Abstract: 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.

Abstract: A valve opening/closing timing control device that sets a relative rotation phase between a driving-side rotating body and a driven-side rotating body using a driving force of an electric actuator is compactly configured. The device is provided with: a first bearing disposed between an inner periphery of the driven-side rotating body and an eccentric member; a second bearing disposed between the eccentric member and an input gear on a side of the first bearing away from a camshaft in a direction along a rotational axis; and a front plate fixed to the driving-side rotating body on a side of the second bearing away from the camshaft. An Oldham coupling is disposed on the side away from the camshaft of both the first bearing and the second bearing in the direction along the rotational axis.

Abstract: 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).

Abstract: A camless valve control system for an internal combustion engine, includes a hydraulic pump, with a rotating shaft timed to the operation of the engine and a hydraulic actuator configured to selectively open and close one of an intake valve and an exhaust valve of the engine. The hydraulic actuator includes a rotating cylindrical pump body and one or more control rings with holes channeling the flow of the hydraulic control fluid to affect the selective opening and closing of the one of the intake value and the exhaust valve. The pump body includes a cylindrical center portion configured to receive torque from the hydraulic pump and at least one channel providing a flow of hydraulic control fluid from the pump.

Abstract: An oil control valve for a cam phaser of an internal combustion engine where the spool is positioned by an external actuator. The pressure enters the end of the oil control valve where the resultant pressure force is balanced by the differential area of the spool. The spool contains two plate check valves enabling cam torque recirculation of oil from A to B or B to A depending upon the spool position. In mid position, the spool lands block A and B to hold the cam phaser position. Three or five positions may be utilized.

Abstract: A camshaft phaser arrangement configured for a concentric camshaft assembly having inner and outer camshafts is provided. The camshaft phaser arrangement includes a first camshaft phaser, a second camshaft phaser, and a coupling that torsionally connects the first camshaft phaser to the second camshaft phaser. Each of the camshaft phasers is configured to be connected to either the inner or the outer camshaft. The coupling includes at least one flexible connector that provides for radial and axial movement between the first camshaft phaser and the second camshaft phaser.

Abstract: A method for predicting a future camshaft position includes approximating a regulating circuit or a part of a regulating circuit that includes at least an adjusting device by a transfer function, and ascertaining a future camshaft position on the basis of the transfer function. An engine control unit is also provided.

Abstract: A gas turbine engine includes a bypass flow passage and a core flow passage. The bypass flow passage defines a bypass ratio in a range of approximately 8.5 to 13.5. A fan is located upstream of the bypass flow passage. The bypass flow passage includes an inlet and an outlet that define a design fan pressure ratio of approximately 1.3 to 1.55. A first, inner shaft and a second, outer shaft are concentric. A first turbine is coupled with the first shaft, and the first shaft is coupled with the fan. The fan includes a hub and a row of fan blades that extend from the hub. The row includes a number of the fan blades, the number (N) being 18, a solidity value (R) at tips of the fan blades that is from 1.0 to 1.1, and a ratio of N/R that is from 16.4 to 18.0.

Abstract: An internal combustion engine includes: a cylinder head (3); a combustion chamber recess (15) formed in the cylinder head; an intake passage (16) and an exhaust passage (17) formed in the cylinder head and communicating with the combustion chamber recess; a head oil passage (80) formed in the cylinder head, and having a first end (81A) communicating with an oil pump (62) and a second end (81B) opening out at a sliding contact surface of a valve actuating mechanism (23) provided in the cylinder head; and an oil jacket (84) formed in the cylinder head in a path of the head oil passage so as to at least partly surround the exhaust passage.

Abstract: An electrical system including a linear motor in which energized forcer and thruster coils are used for the field and armature elements. In accordance with exemplary embodiments, one or more thruster coils may be provided on a shaft with opposing single or multiple fixed forcer coils. Using coils as the electromagnets for forcer and thruster coils advantageously provides necessary power while also minimizing system weight and decreases in magnetism typically encountered with permanent magnets with rising temperature, resulting in higher and more controllable magnetic forces over varying temperatures. Ferrous elements, such as a ferrous system housing and/or open ferrous containers for the thruster coils may be further included to advantageously focus the magnetic forces. Additionally, multiple forcer and thruster coils may be disposed in various arrangements along the shaft. Exemplary applications include use of such a system for controlling oscillations of a poppet valve in an internal combustion engine.

Abstract: A valve train assembly having a valve train carrier including a body having a cartridge cavity formed in the body, a hydraulic lash adjuster adjustment (HLA) assembly, and a cartridge removably disposed in the cartridge cavity. The cartridge includes a main body defining an inner bore, wherein the HLA assembly is disposed in the inner bore, and the cartridge is sized and shaped for insertion into the cartridge cavity formed in an underside of the valve train carrier. The cartridge is configured to have a valve train lash set prior to insertion into the cartridge cavity. A rocker arm assembly includes a body configured to engage the hydraulic lash adjustment (HLA) assembly, an end having a socket formed therein, and an e-foot extending through the socket and coupled to the end, the e-foot configured to maintain substantially flat contact with a top surface of an engine valve.

Abstract: Systems for valve actuation in internal combustion engines provide configurations for hydraulic lash adjusters and valve actuation valvetrain components that are particularly suitable for prevention of HLA jacking in lost motion cam environments and in valve bridge environments. In one implementation, a rocker arm may transmit motion from a lost motion cam having main event and auxiliary event lobes. Main event motion is transmitted to two engine valves through the rocker arm, a lash adjuster, lash adjuster loading component and valve bridge, which define part of a first load path. Braking motion is transmitted to one of the engine valves through an inboard valve actuator and bridge pin, which define part of a second load path. The HLA is thus disposed in a separate load path from the braking valve load and the lash adjuster loading component keeps the lash adjuster under a constant compressive force to prevent jacking.

Abstract: 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.

Abstract: Some examples described herein may involve determining an advance timing window between the valve opening or closing and a designated time that the valve is scheduled to open or close; determining a closing velocity of the valve; monitoring an engine speed of the engine; determining valve lash information based on the advance timing window, the closing velocity, and the engine speed, wherein the valve lash information identifies a magnitude of the valve lash or whether the magnitude of the valve lash associated with the valve satisfies a threshold; and performing an action based on the valve lash information.

Abstract: A continuous variable valve duration apparatus may include a camshaft, a cam unit on which a cam is formed, of which the camshaft is inserted thereto and of which a relative phase angle with respect to the camshaft is variable, an inner bracket transmitting rotation of the camshaft to the cam unit, a wheel housing in which the inner bracket is rotatably inserted, on which a guide groove parallel to the camshaft is formed, and on which a guide hole vertical to the camshaft is formed, a guide portion including a guide shaft inserted into the guide hole for guiding movement of the wheel housing and a control portion including a control shaft disposed parallel to the camshaft and inserted into the guide groove, and the control portion selectively rotating the control shaft for the relative position of the wheel housing with respect to the camshaft to be changed.

Abstract: A camshaft phaser arrangement configured for a concentric camshaft assembly having inner and outer camshafts is provided. The camshaft phaser arrangement includes a first camshaft phaser, a second camshaft phaser, a coupling, and at least one timing wheel connected to at least one of the first or second camshaft phaser. Each of the camshaft phasers is configured to be connected to either the inner or the outer camshaft. The coupling includes a coupling ring and at least one coupling pin that torsionally connects the first camshaft phaser to the second camshaft phaser. The coupling provides for radial and axial movement between the first camshaft phaser and the second camshaft phaser.

Abstract: A camshaft arrangement comprising a camshaft, a vane-type camshaft phaser attached to a first end of the camshaft, a valve actuating arrangement and an oil control valve. The oil control valve comprises an elongated valve member arranged centrally inside the camshaft. The elongated valve member can be adjusted in a longitudinal direction of the camshaft to control the oil flow to the vane-type camshaft phaser by actuation of an actuator. The valve actuating arrangement comprises a first valve actuating configuration attached to the camshaft and a second valve actuating configuration comprising an actuation arm connected to the actuator. The first valve actuating configuration is arranged to be actuated by the actuation arm of the second valve actuating configuration.

Abstract: A valve train assembly configured to selectively open and close intake and exhaust valves associated with cylinders of an internal combustion engine comprises an intake rocker arm assembly, an intake cam assembly, a first axial shifting cam assembly and a second axial shifting cam assembly. The intake rocker arm assembly can have a plurality of intake rocker arms. The intake cam assembly can be associated with each of the cylinders and can have three distinct cam profiles including a first cam profile, a second cam profile and a third cam profile. The first axial shifting cam assembly can operate independently from the second axial shifting cam assembly to provide three distinct valve lift profiles on the first grouping of cylinders and three distinct valve lift profiles on the second grouping of cylinders.

Abstract: Valve trains employing a splined interface between phaser(s) and a concentric camshaft, actuator at rear of camshaft actuated by an actuation rod, adding a clearance hole to the lobe pin for clearance to the actuation rod, supplying oil to camshaft bearings via the concentric camshaft inner tube, and bolt on front camshaft bearing. The valve trains may further employ a third rocker lever that is usable for a selectable valve event (e.g. compression release brake) while also implementing variable valve timing and a concentric camshaft.

Abstract: A method of controlling an engine system may include: method of controlling an engine system including a continuous variable valve duration (CVVD) apparatus, the method including: detecting data for controlling the engine system; determining whether a speed of an engine is less than a predetermined speed; determining whether a position value of an accelerator pedal is greater than a predetermined position value when the rotation speed of the engine is less than the predetermined speed; operating the CVVD apparatus to increase a valve overlap when the position value of the accelerator pedal is greater than the predetermined position value; and performing a knock control after the valve overlap is increased.