Abstract: A combined plug-sensor wheel for a camshaft is disclosed. The combined plug-sensor wheel includes a pin projecting in an axial direction of the camshaft. The pin, when inserted into the camshaft, seals the camshaft in a fluid-tight manner. According to an implementation, the combined plug-sensor wheel and the camshaft are incorporated into an internal combustion engine.

Abstract: The present disclosure relates to a camless engine in which a camless system is configured for controlling one or more engine valves of an internal combustion engine is disclosed. The system comprises a pneumatic accumulator configured to store compressed air, and at least one pneumatic actuator having a piston rod. The pneumatic actuator is configured for abutment with the engine valves of the internal combustion engine. The system further comprises at least one pneumatic control valve fluidly connected between the pneumatic accumulator and the pneumatic actuator, a sensor configured to sense an engine parameter and to transmit a signal to actuate the pneumatic control valves and an electronic control unit configured to control the pneumatic valves based on the signal received from the sensor.

Abstract: The utility model provides an exhaust structure having a lightweight structure. The utility model provides an exhaust structure, comprising: an exhaust pipe; and a muffler connected to the exhaust pipe. The exhaust pipe includes an upstream side opening portion, a downstream side opening portion, and a winding portion. The winding portion is formed by winding pipings between the upstream side opening portion and the downstream side opening portion. The muffler is connected to the upstream side opening portion of the exhaust pipe, and the winding portion overlaps the muffler in a front-rear direction.

Abstract: A valve opening and closing timing control device includes a driving-side rotating body, a driven-side rotating body, a stopper configured to determine a mechanical limit of a displacement region of a relative rotation phase, a phase control mechanism configured to change the relative rotation phase, and a control unit configured to control the electric motor so as to displace the actual phase detected by a phase sensor. A limit phase at which the stopper reaches an abutting state is set in advance when rotation of the electric motor is stopped while the internal combustion engine operates. Upon executing stop control of stopping the internal combustion engine, except when the actual phase is already the limit phase, the control unit executes braking control of limiting the rotation of the electric motor by controlling an electric current to be supplied to the electric motor.

Abstract: A valve mounting structure includes a mounting portion, a valve, and a cushion. The valve includes a valve seat having a cylindrical joining portion that receives the mounting portion inserted thereto, or is inserted to the mounting portion. The cushion is arranged between the mounting portion and the joining portion, and fixed to each of the mounting portion and the joining portion. In a case where one of the mounting portion and the joining portion is a first portion and the other is a second portion, the first portion includes a peripheral wall and an opening portion without the peripheral wall formed therein. A fixing portion in which the second portion and the cushion are fixed to each other is at least partly arranged at a position adjacent to the opening portion along a radial direction of the mounting portion.

Abstract: An internal combustion engine includes an electro-hydraulic system for variable actuation of intake valves where each cylinder has two intake valves, associated with two intake conduits. A first conduit is generates within the cylinder a tumble motion of airflow introduced therein, when the intake valve associated thereto is at least partially opened. The second intake conduit generates within the cylinder a swirl motion of airflow introduced therein when the second intake valve is at least partially opened. A controller of controls one or more control valves to open only one of the intake valves of each cylinder in a condition of reduced engine operation, below a predetermined load and/or a predetermined speed of the engine, and to always open both intake valves in the remaining conditions of engine operation. The first intake valve is the only valve to be opened in the reduced engine operation condition.

Abstract: A rocker assembly for a type III center pivot valvetrain comprises a rocker arm comprising a cam end, a center pivot bore, and a valve end. The valve end comprises a first actuator bore and a second actuator bore. A cylinder deactivation actuator is in the first actuator bore. An engine brake actuator is in the second actuator bore. The rocker assembly can be part of a valve assembly and can impart an engine braking function, a cylinder deactivation function, and a main lift function to first and second valves. It is also possible to impart an early exhaust valve opening, a main lift function, and a late exhaust valve closing to the engine braking valve.

Abstract: A harmonic drive (1) comprises three connection elements (2, 9, 13), namely an input element (2), an output element (13) and an adjusting element (9), and an anti-twist mechanism (15) operates between the connection elements (2, 9, 13), the anti-twist mechanism comprising an anti-twist element (18), which is concentric to the connection elements (2, 9, 13) and interlockingly cooperates with one of the connection elements (9) and frictionally cooperates with one other connection element (2).

Abstract: An electromechanical camshaft phaser (3) comprises a setting gear (4) and an electric motor (5), which is controlled by means of an electric-motor control unit (6). Data concerning the operation of the electric motor (5) including position changes of its motor shaft are transferred via a data bus (8) from the electric-motor control unit (6) to an engine control unit (7) of the internal combustion engine (1) comprising the camshaft phaser (3). In addition, recurring time signals are transferred from the electric-motor control unit (6) to the engine control unit (7) via a separate line (9), by which harder real-time requirements are met than by the data bus (8).

Abstract: A valvetrain includes a rocker arm assembly having a rocker arm and an electromagnetic latch assembly. An electromagnet of the latch assembly is housed within a chamber formed by the rocker arm. Passageways suitable for oil cooling of the electromagnet are formed through and inside the rocker arm. In some embodiments, oil for cooling is supplied through a pivot. In some embodiments, oil for cooling is obtained from oil splash. Oil cooling may allow modes of operation such as of dynamic cylinder deactivation and dynamic variable valve actuation to be used without overheating the electromagnet.

Abstract: An electromagnetic actuator having at least one electromagnetic actuator unit, the actuator unit comprising a coil and a plunger, which plunger is axially movable relative to the coil via energization of the coil, and the actuator unit being arranged in a housing. In order to achieve a particularly simple design, the plunger is arranged approximately coaxially with the coil according to the invention.

Abstract: Valve bridge systems include constraints and guides for managing bridge jump and other uncontrolled valve bridge motion during engine operation. Constraints may include an e-foot collar, an extended portion on the bridge, and a bridge brake pin. Guides may include valve stem tip lead-in chamfers surrounding the valve bridge valve pockets as well as a deflection surface on the bridge extended portion. Methods of configuring valve bridges may include configuring the valve step tip lead-in chamfers based on worst-case positions of the valve bridge defined by one or more or a combination of the constraints provided by the e-foot collar, extended portion and brake pin.

Abstract: A camshaft adjuster is produced that includes a stator and a rotor, which is rotatable relative to the stator, wherein the stator and the rotor are produced with first planar surfaces on a first end face and with second planar surfaces on a second end face, which is formed to be opposite the first end face when viewed in an axial direction and wherein the rotor and/or the stator is or are produced according to a powder-metallurgical method, The first planar surfaces and the second planar surfaces of the stator and the rotor are ground or finished, and the lateral surface of the stator and the lateral surface of the rotor are left uncalibrated.

Abstract: Engine systems and methods use a dual air injection approach to control exhaust reactions and to maintain temperatures below a maximum limit of exhaust system components during engine enrichment operation conditions. Dual air injectors are disposed in the exhaust system with one upstream from, and another downstream from, the catalytic converter. Providing air injection before and/or after the converter helps convert all HC, CO, and PM emissions while keeping the catalyst temperature below the catalyst protection temperature limit. Air injection quantity may be controlled and diagnosed by monitoring the temperatures before and after the catalytic converter. The catalytic converter may be a three-way catalytic converter for lower cost or a downstream two-way catalytic converter may be added if further emission reduction is necessary.

Abstract: A compression-release engine brake system operating an exhaust valve of an engine during a compression-release engine braking operation. The compression-release brake system comprises an exhaust rocker arm and a brake reset device disposed in a reset bore formed in the exhaust rocker arm. The brake reset device comprises a reset check valve, a slider-piston slidably disposed in the reset bore and an external slider bias spring biasing the piston foot away from the brake reset device. The external slider bias spring is disposed outside the reset bore and around the piston-slider. The brake reset device permits pressurized hydraulic fluid to flow from a supply conduit to a reset conduit to supply a brake actuation piston when the reset check valve is open. The actuation piston extends and engages the exhaust valve toward the end of a compression stroke of the internal combustion engine, and the brake reset device resets.

Abstract: A valve actuation system comprising a valve actuation motion source configured to provide a main event valve actuation motion to at least one engine valve via a main motion load path that comprises at least one valve train component. The valve actuation system further includes a lost motion component arranged within a first valve train component in the main motion load path, the lost motion component being controllable to operate in a motion conveying state or a motion absorbing state. The valve actuation system also comprises a high lift transfer component arranged in the main motion load path, with the high lift transfer component being configured to permit the main motion load path to convey at least a high lift portion of the main event valve actuation motion when the lost motion component is in the motion absorbing state.

Abstract: A valve actuation system comprises a valve actuation motion source configured to provide main and auxiliary valve actuation motions for actuating at least one engine valve via a valve actuation load path. A lost motion subtracting mechanism is arranged in a valve bridge and configured, in a first default operating state, to convey at least the main valve actuation motion and configured, in a first activated state, to lose the main valve actuation motion and the auxiliary valve actuation motion. Additionally, a lost motion adding mechanism is arranged in a rocker arm and configured, in a second default operating state, to lose the auxiliary valve actuation motion and configured, in a second activated state, to convey the auxiliary valve actuation motion, wherein the lost motion adding mechanism is parallel with the lost motion subtracting mechanism in the valve actuation load path at least during the second activated state.

Abstract: In an internal combustion engine that includes a cylinder block and a cylinder head, and has a cam chain chamber on a side of the cylinder block, a beam member that traverses the cam chain chamber is disposed in the cam chain chamber.

Abstract: An engine valve actuation system includes engine braking rocker arms each having a hydraulically actuated switch, and an electrohydraulic control system including an actuation fluid supply, an electrically actuated valve adjustable to vary a pressure of actuation fluid supplied from the actuation fluid supply to the hydraulically actuated switches, and an engine braking control unit. The engine braking control unit is structured to command adjusting the electrically actuated valve to adjust the hydraulically actuated switch in each of the engine braking rocker arms at a switching window timing that is varied from engine braking cycle to engine braking cycle to distribute hard handoffs among the engine braking rocker arms.

Abstract: An exhaust passage structure of an internal combustion includes a first merging passage, a second merging passage, and a third merging passage connecting a third gathering portion in which the exhaust gas flowing through the first merging passage and the exhaust gas flowing through the second merging passage gather and a turbine of a turbocharger. The first merging passage and the second merging passage have respective narrowed portions in which passage cross-sectional areas are minimized. When a total value of passage cross-sectional areas of inlets of exhaust ports in one cylinder is set as a reference passage cross-sectional area A, and the passage cross-sectional areas of the narrowed portions of the first merging passage and the second merging passage are set as narrowed cross-sectional areas B, the exhaust passage structure is configured such that the relationship of 0.5?(B/A)?1 is established.