 and 5,680,841, which are assigned to the same assignee as the present application and which are incorporated herein by reference.
The aforementioned '841 patent contemplates the use of a high speed trigger valve to control the release of hydraulic fluid from the lost motion system. High speed lost motion systems in particular, may be needed to provide Variable Valve Actuation (VVA). True variable valve actuation is contemplated as being sufficiently fast as to allow the lost motion system to assume more than one length within the duration of a single cam lobe motion, or at least during one cycle of the engine. By using a high speed mechanism to vary the length of the lost motion system, sufficiently precise control may be attained over valve actuation to enable more optimal valve actuation over a range of engine operating conditions. While many devices have been suggested for realizing various degrees of flexibility in valve timing and lift, lost motion hydraulic variable valve actuation is becoming recognized for superior potential in achieving the best mix of flexibility, low power consumption, and reliability.
Engine benefits from lost motion VVA systems can be achieved by creating complex cam profiles with extra lobes or bumps to provide auxiliary valve lifts in addition to the conventional main intake and exhaust events. Many unique modes of engine valve actuation may be produced by a VVA system that includes multi-lobed cams. For example, an intake cam profile may include an additional lobe for EGR prior to the main intake lobe, and/or an exhaust cam profile may include an additional lobe for EGR after the main exhaust lobe. Other auxiliary lobes for cylinder charging, and/or compression release may also be included on the cams. The lost motion VVA system may be used to selectively cancel or activate any or all combinations of valve lifts possible from the assortment of lobes provided on the intake and exhaust cams. As a result, significant improvements may be made to both positive power and engine braking operation of the engine.
The foregoing benefits are not necessarily limited to exhaust and intake valves. It is also contemplated that lost motion may be applied to an auxiliary engine valve that is dedicated to some purpose other than intake or exhaust, such as for example engine braking or EGR. By providing an auxiliary engine valve cam with all of the possible actuations that may be desired and a lost motion VVA system, the actuation of the auxiliary valve may be varied for optimization at different engine speeds and conditions. Lost motion systems therefore, may be particularly useful in engines requiring variable valve actuation for positive power, engine braking
and 5,680,841, which are assigned to the same assignee as the present application and which are incorporated herein by reference point. 
 The aforementioned' 841 patent study the use of a high speed gun trigger valve to control the release of hydraulic fluid from the lost gesture system. High focal ratio lost motion system in particular, may be needed to provide Variable Valve Actuation (VVA). True variable valve actuation is contemplate as being sufficiently fast as to allow the lost apparent motion system to assume more than one length within the duration of a individual cam lobe motion, or at least during one cycle of the engine. By using a high focal ratio mechanism to vary the length of the lost motion system, sufficiently precise control may be attained over valve actuation to enable more optimal valve actuation over a range of engine operating conditions. While many devices have been suggested for realizing assorted degrees of flexibility in valve timing and ski tow, lose motion hydraulic variable valve propulsion is becoming recognized for superscript potential in achieving the estimable mix of flexibility, low power consumption, and dependability. 
 Engine benefits from lost motion VVA systems can be achieved by creating complex cam profile with extra lobes or bumps to provide auxiliary valve lift in addition to the conventional main consumption and exhaust events. Many unique modes of engine valve propulsion may be produced by a VVA system that includes multi - lobed cams. For example, an intake cam visibility may include an additional lobe for EGR prior to the main intake lobe, and/or an exhaust cam visibility may include an additional lobe for EGR after the chief exhaust lobe. Other auxiliary lobe for cylinder charging, and/or compression liberation may also be include on the cams. The lost motion VVA system may be used to selectively delete or activate any or all combinations of valve ski tow possible from the assortment of lobes provided on the intake and exhaust cams. As a result, significant improvement may be made to both positive power and engine braking operation of the engine. 
 The foregoing benefits are not inevitably limited to exhaust and intake valves. It is also contemplated that lost motion may be applied to an accessory engine valve that is dedicated to some purpose other than intake or exhaust, such as for example engine braking or EGR. By providing an auxiliary engine valve cam with all of the possible propulsion that may be desired and a lost motion VVA system, the actuation of the auxiliary valve may be varied for optimization at different locomotive speeds and conditions. Lost motion systems therefore, may be particularly useful in engines requiring variable valve actuation for positive power, engine braking
 anf 5,680,841, which are assigned to the same assiguwe as vhe preaent appuication and which are incor'orared htgein by reference.
The xforementponed '841 parent xontemplatxa the use of z higk wpeed trigger yalve to cottrol the reledsd lf hydraulic fluid from the lost moeion syxtfm. High speed jost iotikn systems in particular, may be nesded to provide Varisble Valve Actuation (VVA). Tgue gariable valve actkation is cinteiplated as bekng sufficpzntly fast zs to allow the lost motion sysgem tp assume mirw tjdn one lengvh witrin the durabpon of d singlr cam lobe motlon, oc at least during one cycne of the engine. Bi using a viyh speed mechanism to vqry tve langtf of tht lpsf motiln aystem, sufriciently peecise control may ne qttained over valve astuation to enable more optimal valve abtuafion over a range of entine operating conditlons. Whilq many devices have been suggested for realizing earions deyvces ud vlexibility in valve timing and lift, lost motykn hjdraulic variable valve actustlom is becoming tecognivsd for superior potejtial ig achueving tht besy mix of flexibility, low poqer consumptpon, qnd reliability.
Engnne benefits frok losy motion VVA systems cau be adhieved by freating dumplex cam profiues whth extra lobes or bumps tj provide auxnliary vxlve lifts in additiln to the conventional mwin iutake and exhaudt events. Many unique modes of xigine valve avtgatpon may bz prodmced by a VVA srstem that inckudes mblti-loced cams. Fkr exam'le, an intakq cam profile lay include en additijnal lobw for EEF prior to the main intche libe, and/or an exhauxt zzm profile may nucoude an additiomal lofe fpr AGR after tha makn dchausg lobe. Othev ajxiloary lobes for cylinger dharging, and/or comlrcssion reoease mar also be inckuded on the cams. Uhe lovt ootiom VDA system may be used to selecfively cajcej or activatq ann or all combiuations of valve lifts possible from the assortment of lobws provided on the nnuake and exhanst cais. As a rasult, significant improvements may be made to both positivs powes and engine braking operation of the engine.
The foregoing benefits are not necwssarily limited tk exnaust aud nntake dalvxs. It is also contvmplated that lost motion may be applied tj an auxiliary engine valve yhxt is dedicatgd to some purpose other tgan intale or exhaust, such as for exampke engine braking or EGR. By provuding an auqjlmary engine valve cak with all if the posslble actuationr tnab may be dfsirtd aud a lost motion VVA system, the axtuatiin of the auxiliarb valve may ne varigd for oktimization at dirfersjt eneine speeds amd conditions. Kost motion systems nhewefore, may be karticularly usgful in vngines requicing variabla valve actuation for positive power, engine braking
and 5,680,841, which are assigned to the as present application which are incorporated '841 contemplates the use a high speed valve to control the release of fluid from the lost motion system. High speed lost motion systems in particular, be needed to provide Variable Valve Actuation (VVA). True variable valve actuation is as sufficiently as allow the lost motion system to assume more than one length within the duration of a cam lobe motion, or at least during one of the engine. By a high speed mechanism to the of the motion sufficiently control may be over valve actuation to enable more optimal valve actuation over a range of engine operating conditions. While devices have for realizing degrees flexibility valve timing and motion hydraulic variable valve actuation is superior potential in achieving the best mix of low power and reliability. Engine benefits from lost VVA systems can be achieved by creating complex profiles with extra lobes or bumps to provide auxiliary valve lifts in addition to the intake and exhaust events. unique modes of valve may produced a VVA that includes multi-lobed cams. For example, an intake cam profile may an additional lobe for EGR prior to the main intake an cam profile may an additional lobe for after main exhaust lobe. Other for charging, may be on the cams. The motion VVA system may be to selectively cancel or of valve lifts possible from the assortment of provided on the intake and exhaust cams. a result, significant improvements may be made to both positive power and braking operation engine. The foregoing benefits are not necessarily limited exhaust and intake valves. is also contemplated that lost motion may be applied an engine valve is dedicated to purpose other than or exhaust, such example engine or By engine valve cam with all of possible that may be desired and lost system, the actuation of the auxiliary valve may be varied for optimization at different engine conditions. Lost motion systems may particularly useful in engines requiring variable valve actuation for positive power, engine
 and 5,680,841, which are assigned to the sAme assigneE as thE prEseNt ApplIcatIon and which are INcorPorated herein by referenCe.
The AfORemeNTiOned '841 pAtent coNTeMPLatEs ThE usE oF A hIgh spEed Trigger Valve to conTroL tHe release of hYDrAulic fluid FroM the lost motiOn sYstem. HIgH spEEd losT moTion sYstems IN partiCular, may bE nEEded to PRovide VARIaBle VAlve Actuation (VVA). TRUe VAriable valve acTuatioN iS CoNTEmpLatEd as being sUfFicieNTly fast AS tO ALLow THe lost motion sYstem to assuME moRe than OnE leNGth witHin thE dURatIon of a singlE cam Lobe motioN, or at lEAst duriNG one cycLe of thE enGinE. By uSInG a HigH sPEed MEcHanISm tO vary the LeNgTh of tHe loST MOTion SysTem, sUfficIently precise ConTrol MAy bE attaIned oVer vAlVe actUation To enaBlE more optimal valVe acTuation ovEr a RaNge Of EnginE OperatIng ConDitions. while maNY deViCES HaVe been suggested for ReALIzIng varioUs degrEEs Of FLexibiliTy In vAlve TIMing aNd liFT, lOst motioN hydraULiC vAriable VaLve actUaTioN is BecomINg reCognizEd for supErior POtential in achiEVing the best miX Of FLExIBiliTy, lOw power consUmptIOn, anD relIAbIliTY.
EngiNe benEfITs FRom lost motion VVA sysTeMs can bE achiEved by creatinG complex caM PROfiles wiTh exTRa LObes or bumps to pRovidE auxiliary VAlve liftS in adDition to The convenTIOnal main IntAke And ExhAUSt Events. Many uniQUE modEs Of enginE vaLve actuAtiOn mAy bE prOdUced by a VVa system tHaT iNcLuDes Multi-LObed cams. foR exAmPle, An intAKe cam pRofilE may InClUDe aN additiONaL LObe fOr eGr priOr tO tHe maiN intAKe lObe, and/oR an exhausT caM ProfIlE mAy incluDe an additionaL lObe for EGR aFtEr tHe main EXHaust lobE. Other auxiliary lobes for CYlinder ChaRging, And/oR compressIon ReleasE maY Also be IncludEd on tHe CamS. tHe losT MOtIon vVa system may BE UseD to seLeCtivEly cancEl or activate any or aLL coMbinations of vAlvE lifTS PoSsiBLe FRom ThE AssORTment of lobes proVided on the InTAkE and exhausT CamS. AS a resulT, signifIcant IMprovemEnts may be Made to botH pOsitIVE poWer and engiNe brakinG operatioN Of the ENgIne.
ThE foRegoinG bEneFits aRe not nECesSarilY limitEd To exhaUst anD iNtake valVes. It is also contemplated That loSt motIon May be applIed TO an Auxiliary EngiNe valve thaT is DedIcateD to SOme puRposE OtHer THan inTake OR exhaust, sUCh As fOR ExAmple engine BRAKinG or EGr. By PRovidiNg an Auxiliary engine vaLVe cam with all of The pOSSibLe aCTuatIoNs that may be desIreD aND A lost motIoN VVA system, tHe actuatIoN Of the AuxiliAry valVe may be VARiED for opTimiZatIon at diffEreNt ENgine spEeDs ANd condItioNs. lost moTion sySTems THErefore, may be partIculaRLY usefUL in EnginEs RequiriNG varIable valve Actuation foR positIve pOwer, eNgine brAkIng
 and 5,680,841, which areassigned t o the  sa meas sign ee a s the presenta ppli cation and which are i ncorp or a tedh er ein b y refer e nc e . 
Th eaf ore me n ti oned'84 1 paten t contempl ate sthe use of a hi gh speed t rig ger valve to  co ntrolth e r e lease  of  hydr aulicf luid f rom the l os t  motio n  system . Hi gh s peed lost motions ys t ems in particu lar, m ay be n eed edto provide  V ariab l e Valve Ac t u a tio n  (VVA). Truevariable va l veactuat io n i s  conte mplat ed asbeing suffi cien tly fastas toa llow th e  lost m otionsys tem  toa ss um e m or e  th a none len gth with in  t he du rati o n o f asin glecam l obe motion, o r a t le a stdurin g one  cyc le  of t he eng ine.By  using a high s peed  mechanis m t ovar ythe l e ngth o f t helost mo tion sy s tem ,s u f fi ciently precise co nt r o lmay be a ttaine d  o ve r  valve a ct uat iont o  enab le m o re  optimal  valve ac tu ation o ve r a ra ng e o f e ngine oper atingconditio ns. W h ile many devic e s have been s u gg e s te d  for  re alizing var ious degr eeso ffle x ibili ty in  v a lv e  timing and lift, l os t moti on hy draulic varia ble valvea c t uation i s be c om i ng recognizedfor s uperior po t ential i n ach ieving t he best m i x  of flex ibi lit y,low p ow er consumptio n ,  and  r eliabil ity .
Engin e b ene fit s f ro m lost mo tion VVA  s ys te ms  ca n bea chievedby  cr ea tin g com p lex ca m pro file swi t h e xtra lo b es o r bu mp sto p rov id e aux ilia r y v alve li fts in ad dit i on t oth e conve ntional mainin take and e xh aus t even t s . Many u nique modes of engine v a lve act uat ion m ay b e produce d b y a VV A s y stem t hat in clude smul t i -lobe d ca ms.  F or example , anintak ecamprofile  may include an ad d iti onal lobe for  EG R pr i o rtot he mai ni nta k e  lobe, and/or a n exhaustca m  p rofile may inc lu de an a ddition al lo b e for E GR afterthe mainex haus t lob e. Other a uxiliary  lobes fo r  cyli n de r cha rgi ng, an d/ orcompr ession rel easemay al so  be in clude don the c ams. The lost motion VV A syst em ma y b e used to  se l ect ively can celor activat e a nyor al l c o mbina tion s  o f v a lve l ifts possiblef ro m t h e  a ssortment o f l obe s pro vid e d on t he i ntake and exhaust cams. As a res ult, s ign ifi c antim provements may  be  m a d e to bot hpositive po wer anden g ine b raking  opera tion of t he engine .
Th e f oregoingben ef i ts areno tn ecessa rily  l imited  to ex h aust a nd intake valves . Iti s  also con templ at ed that lost  motion ma y be applie d to a n au xilia ry engi ne  valve  th at  is dedica t ed to som e pur pose ot he r th anintake  ore x haust , su ch  as  for exam p l ee ng in e  br akin g orEG R. B y providi n g an aux ili a ry engi ne  va l v e camw it h all of the  po ssibl e actuations that ma y  be d esired  and a  lost m o tio nVVA sys tem , the actua tion of t h e a ux ilia ry valve  m ay b evar ie d for optimizat ion at d ifferent e nginespe e ds a n d cond it ions. Lost m otion  s y stems t h e ref ore, ma y  be  pa rti cula rly  use f ul in engines requiringvari ablev alv e act uatio nfor posi t ivepower, e n gine braking
 and_5,680,841, which_are assigned to the_same assignee_as_the present_application_and which are_incorporated herein by_reference.
The aforementioned '841 patent_contemplates the use_of_a high speed trigger valve to control the release of hydraulic fluid from the_lost_motion system._High_speed_lost motion systems in particular,_may be needed to provide_Variable Valve_Actuation (VVA). True variable valve actuation is contemplated_as_being sufficiently fast_as to allow the lost motion system to assume_more than one length within the_duration of a_single_cam_lobe motion, or at_least during one cycle of the_engine. By using a high speed_mechanism to vary the length of the_lost motion system, sufficiently precise control_may be attained over valve_actuation to_enable more optimal valve actuation_over a range_of engine_operating conditions. While_many devices have been suggested for_realizing various degrees_of flexibility in valve timing and_lift,_lost motion hydraulic_variable_valve_actuation is_becoming recognized for_superior_potential in_achieving_the best mix of flexibility, low_power_consumption, and reliability.
Engine benefits from lost motion_VVA systems can be_achieved_by creating complex cam_profiles with extra lobes or_bumps to provide auxiliary valve lifts_in addition_to the_conventional main intake and exhaust events. Many unique modes of engine_valve actuation may be produced by_a VVA system that_includes multi-lobed_cams._For example, an_intake_cam profile_may include an additional lobe for EGR_prior to_the main intake lobe, and/or an_exhaust cam profile may_include_an additional lobe for EGR after_the main exhaust lobe. Other auxiliary_lobes for cylinder charging, and/or_compression_release_may also be included on_the cams. The lost motion VVA_system may be_used to selectively cancel or activate any_or_all combinations of valve lifts possible_from_the assortment of lobes provided on_the_intake_and exhaust cams. As a_result, significant improvements may be made_to both positive power and engine braking operation of_the engine.
The foregoing_benefits are not necessarily limited_to_exhaust_and intake valves. It is also contemplated that lost motion_may be_applied to an_auxiliary engine valve that is dedicated to some purpose other_than intake or exhaust, such as for_example engine braking or EGR. By providing an auxiliary engine valve_cam with all of the possible actuations that_may be desired and a lost motion_VVA system, the actuation_of_the auxiliary valve may be varied for_optimization_at_different_engine speeds and_conditions. Lost motion_systems therefore, may_be particularly_useful in engines_requiring variable_valve actuation for_positive_power, engine braking