Variable valve timing control apparatus

A variable valve timing control apparatus includes an abnormality determining portion and a valve controller. The abnormality determining portion determines whether there is an abnormality in a system of a VCT phase control in which an oil pressure control valve is controlled in a manner that an actual VCT phase coincides with a target phase. The valve controller controls the oil pressure control valve to drive a lock pin in a locking direction so as to lock the VCT phase when the abnormality determining portion determines that there is an abnormality in the system of the VCT phase control.

Variable valve lift mechanism fault detection systems and methods

A system for a vehicle includes a filtering module, an indicated mean effective pressure (IMEP) determination module, and a stuck mechanism indicator module. The filtering module generates engine speeds based on positions of teeth of a toothed wheel that rotates with a crankshaft and based on a crankshaft position signal generated by a crankshaft position sensor. The IMEP determination module determines an IMEP for a combustion cycle of a cylinder of an engine based on squares of first and second ones of the engine speeds during the combustion cycle. The stuck mechanism indicator module selectively diagnoses a fault in a variable valve lift (VVL) mechanism of the cylinder based on the IMEP.

System and method for cam phaser control in an engine

A control system for an engine includes a position determination module and a position control module. The position determination module determines a first cam phaser position for starting the engine prior to engine shut down, and determines a second cam phaser position for starting the engine while the engine is shut down. The position control module adjusts a cam phaser to the first cam phaser position at engine shut down. The position control module adjusts the cam phaser from the first cam phaser position to the second cam phaser at engine start up when a difference between the first cam phaser position and the second cam phaser position is greater than a predetermined difference. A method for controlling an engine is also provided.

Variable valve actuation apparatus, system, and method

A variable valve actuation system is disclosed. In one form a rocker is disclosed coupled with a valve stem at one end and a cam follower at the other end. The rocker is operable to pivot about a fixed axis. The cam follower is operable to be pivotally coupled with the rocker at one end of the cam follower. The cam follower includes a lower roller and an upper roller at its other end, each operable to engage cam lobes on separate cam shafts. In one form the cam follower includes a lower roller operable to follow a cam lobe on a lower cam shaft and an upper roller operable to follow a cam lobe on an upper cam shaft. The upper cam shaft and the lower cam shaft can have variable lobes. A spring can be used to bias the cam follower on the rocker.

Apparatus and method for controlling variable valve mechanism

An control apparatus for a variable valve mechanism, is capable of executing fail safe control in a case in which locking occurs in either one of a cam shaft of a double shaft structure. The control apparatus for a variable valve mechanism has a cam shaft of a double shaft structure including an outer cam shaft and an inner cam shaft, such that it is possible to adjust the phase of a sub cam of inner cam shaft with respect to an main cam of outer cam shaft, and by means these cams, at least one of an intake valve and an exhaust valve of an internal combustion engine is operated. When an abnormality is detected in one of the cam shafts, the control apparatus controls the phase of the cam of the other cam shaft, in accordance with the determined current phase of the cam.

Control apparatus and control method for variable mechanism

In a control apparatus and a control method for a variable mechanism, when a predetermined condition is fulfilled, a movable member ( 3 ) is driven until an engagement portion ( 31 ) contacts one restriction member ( 22 ), and the absolute position of the movable member ( 3 ) when it is determined that displacement of the movable member ( 3 ) is stopped is learned, as a reference position. When supply of electric power is stopped, the absolute position of the movable member ( 3 ) is learned as an initial reference position. When electric power is supplied, the movable member ( 3 ) is driven from the initial reference position until the engagement portion ( 31 ) contacts the one restriction member ( 22 ), and a one-side displacement amount is calculated. If the one-side displacement amount is smaller than a one-side distance, it is determined that a foreign substance is caught in an area on a side of a site corresponding to the one restriction member ( 22 ) in a movable range.

Shaft Such as a Camshaft for Internal Combustion Engines

A shaft, such as a camshaft for use in the internal combustion engine of a motor vehicle, in which the shaft includes a basic shaft body, a plurality of functional bodies, such as cams, mounted in axially spaced positions on the basic shaft body, and at least one balancing element mounted on the basic shaft body, in which the at least one balancing element is produced separately from the basic shaft body and from the functional bodies, and the functional bodies and the at least one balancing element are subsequently mounted on said basic shaft body, for example, by axial press fitting.

Control apparatus for variable valve actuation system and control method for variable valve actuation system

In a variable valve actuation system capable of changing the angle of action of intake valves by using an actuator whose movement range is between a high end and a low end at which the movement of the actuator is mechanically stopped, it is determined that a fixation is present on condition that the actual amount of movement of the actuator in response to a command A for movement toward the low end that is issued when the present movement position of the actuator is unknown is not more than a prescribed movement criterion value a and that the actual amount of movement in response to a command B output subsequently to the command A in order to cause the actuator to operate in a direction opposite to the direction of the movement in response to the command B is not more than a prescribed movement criterion value b.

System to diagnose variable valve actuation malfunctions by monitoring fluid pressure in a control gallery

A system for diagnosing malfunctions in a variable valve actuation device is disclosed. The system has a rocker arm assembly that includes: a first arm, a second arm with the first and second arms attached at a first end, a hydraulically operated latch assembly that functions to secure the first arm to the second arm when latched. It also includes a source of pressurized fluid connected to a hydraulic valve that provided fluid high or low pressure fluid to the hydraulically-operated latch. The latch may be operated by a remote device. A control gallery connects the hydraulic valve to the latch. A pressure transducer is positioned within the gallery and is adapted to create a signal indicating the pressure in the gallery. A control unit is coupled to the hydraulic valve and the pressure transducer, and is adapted to sense engine operation parameters, actuate the hydraulic valve, read the signal from the pressure transducer; and identify malfunctions of the rocker arm assembly based upon the signal from the transducer.

Systems, methods, and devices for valve stem position sensing

A linear variable differential transformer (LVDT) for monitoring engine valve position is disclosed. The system includes a valve guide having an elongated recess through it. The engine valve has a valve head and a valve stem with two adjacent materials having different magnetic properties meeting at an interface. The valve stem fits and moves linearly within the valve guide, and the valve head closes an engine combustion chamber. It also includes monitoring coils within the valve guide that create a signal related to the position of the interface within the valve guide. An engine control unit (ECU) is coupled to the monitoring coils and receives and analyzes the signal from the monitoring coils to determine operation of the valve.

Control system for internal combustion engine

A control system is provided with a piston TDC (top dead center) position variable mechanism and a valve operational characteristics variable mechanism. An actual distance between the valve and the piston of closest approach is calculated based on the actual operation states of these mechanisms. In addition, a limit distance of closest approach necessary to avoid interference between the valve and the piston is set, and, the piston TDC position variable mechanism and the valve operational characteristics variable mechanism are controlled to be driven to increase the actual distance.

Determining sliding camshaft actuator pin position based on engine crankshaft angle

A method of determining a sliding camshaft actuator pin position based on engine crankshaft angle includes commanding a sliding camshaft actuator to perform a valve step shift, and monitoring an actuator's pin position during the valve step shift command. At least one crank angle is measured when the actuator pin position reaches or exceeds at least one predetermined pin position threshold and at least one remedial action is performed when the actuator pin position does not correlate to the at least one measured crank angle.

Bias mechanisms for a rocker arm and lost motion component of a valve bridge

Systems for actuating at least two engine comprise a valve bridge operatively connected to the at least two engine valves and having a hydraulically-actuated lost motion component. A rocker arm has a motion receiving end configured to receive valve actuation motions from a valve actuation motion source and a motion imparting end for conveying the valve actuation motions and hydraulic fluid to the lost motion component. The motion receiving end is biased toward the valve actuation motion source. A bias mechanism, supported by either the rocker arm, valve bridge or both, is configured to bias the motion receiving end of the rocker arm and the lost motion component into contact with each other. By maintaining such contact, the bias mechanism helps maintain the supply of hydraulic fluid from the rocker arm to the lost motion component.

Controller for internal combustion engine

A controller for an internal combustion engine includes: a failure determination section which determines a failure state in a case where a relative rotation phase of an intake side valve opening and closing timing control mechanism does not change when controlling the mechanism after starting the driving of a starter motor and trying to change the relative rotation phase of the mechanism in a start control for starting an internal combustion engine. When the section determines a failure, the controller performs at least one of an intake air amount increase control in which an opening degree of a throttle valve is increased, an ignition timing advance angle control in which injection of fuel is performed at a timing earlier than a set timing and ignition is performed, and a multi-injection control in which the fuel is injected immediately before the ignition in addition to the fuel injection in an intake stroke.

CYLINDER RECHARGING STRATEGIES FOR CYLINDER DEACTIVATION

A multiple-cylinder diesel engine system comprises an intake valve and an exhaust valve for each of the multiple cylinders. A valve control system is connected to selectively deactivate an intake valve and an exhaust valve for a selected cylinder. A fuel injection control system is connected to selectively deactivate fuel injection to the selected cylinder while increasing fuel to firing cylinders. The multiple cylinder diesel engine enters a cylinder deactivation mode whereby the valve control system deactivates the intake valve and the exhaust valve and the fuel injection control system deactivates the fuel injection to the cylinder while continuing to fire other cylinders of the multiple cylinder diesel engine. The valve control system selectively opens the deactivated intake valve to relieve a negative pressure condition in the deactivated cylinder. Alternatively, the valve control system opens the deactivated exhaust valve to relieve a negative pressure condition in the deactivated cylinder. 1. A method for cylinder deactivation in a multiple-cylinder diesel engine , comprising:selectively deactivating fuel injection to a selected cylinder of the diesel engine;selectively deactivating an intake valve and an exhaust valve for the selected cylinder in the diesel engine;firing at least one of the remaining cylinders of the diesel engine while the selected cylinder is deactivated;cycling a set of reciprocating pistons in both the selected cylinder and the firing cylinders; andintermittently selectively opening one or both of the intake valve and the exhaust valve for the selected cylinder to relieve a negative pressure condition in the selected cylinder.2. The method of claim 1 , wherein the selective opening is a low-lift claim 1 , late intake valve opening event (LIVO).3. The method of claim 1 , further comprising switching between a 4-stroke mode and an 8-stroke mode to relieve the negative pressure condition.4. The method of claim 1 , further comprising ...

Method and Device for Inspecting a Valve Drive in an Internal Combustion Engine

A method for ascertaining a valve position of a valve of an internal combustion engine having a multiplicity of valves. The method includes illuminating a combustion chamber of the internal combustion engine, detecting light emerging from the illuminated combustion chamber on a side, averted from the combustion chamber, of the valve for ascertainment, and determining the valve position of the valve for ascertainment by way of the detected light. 1. A method for ascertaining a valve position of a valve of an internal combustion engine having a multiplicity of valves , the method comprising the acts of:illuminating a combustion chamber of the internal combustion engine;detecting light emerging from the illuminated combustion chamber on a side, averted from the combustion chamber, of the valve for ascertainment; anddetermining the valve position of the valve for ascertainment by way of the detected light.2. A method for ascertaining a respective valve position of at least two valves of an internal combustion engine having a multiplicity of valves , the method comprising the acts of:illuminating a combustion chamber of the internal combustion engine;detecting light emerging from the illuminated combustion chamber on a side, in each case averted from the combustion chamber, of the valves for ascertainment; anddetermining the respective valve position of the at least two valves for ascertainment on the basis of the light detected in each case.3. The method as claimed in claim 1 , wherein the step of detecting the emerging light is performed continuously or discontinuously.4. The method as claimed in claim 3 , wherein the step of detecting the emerging light comprises a detection of a change in a light intensity and/or an obstruction of the light emerging from the combustion chamber.5. The method as claimed in claim 4 , further comprising detecting a crank angle of a crankshaft of the internal combustion engine.6. The method as claimed in claim 5 , wherein the internal ...

CAMSHAFT PHASER USING ONE-WAY SLIPPER CLUTCHES

A camshaft phaser comprising an advance one-way clutch and a retard one-way clutch. The camshaft phaser comprises an input component arranged to receive torque from an engine, an advance inner ring, a plurality of rollers circumferentially arranged around the advance inner ring, an advance outer ring radially disposed between the input component and the advance inner ring, and an actuation assembly arranged to be disposed within a camshaft, the actuation assembly comprises advance locking pin assemblies arranged in advance channels and an actuator rod. For an advanced mode, the actuator rod is arranged to radially displace advance locking pin assemblies to non-rotatably connect the camshaft and advance inner ring, the rollers ride up ramps on advance outer ring, which expands radially to engage the input component. The retard clutch is substantially similar, and arranged diametrically opposed, to the advance clutch. 1. A camshaft phaser , comprising:an input component arranged to receive torque from an engine;an advance inner ring;a plurality of rollers circumferentially arranged around the advance inner ring;an advance outer ring radially disposed between the input component and the advance inner ring; and, one or more advance locking pin assemblies operatively arranged in one or more advance channels; and,', 'an actuator rod, wherein:, 'an actuation assembly arranged to be disposed in a channel for a camshaft, the actuation assembly comprising the actuator rod is arranged to radially displace the one or more advance locking pin assemblies to engage the advance inner ring such that the camshaft and the advance inner ring are non-rotatably connected;', 'the advance inner ring is arranged to rotate, with respect to the input component, in a first circumferential direction; and,', 'the advance outer ring is arranged to block rotation of the advance inner ring with respect to the input component, in a second circumferential direction, opposite the first circumferential ...

Electrically Latching Rocker Arm Assembly Having Built-In OBD Functionality

An internal combustion engine includes a cam-actuated rocker arm assembly with a solenoid-actuated latch that provides for cylinder deactivation or variable valve actuation. The solenoid is in a position where its inductance varies significantly in relation to the position of a latch pin as it translates between latching and non-latching configurations. A sensor is positioned to monitor a current or a voltage in a circuit that includes the solenoid. The sensor data is analyzed to provide diagnostic information relating to the operation of the rocker arm assembly. 1. A method of providing diagnostic information for a rocker arm assembly , the method comprising:providing the rocker arm assembly with a latch pin that translates between a first position and a second position and a solenoid operative to actuate the latch pin, wherein the solenoid has an electrical response characteristic that varies with latch pin position as the latch pin translates between the first position and the second position;driving the circuit over a first interval;measuring a current in the circuit during the first interval to obtain a first data set;driving the circuit over a second interval;measuring a current in the circuit during the second interval to obtain a second data set;comparing the first data set to the second data set to obtain diagnostic information relating to location or movement of the latch pin.2. The method of claim 1 , driving the circuit over the first interval comprises providing the circuit with a DC voltage pulse predetermined to be sufficient to actuate the latch pin from the first position to the second position.3. The method of claim 1 , whereindriving the circuit over the first interval comprises providing a first DC voltage pulse to the circuit; anddriving the circuit over the second interval comprises providing a second voltage DC pulse to the circuit.4. The method of claim 3 , further comprising:between the first interval and the second interval driving the ...

Method for the Combined Identification of Phase Differences of the Inlet Valve Stroke and of the Outlet Valve Stroke

Various embodiments include a method for identifying valve stroke phase differences during operation comprising: measuring dynamic pressure oscillations in the air intake tract; generating a corresponding signal; acquiring a crankshaft phase angle; acquiring the phase position and the amplitude of a signal frequency of the oscillations based on the pressure oscillation using discrete Fourier transformation; acquiring a line of an equal phase position and of equal amplitude of the signal frequency reflecting the inlet and the outlet stroke phase difference using reference lines; acquiring a common intersection point of a line of equal phase position and a line of equal amplitude by projection into a common plane; and determining the stroke phase differences and from the common intersection point. 1. A method for the combined identification of an inlet valve stroke phase difference and of an outlet valve stroke phase difference of a cylinder of a series-production internal combustion engine during operation , the method comprising:measuring dynamic pressure oscillations, assignable to the cylinder, of the intake air in the air intake tract of the respective series-production internal combustion engine during operation;generating a corresponding pressure oscillation signal based on the measured oscillation;acquiring a crankshaft phase angle signal corresponding to the measured oscillations;acquiring the phase position and the amplitude of a respectively selected signal frequency of the measured pressure oscillations in relation to the crankshaft phase angle signal based on the pressure oscillation signal, using discrete Fourier transformation;acquiring, on the basis of the acquired phase position and amplitude of the respective selected signal frequency, in each case a line of an equal phase position and of equal amplitude of the respectively same signal frequency, the line reflecting the inlet valve stroke phase difference and the outlet valve stroke phase difference, ...

METHOD FOR DIAGNOSING VARIABLE VALVE TIMING SYSTEM

A method for diagnosing a variable valve timing system configured for enhancing precision of diagnosis regarding a variable valve timing system by precisely diagnosing whether an oil pressure detecting device of the variable valve timing system normally operates, may include a normal operation time determining operation of determining a normal operation time of an oil pressure detecting device to determine whether the oil pressure detecting device is normal after an engine starts, and a diagnosing operation of diagnosing whether the oil pressure detecting device is normal according to whether the oil pressure detecting device of the VVT system is turned off within the normal operation time or whether oil pressure reaches reference pressure. 1. A method for diagnosing a variable valve timing (VVT) system , the method comprising:a normal operation time determining operation of determining a normal operation time of an oil pressure detecting device to determine whether the oil pressure detecting device is normal after an engine starts; anda diagnosing operation of diagnosing whether the oil pressure detecting device is normal according to whether the oil pressure detecting device of the VVT system is turned off within the normal operation time or according to whether oil pressure reaches a reference pressure within the normal operation time.2. The method according to claim 1 , wherein claim 1 , in the diagnosing operation claim 1 , when the oil pressure detecting device is turned off or when the oil pressure reaches the reference pressure in a case in which a time which has lapsed after the engine started is within the normal operation time claim 1 , the oil pressure detecting device is diagnosed to be normal.3. The method according to claim 1 , wherein claim 1 , in the diagnosing operation claim 1 ,when a time which has lapsed after the engine started exceeds the normal operation time, a forcible operation command signal is provided to the VVT system, andwhen the VVT ...

METHOD AND APPARATUS FOR MONITORING AN ELECTROMAGNETIC HYDRAULIC VALVE FOR A VARIABLE VALVE TIMING SYSTEM

A method monitors an electromagnetic hydraulic valve for controlling a hydraulically adjustable valve gear of a reciprocating piston engine. The hydraulic valve includes an electromagnetic coil and a moving armature configured to connect a control port hydraulically to a high-pressure port or a low-pressure port, depending on an energization of the coil. The method includes detecting a movement of the armature, using a control unit, in response to an energization of the coil based on a mutual induction in the coil and identifying a defect, using the control unit, if the expected mutual induction does not occur. 1. A method for monitoring an electromagnetic hydraulic valve for controlling a hydraulically adjustable valve gear of a reciprocating piston engine , the hydraulic valve including an electromagnetic coil and a moving armature configured to connect a control port hydraulically to a high-pressure port or a low-pressure port , depending on an energization of the coil , the method comprising:detecting a movement of the armature, using a control unit, in response to an energization of the coil based on a mutual induction in the coil; andidentifying a defect, using the control unit, if the expected mutual induction does not occur.2. The method as recited in claim 1 , further comprising:switching on a current through the coil;sampling a voltage or a current on the coil;detecting that there is no temporary dip in the voltage or the current after switching on, anddetecting the defect.3. The method as recited in claim 2 , further comprising detecting that the temporary dip does not occur in a predetermined time window after switching on.4. The method as recited in claim 3 , wherein a start of the time window is chosen in such a way that it lies before an expected beginning of movement of the armature.5. The method as recited in claim 3 , wherein an end of the time window is chosen in such a way that it lies before an expected end of movement of the armature.6. The ...

DEVICE FOR CONTROLLING AT LEAST ONE VALVE IN AN INTERNAL COMBUSTION ENGINE

A gas valve actuation device for an internal combustion engine includes a first arrangement for actuating two gas valves in a first lift event, a second arrangement for selectively actuating a first one of the two gas valves in a second lift event, a fluid circuit for controlling actuation of the first gas valve in the second lift event, wherein the fluid circuit includes a first fluid circuit valve which is arranged to be controlled by the first actuation arrangement. 1. A gas valve actuation device for an internal combustion engine , wherein the device comprisesfirst means for actuating two gas valves in a first lift event,second means for selectively actuating a first one of the two gas valves in a second lift event,a fluid circuit for controlling actuation of the first gas valve in the second lift event,wherein the fluid circuit comprises a first fluid circuit valve, which is arranged to be controlled by the first actuation means,wherein the first fluid circuit valve is arranged to be open when the two gas valves are not actuated for the first lift event and closed when the two gas valves are actuated for the first lift event, for creating conditions for achieving an exact positioning of the second actuation means an engaged state thereof.2. A device according to claim 1 , wherein the second actuation means comprises the fluid circuit.3. A device according to claim 1 , wherein the first actuation means comprises a first rocker arm for actuating the two gas valves in the first lift event claim 1 , and the second actuation means comprises a second rocker arm for actuating the first one of the two gas valves in the second lift event.4. A device according to claim 3 , wherein the first fluid circuit valve comprises a moveably arranged control member claim 3 , which is arranged in such a way in relation to the first rocker arm that it may be moved by a movement of the first rocker arm for opening and claim 3 , closing the valve.5. A device according to claim 4 , ...

Method of Operating Internal Combustion Engine Having Increased Rich Limit for Dedicated EGR Cylinder

A method of providing internal EGR to an engine having at least one dedicated EGR cylinder. The main (non dedicated) cylinders are operated with internal EGR, in addition to external EGR from the dedicated EGR cylinder. The dedicated EGR cylinder has separate valve control so that it need not be operated with internal EGR, thereby allowing it to be operated at a richer air-to-fuel ratio.

ACTUATION APPARATUS FOR VARIABLE VALVE DRIVE

An actuator for actuating valve-lift modes of a valve train assembly of an internal combustion engine, The valve train assembly is capable of being switched between a first valve-lift mode and a second valve-lift mode. The actuator includes a first body and a second body, The second body is mounted for reciprocal movement with respect to the first body between a first position to cause the first valve-lift mode and a second position to cause the second valve-lift mode. The actuator includes a third body supported by the second body, the third body for moving a first component of the valve train assembly to cause the second valve-lift mode, The third body is moveable relative to the second body. The actuator includes a first biaser for biasing the third body away from the second body towards the first component of the valve train assembly. 1. An actuator for actuating vale-lift modes of a valve train assembly of an internal combustion engine , the valve train assembly capable of being switched between a first valve-lift mode and a second valve-lift mode , the actuator comprising:a first body;a second body mounted for reciprocal movement with respect to the first body between a first position to cause the first valve-lift mode and a second position to cause the second valve-lift mode;a third body supported by the second body, the third body for moving a first component of the valve train assembly to cause the second valve-lift mode, wherein the third body is moveable relative to the second body; anda first biase for biasing the third body away from the second body towards the first component of the valve train assembly.2. The actuator according to claim 1 , wherein the actuator is configured such that in use claim 1 , the first position is away from the first component of the valve train assembly relative to the second position.3. The actuator according to claim 1 , wherein the third body is moveable between a third position and a fourth position relative to the ...

METHOD FOR VERIFYING CVVD LOCATION LEARNING RESULT AND CVVD SYSTEM THEREOF

A method for verifying a CVVD location learning result may include performing a learning value verification control by confirming a position of a control shaft connected to a motor with a signal value of an auxiliary cam sensor for a rotation of a camshaft if a controller determines that a learning value acquired in a short duration and a long duration of a CVVD system is desired to be verified. 1. A method for verifying a CVVD location learning result , comprising the steps of:determining by a controller whether a learning value acquired in a short duration and a long duration of a CVVD system is required to be verified; andperforming a learning value verification control by comparing a position of a control shaft connected to a motor with a signal value of an auxiliary cam sensor that detects rotation of a cam shaft.2. The method of claim 1 , wherein the auxiliary cam sensor is positioned at a middle portion of the cam shaft.3. The method of claim 1 , wherein the step of determining whether a learning value is required to be verified is based on conditions of each of a CVVD system hardware abnormality claim 1 , a learning value abnormality claim 1 , and a motor voltage abnormality claim 1 , and wherein the learning value verification control is performed when all the conditions are not satisfied claim 1 , and wherein it is determined that learning is abnormal when any one of the conditions is satisfied claim 1 , and upon determining a learning abnormality further comprising the step of switching from the learning value verification control to the re-learning control for learning each of the long duration and the short duration.4. The method of claim 3 , wherein the learning value verification control is divided into a long position verification control and a short position verification control claim 3 , and wherein in the long position verification control a signal value of the auxiliary cam sensor is applied to a threshold claim 3 , and wherein in the short ...

METHOD OF CONTINUOUSLY VARIABLE VALVE DURATION POSITION LEARNING BASED ON CONDITIONAL APPLICATION AND CONTINUOUSLY VARIABLE VALVE DURATION SYSTEM THEREFOR

A method of continuously variable valve duration (CVVD) location learning may include when a controller determines necessity of position learning for short duration and long duration of a CVVD system, performing conditional application re-learning control in which the position learning is performed in a situation in which validity determination of system environment condition for CVVD hardware and validity determination of vehicle environment condition for engine operation information of an engine are satisfied. 1. A method of continuously variable valve duration (CVVD) location learning , comprising:when a controller determines a need for position learning for short duration and long duration of a CVVD system, performing conditional application re-learning control in which the position learning is performed only in a situation in which validity determination of a system environment condition for CVVD hardware and validity determination of a vehicle environment condition for engine operation information of an engine are satisfied.2. The method of claim 1 , wherein the position learning is performed by determining necessity of a situation in which an existing learning value is not applicable due to replacement of the CVVD hardware.3. The method of claim 2 , wherein the replacement is a motor of the CVVD hardware.4. The method of claim 1 , wherein the position learning is performed by setting a Hall sensor claim 1 , a motor claim 1 , and a controller area network (CAN) claim 1 , which are applied as the CVVD hardware claim 1 , as a system environment condition factor and determining system environment condition validity according to a normal operation state of the system environment condition factor.5. The method of claim 4 , wherein the determination of the system environment condition validity is satisfied by setting a state of the hall sensor claim 4 , a state of the motor claim 4 , and a state of the CAN as selection conditions.6. The method of claim 5 , further ...

Method for controlling lubrication of a connecting rod bearing

The present invention relates to a method for controlling lubrication of a connecting rod bearing of an internal combustion engine arrangement. The method comprises the steps of controlling an inlet valve to be maintained in the closed position during a movement of the reciprocating piston from the top dead center during an intake stroke for a predetermined number of crank angle degrees; and positioning the inlet valve in the open position when the reciprocating piston has traveled the predetermined number of crank angle degrees from the top dead center, wherein lubricating medium is provided to the connecting rod bearing within a predetermined time period before the inlet valve is arranged in the open position.

Method and device for diagnose of valves of an internal combustion engine

A method for diagnosis of at least one valve in at least one cylinder in a combustion engine comprising the steps, at a movement of a piston in said cylinder, of detecting movements propagating in a cylinder head of the cylinder or of parts adjacent thereto in the engine, comparing values resulting from the detection step with at least one stored setpoint value, and determining the state of said at least one valve, based on the result of said comparison.

Switching rocker arm

A rocker arm assembly includes an outer arm having first and second low lift lobe contacting surfaces, an inner arm, and a latch assembly. The inner arm includes first and second opposed sidewalls extending between a first end and a second end, and a high lift lobe contacting surface disposed between the first and second opposed sidewalls. The first end is pivotably secured to the outer arm and operably associated with an engine valve, and the second end is operably associated with a lash adjuster and defining a latch bore. The latch assembly is movable between a first configuration and a second configuration. In the first configuration, the latch assembly engages the outer arm such that the outer arm rotates with the inner arm, and in the second configuration, the latch assembly disengages the outer arm such that the outer arm rotates independently from the inner arm.

System for engine valve actuation comprising lash-prevention valve actuation motion

A system for actuating engine valve comprises a main valve actuation motion source configured to supply main valve actuation motions to the at least one engine valve via a main motion load path, and an auxiliary valve actuation motion source separate from the main valve actuation motion source and configured to supply complementary auxiliary valve actuation motions to the at least one engine valve via an auxiliary motion load path. A lost motion component is configured, in one state, to maintain lash between the auxiliary valve actuation motion source and the auxiliary motion load path or within the auxiliary motion load path and, in another state, to take up this lash. The auxiliary valve actuation motion source is further configured to supply at least one lash-prevention valve actuation motion that substantially matches at least one of the main valve actuation motions.

Method and system for wear estimation

A method for estimating wear of at least one component of an internal combustion engine includes receiving sensor information and fuel commands indicative of an amount of fuel supplied to at least one combustion chamber of the internal combustion engine and determining an incremental increase in an amount of wear of at least one component of the internal combustion engine based on at least the sensor information and the fuel commands. The method also includes determining an updated amount of wear based on the incremental increase in the amount of wear, and outputting a notification indicative of the updated amount of wear.

Sliding CAM Recovery From Short To Ground On Actuator Low Side

An engine control module includes at least one high side driver connected to at least one intake camshaft actuator and at least one exhaust camshaft actuator. A plurality of low side drivers is connected to the at least one intake camshaft actuator and the at least one exhaust camshaft actuator. A sliding camshaft control module selectively actuates the at least one high side driver and the plurality of low side drivers based on a status associated with the at least one intake camshaft actuator and/or the at least one exhaust camshaft actuator. 1. An engine control module comprising:at least one high side driver coupled to at least one intake camshaft actuator and at least one exhaust camshaft actuator;a plurality of low side drivers coupled to the at least one intake camshaft actuator and the at least one exhaust camshaft actuator; anda sliding camshaft control module that selectively actuates the at least one high side driver and the plurality of low side drivers based on a status associated with the at least one intake camshaft actuator and/or the at least one exhaust camshaft actuator.2. The engine control module of claim 1 , wherein the at least one high side driver includes a first high side driver and a second high side driver.3. The engine control module of claim 2 , wherein the status indicates a fault with the at least one intake camshaft actuator and/or the at least one exhaust camshaft actuator.4. The engine control module of claim 3 , wherein the fault indicates a short to ground.5. The engine control module of claim 3 , wherein the fault is associated with the first high side driver claim 3 , and wherein the sliding camshaft control module selectively commands the first high side driver to an off state while maintaining power to the second high side driver until a desired cam lift state is achieved.6. The engine control module of claim 1 , wherein the at least one intake camshaft actuator and the at least one exhaust camshaft actuator include ...

ENGINE SYSTEM

An engine system includes: a hydraulic valve stop mechanism configured to switch states of an intake valve and exhaust valve of a same stopped cylinder; a hydraulic pressure changing device configured to change hydraulic pressure supplied to the valve stop mechanism; and a valve control portion configured to control the hydraulic pressure changing device. When a return from a reduced-cylinder operation to an all-cylinder operation is requested, and an engine revolution is less than a reference revolution, the hydraulic pressure is changed such that opening of one of the valves of the stopped cylinder able to restart at an earlier stage is first restarted. When the return is requested, and the engine revolution is not less than the reference revolution, the hydraulic pressure is changed such that opening of the exhaust valve of the stopped cylinder is restarted before opening of the intake valve. 1. An engine system comprising a plurality of cylinders each including an intake valve and an exhaust valve , an air-fuel mixture that is a mixture of air and a fuel being combusted in each of the plurality of cylinders ,the engine system configured to switch between an all-cylinder operation in which the air-fuel mixture is combusted in each of all the cylinders and a reduced-cylinder operation in which the air-fuel mixture is not combusted in a specific cylinder out of the plurality of cylinders, and the specific cylinder is set to a stop state,the engine system further comprising:a valve drive mechanism configured to open and close the intake and exhaust valves of the cylinders at respective predetermined timings;a hydraulic drive valve stop mechanism configured to perform switching between a state where each of the intake valve and exhaust valve of the specific cylinder is openable and closable at the predetermined timing by the valve drive mechanism and a state where each of the intake valve and exhaust valve of the specific cylinder is kept closed;a hydraulic pressure ...

Method and system for preventing engine stall upon shorting of oil control valve

A method for preventing an engine stall upon a short of an oil control valve may include implementing, by a controller, an engine stall prevention control logic for increasing a rotation number of an engine to a set target value when a failure signal number of the oil control valve due to a short thereof exceeds a set reference value.

Method and Device for Checking the State of the Outlet Valves of an Engine of a Motor Vehicle

Various embodiments of the teachings herein include methods for operating a motor vehicle having combustion chambers. The methods may include: closing the combustion chambers of the motor vehicle towards the exhaust tract by bringing outlet valves of the combustion chambers into the closed state; checking whether the outlet valves of the combustion chambers of the motor vehicle are in a closed state by evaluating the pressure prevailing in an intake pipe of the motor vehicle; and in the event one or more of the outlet valves are not in a closed state, initiating countermeasures to comply with emissions protocols. 1. A method for operating a motor vehicle having combustion chambers , the method comprising:closing the combustion chambers of the motor vehicle towards the exhaust tract by bringing outlet valves of the combustion chambers into the closed state;checking whether the outlet valves of the combustion chambers of the motor vehicle are in a closed state by evaluating the pressure prevailing in an intake pipe of the motor vehicle; andin the event one or more of the outlet valves are not in a closed state, initiating countermeasures to comply with emissions protocols.2. The method as claimed in claim 1 , wherein checking whether the outlet valves of the combustion chambers of the motor vehicle are in the closed state includes evaluating the pressure profile prevailing in the intake pipe of the motor vehicle.3. The method as claimed in claim 2 , further comprising:determining a mean pressure level from the pressure profile prevailing in the intake pipe of the motor vehicle; andcomparing the mean pressure level with a stored mean pressure level for normal operation of the motor vehicle.4. The method as claimed in claim 2 , wherein evaluating the pressure profile prevailing in the intake pipe of the motor vehicle includes:determining the peak pressure values of the pressure profile; andcomparing the determined peak pressure values with stored peak pressure values ...

SYSTEM AND METHOD OF VALVE WEAR DETECTION

A system includes a reciprocating engine having a piston disposed in a cylinder, an intake valve, an exhaust valve, and an exhaust flow path downstream of the exhaust valve. The system also includes a first sensor configured to obtain a first feedback indicative of an exhaust gas parameter in the exhaust flow path. The system also includes a controller configured to identify a valve wear condition of at least one of the intake valve or the exhaust valve at least partially based on the first feedback from the first sensor. 1. A system , comprising:a reciprocating engine having a piston disposed in a cylinder, an intake valve, an exhaust valve, and an exhaust flow path downstream of the exhaust valve;a first sensor configured to obtain a first feedback indicative of an exhaust gas parameter in the exhaust flow path; anda controller configured to identify a valve wear condition of at least one of the intake valve or the exhaust valve at least partially based on the first feedback from the first sensor, wherein the controller is configured to correlate the valve wear condition specifically to one valve of the intake valve or the exhaust valve.2. The system of claim 1 , wherein the exhaust gas parameter comprises an exhaust gas composition.3. The system of claim 2 , wherein the first sensor comprises an oxygen sensor claim 2 , a fuel sensor claim 2 , or a combination thereof.4. The system of claim 2 , comprising a second sensor configured to obtain a second feedback indicative of an exhaust temperature in the exhaust flow path claim 2 , wherein the controller is configured to identify the valve wear condition of at least one of the intake valve or the exhaust valve at least partially based on the first feedback from the first sensor and the second feedback from the second sensor.5. The system of claim 4 , comprising a third sensor configured to obtain a third feedback indicative of an exhaust pressure in the exhaust flow path claim 4 , wherein the controller is ...

SYSTEMS, METHODS, AND DEVICES FOR VALVE STEM POSITION SENSING

A linear variable differential transformer (LVDT) for monitoring engine valve position is disclosed. The system includes a valve guide having an elongated recess through it. The engine valve has a valve head and a valve stem with two adjacent materials having different magnetic properties meeting at an interface. The valve stem fits and moves linearly within the valve guide, and the valve head closes an engine combustion chamber. It also includes monitoring coils within the valve guide that create a signal related to the position of the interface within the valve guide. An engine control unit (ECU) is coupled to the monitoring coils and receives and analyzes the signal from the monitoring coils to determine operation of the valve. 1. A system for measuring a position of a valve in an internal combustion engine , the system comprising:a valve guide having a central recess with a constant diameter passing through a length of the valve guide, 'a valve stem including a first section having a first magnetic property adjacent to a second section having a second magnetic property and an interface between the first section and the second section, the first section, the second section and the interface comprising a single outer diameter less than the constant diameter of the valve guide,', 'wherein the valve of the internal combustion engine comprises 'a linear variable differential transformer (LVDT) located around the valve stem and adapted to generate a signal indicating motion of the valve stem,', 'wherein the valve stem is received by the central recess and the valve stem is adapted to move linearly through the central recess; and'}wherein the valve guide has an external recess and wherein windings of the LVDT are positioned within the external recess of the valve guide.2. The system of claim 1 , wherein the first section comprises an armature.3. The system of wherein a location of the interface on the valve stem is selected and the LVDT position is selected to surround ...

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE AND METHOD OF CONTROLLING INTERNAL COMBUSTION ENGINE

A control device for an internal combustion engine includes an ECU. The internal combustion engine includes an oil pump, a crankshaft, a camshaft, and a variable valve timing mechanism. The ECU is configured to: calculate a required engine torque, which is an engine torque requested by a driver, based on accelerator operation amount information; calculate a future target phase of the variable valve timing mechanism based on a rotational speed of the internal combustion engine and the required engine torque; calculate an anticipated deviation that is a difference between the future target phase and a current actual phase; and control a discharge amount of oil from the oil pump based on the anticipated deviation. 2. The control device according to claim 1 , wherein the electronic control unit is configured to increase the discharge amount of oil as the anticipated deviation is greater.3. The control device according to claim 1 , wherein calculate a current target phase based on the rotational speed and a load factor of the internal combustion engine;', 'calculate an actual deviation that is a difference between the current target phase and the current actual phase; and', 'control the discharge amount of oil from the oil pump based on the greater of the anticipated deviation and the actual deviation., 'the electronic control unit is configured to The disclosure of Japanese Patent Application No. 2015-225599 filed on Nov. 18, 2015 including the specification, drawings and abstract is incorporated herein by reference in its entirety.1. Technical FieldThe disclosure relates to a control device for an internal combustion engine, and relates also to a method of controlling an internal combustion engine.2. Description of Related ArtJapanese Patent Application Publication No. 2015-45287 (JP 2015-45287 A) describes an internal combustion engine mounted in a vehicle and provided with an oil pump configured to vary a discharge amount of oil, and variable valve timing mechanisms ...

Engine

An engine is provided, which includes an engine body including a plurality of cylinders, each of the cylinders being provided with an intake port, an exhaust port, an intake valve, and an exhaust valve, an intake passage and an exhaust passage connected to the engine body, and a turbocharger including a turbine provided to the exhaust passage and a compressor provided to the intake passage. A geometric compression ratio of the cylinder is 11:1 or higher. An open period of the intake valve is a range of 270° or larger by a crank angle. The exhaust passage includes a plurality of independent exhaust passages, each communicating with the exhaust port of one cylinder or with the exhaust ports of two or more cylinders of which timings of exhaust strokes are discontinuous from each other, and connecting the engine body to the turbine.

Methods of setting a tappet in an engine

A method of setting a tappet in an engine. The method includes setting a crankshaft at a predetermined crankshaft rotation angle. A cam coupled to the crankshaft is configured to provide cam lobe lift when the crankshaft is set at the predetermined crankshaft rotation angle. The cam lobe lift translates a tappet screw, coupled to the cam, towards a valve by a distance less than a gap defined between the valve and the tappet screw. The method also includes adjusting the tappet screw such that a zero gap tappet clearance is defined between the valve and the tappet screw.

TWO-STEP VALVETRAIN PREPOSITION CONTROL STRATEGY

A control technique for an engine having a two-step variable valve lift system includes a controller receiving a pressure in an intake manifold of the engine from a manifold absolute pressure (MAP) sensor and a position of an EGR valve of the engine from an exhaust gas recirculation (EGR) sensor. In response to the controller detecting an upcoming HL-to-LL valve state transition, a set of airflow actuators of the engine is controlled, based on the intake manifold pressure and the EGR valve position, to generate a first torque reserve. In response to generating the first torque reserve, the controller then commands the HL-to-LL transition and depletion of the first torque reserve during the HL-to-LL transition to mitigate torque disturbance associated with this transition. 1. A control system for an engine having a two-step variable valve lift (VVL) system , the control system comprising:a manifold absolute pressure (MAP) sensor configured to measure a pressure in an intake manifold of the engine;an exhaust gas recirculation (EGR) valve position sensor configured to measure a position of an EGR valve of the engine; and based on the intake manifold pressure and the EGR valve position, control a set of airflow actuators of the engine to generate a first torque reserve, and', 'in response to generating the first torque reserve, (i) command the HL-to-LL transition and (ii) deplete the first torque reserve during the HL-to-LL transition to mitigate torque disturbance associated with the HL-to-LL transition., 'a controller configured to detect an upcoming high lift to low lift (HL-to-LL) valve state transition and, in response to detecting the upcoming HL-to-LL valve state transition2. The control system of claim 1 , wherein the set of airflow actuators include a throttle valve of the engine and the EGR valve.3. The control system of claim 2 , wherein the set of airflow actuators further includes intake and exhaust camshaft phasers.4. The control system of claim 1 , ...

ACTUATION ARRANGEMENT FOR ACTUATING A LATCH IN A SWITCHABLE ROCKER ARM AND A VALVE TRAIN COMPRISING THE SAME

A valve train assembly includes: at least one dual body rocker arm having a first body, a second body, and a latching arrangement for latching and unlatching the first body and the second body, the latching arrangement being biased to an unlatched configuration; and an actuator arrangement external to the rocker arm for controlling the latching arrangement, the actuator arrangement being arranged so that a default setting thereof is to cause the latching arrangement to be in a latched configuration. 1. A valve train assembly , comprising:at least one dual body rocker arm comprising a first body, a second body,a latching arrangement configured to latch and unlatch the first body and the second body, the latching arrangement being biased to an unlatched configuration; andan actuator arrangement external to the rocker arm configured to control the latching arrangement, the actuator arrangement being configured so that a default setting thereof is to cause the latching arrangement to be in a latched configuration.2. The valve train assembly according to claim 1 , wherein the actuator arrangement comprises and actuator and a shaft rotatable by the actuator claim 1 , the shaft comprising a component configured to operate the latching arrangement.3. The valve train assembly according to claim 2 , wherein the component comprises a selector cam rotatable to operate the latching arrangement.4. The valve train assembly according to claim 3 , wherein the selector cam comprises a lobe profile and a base circle.5. The valve train assembly according to claim 4 , wherein the actuator is arranged to rotate the shaft between a first configuration in which the lobe profile acts on the latching arrangement causing the latching arrangement to be in the latched configuration claim 4 , and a second configuration in which the lobed profile does not act on the latching arrangement thereby allowing the latching arrangement to be in the unlatched configuration claim 4 , the first ...

Method and Device for Actuating a Camshaft Adjuster

Various embodiments include a method for actuating a camshaft adjuster of an internal combustion engine, in which a current is generated in an electric motor of the camshaft adjuster comprising: measuring an instantaneous strength of the current; calculating a mean value of the measured strength of the current over a predefined elapsed time; measuring a temperature of the camshaft adjuster; comparing the mean value of the measured strength of the current to a threshold value obtained from a characteristic diagram stored in a memory based on the measured temperature and the predefined elapsed time; and reducing the current if the calculated mean value of the strength of the current is higher than the threshold value. 1. A method for actuating a camshaft adjuster of an internal combustion engine , in which a current is generated in an electric motor of the camshaft adjuster , the method comprising:measuring an instantaneous strength of the current;calculating a mean value of the measured strength of the current over a predefined elapsed time;measuring a temperature of the camshaft adjuster;comparing the mean value of the measured strength of the current to a threshold value obtained from a characteristic diagram stored in a memory based on the measured temperature and the predefined elapsed time; andreducing the current if the calculated mean value of the strength of the current is higher than the threshold value.2. The method as claimed in claim 1 , further comprising reducing the instantaneous strength of the current until the mean value is lower than the threshold value.3. The method as claimed in claim 1 , wherein the temperature comprises an engine block temperature or an oil temperature.4. The method as claimed in claim 1 , wherein reducing the instantaneous strength of the current includes using a predefined static setpoint value for the camshaft position.5. The method as claimed in claim 1 , wherein reducing the instantaneous strength of the current includes ...

Electrically Latching Rocker Arm Assembly Having Built-In OBD Functionality

An internal combustion engine includes a cam-actuated rocker arm assembly with a solenoid-actuated latch that provides for cylinder deactivation or variable valve actuation. The solenoid is in a position where its inductance varies significantly in relation to the position of a latch pin as it translates between latching and non-latching configurations. A sensor is positioned to monitor a current or a voltage in a circuit that includes the solenoid. The sensor data is analyzed to provide diagnostic information relating to the operation of the rocker arm assembly. 1. An internal combustion engine , comprising:a cylinder head;a poppet valve having a seat formed in the cylinder head;a cam shaft on which a cam is mounted;a rocker arm assembly comprising a rocker arm, a latch pin, and a cam follower configured to engage the cam as the cam shaft rotates, wherein the latch pin is moveable between first and second positions;a solenoid mounted in a configuration that causes one of its electrical response characteristics to vary significantly in relation to the latch pin's position as it translates between the first and second positions;a sensor positioned and operative to measure a current or voltage in a circuit comprising the solenoid; anda processor programmed to analyze data from the sensor to obtain diagnostic information relating to the state of the rocker arm assembly;wherein one of the first and second latch pin positions provides a configuration in which the rocker arm assembly is operative to actuate the poppet valve in response to rotation of the cam shaft to produce a first valve lift profile; andthe other of the first and second latch pin positions provides a configuration in which the rocker arm assembly is operative to actuate the poppet valve in response to rotation of the cam shaft to produce a second valve lift profile, which is distinct from the first valve lift profile, or the poppet valve is deactivated.2. An internal combustion engine according to claim ...

METHOD FOR CONTROLLING OF VALVE TIMING OF CONTINUOUS VARIABLE VALVE DURATION ENGINE

A system and a method for controlling valve timing of a continuous variable valve duration engine that simultaneously controls duration and timing of the valve by mounting a continuous variable valve duration device on an intake of turbo engine and mounting a continuous variable valve timing device on an exhaust is disclosed. The method includes: classifying a plurality of control regions depending on engine speed and load; applying a maximum duration to an intake valve and limiting an overlap to an exhaust valve; applying the maximum duration to the intake valve and adjusting the overlap by using an exhaust valve close timing; advancing an intake valve close timing; approaching an intake valve close timing to bottom dead center; controlling a wide open throttle valve and controlling the intake valve close timing to after bottom dead center; and controlling the wide open throttle valve and advancing the intake valve close timing. 1. A method for controlling valve timing of a turbo engine provided with a continuous variable valve duration (CVVD) device at an intake and a continuous variable valve timing (CVVT) device at an exhaust , the method comprising:Classifying a plurality of control regions depending on an engine speed and an engine load;applying a maximum duration to an intake valve and limiting an overlap to an exhaust valve in a first control region;applying the maximum duration to the intake valve and adjusting the overlap by using an exhaust valve close (EVC) timing in a second control region;advancing an intake valve close (IVC) timing in a third control region;approaching the intake valve close (IVC) timing to bottom dead center in a fourth control region;controlling a wide open throttle valve (WOT) and controlling the intake valve close (IVC) timing to after bottom dead center in a fifth control region; andcontrolling the wide open throttle valve and advancing the intake valve close (IVC) timing in a sixth control region.2. The method of claim 1 , ...

Method of controlling continuously variable valve timing system for limp-home

A method of controlling a continuously variable valve timing system, may include determining whether there is an error of a position of a cam, performing a passive control based on a value learned about a position of the cam during previous driving when it is determined that there is an error of the position of the cam, determining whether a motion of the continuously variable valve timing system is stopped while the passive control is performed based on the value learned about the position of the cam during the previous driving, learning the stopping position of the continuously variable valve timing system when it is determined that the motion of the continuously variable valve timing system is stopped, and learning a position for limp-home of the continuously variable valve timing system and then controlling the continuously variable valve timing system to the learned position for the limp-home.

Method and apparatus for diagnosing fault in continuous variable valve duration system

Disclosed are a method and apparatus for diagnosing a fault in a CVVD system. The method includes collecting information necessary to determine whether a fault diagnosis mode entry condition of the CVVD system is satisfied, determining whether the fault diagnosis mode entry condition is satisfied based on the collected information, calculating prediction duration corresponding to a current engine RPM and manifold pressure when the fault diagnosis mode entry condition is satisfied, calculating current duration based on an output value of a motor sensor for detecting the RPM of the duration control motor of the CVVD system, comparing the manifold pressure-based prediction duration D1 with the sensor output-based duration D2, and determining an error of the motor sensor or whether the CVVD system has failed by comparing a duration difference cumulative value, that is, a cumulative value of difference values between the D1 and D2, with a previously stored threshold.

METHOD FOR ALTERNATE CONTROL OF CVVD MALFUNCTION AND CVVD SYSTEM THEREOF

A method for an alternate control of a continuously variable valve duration (CVVD) malfunction may include a CVVD failsafe control to resolve a calculation error of a cylinder charge amount due to a hardware failure of a CVVD system with the cylinder charge amount determined by any one of flow rate alternate, flow rate deviation correction, and valve duration update if the hardware failure is recognized by a CVVD controller, and to apply the cylinder charge amount to secure an air amount for a combustion chamber. 1. A method of an alternate control of a continuously variable valve duration (CVVD) malfunction , the method comprising:a CVVD failsafe control to resolve a calculation error of a cylinder charge amount due to a hardware failure of a CVVD system with the cylinder charge amount determined by one of flow rate alternate, flow rate deviation correction, and valve duration update when the hardware failure is recognized by a CVVD controller, and to apply the cylinder charge amount to secure an air amount for a combustion chamber.2. The method according to claim 1 , wherein the CVVD failsafe control includes:an air amount alternate control of securing the air amount through determination of the cylinder charge amount by the flow rate alternate;an air amount deviation control of securing the air amount through determination of the cylinder charge amount by the flow rate deviation correction; andan air amount prediction control of securing the air amount through determination of the cylinder charge amount by the valve duration update.3. The method according to claim 2 , wherein the air amount alternate control includes:a step of determining validity of a feedback sensor value through detection of a signal for a short/long duration position in the hardware failure;a calculation error alternate control step of determining the cylinder charge amount for resolving the calculation error of the cylinder charge amount when the feedback sensor value does not have the ...

INTERNAL COMBUSTION ENGINE

An internal combustion engine includes an exhaust valve, a plurality of cams Ca, Cb, and Cc used to drive the exhaust valve, a cam-switching variable valve mechanism that selects a use cam used to drive the exhaust valve out of the plurality of cams Ca, Cb, and Cc, and an electronic control unit that determines whether switching abnormality of the use cam in the variable valve mechanism is present on the basis of a locus M in a predetermined period K which is a period in which the exhaust valve is opened. The locus M is a locus of an in-cylinder pressure changing rate dPc/dθ and is specifically a locus indicating a variation of the in-cylinder pressure changing rate dPc/dθ depending on a crank angle θ. 1. An internal combustion engine comprising:a variable valve mechanism including a plurality of cams used to drive an exhaust valve; and (a) select a use cam, which is a cam used to drive the exhaust valve, out of the plurality of cams, and', '(b) determine whether switching abnormality of the use cam is present on the basis of a locus of an in-cylinder pressure changing rate in a predetermined period, the predetermined period being a period in which the exhaust valve is opened., 'an electronic control unit configured to'}2. The internal combustion engine according to claim 1 , whereinthe variable valve mechanism is configured to switch the cams such that a plurality of modes are performed, andthe electronic control unit is configured to set the predetermined period to at least one period of a period in which the exhaust valve is opened by switching of the use cam and a period in which the exhaust valve is not opened by the switching of the use cam, when the switching of the use cam is normally performed depending on the modes.3. The internal combustion engine according to claim 2 , whereinthe electronic control unit is configured to determine whether the switching abnormality is present on the basis of a predetermined item of the locus, and the predetermined item ...

Variable compression ratio engine

A variable compression ratio engine includes an extra chamber formed at a cylinder head, an extra valve being able to open/close the extra chamber, and an actuator being able to open/close the extra chamber by driving the extra valve.

Method and apparatus for diagnosing engine system with continuous variable valve duration apparatus

A method for diagnosing an engine system including a continuous variable valve duration (CVVD) apparatus, a driving unit of the CVVD apparatus including a first driving unit and a second driving unit, a CVVD position detector configured to detect a position of the CVVD apparatus, a camshaft position detector configured to detect a position of a camshaft, a front lambda detector configured to detect a lambda value at front of intake valve, and a controller may include the steps of starting the engine, detecting measured values of the front lambda detector during combustion of first to fourth cylinders (first to fourth lambda values), determining whether CVVD driving unit is misaligned according to the detected first to fourth lambda values, and generating a warning notification when the CVVD driving unit is determined to be misaligned.

System and method for controlling valve timing of continuous variable valve duration engine

The method for controlling valve timing of an engine includes: classifying control regions; applying a maximum duration to an intake valve and a long duration to an exhaust valve in a first control region; advancing Intake Valve Closing timing, applying the long duration to the exhaust valve, and maintaining a maximum valve overlap in a second control region; applying the long duration to the exhaust valve and advancing the IVC timing and Exhaust Valve Closing timing in a third control region; applying a short duration to the exhaust valve and controlling the EVC timing in a fourth control region; controlling a throttle valve, applying the short duration to the exhaust valve, and retarding Exhaust Valve Opening timing in a fifth control region; and controlling the throttle valve and the EVC timing, applying the long duration to the exhaust valve, advancing the EVO timing in a sixth control region.

METHOD FOR CHECKING THE FUNCTION OF AN OUTLET VALVE LIFT ADJUSTMENT

A method and a system are provided for checking the function of an outlet valve lift adjustment system. It is thereby ascertained on the basis of a combustion rate whether a switchover has taken place. 1. A method for checking a function of an outlet valve lift adjustment system in an internal combustion engine of a motor vehicle , comprising:comparing a first combustion rate prior to a switchover activation and a second combustion rate after the switchover activation with each other to determine, on the basis of the comparison, whether a switchover has taken place.2. The method as recited in claim 1 , wherein the first combustion rate is ascertained from a position of a center and an ignition point with using the difference thereof.3. The method as recited in claim 2 , wherein the position of the center is determined using a rotational speed evaluation.4. The method as recited in claim 2 , wherein the position of the center is inferred from a cylinder pressure curve.5. The method as recited in claim 2 , wherein the ascertained difference is compared with an expected difference stored in a characteristic map.6. The method as recited in claim 5 , wherein additional influences are taken into account in the characteristic map.7. The method as recited in claim 2 , wherein the ascertained difference is compared with an expected difference from a combustion model.8. The method as recited in claim 1 , wherein an individual cylinder evaluation is carried out.9. A system for checking a function of an outlet valve lift adjustment system in an internal combustion engine of a motor vehicle claim 1 , the system being configured to compare a first combustion rate prior to a switchover activation and a second combustion rate after the switchover activation with each other to determine claim 1 , based on the comparison claim 1 , whether a switchover has taken place. The present invention claims the benefit under 35 U.S.C. §119 of German Patent Application No. 102015203770.3 filed ...

Engine diagnostic with exhaust gas sampling delay

A diagnostic method comprising the steps of: first sampling exhaust gas; implementing a forced change of engine operating condition; second sampling exhaust gas associated with said change at a delay after initiating said change, said second sampling being at a location corresponding to said delay; and comparing said first sampling and second sampling to detect a change in exhaust constituents.

Internal combustion engine equipped with decompression mechanism

An internal combustion includes: a camshaft having a metal core rod insert formed centrally in the camshaft and a driven gear, an exhaust cam, etc. formed of resin integrally with the camshaft; and a decompression mechanism. The decompression mechanism includes: a pair of supporting protrusions provided on the driven gear and each having an insertion hole; a decompression member having a pair of projections disposed between the supporting protrusions; and a biasing spring disposed between the projections for normally biasing the decompression member toward the exhaust cam. The camshaft also has a guide recess and a balancing recess formed in opposite sides of the camshaft, and the metal core rod is exposed through the guide recess and the balancing recess.

ENGINE VALVE ACTUATION MECHANISM FOR PRODUCING A VARIABLE ENGINE VALVE EVENT

An engine valve actuation mechanism for producing a variable engine valve event includes a cam, a rocker arm, a rocker arm shaft, an eccentric rocker arm bushing, and a bushing actuation device. The eccentric rocker arm bushing is disposed in an axial hole in the rocker arm, the rocker arm shaft being disposed in the eccentric rocker arm bushing with the rocker arm shaft and the eccentric rocker arm bushing having offset axial centerlines. One end of the rocker arm and the cam is connected to form a kinematic pair and the other end of the rocker arm is located above the engine valve with a gap between the cam and the engine valve. The bushing actuation device is placed in the rocker arm and drives the eccentric rocker arm bushing to rotate, and the rotation of the eccentric rocker arm bushing changes the gap to generate the variable engine valve event. 1. An engine valve actuation mechanism for producing a variable engine valve event comprises:a cam;a rocker arm;a rocker arm shaft;an eccentric rocker arm bushing; anda bushing actuation device,wherein the eccentric rocker arm bushing is disposed in an axial hole in the rocker arm, the rocker arm shaft being disposed in the eccentric rocker arm bushing with the rocker arm shaft and the eccentric rocker arm bushing having offset axial centerlines, one end of the rocker arm and the cam being connected to form a kinematic pair and the other end of the rocker arm being located above the engine valve with a gap between the cam and the engine valve, andwherein the bushing actuation device is placed in the rocker arm and drives the eccentric rocker arm bushing to rotate, the rotation of the eccentric rocker arm bushing changes the gap to generate the variable engine valve event.2. The engine valve actuation mechanism according to claim 1 , wherein the bushing actuation device comprises an actuation piston located in the rocker arm claim 1 , and the actuation piston drives the eccentric rocker arm bushing to rotate on the ...

Valve timing controller

A valve timing controller includes: a driving-side rotation member synchronously rotating with respect to a crankshaft of an internal combustion engine; a driven-side rotation member disposed coaxially with a rotation axis of the driving-side rotation member, and rotating integrally with a camshaft of the engine; a phase setting mechanism setting a relative rotation phase between the driving-side and driven-side rotation members; a brushless motor driving the phase setting mechanism; a control portion controlling the brushless motor by electrifying an inverter having three sets of arm portions having high-side and low-side switching elements connected to each other in series between a first power supply line and a second power supply line connected to a potential lower than a potential of the first power supply line; and a command information acquisition section acquiring holding command information indicating a command for holding a rotor of the brushless motor in a non-rotating state.

Inductive coupling to rocker arm assemblies

An internal combustion engine includes a cylinder head and a valvetrain including a poppet valve, a cam shaft on which is mounted a cam, and a rocker arm assembly. The rocker arm assembly includes a rocker arm and a cam follower configured to engage the cam as the cam shaft rotates. The rocker arm assembly is operative to transmit force from the cam to actuate the valve and includes an electrical device mounted to the rocker arm. A first electrical circuit includes the electrical device and a first conductor mounted to the rocker arm and a second electrical circuit includes a second conductor mounted off the rocker arm. The first and second conductors are inductively coupled to an extent that enables effective power transfer or communication between them. Inductive power transfer avoids the use of wires that could become caught, clipped, or fatigued and consequently short out.

Knock sensor systems and methods for valve recession conditions

In one embodiment, a method is provided. The method includes receiving a signal representative of an engine vibration transmitted via a knock sensor, wherein the knock sensor is disposed in an engine. The method additionally includes deriving a valve wear measurement during operation of the engine based on the signal. The method further includes communicating the valve wear measure.

Internal combustion engine and method for controlling such an internal combustion engine

An internal combustion engine includes combustion chambers, each having a controllable intake valve opening and closing an intake port, a controllable exhaust valve opening and closing an exhaust port, a piston displaceable back and forth in the combustion chamber between a top dead center and a bottom dead center, and a fuel injector. The engine further including an intake manifold connected to the intake port of each combustion chamber. The engine can be operated in a low load mode, wherein each combustion chamber is driven in four-stroke operation including a 720 crank angle degrees cycle, and opens the intake port during the exhaust stroke, the intake port starting to open in 610-690 CAD, closing the exhaust port during the exhaust stroke, becoming fully closed in 630-710 CAD, forcing exhaust gas into the intake manifold by the piston, and mixing fuel and exhaust gas in the intake manifold.

CAM PHASER BETWEEN CAM BEARINGS

A variable camshaft timing assembly that comprises a hub including at least one vane extending radially-outwardly away from a center axis; an elongated camshaft sleeve, configured to be received at least partially by an inner cavity of a camshaft, having a substantially annular outer surface including a distal bearing section, an end bearing section, and a hub section: the distal bearing section configured to be positioned radially-inwardly from and concentric with a distal bearing of the camshaft and to provide support to the distal bearing; the end bearing section, axially spaced from the distal bearing section, configured to be positioned radially-inwardly from and concentric with an end bearing of the camshaft and to provide support to the end bearing; and the hub section, configured to engage the hub, located axially between the distal bearing section and the end bearing section. 1. A variable camshaft timing assembly comprising:a hub including one or more vanes extending radially-outwardly away from a center axis; the distal bearing section configured to be positioned radially-inwardly from and concentric with a distal bearing of the camshaft and to provide support to the distal bearing;', 'the end bearing section, axially spaced from the distal bearing section, configured to be positioned radially-inwardly from and concentric with an end bearing of the camshaft and to provide support to the end bearing; and', 'the hub section, configured to engage the hub, located axially between the distal bearing section and the end bearing section., 'an elongated camshaft sleeve, configured to be received at least partially by an inner cavity of a camshaft, having a substantially annular outer surface including a distal bearing section, an end bearing section, and a hub section2. The variable camshaft timing assembly recited in claim 1 , further comprising a camshaft including an inner cavity that receives the elongated camshaft sleeve.3. The variable camshaft timing ...

High Performance Iron-Based Alloys For Engine Valvetrain Applications And Methods of Making And Use Thereof

An iron-based alloy includes, in weight percent, carbon from about 1 to about 2 percent; manganese from about 0.1 to about 1 percent; silicon from about 0.1 to about 2.5 percent; chromium from about 11 to about 19 percent; nickel up to about 8 percent; vanadium from about 0.8 to about 5 percent; molybdenum from about 11 to about 19 percent; tungsten up to about 0.5 percent; niobium from about 1 to about 4 percent; cobalt up to about 5.5 percent; boron up to about 0.5 percent; nitrogen up to about 0.5 percent, copper up to about 1.5 percent, sulfur up to about 0.3 percent, phosphorus up to about 0.3 percent, up to about 5 percent total of tantalum, titanium, hafnium and zirconium; iron from about 50 to about 70 percent; and incidental impurities. The alloy is suitable for use in elevated temperature applications such as in valve seat inserts for combustion engines. 1. A valve seat insert for use in an internal combustion engine , the valve seat insert made of an iron-based alloy comprising , in weight percent:carbon from about 1 to about 2 percent;manganese from about 0.1 to about 1 percent;silicon from about 0.1 to about 2.5 percent;chromium from about 11 to about 19 percent;nickel up to about 8 percent;vanadium from about 0.8 to about 5 percent;molybdenum from about 11 to about 19 percent;tungsten up to about 0.5 percent;niobium from about 1 to about 4 percent;cobalt up to about 5.5 percent;boron up to about 0.5 percent;nitrogen up to about 0.5 percent;copper up to about 1.5 percent;sulfur up to about 0.3 percent;phosphorus up to about 0.3 percent;up to about 5 percent total of tantalum, titanium, hafnium and zirconium;iron from about 50 to about 70 percent; andincidental impurities.2. The valve seat insert according to claim 1 , wherein the alloy contains:carbon from about 1.3 to about 1.6 percent;manganese from about 0.2 to about 0.8 percent;silicon from about 0.5 to about 1.5 percent;chromium from about 11.5 to about 18.5 percent;nickel from about 1 to about 3 ...

Three and two half stroke freeboost internal combustion engine

A method and apparatus is provided for operating a piston driven, internal combustion engine ( 10 ) including a the piston ( 40 ) translating in a cylinder ( 30 ). The engine ( 10 ) has an intake stroke, followed by a partial exhaust stroke, followed by a compression stroke, followed by a power stroke and then an exhaust stroke, all of which are sequentially repeated. The compression stroke has a stroke length that is less than the stroke length of the power stroke.

CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE

A control device is configured, if, although the control device has caused a cam switching device to perform a first cam switching operation for switching the profiles of all the valve-driving cams of a plurality of cylinders from a first profile to a second profile, the profiles of all the valve-driving cams of the plurality of cylinders do not coincide with the second profile, to cause the cam switching device to perform a second cam switching operation for switching the profile of the valve-driving cam for at least one or more normal cylinders that are one or more cylinders at which the switching of profiles to the second profile has succeeded. 1. A control device for an internal combustion engine , the internal combustion engine including:a plurality of cylinders;a plurality of cams which are arranged for each of the plurality of cylinders, and profiles of which are different from each other; anda cam switching device configured to switch, between the profiles of the plurality of cams, a profile of a valve-driving cam that is a cam that drives a valve that opens and closes a combustion chamber in each of the plurality of cylinders on a cylinder basis or a cylinder group basis,wherein, if, although the control device has caused the cam switching device to perform a first cam switching operation for switching the profile of the valve-driving cam of each of the plurality of cylinders from a first profile to a second profile, the profiles of all the valve-driving cams of the plurality of cylinders do not coincide with the second profile, the control device is configured to cause the cam switching device to perform a second cam switching operation for switching the profile of the valve-driving cam for at least one or more normal cylinders that are one or more cylinders at which the switching of the profiles to the second profile has succeeded.2. The control device according to claim 1 ,wherein, if, although the control device has caused the cam switching device to ...

ABNORMALITY DIAGNOSIS SYSTEM FOR INTERNAL COMBUSTION ENGINE AND ABNORMALITY DIAGNOSIS METHOD FOR INTERNAL COMBUSTION ENGINE

An abnormality diagnosis system of an internal combustion engine that is installed on a vehicle and includes an actuator includes an electronic control unit. The electronic control unit receives vehicle outside information concerning a period of time for which the vehicle speed is less than a predetermined value, and determines whether the period for which the vehicle speed is less than the predetermined value is expected to be equal to or longer than a length of time required for an abnormality diagnosis of an abnormality diagnosis target device. The electronic control unit activates the actuator and starts the abnormality diagnosis as the vehicle speed becomes lower than the predetermined value, when it determines that the period for which the vehicle speed is lower than the predetermined value is expected to be equal to or longer than the time required for the abnormality diagnosis of the target device. 1. An abnormality diagnosis system for an internal combustion engine , the internal combustion engine being installed on a vehicle , the internal combustion engine including an actuator , the abnormality diagnosis system comprisingan electronic control unit configured to:receive vehicle outside information concerning a period of time for which a vehicle speed is less than a predetermined value;determine whether the period of time for which the vehicle speed is less than the predetermined value is expected to be equal to or longer than a length of time required for an abnormality diagnosis of an abnormality diagnosis target device; andactivate the actuator and start the abnormality diagnosis of the abnormality diagnosis target device as the vehicle speed becomes lower than the predetermined value, when the electronic control unit determines that the period of time for which the vehicle speed is lower than the predetermined value is expected to be equal to or longer than the length of time required for the abnormality diagnosis of the abnormality diagnosis target ...

CAMSHAFT PHASER INCLUDING A HEAT-TREATED TARGET WHEEL

A target wheel for a camshaft phaser, including: a radially disposed wall facing in a first axial direction; a first circumferentially disposed wall connected to the radially disposed wall; a second circumferentially disposed wall connected to the radially disposed wall; and a first tab directly connected to the first circumferentially disposed wall and the second circumferentially disposed wall, extending radially outward past the first circumferentially disposed wall and the second circumferentially disposed wall, and including a heat-treated portion. 1. A target wheel for a camshaft phaser , comprising:a radially disposed wall facing in a first axial direction;a first circumferentially disposed wall connected to the radially disposed wall;a second circumferentially disposed wall connected to the radially disposed wall; and, directly connected to the first circumferentially disposed wall and the second circumferentially disposed wall;', 'extending radially outward past the first circumferentially disposed wall and the second circumferentially disposed wall; and,', 'including a heat-treated portion., 'a first tab2. The target wheel of claim 1 , wherein the first tab includes a portion of the radially disposed wall.3. The target wheel of claim 1 , wherein:the first tab includes a side wall extending radially outwardly and in a first circumferential direction with respect to the first circumferentially disposed wall; and,the side wall includes a segment of the heat-treated portion.4. The target wheel of claim 1 , wherein:the first tab includes a side wall extending radially outwardly and in a first circumferential direction with respect to the first circumferentially disposed wall;the side wall includes a surface facing radially outwardly and in a second circumferential direction, opposite the first circumferential direction; and,the surface includes a segment of the heat-treated portion.5. The target wheel of claim 1 , wherein: a side wall extending radially ...

Marine outboard motor with valve train having adjustable lash

A marine outboard motor having an internal combustion engine is provided. The internal combustion engine includes an engine block having at least one cylinder and a valve train comprising a cam, a valve assembly including a valve spring, a roller finger follower, and a pivot post. The pivot post extends from a fixed body of the engine block and defines a contact surface about which the roller finger follower pivots when deflected by the cam during use. The pivot post is moveable relative to the fixed body in a first longitudinal direction (A) against the action of the valve spring. A removable shim is disposed between the fixed body and a portion (182) of the pivot post to space the pivot post from the fixed body in the first longitudinal direction (A) and thereby reduce an amount of lash between the cam and the roller finger follower. The removable shim is dimensioned to fit at least partly around a shaft portion of the pivot post.

Systems and methods for iegr using secondary intake valve motion and lost-motion reset

Systems and methods for internal exhaust gas recirculation (iEGR) in internal combustion engines may utilize secondary intake valve lift events during an exhaust valve main event in lost motion valve actuation systems. The secondary intake valve lift event may occur at the beginning or end of the exhaust valve main event. Favorable intake valve lift profiles are obtained with the use of a reset component, which may perform a hydraulic reset on the lost motion component in order to ensure that the intake valve secondary lift event occurs optimally near the beginning of an exhaust valve main event. The reset component may be triggered using motion from an exhaust valvetrain, for example, by a triggering component such as a reset pad, on an exhaust rocker. The reset component may also be triggered on the basis of the intake rocker arm position, in which case a reset pad that is fixed to the engine head or fixed relative to the intake rocker motion may be used.

METHOD FOR CLEANING CONTINUOUSLY VARIABLE VALVE TIMING SYSTEM

A method for cleaning a continuously variable valve timing (CVVT) system for removing foreign materials includes: switching a target operating value of the CVVT system to a predetermined setting value within a set operating region and performing cleaning of the CVVT system; and determining whether a valve timing control learning request exists for the CVVT system, and, when the valve timing control learning request exists, aborting the cleaning. 1. A method for cleaning a continuously variable valve timing (CVVT) system for removing foreign materials , the method comprising steps of:switching, by a controller, a target operating value of the CVVT system to a predetermined setting value within a set operating region and cleaning the CVVT system; anddetermining, by the controller, whether a valve timing control learning request exists for the CVVT system, and aborting the cleaning when the valve timing control learning request exists.2. The method of claim 1 , wherein claim 1 , in the step of cleaning claim 1 , the controller moves a spool of an oil control valve within a predetermined section between a full closed position and a full open position in the oil control valve by a predetermined number of times according to a control signal applied to the oil control valve of the CVVT system to clean the oil control valve.3. The method of claim 1 , further comprising:determining, by the controller, whether a cleaning condition is satisfied before the cleaning is performed.4. The method of claim 1 , wherein claim 1 , when the valve timing control learning request exists and the cleaning is aborted claim 1 , variables related to the cleaning are initialized.5. The method of claim 1 , wherein whether the valve timing control learning request exists is continuously determined while the cleaning is performed claim 1 , and when the valve timing control learning request exists while the cleaning is performed claim 1 , the performing of the cleaning is aborted.6. The method of ...

A GAS FEEDING ARRANGEMENT

A gas feeding arrangement for feeding gas from an internal combustion engine cylinder chamber to a gas tank includes a feeding conduit assembly and a dedicated feeding valve. The feeding valve is adapted to assume an open condition in which it provides for gas transport in a direction from the cylinder chamber towards the gas tank, via the feeding conduit assembly. The gas feeding arrangement includes a one-way valve adapted to prevent gas transport from the gas tank to the cylinder chamber, via the feeding conduit assembly. 1. A gas feeding arrangement for feeding gas from an internal combustion engine cylinder chamber to a gas tank , the gas feeding arrangement comprising a feeding conduit assembly and a dedicated feeding valve , the feeding valve being adapted to assume an open condition in which it provides for gas transport in a direction from the cylinder chamber towards the gas tank , via the feeding conduit assembly , wherein the gas feeding arrangement comprises a one-way valve adapted to prevent gas transport from the gas tank to the cylinder chamber , via the feeding conduit assembly , wherein the feeding valve is adapted to be in constant fluid communication with the cylinder chamber , wherein the one-way valve allows fluid to flow through it in only one direction.2. The gas feeding arrangement according to claim 1 , wherein the feeding valve is adapted for being arranged in a cylinder head and comprises a moveable valve member adapted for being arranged for movement relative to a valve seat for opening and closing claim 1 , respectively claim 1 , the feeding valve.3. The gas feeding arrangement according to claim 2 , wherein the valve member is adapted for a linear movement between the open condition and a closed condition.4. The gas feeding arrangement according to claim 2 , wherein the moveable valve member comprises a valve head adapted for contacting the valve seat and an elongated valve stem extending from the valve head.5. The gas feeding ...

Rolling-contact shaft member

A rolling-contact shaft member, which is made of high-carbon steel and whose outer peripheral surface serves as a rolling-contact surface that rolling-contacts a mating material, includes: a carbonitrided layer having a carbon concentration of 1.1 to 1.6 wt % and a nitrogen concentration of 0.05 to 0.6 wt % in the range from the surface to the depth of 10 μm. The rolling-contact shaft member has a Vickers hardness of 700 to 840 HV at the outer peripheral surface and has a Vickers hardness of 600 HV or less in its central portion. A maximum value of an absolute value of a gradient of a change in the Vickers hardness from the outer peripheral surface to the central portion is 100 to 340 HV/mm.

CONTROL DEVICE AND CONTROL METHOD FOR INTERNAL COMBUSTION ENGINE

The present invention relates to a control device and a control method for a variable valve timing mechanism that changes a valve timing by adjusting a rotational speed of a motor. The control device detects a phase angle RA based on an output of a crank angle sensor and an output of a cam angle sensor and calculates a change amount ΔRA of a rotational phase based on a difference between a rotation amount of a sprocket and a rotation amount of the motor. The control device stops calculating change amount ΔRA when a failure occurs in a motor rotation angle sensor. When a failure occurs in one of the crank angle sensor or the cam angle sensor, the control device stops calculating phase angle RA and calculates change amount ΔRA using a normal one of the sensors and the motor rotation angle sensor. 115.-. (canceled)16. A control device for an internal combustion engine , the control device being to be applied to the internal combustion engine , the internal combustion engine including a variable valve timing mechanism that changes a rotational phase of a cam shaft with respect to a crank shaft by adjusting a rotational speed of a motor , a crank angle sensor that outputs a crank angle signal at a predetermined angle position of the crank shaft , a cam angle sensor that outputs a cam angle signal at a predetermined angle position of the cam shaft , and a motor rotation angle sensor that detects a rotation angle of a rotational shaft of the motor , the control device comprising:a first rotation amount calculation unit that obtains a first rotation amount of a cam sprocket of the cam shaft per a predetermined time based on the crank angle signal;a second rotation amount calculation unit that obtains a second rotation amount of the cam sprocket per the predetermined time based on the cam angle signal;a selection unit that selects a larger one of the first rotation amount or the second rotation amount; anda phase change amount detection unit that detects a change amount of ...

METHOD AND SYSTEM FOR VARIABLE DISPLACEMENT ENGINE DIAGNOSTICS

Methods and systems are provided for diagnosing a cylinder valve deactivation mechanism in an engine system having cam-actuated valves. Movement of a latch pin of the deactivation mechanism is inferred from an induction current generated by a solenoid coupled to the latch pin, and the inferred movement is used to diagnose operation of cylinder valve deactivation mechanism. The inferred movement and a profile of the induction current is also used to estimate camshaft and crankshaft timing for improved cylinder fuel delivery in the absence of a camshaft sensor.

SYNCHRONOUS DRIVE APPARATUS WITH ADJUSTABLE NON-CIRCULAR DRIVE ELEMENTS

A synchronous drive is provided in which a non-circular rotor generates a fluctuating corrective torque to counteract a fluctuating load torque on a driven rotor. The angular orientation of the non-circular rotor can vary relative to the driven rotor so as to change the phase angle of the fluctuating corrective torque relative to the driving rotor. The arrangement may be applied in internal combustion engines with variable valve timing (VVT) systems, wherein the phase angle of a fluctuating load torque presented on a cam rotor, due to forces arising from actuation of intake and/or exhaust valves by the camshaft, varies relative to the crankshaft. The phase angle of the fluctuating corrective torque is also varied relative to the crankshaft to maintain phase relationship with the fluctuating load torque and thereby maintain reduced cam torsional vibrations and span tensions provided by the non-circular rotor during operation 1. A corrective system for an internal combustion engine , said engine having a crankshaft driven by combustion energy , a camshaft that actuates one or more combustion valves , and a variable valve timing (VVT) system for controlling the timing of the actuation of the one or more valves by the camshaft relative to the crankshaft , the corrective system comprising:a cam rotor that is operatively connectable with the camshaft;a synchronous endless drive arrangement including a continuous-loop elongate drive structure engaging the crankshaft and the non-circular rotor;wherein the cam rotor has a peripheral edge engaging the elongate drive structure, said peripheral edge having a non-circular profile including a plurality of protruding rotor portions which alternate with receding rotor portions, wherein the angular positions of the protruding and receding rotor portions are adjustable relative to the crankshaft; andan actuator adjusting the angular positions of the protruding and receding rotor portions relative to the crankshaft during operation of ...

DEVICE AND METHOD FOR COLD TESTING ENGINE COMPONENT OPERATION

A method of determining a condition of a component (e.g., valves) of an engine having a manifold air pressure sensor during a cold test includes providing pressurized air to an intake of the engine. The method includes rotating a crankshaft of the engine. The method includes measuring pressures with the manifold air pressure sensor as a function of crankshaft rotational position. The method includes comparing the pressures with a predetermined baseline. The method includes indicating a condition of the component based on the comparison of the pressures with the baseline. 1. A method of determining valve positions for an engine having an air pressure sensor during a cold test comprising:rotating a crankshaft of the engine;providing either pressurized air or vacuum to an intake of the engine;measuring manifold pressures with the pressure sensor as a function of crankshaft rotational position;comparing the pressures with a predetermined baseline; andindicating valve positions based on the comparison of the pressures with the baseline.2. The method according to claim 1 , wherein the valve positions are open or closed.3. The method according to claim 2 , wherein an open valve position is indicated when the measured pressure is different than the baseline pressure at a known crankshaft rotation angle.4. The method according to claim 2 , wherein a closed valve position or stuck valve position is indicated when the measured pressure is different than the baseline pressure at a known crankshaft rotation angle.5. The method according to claim 1 , wherein the engine is a variable displacement engine (VDE).622. The method according to claim 1 , wherein each cylinder of the engine has intake valves and exhaust valves and the step of indicating the valve positions includes indicating open or closed positions of one or both of the intake and exhaust valves.7. The method according to claim 1 , wherein a pressurized air is operatively connected to an electronic throttle body (ETB) ...

Valve timing control device for internal combustion engine and controller for valve timing control device

Provided is an electric-motor-driven valve timing control device for an internal combustion engine with which the valve timing control device can be operated even when a portion of coils of an electric motor has broken. The electric motor has two systems of switching brushes, each system being constructed by a set of positive-electrode and negative-electrode switching brushes. When an electricity-feeding line used for electricity-feeding to one system of the two systems has broken, the valve timing control device is configured to stop energization to the other system or reduce an energization amount to the other system, after having energized the other system of switching brushes until such time that a predetermined time has expired from a start of the engine, thus enabling the relative rotational phase of a camshaft to be converted to a phase suitable for starting.

Variable valve train of a combustion engine

A variable valve train ( 1 ) of a combustion engine for applying a load on two equally acting gas exchange valves ( 2, 3 ) for each cylinder of the combustion engine is provided, including a switchable valve train element ( 4, 5 ) with an outer part and an inner part (( 6, 7 ), ( 8, 9 )) that can move relative to each other allocated to each of the two gas exchange valves ( 2, 3 ). The outer and inner parts (( 6, 7 ), ( 8, 9 )) are selectively connectable to each other by an associated coupling slide mechanism ( 10, 11 ). The valve train ( 1 ) further includes a control shaft ( 12 ), on which a control cam ( 13, 14 ) is applied for each coupling slide mechanism ( 10, 11 ), and the control cams contact an outer end face ( 15, 16 ) of the respective coupling slide mechanisms ( 10, 11 ) for displacement thereof in one direction, and the two control cams ( 13, 14 ) can rotate separately from each other on the common control shaft ( 12 ).

MECHANICAL RETENTION MEMBER FOR VALVETRAIN COMPONENTS

A retention member is configured to be supported within a cylinder head of an engine and includes a body portion and a plurality of arms. The body portion has an opening configured to receive a fuel injector of the engine. Additionally, the plurality of arms extends from the body portion and is configured to be positioned over a portion of a cross-head of the engine. The plurality of arms is spaced apart from the cross-head during routine operation of the engine. 1. A retention member configured to be supported within a cylinder head of an engine , comprising:a body portion having an opening configured to receive a fuel injector of the engine; anda plurality of arms extending from the body portion and configured to be positioned over a portion of a cross-head of the engine, the plurality of arms being spaced apart from the cross-head during routine operation of the engine.2. The retention member of claim 1 , wherein the body portion includes apertures configured to receive removable mechanical fasteners claim 1 , and the body portion is removably coupled with the cylinder head through the removable mechanical fasteners.3. The retention member of claim 1 , wherein the body portion is integrally formed with the plurality of arms.4. The retention member of claim 3 , wherein the body portion and plurality of arms are comprised of a metallic stamping.5. The retention member of claim 1 , wherein each of the plurality of arms defines an upside-down U shape configured to receive a portion of the cross-head within a recess of the U shape.6. The retention member of claim 1 , wherein the body portion and the plurality of arms are stationary relative to movement of the cross-head.7. The retention member of claim 1 , wherein the plurality of arms is configured to retain a position of the cross-head during movement of the cross-head which contacts at least one of the plurality of arms.8. The retention member of claim 1 , wherein the body portion is coupled to a clamp of the fuel ...

ENGINE VALVE SYSTEM

A valve system for an engine includes two cams each having a follower, a summation lever coupled to the followers, a lash adjuster, a valve actuating rocker pivotably coupled to the summation lever and resting on the lash adjuster, a control spring urging the summation lever to compress the lash adjuster, a stop limiting an expansion of the control spring, a bore, a plunger which moves in the bore, and an abutment surface. The control spring acts on the summation lever via the plunger. A plunger end engages with the summation lever. A point of contact between the plunger and the summation lever is displaced in a direction transverse to a plunger axis during a pivoting movement of the summation lever. A plunger shoulder is arranged a distance from the plunger end to contact the abutment surface to limit a plunger displacement in a direction compressing the lash adjuster. 115-. (canceled)16. A valve system for an engine which comprises an engine block , the valve system comprising:two cams which are coaxially mounted, each of the two cams comprising a follower;a summation lever coupled to each follower of the two cams, the summation lever being configured to perform a pivoting movement and to be movable in proportion to a sum of an instantaneous lift of each of the two cams;a hydraulic lash adjuster;a valve actuating rocker arranged to be pivotably coupled to the summation lever and to rest on the hydraulic lash adjuster, the valve actuating rocker being configured to operatively displace an engine valve in dependence upon a movement of the summation lever;a control spring configured to urge the summation lever in a direction to compress the hydraulic lash adjuster;a stop configured to limit an expansion of the control spring;a bore arranged to be stationary relative to the engine block;a plunger comprising a shoulder and an end, the plunger being arranged to reciprocate linearly within the bore; andan abutment surface arranged to be stationary relative to the engine ...

ELECTRIC VARIABLE CAM TIMING CONTROL DEVICE

When an EDU determines that a motor is in a control unstable state where the motor cannot be controlled to a target rotation speed due to a drive voltage output duty value being smaller than a threshold value, the EDU performs a control point shifting operation to shift a control point between a first control point, which is in the control unstable state, and a second control point, which is a control stable state outside the control unstable state. Thus, even when the motor is in a stepping rotation state, it is possible to control the target rotation speed regardless of influence of a cogging torque, and appropriately control the cam phase of the intake camshaft to a target phase when the engine is stopped. 1. An electric variable cam timing control device for controlling a cam phase of a cam shaft of an engine to a target phase by controlling a motor to a target rotation speed , the electric variable cam timing control device comprising a rotational torque increase unit configured to execute processing of:checking whether the motor is in a control unstable state in which the motor is disabled to be controlled to the target rotation speed; andperforming, when the motor is determined to be in the control unstable state, a control point shifting operation for shifting a control point between a first control point and a second control point to increase a rotational torque of the motor, the first control point being a point at which the motor is in the control unstable state, and the second control point being a point at which the motor is in a control stable state outside the control unstable state.2. The electric variable cam timing control device according to claim 1 , wherein:the rotational torque increase unit determines that the motor is in the control unstable state when a rotation speed of the motor is smaller than a predetermined threshold value.3. The electric variable cam timing control device according to claim 2 , wherein:the rotational torque increase ...

METHODS AND SYSTEMS FOR ESTIMATING A COMPOSITION OF FLOW THROUGH A SCAVENGE EXHAUST GAS RECIRCULATION SYSTEM OF A SPLIT EXHAUST ENGINE SYSTEM

Methods and systems are provided for controlling operating of a split exhaust engine system including a scavenge exhaust gas recirculation system based on a composition of constituents within a total flow through the scavenge exhaust gas recirculation system. In one example, a method may include adjusting an engine operating parameter in response to individual flows of each of burnt gases, fresh air, and fuel to an intake passage, upstream of a compressor, from a scavenge manifold coupled to scavenge exhaust valves, the individual flows of each of the burnt gases, fresh air, and fuel determined based on a valve opening overlap between the scavenge exhaust valves and intake valves of the engine. 1. A method for an engine , comprising:adjusting an engine operating parameter in response to individual flows of each of burnt gases, fresh air, and fuel to an intake passage, upstream of a compressor, from a scavenge manifold coupled to scavenge exhaust valves, the individual flows of each of the burnt gases, fresh air, and fuel determined based on a valve opening overlap between the scavenge exhaust valves and intake valves of the engine.2. The method of claim 1 , further comprising opening the scavenge exhaust valves at a different time than blowdown exhaust valves coupled to a blowdown manifold coupled to an exhaust passage including a turbine.3. The method of claim 1 , wherein the individual flows of each of the burnt gases claim 1 , fresh air claim 1 , and fuel are further determined based on total bulk flow to the intake passage from the scavenge manifold claim 1 , the total bulk flow determined based on a valve opening overlap area between the scavenge exhaust valves and intake valves and a pressure in each of an intake manifold and the scavenge manifold claim 1 , where the individual flows of each of the burnt gases claim 1 , fresh air claim 1 , and fuel add up to the total bulk flow.4. The method of claim 3 , wherein the valve opening overlap area is determined ...

Camshaft adjuster with electric drive

Verstellvorrichtung (1) zum Verstellen der relativen Drehwinkellage einer Nockenwelle (3) gegenüber einer Kurbelwelle, die ein kurbelwellenfestes Antriebsteil (4) und ein nockenwellenfestes Abtriebsteil (5) aufweist, wobei die Verstellvorrichtung (1) einen Verstellmotor (2) als primäre Verstellvorrichtung und einen Hilfsantrieb (11) als sekundäre Verstellvorrichtung aufweist, wobei die Nockenwelle (3) beim Ausfallen des Verstellmotors (2) über den Hilfsantrieb (11) in eine feste Drehwinkellage, eine Notlaufposition, verstellbar ist. Adjusting device (1) for adjusting the relative angular position of a camshaft (3) relative to a crankshaft having a crankshaft fixed drive member (4) and a camshaft fixed output member (5), wherein the adjusting device (1) an adjusting motor (2) as the primary adjusting device and a Having auxiliary drive (11) as a secondary adjusting device, wherein the camshaft (3) on failure of the adjusting motor (2) via the auxiliary drive (11) in a fixed rotational position, an emergency position, is adjustable.

Electrically driven camshaft adjuster

Adjustment device ( 1 ) for adjusting a relative rotational angle position of a camshaft ( 3 ) relative to a crankshaft of an internal combustion engine is provided. The adjusting device includes a crankshaft-fixed drive part ( 4 ) and a camshaft-fixed driven part ( 5 ). The adjustment device ( 1 ) has an adjustment motor ( 2 ) as a primary adjustment device and an auxiliary drive ( 11 ) as a secondary adjustment device. When the adjusting motor fails, the camshaft ( 3 ) can be moved into a fixed rotational angle position, an emergency running position, by the auxiliary drive ( 11 ).

Control device for variable valve mechanism

Control method for preventing integrator wind-up when operating VCT at or near its physical stops

In a VCT system, a method uses a controller to automatically determine a state of a phaser based on an identifier. The identifier identifies a filtered signal of the crank shaft and cam shaft and uses the same to identify the phaser state. A reset signal is generated by the identifier to reset the VCT system, specifically to reset a control law whereby the unnecessary information retained by the VCT system is cleared. Therefore, the controller is able to promptly and accurately determine the phaser position and state.

Phase averaging at high rotational speeds

a real-time control system having a fixed loop time is provided. The system includes an input having frequency ranging both above and below the fixed loop time; and a method for utilizing information provided by a pulse wheel and sensed by a sensor. The method includes the steps of: providing a rotating shaft; providing a pulse wheel rigidly affixed onto the rotating shaft; providing a sensor sensing an information out of the pulse wheel, the sensed information comprising a first information and a second information; and when the rotating rate of the rotating shaft is greater than a predetermined value, averaging at least two pulses wherein one of the at least two pulses being related to the first information and at least one pulse being related to the second information; thereby, the second information is used along with the first information for a more accurate representation of the information.

Real-time control system and method of using same

A real-time control system having a fixed loop time is provided. The system includes an input having frequency ranging both above and below the fixed loop time; and a method for utilizing information provided by a pulse wheel and sensed by a sensor. The method includes the steps of: providing a rotating shaft; providing a pulse wheel rigidly affixed onto the rotating shaft; providing a sensor sensing an information out of the pulse wheel, the sensed information comprising a first information and a second information; and when the rotating rate of the rotating shaft is greater than a predetermined value, averaging at least two pulses wherein one of the at least two pulses being related to the first information and at least one pulse being related to the second information; thereby, the second information is used along with the first information for a more accurate representation of the information.

Valve timing adjuster

A valve timing adjuster for an internal combustion engine adjusts valve timing. The valve timing adjuster includes a housing, a vane rotor, a regulation device, a fluid route, and an opening/closing control device. The regulation device regulates a rotational phase of the vane rotor relative to the housing to a regulation position located between a full advance position and a full retard position. The fluid route is communicated with a specific chamber that is at least one of an advance chamber and a retard chamber. The fluid route extends via a radially inner part to be communicated with atmosphere. The radially inner part is located radially between the specific chamber and a rotation center. The opening/closing control device opens and closes the fluid route.

Valve timing adjusting apparatus

A valve timing adjusting apparatus includes a housing, a vane rotor, and a fluid path arrangement. The fluid path arrangement is provided inside the housing. The fluid path arrangement opens to air outside the housing. The fluid path arrangement is communicated with a specific fluid chamber that is one of an advance fluid chamber and a retard fluid chamber defined within the housing. A rotational phase of the vane rotor relative to the housing is changed in one of advance and retard directions when hydraulic oil is introduced into the specific fluid chamber. The valve timing adjusting apparatus controls the fluid path arrangement to be opened and closed.

Method and system for deecting malfunction of fastening bolt in cvvt

CVVT의 체결 볼트 이상 감지 방법이 소개된다. 이를 위해 본 발명은, 캠샤프트 포지션 센서가 정상적으로 작동하는지 판단하는 단계; 상기 캠샤프트 포시션 센서를 이용 캠 샤프트의 최지각 위치를 학습하는 단계; 캠 샤프트의 최지각 위치를 학습하는 단계가 정상인지를 판단하는 단계; 및 상기 캠 샤프트의 최지각 위치를 학습하는 단계가 정상인 경우 학습시 사용된 PWM듀티값이 설정된 제1기준값과 비교하는 단계를 포함한다. A method of detecting an abnormality in the fastening bolt of a CVVT is introduced. To this end, the present invention comprises: determining whether the camshaft position sensor is operating normally; Learning the position of the cam shaft using the camshaft position sensor; Determining whether the step of learning the maximum crest position of the camshaft is normal; And comparing the PWM duty value used in the learning with the first reference value if the step of learning the most-angular position of the camshaft is normal.

具有电气驱动装置的凸轮轴调节装置

用于调节凸轮轴(3)相对于曲轴的相对转角位置的调节装置(1)，所述调节装置具有固定在曲轴上的主动件(4)和固定在凸轮轴上的从动件(5)，其中调节装置(1)具有一台作为主要调节装置的调节电机(2)和一个作为次要调节装置的辅助驱动装置(11)，其中凸轮轴(3)在调节电机(2)发生故障时可通过辅助驱动装置(11)调节到固定的转角位置，一个应急运行位置。

用于检测cvvt中的紧固螺栓的故障的方法和系统

本发明涉及用于检测CVVT中的紧固螺栓的故障的方法和系统。一种用于检测连续可变气门正时(CVVT)中的紧固螺栓的故障的方法包括：判定凸轮轴位置传感器是否正常地工作；使用凸轮轴位置传感器获悉凸轮轴的最延迟角位置；判定获悉的凸轮轴的最延迟角位置是否正常；并且当获悉的凸轮轴的最延迟角位置正常时，将在获悉中使用的PWM占空比值与设置的第一参考值进行比较。

Cvvd 위치학습결과 검증방법 및 cvvd 시스템

본 발명의 CVVD 시스템(1)에 적용된 CVVD 위치학습결과 검증방법은 CVVD 시스템 하드웨어 이상, 학습값 이상, 모터전압이상의 각각을 조건으로 기존 학습값에 대한 검증 필요성을 판단하고, 학습값 검증 필요성이 있는 경우엔 모터(2-1)의 컨트롤 샤프트(2-2)에 대한 위치 확인에 보조 캠 센서(7)의 캠 샤프트(5)의 회전 검출값이 활용된 학습값 검증제어를 수행하는 반면 재학습 필요성이 있는 경우엔 재학습제어로 전환되어 long duration과 short duration에 대한 학습을 수행함으로써 학습값 검증제어로 학습이상으로 인한 엔진 시동 꺼짐/아이들(idle) 불안정/연비악화를 예방하고, 특히 재학습제어에 학습이상시점을 지난 다음점화시점(next ignition on)이 적용됨으로써 재학습에 따른 엔진의 급격한 출력변화 발생도 방지되는 특징을 갖는다.

测量两冲程十字头内燃机中气缸套直径的方法、直径计量装置及在该方法中使用的柔性环

用于在发动机不运转的情况下测量两冲程十字头内燃机中气缸套直径的方法以及在其中使用的电子直径计量装置。电子直径计量装置插入发动机的气缸套中，并且放置在将气缸套的内径作为电子参数测量的测量位置，其中通过扫气口插入电子直径计量装置。

Variable valve-stroke controller

본 발명은 기계적인 가변 밸브 행정 제어장치에 관한 것으로, 상기 제어장치에 의해 개별 밸브 또는 밸브 그룹에서는 내연 기관의 작동시 밸브 행정이 최대 길이로부터 일정한 폐쇄 상태로 연속적으로 세팅되는 동시에 밸브의 개방 기간이 변화될 수 있으며, 이 경우 밸브는 밸브 레버에 의해 작동되고, 상기 레버 자체는 앵글 레버에 의해서 작동되며, 상기 레버의 위치 변화에 의해 밸브의 행정 및 개방 시간이 변화된다. 밸브 행정 제어장치의 경우에는 하부 회전수 범위에서 밸브의 작동이 가능하며, 세팅되고 감소된 각 밸브 행정에서 적합하게 축소된 밸브 개방 영역에 대한 회전각이 얻어진다. 도 1 은 캠 (17) 에 의해 측면에서 캠 롤러 (3) 를 통해 구동되는 앵글 레버 (2) 를 구비한 밸브 행정 제어장치를 보여주며, 이 경우에는 밸브 (1) 를 작동시키는 로커 레버 (8) 의 롤러 (9) 가 태양 휠로서의 기능, 앵글 레버 (2) 가 유성 휠로서의 기능 그리고 조정 레버 (5) 가 유성 캐리어로서의 기능을 하는 방식으로 세팅하는 동안에 유성 기어의 동작이 이루어진다. The present invention relates to a mechanical variable valve stroke control device, in which the valve stroke is continuously set from the maximum length to a constant closed state during operation of an internal combustion engine in an individual valve or group of valves. In this case, the valve is operated by a valve lever, the lever itself is operated by an angle lever, and the stroke and opening time of the valve are changed by changing the position of the lever. In the case of a valve stroke control, it is possible to operate the valve in the lower speed range, and a rotation angle with respect to the valve opening area suitably reduced in each set and reduced valve stroke is obtained. FIG. 1 shows a valve stroke control device having an angle lever 2 driven from the side by means of a cam 17 via a cam roller 3, in this case a rocker lever 8 for operating the valve 1. The operation of the planetary gear is made while setting in such a way that the roller 9 of Fig. 9 functions as a sun wheel, the angle lever 2 as a planet wheel, and the adjustment lever 5 as a planet carrier.

内燃机的气门机构

提出一种内燃机的气门机构，所述气门机构具有凸轮轴(1)和操纵元件(11)，所述凸轮轴(1)包括承载轴(2)以及以在所述承载轴上抗相对转动并能在两个轴向位置中间移动的方式布置的凸轮件(3)，所述凸轮件具有至少一个凸轮组和轴向滑槽(8)，该至少一个凸轮组由直接相邻的、带有不同的凸轮突起部的凸轮(5、6)组成，该轴向滑槽带有两个在所述轴向滑槽的周边上轴向相反延伸的曲线轨道(9、10)，所述操纵元件能与所述轴向滑槽联接，用于在两个曲线轨道(9、10)的方向上移动凸轮件(3)。在此，曲线轨道(9、10)在轴向滑槽(8)的周向上一个接一个地布置。

Способ (варианты) и система для устройства изменения фаз кулачкового распределения

Изобретение может быть использовано в двигателях внутреннего сгорания. Способ для двигателя содержит перемещение золотникового клапана фазовращателя изменения фаз кулачкового распределения с приводом от крутящего момента кулачка в область фиксации после возникновения первого крутильного импульса распределительного вала (130), но до возникновения второго крутильного импульса распределительного вала. Второй крутильный импульс распределительного вала возникает сразу за первым крутильным импульсом распределительного вала. События возникновения первого и второго крутильных импульсов распределительного вала рассчитывают на основании положения распределительного вала относительно положения коленчатого вала (40). Раскрыты способ для двигателя и система двигателя. Технический результат заключается в повышении точности и надежности регулировки положения фазовращателя изменения фаз кулачкового распределения. 3 н. и 16 з.п. ф-лы, 19 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 705 713 C9 (51) МПК F01L 1/344 (2006.01) F02D 13/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) СКОРРЕКТИРОВАННОЕ ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ Примечание: библиография отражает состояние при переиздании (52) СПК F01L 1/047 (2019.02); F01L 1/34409 (2019.02) (21)(22) Заявка: 2015144202, 15.10.2015 15.10.2015 Приоритет(ы): (30) Конвенционный приоритет: (73) Патентообладатель(и): Форд Глобал Текнолоджиз, ЛЛК (US) (43) Дата публикации заявки: 21.04.2017 Бюл. № 12 (45) Опубликовано: 11.11.2019 (15) Информация о коррекции: (56) Список документов, цитированных в отчете о поиске: US 6666181 B2, 23.12.2003. US 5657725 A, 19.08.1997. US 8356583 B2, 22.01.2013. EP 0799977 B1, 13.12.2000. RU 2479728 C1, 20.04.2013. RU 2493376 C1, 20.09.2013. Версия коррекции №1 (W1 C2) (48) Коррекция опубликована: 2 7 0 5 7 1 3 Адрес для переписки: 197101, Санкт-Петербург, а/я 128, "АРСПАТЕНТ", М.В. Хмара C 9 C 9 11.03.2020 Бюл. № 8 2 7 0 5 7 1 3 21.10.2014 US 14/520,179 R U R U (24) Дата начала отсчета срока ...

중간위상 cvvt 안정화 제어 방법 및 중간위상 cvvt 안정화 제어 시스템

본 발명은 중간위상 CVVT(Continuously Variable Valve Timing System)의 오일 온도를 기준치와 비교 판단하여 기준치보다 낮은 경우 CVVT의 제어를 중단하고, 엔진 RPM을 기준치와 비교 판단하여 기준치보다 낮은 경우 CVVT의 제어를 중단하는 것을 특징으로 하는 중간위상 CVVT 안정화 제어 방법으로서, 본 발명에 의하면, 중간위상 CVVT의 작동 제어가 불안정하여 실화 내지 시동 꺼짐이 발생하지 않도록 중간위상 CVVT를 제어하고, 중간위상 CVVT의 작동성능보증의 신뢰성을 담보할 수 있게 한다.

在阀桥中空动部件的上游包括蓄积器的系统

一种用于致动至少两个发动机阀的系统，其包括可操作地连接至所述至少两个发动机阀并且具有液压致动的空动部件的阀桥。空动部件包括布置在其中的空动止回阀。摇臂具有配置成接收来自阀致动运动源的阀致动运动的运动接收端、和用于将阀致动运动和液压流体传递至空动部件的运动传递端。摇臂与液压流体供给部流体连通。所述系统还包括与液压流体供给部流体连通、且布置在空动止回阀上游的蓄积器。在所有实施例中，可在蓄积器的上游布置流体供给止回阀，其配置成防止液压流体从蓄积器回流到液压流体供给部。

Patent RU2015144202A3

ВУ’ ” 2015144202” АЗ Дата публикации: 30.04.2019 Форма № 18 ИЗ,ПМ-2011 Федеральная служба по интеллектуальной собственности Федеральное государственное бюджетное учреждение ж 5 «Федеральный институт промышленной собственности» (ФИПС) ОТЧЕТ О ПОИСКЕ 1. . ИДЕНТИФИКАЦИЯ ЗАЯВКИ Регистрационный номер Дата подачи 2015144202/06(068079) 15.10.2015 Приоритет установлен по дате: [ ] подачи заявки [ ] поступления дополнительных материалов от к ранее поданной заявке № [ ] приоритета по первоначальной заявке № из которой данная заявка выделена [ ] подачи первоначальной заявки № из которой данная заявка выделена [ ] подачи ранее поданной заявки № [Х] подачи первой(ых) заявки(ок) в государстве-участнике Парижской конвенции (31) Номер первой(ых) заявки(ок) (32) Дата подачи первой(ых) заявки(ок) (33) Код страны 1. 14/520,179 21.10.2014 05 Название изобретения (полезной модели): [Х] - как заявлено; [ ] - уточненное (см. Примечания) Способ (варианты) и система для устройства изменения фаз кулачкового распределения Заявитель: Форд Глобал Текнолоджиз, ЛЛК, 05 2. ЕДИНСТВО ИЗОБРЕТЕНИЯ [Х] соблюдено [ ] не соблюдено. Пояснения: см. Примечания 3. ФОРМУЛА ИЗОБРЕТЕНИЯ: [Х] приняты во внимание все пункты (см. Примечания) [ ] приняты во внимание следующие пункты: [ ] принята во внимание измененная формула изобретения (см. Примечания) 4. КЛАССИФИКАЦИЯ ОБЪЕКТА ИЗОБРЕТЕНИЯ (ПОЛЕЗНОЙ МОДЕЛИ) (Указываются индексы МПК и индикатор текущей версии) ЕОТГ. 1/344 (2006.01) Е02р 13/02 (2006.01) 5. ОБЛАСТЬ ПОИСКА 5.1 Проверенный минимум документации РСТ (указывается индексами МПК) Е011.1/00-Е011.1/46; Е02013/00-Е02013/08; Е02041/00-Е02041/40 5.2 Другая проверенная документация в той мере, в какой она включена в поисковые подборки: 5.3 Электронные базы данных, использованные при поиске (название базы, и если, возможно, поисковые термины): Езрасепес РАТЕМТЗСОРЕ, Рабеагсв, ОЗРТО 6. ДОКУМЕНТЫ, ОТНОСЯЩИЕСЯ К ПРЕДМЕТУ ПОИСКА Кате- Наименование документа с указанием (где необходимо) частей, Относится к гория* ...