder. By using a single CDA capsule to deactivate all valves of a cylinder, there is no valve motion mismatch as might occur when using a separate OCV for each valve or for each intake and each exhaust rocker arm. Total hardware reduction improves predictably in the synchronous operation of the intake and exhaust valves entering CDA and reactivating and improves the predictability and synchronous operation of the exhaust valves entering and exiting EEVO. 
     The signals in volts and the time in seconds are exemplary only and provided to lend relative relationships to  FIGS. 1 &amp; 2  and not as a means to restrict the disclosure to the relative scale applied. Normal operation mode is shown from time zero to time 0.4 s in  FIG. 1 . The intake and exhaust valve pairs lift and lower according to their baseline timings. The oil control valve, in this example a CDA OCV, receives no active signal and the CDA OCV can be in a passive mode (closed or configured to supply a baseline through-pressure). At area J, a user or pre-programmed control algorithm can signal that CDA is desired on these valves. A failsafe algorithm can run during area K to select the correct timing to signal the OCV to enter an active mode (open or configured to supply active mode pressure comprising baseline through-pressure plus an actuation pressure). OCV pressure increases over the baseline as the OCV voltage and OCV current appear as part of the signal profile. The CDA capsule  700  receives the active mode pressure to unlatch the CDA latches permitting inner capsule collapse during rocker arm motion. The intake and exhaust valve motion flatlines in area L indicating that CDA is successfully entered and the valve motion is deactivated. 
       FIG. 2  shows that the OCV voltage is applied in areas L, M, &amp; N and the OCV pressure and OCV current are omitted for brevity. Area L remains indicative of cylinder deactivation operation mode. To reactivate or recharge (reduce vacuum or pumping losses) the valves, area M indicates a time where the user or a pre-programmed control algorithm can signal that normal operation mode is desired on these valves. A failsafe algorithm can run during area N to select the correct timing to signal the OCV to return to passive mode. An electronic control unit (ECU) as a main computer or sub processor such as a cylinder deactivation mode controller can run each failsafe or preprogrammed mode selection control algorithm. With termination of OCV voltage in area Q, OCV pressure and OCV current drop. The CDA latch can overcome baseline (passive mode) oil pressure to re-latch in the CDA capsule. The cylinder is then active for subsequent cycles and normal operation mode can continue on the valves. 
     The need for failsafe and the benefit of predictable synchronous valve operation can be seen in  FIG. 3 . For a time in the actuation cycle of a cylinder, it is safe to convert the valves from an active mode to a deactivated CDA mode. The piston reciprocates up and down in each cylinder in a pattern that can be tracked and coordinated within the failsafe and mode selection algorithms. So, when the piston is sufficiently distanced from the valve heads  11 ,  12 , such as at times t 1  &amp; t 5 , the switch from one mode to another can be safely started without risk that the valve heads would strike the piston head. At times t 2  and t 4 , the switch is not available because of the risk of a critical shift that could result in valve head contact with the reciprocating piston. Should a user or other programming request implementation of CDA or EEVO during times t 2  or t 4 , the request would not be honored by activating the OCV with the OCV voltage and OCV current signals. The failsafe algorithm would delay honoring the request until t 1  or t 5 . In some instances, it is permissible to activate the OCV during time t 3 , but doing so would activate or deactivate the intake valves before the exhaust valves. In other instances, activating the OCV during time  3  would be considered a missed time shift of an unideal nature. When a single OCV, such as OCV  1 , controls the deactivation of all valves of a cylinder, such as valves  13  &amp;  14  of cylinder  20 , there is less mismatch in the valve motion. Synchrony in the response time of the valves, due to singular and known response time of the single OCV, results in less processing burden and variance in actual operation of the valves. There are fewer tolerances in determining whether the OCVs can satisfy the constraints of times t 2  &amp; t 4 , where switching is not permitted, and thus less processing burden. The one OCV per all valves of the cylinder will have two prohibited periods t 2  &amp; t 4  with one known response time for the one OCV used for determining whether the switching window constraints can be met. This is instead of two instances of four prohibited periods and four OCV response times to process, as would occur if each valve had a dedicated OCV to deactivate or reactivate it. The one OCV scenario improves processing burdens and reduces opportunities for critical shifts over valvetrains having one OCV for the exhaust valves and one OCV for the intake valves. This latter engine system would have two OCV response times to process and four prohibited periods spanning an instance of t 2  for opening the exhaust, an instance of another prohibited time for closing the exhaust, an instance of t 4  for opening the intake and an instance of a prohibited time for closing the intake valves. It is thus nontrivial to reduce the number of OCVs per cylinder. Like benefits can be extrapolated for the EEVO mode. Instead of an EEVO OCV for each exhaust valve, with corresponding prohibited periods and EEVO OCV response times that can vary from one another, the valvetrain  34  comprises only two EEVO OCVs A &amp;B in  FIGS. 10 &amp; 11 . Each EEVO OCV acts on three exhaust valves so that EEVO can be switched synchronously on half of the engine with one known EEVO OCV response time. 
     To implement the novel OCV layout, new CDA OCV block  90  (“first block”) and new EEVO OCV block  80  (“second block”) are shown in  FIGS. 5A, 5B, 8A &amp; 8B . The new blocks are mounted to stationary rocker shaft  500 . Stationary rocker shaft  500  comprises improvements that mate to the new blocks and streamlined interior fluid connections. 
     The design of CDA OCV block  90  of  FIGS. 5A &amp; 5B  is conducive to housing CDA OCVs  1  &amp;  2  or CDA OCVs  5  &amp;  6 . Drop-in openings  91  &amp;  92  in upper surface  93  permit ease of assembly &amp; ease of serviceability and receive respective CDA OCVs. Fastener holes  43 ,  44  in ledge  95  can accept fasteners  6544 ,  6543  such as bolts, rivets, screws, or the like to anchor the CDA OCV block  90  to fastener receiving holes  541 ,  542  in rocker shaft  500 . A CDA rocker face  94  abuts the rocker shaft  500 . A gland  96  can be formed in CDA rocker face  94  to receive a seal or sealant to give fluid-tight contact. A single CDA oil port  9221  is configured to receive supply oil from rocker shaft supply oil feed duct  510  by way of CDA oil infeed  522 . As shown schematically in  FIG. 11 , the single CDA oil port  9221  into the CDA OCV block  90  splits internally to supply oil to each CDA OCV  1 &amp;  2  or  5  &amp;  6 . The CDA OCVs receive the supply oil and direct it out through CDA output oil ports  9261  &amp;  9271  to CDA oil outfeeds  526  &amp;  527 . 
     Rocker shaft  500  comprises a CDA outfeed duct  520  parallel to the supply oil feed duct  510 . The CDA oil outfeed duct  520  distributes the supply oil from the CDA OCVs to respective intake rocker arms  611 ,  612 ,  613 . A single CDA outfeed duct  520  can span the length of the rocker shaft  500 , leading to simplicity of manufacture. End plugs can seal the ends of the CDA outfeed duct  520 . Then, CDA channel dividers  581 ,  582  can intersect the CDA outfeed duct  520  and additional plugs can divide the CDA outfeed duct  520  into the three CDA hydraulic lines  5201 ,  5202 ,  5203 . Deactivation and reactivation of all valves of each cylinder can be discretely controlled independent of the other cylinders using this divided CDA outfeed technique. 
     As shown in the schematic, CDA OCV  1 , if seated in opening  91 , would receive the supply oil split from CDA oil port  9221  and direct it to CDA output oil port  9271  and CDA oil outfeed  526 . Traversing CDA hydraulic line  5201 , the supply oil would then exit intake rocker arm port  571  to enter intake rocker arm  611  and act on intake CDA capsule I 1  and also exit exhaust rocker arm port  561  to enter exhaust rocker arm  621  and act on exhaust CDA capsule E 1 . 
     CDA OCV  2 , if seated in opening  92 , would receive the supply oil split from CDA oil port  9221  and direct it to CDA output oil port  9261  and CDA oil outfeed  527 . Traversing CDA hydraulic line  5202 , the supply oil would then exit intake rocker arm port  572  to enter intake rocker arm  612  and act on intake CDA capsule I 2  and also exit exhaust rocker arm port  562  to enter exhaust rocker arm  622  and act on exhaust CDA capsule E 2 . 
     The EEVO OCV block  80  of  FIGS. 8A &amp; 8B  is conducive to housing EEVO OCV A with CDA OCV  3  or to housing EEVO OCV B with CDA OCV  4 . Again, an economy in engineering and design permits a single shared inlet oil port  8241  to provide supply oil and input fluid pressure from supply oil feed duct  510  via inlet oil infeed  524  to the EEVO OCV and the CDA OCV. Yet, each of the EEVO OCV and the CDA OCV have their own outfeeds out of the EEVO OCV block  80 . 
     Drop-in openings  84 ,  85  in upper surface  82  permit ease of assembly &amp; ease of serviceability and receive EEVO OCV in opening  84  and CDA OCV in opening  85 . Fastener holes  41 ,  42  in ledge  83  can accept fasteners  6542 ,  6541  such as bolts, rivets, screws, or the like to anchor the EEVO OCV block  80  to fastener receiving holes  543 ,  544  in rocker shaft  500 . A coupling rocker face  81  abuts the rocker shaft  500 . A gland  86  can be formed in coupling rocker face  81  to receive a seal or sealant to give fluid-tight contact. Also, a fluid notch  87  can be formed with or without the gland  86 . 
     A single inlet oil port  8241  is configured to receive supply oil from rocker shaft supply oil feed duct  510  by way of inlet oil infeed  524 . As shown schematically in  FIG. 11 , the single inlet oil port  8241  into the EEVO OCV block  80  splits internally to supply oil to an CDA OCV  3  or  4  and to an EEVO OCV A or B. The respective CDA OCV receives the supply oil and directs it out through CDA output oil port  8281  to CDA oil outfeed  528 . The respective EEVO OCV receives the supply oil and directs it out through EEVO output oil port  8311  to EEVO oil outfeed  531 . 
     Rocker shaft  500  comprises an EEVO outfeed duct  530  parallel to the supply oil feed duct  510  and parallel to the CDA outfeed duct  520 . The EEVO outfeed, supply oil feed, and CDA outfeed can each span the rocker shaft with capping or other plugging at end  504 . The EEVO oil outfeed duct  530  distributes the supply oil from the EVO OCV to respective exhaust valves via rocker arms  900  and EEVO capsules  801 ,  802 ,  803 . A single EEVO outfeed duct  530  can span the length of the rocker shaft  500 , leading to simplicity of manufacture. End plugs can seal the ends of the EEVO outfeed duct  530 . Implementation of early exhaust valve opening operation mode can be implemented on half the cylinders of the engine with the same response time and valve timing using this EEVO outfeed technique. 
     As shown in the schematic, EEVO OCV A, if seated in opening  84 , would receive the supply oil split from inlet oil port  8241  and direct it to EEVO output oil port  8311  and EEVO oil outfeed  531 . Traversing EEVO hydraulic line  5301  (part of EEVO outfeed duct  530 ), the supply oil would then exit the rocker shaft at EEVO rocker arm ports  591 ,  592 ,  593  to traverse respective rocker arms  911 ,  912 ,  913  and actuate respective EEVO capsules  801 ,  802 ,  803 . 
     CDA OCV  3 , if seated in opening  85 , would receive the supply oil split from inlet oil port  8241  and direct it to CDA output oil port  8281  and CDA oil outfeed  528 . Traversing CDA hydraulic line  5203 , the supply oil would then exit intake rocker arm port  573  to enter intake rocker arm  613  and act on intake CDA capsule I 3  and also exit exhaust rocker arm port  563  to enter exhaust rocker arm  623  and act on exhaust CDA capsule E 3 . 
     Each of the OCVs can be of the same internal structure as shown in the schematic OCV circuit of  FIG. 11  for CDA OCV  1 . The OCV circuit shows that, in a passive state SP, supply oil is restricted to a low first pressure P 1  that can flow through as outlet pressure OP. The low pressure can be constantly flowed through the OCV when the OCV is passive and not actively powered. When the OCV is in an active state SA, as controlled by an electromagnetic control signal from electromagnet EM, an additional high pressure P 2  flows through the OCV to be outlet pressure OP. Low pressure P 1  and high pressure P 2  can be drawn from a single high pressure supply oil from supply oil feed duct  510  without need to switch the pressure on supply oil feed duct  510  by way of sized openings and application of fluid flow dynamics. 
     Alternatively, simple on/off OCVs can be used instead of the dual pressure OCVs. Electromagnetic switching is discussed, but alternatives such as electromechanical switching, among others, can be used. 
     The rocker shaft  500  is shown for three cylinders of six cylinders, so two rocker shafts can be used in mirror image to one another, as shown in  FIG. 10 , among other integration and separation techniques. CDA hydraulic lines  5204 ,  5203 ,  5206  can mirror CDA hydraulic lines  5203 ,  5202 ,  5201 . EEVO hydraulic line  5302  can mirror EEVO hydraulic line  5301 . Rocker shaft can comprise ends  503 ,  504 . A coupling opening  545  can be included to accept a coupler  650  that mounts the rocker shaft  500  to the engine block  30 . A through-hole  501  can be drilled and plugged to connect supply oil from the engine system  10  to the supply oil feed duct  510 . Flats  502 ,  503  can assist with positioning and coupling, as necessary. 
     What can be seen in  FIGS. 4A, 4B and 10  is the linear array of oil feed, oil outfeeds, EEVO ports and rocker arm ports. An orderly series of rocker arms can be distributed along the rocker shaft  500  with good spacing between the EEVO ports  591 ,  592 ,  593  and CDA intake and exhaust rocker arm ports  561 ,  571 ,  562 ,  572 ,  563 ,  573 , permitting good isolation of control signals between normal, CDA and EEVO operation modes. With the CDA OCV block  90  and EEVO OCV block  80  mounted directly to the rocker shaft, leak pathways are minimized and good optimization of parallel distribution lines is made. Outstanding access is given to top of the valvetrain  34  and all of its serviceable components, yielding good installation and maintenance processes. There is no need to remove a first layer of oil controlled components to access a second layer of oil control components. There is no crossing or overlapping of rocker arms or capsules. For example, the EEVO capsules  801 - 803  can be adjusted and serviced without adjusting the CDA capsules I 1 -I 6  or E 1 -E 6  and vice versa. Lash adjusting operations can be performed without moving rocker arms out of the way of the lash capsules. So, the engine system  10 , as laid out, has many advantages. 
       FIG. 6  comprises a CDA rocker arm  600  representative of the intake and exhaust rocker arms  611 - 616  and  621 - 626 . CDA rocker arm comprises a rocker bore  602  for surrounding the rocker shaft  500 . Oil pathways  612 ,  610  can be included leading supply oil away from the respective rocker arm port of the rocker shaft. For example, oil pathway  610  can lead supply oil to lubricate roller  661  interfacing with cam lobe  61  and cam rail  60 . Oil pathway  612  can extend through arm  601  to bring supply oil up to the CDA capsule  700  in capsule cup  631  of capsule end  670 . Oil pathway  612  can be formed, for example, by drilling or casting a form through end  614  back to rocker bore  602 . 
     Supply oil fed to capsule cup  631  can be contained by interfacing surface of the capsule cup  631  and upper outer body  701  of the CDA capsule. Additional measures can comprise a sealing cap  770 , an o-ring in a seat around capsule bottom  757 , among other measures. Supply oil traverses leak down paths in middle outer body  756  and capsule cup  631 . Supply oil reaches latch groove  755 . When low pressure P 1  is supplied, the CDA capsule is primed and passively in a latched condition, thereby transferring the full motion of the rocker arm down to stroke the valves open and closed. 
     When high pressure P 2  is supplied, it collapses the latches  722  of the latch assembly  750  and compresses the latch spring  752 . The CDA capsule  700  now provides “lost motion” via lost motion springs  740 . The capsule collapses, the latch assembly  750  slides up and pushes lash cup  730  up in to upper lash chamber  741  when the rocker arm rocks. The rocker arm motion is not transferred to the valves during this cylinder deactivation mode (CDA). Upon reactivation of the valves, the high pressure P 2  is removed as the corresponding CDA OCV valve is returned to a passive state SP. The lost motion springs  740  overcome low fluid pressure P 1  and push the lash cup  730  back toward the valves, and the latch assembly re-engages with latches  722  pushed by latch spring  752  back to latch groove  755 . Excess oil can traverse bleeds like bleed  732  and bleeds in the lower outer body  733  and e-foot attachment  711  and e-foot  712 . 
     The CDA capsule  700  in the CDA rocker arm  600  can be mechanically set for lash while including a hydraulic lash aspect. The CDA capsule lash can be set mechanically, as by screwing the capsule in place as when interfacing threading on upper outer body  701  and upper capsule cup  630 . Threading and mechanical lash setting aspects can alternatively be included in the interface of sealing cap  770  and the upper outer body  701 . A shim  760 , a snap ring  780 , and a lid  790  can contain the lost motion springs  740  within the upper lash chamber  741 . A hex or other feature  791  can be included in the lid  790  to effectuate rotation of the CDA capsule within the capsule cup  630 . Adjusting the height of the CDA capsule by screwing it in or out sets mechanical lash. Then, a hydraulic internal set-up can provide hydraulic lash to the rocker arm. The low pressure P 1  can be selected to provide a baseline pressure in the upper lash chamber for hydraulic lash provisions. The CDA capsule  700  is serviceable. A baseline hydraulic pressure to the capsule can provide for lash while a change in pressure can actuate the spring-loaded latch for facilitating lost motion during CDA. The CDA rocker arm  600  can be used to press on the valve bridge  71  over the intake valves  13  or to press on the valve bridge  72  over the exhaust valves  14 . 
       FIG. 9  shows the EEVO rocker arm  900  representative of EEVO rocker arms  911 - 916 . EEVO rocker arm  900  facilitates early exhaust valve opening for one of the pair of exhaust valves  14  by pressing on valve cleat  79 , as discussed above. Body  903  comprises a seat for roller  962  configured to roll against cam lobe  62  on cam rail  61 . A first lost motion spring  940  abuts body  903  and is biased against a lid  32  affiliated with valvetrain  34 . EEVO rocker arm  900  comprises a rocker bore  902  for surrounding rocker shaft  500 . Supply oil from respective EEVO port  591 - 593  is fed to internal pathway  912  in arm  901  to EEVO capsule cup  981 . 
     An EEVO capsule  800  representative of EEVO capsules  801 - 806  is set in the EEVO rocker arm  900 . The EEVO capsule can comprise one or both of a mechanical lash setting aspect and a hydraulic lash setting aspect. A mechanical lash setting aspect can be achieved by manipulating a hex or other coupling  851  in a lid  852 . Lid  852  can fit against top cup  821  with a snap ring  860  and a shim  850 . Like above, screwing the EEVO capsule up or down can mechanically set lash. A cap  870  can surround top cup  821  and can abut capsule cup  981 . 
     Capsule body can comprise top cup  821 , bottom cup  823 , shoulder  822 , and through-hole  824 . Supply oil from pathway  912  reaches through-hole  824 . At low pressure P 1 , the inner cup  830  is spaced from shim  850  and biased by a capsule lost motion spring  840 . A frit  831  can extend from the inner cup to space the inner cup  830  with respect to the check  815 , push the check down, and restrict the travel of the inner cup. Low pressure oil P 1  can enter a lash hat  814  and lash chamber  813 . Lash spring  816  can bias lash body  810  and cleat seat  812 , and biasing members  74  can oppose. With low pressure oil P 1  trapped in lash chamber  813 , hydraulic lash can apply, with the check  815  rising to shoulder  822  during rocker arm motion and valve actuation. With high pressure oil P 2  supplied to through-hole  824 , the capsule lost motion spring force is overcome and the inner cup  830  rises to seat against shim  850  and trap fluid in top cup  821 . High pressure expands the compartment  817  formed in bottom cup  823  and pushes lash body  810  out. Early exhaust valve opening can occur with the adjusted size of compartment  817 . Using the arrangement, a baseline hydraulic pressure provides lash adjustment. A change in pressure from low pressure P 1  to high pressure P 2  causes the EEVO rocker arm  900  to open the corresponding exhaust valve earlier than the bridge  72  connected to the CDA rocker arm  600  would open that valve. 
     Other implementations will be apparent to those skilled in the art from consideration of the specification and practice of the examples disclosed herein.