Abstract: An internal combustion engine and method of operating such an engine are disclosed. In some embodiments, the engine includes a piston provided within a cylinder, wherein a combustion chamber is defined within the cylinder at least in part by a face of the piston, and an intake valve within the cylinder capable of allowing access to the combustion chamber. The engine further includes a source of compressed air, where the source is external of the cylinder and is coupled to the cylinder by way of the intake valve, and where the piston does not ever operate so as to compress therewithin an amount of uncombusted fuel/air mixture, whereby the engine is capable of operating without a starter. In further embodiments, the piston is rigidly coupled to another, oppositely-orientated second piston, and the two pistons move in unison in response to combustion events to drive hydraulic fluid to a hydraulic motor.

Abstract: A needle roller bearing (21) as a roller bearing comprises an outer ring (22) having a plurality of outer ring members (22a) and (22b) split by a split line extending in the axial direction of the bearing, and a plurality of needle rollers (23) arranged along the track surface of the outer ring (22). The outer ring member (22a) is in the form of a semicircular shape having a center angle of 180° and has an engagement click (22c) bent from one circumferential side end to the radial outer side. The two outer ring members (22a) and (22b) are connected in the circumferential direction to form the annular outer ring (22).

Abstract: In one exemplary embodiment of the invention an internal combustion engine includes a piston disposed in a cylinder, a valve configured to control flow of air into the cylinder and an actuator coupled to the valve to control a position of the valve. The internal combustion engine also includes a controller coupled to the actuator, wherein the controller is configured to close the valve when an uncontrolled condition for the internal engine is determined.

Abstract: An internal combustion engine is selectably operable in one of homogeneous charge compression ignition (HCCI) mode with low lift intake and exhaust valve profiles and spark ignition (SI) mode with high lift intake and exhaust valve profiles. Transition from a current combustion mode to a desired combustion mode includes phase adjusting the one of the intake and exhaust valves exhibiting a greater effect upon an effective cylinder volume for a given phase adjustment in the desired combustion mode based upon a desired phasing for the desired combustion mode prior to lift adjusting the one of the intake and exhaust valves and adjusting the other of the intake and exhaust valves.

Abstract: Even when a crankshaft reversely rotates, a rotation phase of a camshaft can be accurately detected. A motor shaft rotation angle, a crankshaft forward rotation angle, a crankshaft reverse rotation angle, a final crankshaft rotation angle, a sprocket rotation angle of an electric VTC where a sprocket rotates at ½ rotation speed of the crankshaft and a stator of an electric motor are integrally rotated, a motor shaft rotation angle changing amount during a control period, a sprocket rotation angle changing amount, a motor shaft rotation angle changing amount, an intake camshaft rotation angle changing amount, and a current real rotation angle of the intake camshaft are calculated sequentially, and the VTC manipulated variable is computed so that the VTC real angle follows a VTC target angle.

Abstract: A system for a vehicle includes a triggering module and a cylinder control module. The triggering module generates a trigger when a catalyst temperature is greater than a predetermined temperature. In response to the generation of the trigger, the cylinder control module: disables opening of an exhaust valve of a cylinder for an exhaust phase of a first combustion cycle of the cylinder; disables opening of the exhaust valve for N combustion cycles of the cylinder that follow the first combustion cycle; and enables opening of the exhaust valve for a second combustion cycle that follows the N combustion cycles. N is an integer greater than zero.

Abstract: A system for controlling a valve in an engine is provided. The system includes a pump piston operably coupled to the valve. The valve is displaceable with electro-hydraulic variable valve actuation. The system also includes a cam lobe operably coupled to the pump piston. The cam lobe includes a profile configured so rotation of the cam lobe directs movement of the pump piston. The pump piston movement includes an increasingly accelerated first duration, followed by a decreasingly accelerated second duration, followed by an increasingly accelerated third duration, wherein when the valve is actuated the valve movement is in accordance with the configuration of the cam lobe.

Abstract: In a method for operating an internal combustion engine having at least one cylinder which includes a first exhaust valve and a second exhaust valve, the internal combustion engine is operated in a scavenging operating mode in that the closing times of the exhaust valves after an ejection stroke of a four-stroke operating cycle are situated after an opening time of an intake valve, and the second exhaust valve is opened with a time delay relative to the first exhaust valve in the scavenging operating mode.

Abstract: A poppet valve has a valve head and a valve stem. A piston is capable of reciprocating motion relative to a housing along a reciprocation axis. The piston has a valve-receiving portion for receiving therein an end portion of the valve stem. A cotter secures the valve stem to the piston. A cap is disposed around the valve-receiving portion. A cap lateral portion extends away from the cap end portion in the direction of the valve head. The valve-receiving portion is held between the cap end portion and the cap lateral portion in a direction parallel to the reciprocation axis. At least part of the cap lateral portion is angled toward the reciprocation axis. The part of the cap lateral portion is closer to the reciprocation axis than at least part of the valve-receiving portion. A method of assembling a valve assembly is also described.

Abstract: A variable cam timing apparatus (10) and method of assembly for transmitting rotational torque between a driving rotary member (15b) and a driven rotary member (15a). The flexible coupling (14) can include an axis of rotation coinciding with, and an outer peripheral edge (14a) extending at least partially around, or completely surrounding, a common rotational axis of the driving rotary member (15b) and the driven rotary member (15a). The flexible coupling (14) including a flexible body (14b) having a plurality of apertures (14c, 14d) formed therein at angularly spaced positions relative to one another for connection therethrough with respect to the driving and the driven rotary members (15b, 15a) permitting adjustment for perpendicularity and axial misalignment, while maintaining a torsionally stiff coupling between the driving and driven rotary members (15b, 15a).

Abstract: A method for controlling differences in cylinder mixtures for a two cylinder bank engine having a turbocharger is presented. In one example, the description includes a method for adjusting valve timing to reduce cylinder mixture variation.

Abstract: In a drag racing vehicle, especially one utilizing a V-block engine, valve gap measurement and adjustment, valve spring force measurement, and the like are carried out with the aid of a foot-operated switch removably connectible to a circuit that carries battery current to the vehicle's starter motor. The foot switch is provided with a cable allowing it to be positioned in either side of the vehicle. Operation of the foot switch effects rotation of the engine crankshaft and camshaft through a small angle so that each valve can be brought to a fully closed condition for measurement or adjustment.

Abstract: An electronic control unit that controls a variable operation angle mechanism that varies an operation angle of an intake valve reduces an operation angle of the intake valve to a normal startup operation angle after first maintaining the operation angle of the intake valve at a high temperature restart operation angle that is larger than the normal startup operation angle for a predetermined period of time after an engine is stopped.

Abstract: A method of conserving fuel in the operation of multi-cylinder internal combustion engines. The present method described here allows a portion of the cylinders of an internal combustion engine to be de-activated when less power is required, thus allowing the engine to provide full power when required, or less power with substantial fuel savings. The present method does so by altering the normal operation of intake and exhaust valves by leaving the intake valve at least partially closed, and the exhaust valve at least partially open. The present method overcomes numerous problems in the prior art, such as excess load placed on the engine caused by trapped gases, damaging thermal gradients across the engine block, and difficulty of retrofitting existing engines.

Abstract: A valve actuating cam has a periphery that can be varied in shape to control the opening and closing of one or more valves associated with a cylinder of an internal combustion engine. One portion of a valve assembly can be moved outwardly to change the valve lift. A band can surround the movable cam portion and cam body portion, and can form at least a major portion of the exterior surface of the cam that engages a cam follower such as a valve operating rocker arm. The timing of the opening and closing of one or more valves can be adjusted by adjusting the peripheral shape of the cam. The shape can be adjusted to start a ramp portion of the cam peripheral surface earlier to cause a valve to open earlier and to end a ramp portion later to cause the valve to close later with a first load on the engine and to open and close earlier when the engine is under a second load that is less than the first load.

Abstract: A variable valve timing control apparatus for an internal combustion engine having a crankshaft and a camshaft, the variable valve timing control apparatus including a hydraulic variable valve timing device, an intermediate lock mechanism, and an oil pressure control device. The control apparatus learns an intermediate lock position to obtain a learning value of the intermediate lock position when the intermediate lock mechanism locks the VCT phase at the intermediate lock position. The control apparatus computes an actual VCT phase based on the learning value of the intermediate lock position. The control apparatus computes a target VCT phase in accordance with an operational condition of the engine based on the learning value of the intermediate lock position. The control apparatus controls a control amount of the oil pressure control device such that the actual VCT phase becomes the target VCT phase.

Abstract: A combustion chamber of an internal combustion engine has primary intake ports located a first distance from the crankshaft and primary intake ports located a second distance from the crankshaft. One or more unidirectional valves, such as reed valves, are place in an intake duct upstream of the primary intake ports. The valves prevent backflow from the cylinder into the intake when the pressure in the cylinder exceeds that of the intake. The backflow into the intake is reduced by having valves in the intake; therefore scavenging efficiency is improved. Furthermore, the asymmetry between the intake and exhaust port timing may be reduced by providing such valves. Additionally, the total intake port area can be increased with two sets of intake ports and valves disposed in the primary ports, thereby improving the volumetric efficiency in spite of the pressure drop presented by the valves.

Abstract: This invention relates to a valve arrangement in an engine, comprising a valve with a valve plate and a stem like portion having an upper portion and lower portion, a valve control mechanism, the upper portion forms a hollow annular body extending coaxially with the extension of the stem like portion, the valve plate is connected to the lower portion to form a gap between the valve plate and the upper portion to allow for the gases to be transported past the valve plate into or out from the inside of the hollow annular body, the upper end of the annular body is open and the hollow annular body at its outer side is arranged with at least one first interacting device arranged to interact with at least one second interacting device of the valve control mechanism to facilitate movement and positioning.

Abstract: A V-type engine includes: first and second banks which are arranged in a V-shape and which respectively have cylinder bores; a crankshaft which is shared by the first and second banks; a crankcase which supports the crankshaft, the first and second banks being connected to the crankcase; and a valley portion which is defined between the first and second banks, an engine auxiliary machine being disposed in the valley portion. The first and second banks are arranged so that a cylinder center line of the first bank and a cylinder center line of the second bank respectively pass through a point which is eccentric from a rotational center of the crankshaft to a side opposite from both the banks. Thus, it is possible to improve an auxiliary machine housing function of the valley portion defined between the first and second banks while maintaining a predetermined opening angle therebetween.

Abstract: A cylinder head assembly includes a first member coupled to an engine block and a second member coupled to the first member. The first member defines a first port in communication with a first cylinder and a second port in communication with a second cylinder. The second member defines a longitudinally extending portion located on a first lateral half of the first member. A first control passage and a second control passage are defined between the first member and the longitudinally extending portion of the second member. The second member defines a wall separating the first and second control passages from one another.

Abstract: A gas-powered tool motor includes a combustion chamber with an intake valve at one end, an exhaust valve at another end, and a control plate or control valve between two portions of the combustion chamber. A piston or other positive displacement device is in communication with the combustion chamber. The intake and exhaust valves have closure members that are movable along a common axis in tandem between collective open positions for recharging the combustion chamber with the fuel and air mixture and collective closed positions for detonating the fuel and air mixture in the combustion chamber and displacing the positive displacement device. The control plate or control valve supports limited air flows from a first portion of the combustion chamber to a second portion of the combustion chamber even in the closed position of the control valve for supporting two-stage combustion.

Abstract: An internal combustion engine having eight cylinders in V-configuration, wherein a first cylinder bank and a second cylinder bank are disposed opposite one another. The internal combustion engine includes a cross-plane crankshaft and has a firing order of a 90° crank angle from cylinder to cylinder. An intake camshaft and an exhaust camshaft are associated with each cylinder bank for actuating at least one intake gas exchange valve and one exhaust gas exchange valve for each cylinder. The gas exchange intake valves that are actuated at a 90° crank angle in the same cylinder bank have a larger valve stroke than the gas exchange intake valves in same cylinder bank actuated immediately prior thereto. The gas exchange intake valves in the same cylinder bank actuated immediately prior thereto have a smaller valve stroke than all the remaining gas exchange intake valves of both cylinder banks.

Abstract: An engine assembly includes an engine block having a first bank defining a first cylinder bore and a second bank defining a second cylinder bore. A first cylinder head is coupled to the first bank and defines first and second ports in communication with the first cylinder bore. A second cylinder head is coupled to the second bank and defines a third port in communication with the second cylinder bore. A first valve is located in the first port and engaged with a first valve lift mechanism, a second valve is located in the second port and engaged with a second valve lift mechanism, and a third valve is located in the third port and engaged with a third valve lift mechanism. A first camshaft is engaged with the first and third valve lift mechanisms and a second camshaft is engaged with the second valve lift mechanism.

Abstract: A roller bearing includes an outer ring formed by connecting a plurality of arc-shaped outer ring members in a circumferential direction and a plurality of rollers arranged along an inner diameter surface of the outer ring. A slope surface (22i) is provided at one or each circumferential end on an inner diameter surface of the outer ring member (22a), and a contour line of the slope surface (22i) is along a direction perpendicular to a revolution direction of the roller.

Abstract: Among a plurality of bearings that rotatably support a camshaft (1), the bearing closest to a pulley (P) is a rolling bearing (4), and the other bearings are plain bearings (3). The rolling bearing (4) is formed of a roller bearing portion (5) that has a first outer ring raceway surface (51) and a plurality of cylindrical rollers (53) that roll on the first outer ring raceway surface (51) and a ball bearing portion (6) that is arranged next to the roller bearing portion (5) in an axial direction and that has a second outer ring raceway surface (61) and a plurality of balls (63) that roll on the second outer ring raceway surface (61). The first outer ring raceway surface (51) and the second outer ring raceway surface (61) are formed on the inner peripheral surface (7a) of a single outer ring (7).

Abstract: An internal combustion engine includes a cylinder block, a cylinder head and a cylinder head cover module attached to the cylinder head. The cylinder head cover module includes passageways and a plurality of receiving features for valve train components. A housing may be integrally formed with the cylinder head cover module. The cylinder head cover module may include components of a non-integrated valve control system and may be used in either an inline or a V-shaped engine.

Abstract: An engine assembly may include an engine structure, a first valve, a first valve lift mechanism and a first camshaft. The engine structure may define a first combustion chamber and a first port in communication with the first combustion chamber. The first valve may be located in the first port and the first valve lift mechanism may be engaged with the first valve. The first camshaft may be rotationally supported on the engine structure and may include a first double lobe engaged with the first valve lift mechanism. The first double lobe may define a first valve opening region including a first peak and a second valve opening region including a second peak rotationally offset from the first peak.

Abstract: Featured is a rollerized camshaft support to rotatably support a camshaft of a Type I valvetrain, the camshaft having at least one rotating surface. Such a rollerized camshaft support includes at least one rollerized bearing and at least one bearing support for each of the rollerized bearings, where each bearing support includes a bearing upper support element and bearing lower support element. Each rollerized bearing includes an inner raceway; an outer raceway and a plurality of rolling elements disposed between the inner and outer raceways and extending widthwise across the raceways. The bearing upper support element and bearing lower support element are configured so as to receive there between a rollerized bearing. Also, the bearing lower support element is configured and arranged so to complement a portion of a configuration of the Type I valve train.

Abstract: To improve the precision of the control of the charge of a cylinder during idling and low revs/light load operation, a bypass feeding path of low flow capacity provides the cylinder with air or mixture while the high flow capacity intake valves stay closed.

Abstract: A control system for an engine includes a first lift control module and a second lift control module. The first lift control module increases lift of M valves of the engine to a predetermined valve lift during a period before disabling or re-enabling N valves of the engine. The second lift control module decreases the lift of the M valves to a desired valve lift during a period after enabling or re-enabling the N valves of the engine, wherein N and M are integers greater than or equal to one.

Abstract: An arrangement for coupling two components of an internal combustion engine that are arranged movable relative to each other is provided, in particular, for switching multi-stage valve drives, with at least one coupling element (1) arranged to be movable in one of the components for coupling with the other component to be coupled. Here, at the contact point between the coupling element (1) and the component to be coupled, a force acting on the coupling element (1) during coupling is introduced at an angle relative to the coupling direction (2) of the coupling element (1).

Abstract: An internal combustion engine includes a driving shaft, a pair of camshafts for driving engine valves, a transmission connecting the driving shaft to a first of said camshafts and a transmission connecting the first camshaft to the second camshaft. The transmission connecting the two camshafts to each other includes a pair of articulated parallelogram mechanisms each having two crank members rotatable with end portions of the camshafts and connected to each by means of a connecting rod. The crank members are made up of circular discs eccentrically mounted on the camshafts and rotatably received in circular openings formed at the ends of the respective connecting rod. The two crank members rotatable with the same camshaft are spaced from each other by a determined angle.

Abstract: A method is provided for operating an internal combustion engine having at least one cylinder, said engine operating according to a four stokes cycle. The engine includes at least one controlled intake port to control communication of the combustion chamber with an intake line. The intake port is controlled to achieve a main open phase mainly during the intake stroke. The intake port is controlled to achieve an auxiliary open phase during the power stroke in view of heating the engine at cold start.

Abstract: The present invention relates to an apparatus for and a method of controlling a variable valve timing mechanism. The valve timing mechanism changes over between a first cam for which the closing timing IVC of the intake valve is after intake bottom dead center, and a second cam for which the closing timing IVC is closer to intake bottom dead center than the closing timing IVC with the first cam. Here at the time of stopping the internal combustion engine, the valve timing mechanism changes over to the first cam, and the initial intake stroke performs operation at low effective compression ratio. In the second and subsequent intake strokes, the valve timing mechanism changes from the first cam to the second cam.

Abstract: An internal combustion engine is operated in accordance with a Miller cycle. The engine includes a piston disposed in the engine cylinder and configured to reciprocate between a top dead center position and a bottom dead center position of the engine cylinder. An air intake valve is coupled to the cylinder. The air intake valve is closed when the piston is about the bottom dead center position in the engine cylinder. An exhaust valve is coupled to the engine cylinder. The exhaust valve is opened for a predetermined time period when the piston is about the bottom dead center position of the engine cylinder after closing the intake valve so as to exhaust a predetermined quantity of fresh charge from the engine cylinder via the exhaust valve.

Abstract: In a valve drive control device, in particular for an internal combustion engine, for controlling the position of a cam element on a camshaft, the valve drive comprises at least one control armature element and a control element connected to the control armature element for engagement with a control gate of the cam element for controlling axial positioning of the cam element on the camshaft. The valve drive control device has a coupling unit which is provided to couple the control armature element and the control element movably to each other with at least one degree of freedom.

Abstract: A camshaft transport securing mechanism for an internal combustion engine. The camshaft having at least one transport securing mechanism, the transport securing mechanism axially fixing at least one bearing, wherein the transport securing mechanism is one of released by wear or disintegration during operation of the internal combustion engine.

Abstract: A method of constructing a speed target on a camshaft in a combustion engine is disclosed. In applying the method a multiple number of ring segments are positioned around a portion of the camshaft. The multiple number of ring segments form a closed ring having a variable outer magnetic surface for reading by a speed sensor. Further, the multiple number of ring segments are secured in a radial direction and in a circumferential direction with respect to the camshaft.

Abstract: An internal combustion engine, the engine having at least one camshaft, the camshaft is interconnected to the internal combustion engine through a plurality of rotating members, rotating members include at least one roller element and a predetermined load limit. The rotating members are configured individually along the camshaft and are positioned according to an actual internal combustion engine operating load value.

Abstract: A camshaft of a combustion engine may include a drive element and first and second roller bearings for mounting the camshaft in the combustion engine. The drive element and at least the first roller bearing may be adjacent and exchangeable with one another.

Abstract: A multi-cylinder internal combustion engine is provided with a system for the variable actuation of the intake valves. At least one part of the engine cylinders is deactivated, cutting off fuel supply to said cylinders, under operating conditions that do not require the maximum power of the engine and in which one wants to reduce fuel consumption. The intake valves of the deactivated cylinders are kept at least partly open during at least one part of the discharge stages in the deactivated cylinders, hence, in the deactivated cylinders, part of the burnt gases generated during the operation prior to the deactivation flows into the respective intake conduits during the discharge stage of each cylinder. The intake valves are closed after the discharge stage. The intake valves of the deactivated cylinders are further kept closed during the compression and expansion stages in each deactivated cylinder.

Abstract: A camshaft arrangement having two shafts disposed coaxially, one inside the other. A connecting element is inserted into a receptacle in the inner shaft, such that a part of the connecting element protrudes out of the receptacle, and that the protruding part is inserted at least partially in a recess, the recess is designed to be open at least toward an end face of the inner shaft cam, and that the protruding part has at least two opposite side surfaces contacting two corresponding inner surfaces of the recess of each inner shaft cam with a force fit. The further connecting element is designed as a radial pin pressed through a hole in the inner shaft cam element into a receptacle of the inner shaft.

Abstract: A direct-injection internal combustion engine includes an intake camshaft with a low-lift intake cam and a high-lift intake cam, a variable lift control for selectively operating an intake valve in one of a low-lift intake valve profile with the low-lift intake cam and a high-lift intake valve profile with the high-lift intake cam, a variable cam phase control operative on the intake camshaft for simultaneously controlling the phase of the low-lift intake cam and the high-lift intake cam, an ignition spark control, a fuel injection control, an exhaust gas recirculation control, and an intake throttle control.

Abstract: Disclosed is a valve stopping device for an internal combustion engine that does not allow valves for all cylinders to stop in the closed state even in the event of a failure. The valve stopping device includes a control device 2 and a plurality of actuators 4A, 4B, 4C, 4D, which stop either an intake valve or an exhaust valve. The actuators 4A, 4D for some of a plurality of cylinders included in the internal combustion engine stop a valve in the closed state when energized. The actuators 4B, 4C for the remaining cylinders stop a valve in the closed state when energized. The control device 2 provides control on an individual actuator basis to determine whether or not to energize the actuators 4A, 4B, 4C, 4D.

Abstract: The present invention makes it possible to favorably change valve-opening characteristics of a valve using a simplified configuration without leading to an increase in the number of components and also without causing an increase of friction due to sliding, in a valve operating apparatus for an internal combustion engine in which the valve-opening characteristics of the valve are variable. A changeover mechanism for switching the connection/disconnection of rocker arms disposed between cams and a valve is provided. When a slide pin reaches a displacement end in the retreating direction of changeover pin, the biasing force of a return spring acting on changeover pins is received by an engaging part between a notch part provided in the slide pin and a lock pin in a state separated from a camshaft.

Abstract: Provided is a variable valve operating apparatus for an internal combustion engine, which can favorably reduce electric power consumption in a vehicle system that may stop the internal combustion engine during power-up of the vehicle system. A changeover mechanism 90 is provided which is capable of switching between a connection state in which a first rocker arm 96 and a second rocker arm 98 are in connection with each other via a changeover pin 112, 118 and a disconnection state in which the connection is released. The changeover mechanism 90 performs energization of actuators 130 for each cylinder in a case in which fuel supply to the internal combustion engine 12 is stopped in response to an establishment of a predetermined stop condition.

Abstract: An internal combustion engine which includes a valve deactivation mechanism for reducing an output power shock upon changing of the cylinder number. In an internal combustion engine which includes a valve deactivation mechanism driven by a slide pin which is driven by hydraulic pressure, response delay time after a signal is sent to oil control valves until an intake valve and an exhaust valve are activated or deactivated is used to form a control map in response to control parameters, and the valve deactivation mechanism is controlled based on the control map.

Abstract: A rocker arm for engaging a cam is disclosed. An outer arm and inner arm are configured to transfer motion to a valve of an internal combustion engine. A latching mechanism includes a latch, sleeve and orientation member. The sleeve engages the latch and a bore in the inner arm, and also provides an opening for an orientation member used in providing the correct orientation for the latch with respect to the sleeve and the inner arm. The sleeve, latch and inner arm have reference marks used to determine the optimal orientation for the latch.

Abstract: A variable valve device and a method of controlling the variable valve device, wherein, in order to prevent a shortage of oil film in a spool section, only the spool of a solenoid on/off valve is moved at a timing not affecting operation of an air intake valve, to thereby stabilize operation of the solenoid on/off valve.

Abstract: Two intake valves are independently operated by electromechanical actuators and activated by the engine electronic controller. One tumble-type intake valve and one conventional intake valve are provided in each cylinder. The valve members are individually opened and closed to achieve a desired air flow pattern in the combustion chamber to optimize combustion which increases fuel economy and reduces undesirable emissions. The opening and closing of the valve members depends on the engine speed, engine load, and other factors.