A modified rocker assembly having an offset end is designed for engine heads having an obstruction preventing use of a symmetric switching rocker arm. The modified rocker assembly has an obstructed side and a non-obstructed side and has an outer structure with a first end, and an inner rocker structure fitting within the outer structure, the inner structure also having a first end. The modified rocker assembly has an axle pivotally connecting the first ends of inner structure to the outer structure, such that the inner structure pivots within the outer structure around the axle. At least one torsion spring on one side of the axle rotationally biases the inner structure relative to the outer structure. The outer structure is offset on the obstructed side as it extends from the second end toward the first end, creating the first offset portion to provide additional clearance on the obstructed side.

The present disclosure relates to internal combustion engines. Various embodiments of the teachings may include a method for adjusting an actuator element for a camshaft of an internal combustion engine, wherein the actuator element is coupled to the camshaft to adjust a camshaft setting. The method may include determining a torque imposed by a component of the engine, based on an operating parameter and controlling an adjuster of the actuator to counteract the determined torque and resist adjustment of the actuator element and the camshaft setting. Without controlling the adjuster, the torque is transmitted from the camshaft to the actuator element and can bring about an adjustment of the actuator element and of the camshaft setting. The magnitude of the adjustment corresponds to the torque imposed by the component.

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.

A valve opening and closing timing control apparatus includes: a driving side rotor synchronously rotating with a crankshaft of an engine; a driven side rotor disposed at a coaxial core with a rotary shaft core of the driving side rotor and integrally rotating with a camshaft for a valve opening and closing; a connecting bolt disposed at the coaxial core with the rotary shaft core to connect the driven side rotor to the camshaft, and on which an advance angle port and a retard angle port are formed on an outer peripheral surface; and a spool disposed in a spool chamber of the inside of the connecting bolt, and controlling the feeding and discharging of working fluid to the advance angle port or the retard angle port from a pump port formed on the connecting bolt.

Embodiments of the disclosure provide variable valve timing (VVT) mechanisms. A VVT mechanism according to the disclosure can include: a lever having a first end, a second end, and a fulcrum positioned therebetween; a length-adjustable push rod coupled to the first end of the lever and including an actuator therein; a rod valve coupled to the second end of the lever, the rod valve being configured to open and close an intake valve of an engine system based on a movement of the lever; and an engine control unit (ECU) operatively connected to the actuator of the length-adjustable push rod, wherein the ECU adjusts a length of the length-adjustable push rod based on an operating condition of the engine system. In addition or alternatively, the ECU can control an amount of cushioning fluid for the valves to affect the rate at which the intake valve opens or closes.

A control device has two modes as control modes of an electric power supply to an electromagnetic solenoid, which are used when a first determining unit determines that a difference between a sensed value of a phase and a target value of the phase exceeds a permissible range. One of the modes is a special mode that is used when a second determining unit determines that the sensed value of the phase reaches a threshold value. Another one of the modes is a normal mode that is used when the second determining unit determines that the sensed value of the phase does not reach the threshold value. In the special mode, the control device controls supply of the electric power to the electromagnetic solenoid in such a manner that an opening degree of an advancing port is larger than the opening degree of the advancing port in the normal mode.

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.

An internal-combustion engine has a plurality of cylinders each with two intake valves driven by respective pumping pistons operatively associated to cams of a camshaft, by respective hydraulic circuits. The hydraulic has its pressure chamber communicating with hydraulic actuators of the two intake valves, so that the two intake valves of each cylinder are controlled, via two different hydraulic circuits, by cams associated to two different cylinders. Each cam is configured to give rise to a cycle of opening and closing of each of the intake valves in an angular range of rotation of the crankshaft less than 180 such that, in each operating cycle of a cylinder, only the first intake valve initially opens and closes while the second intake valve remains closed, and then the second intake valve opens and closes while the first intake valve remains closed.

A system includes an engine and a controller in operative communication with the engine. Engine operating conditions are determined. At least one engine operating condition is determined. Based on the determined at least one engine operating condition, brake-specific fuel consumption is determined for each of a plurality of candidate cylinder pressures. A target cylinder pressure is selected from the plurality of candidate cylinder pressures. The target cylinder pressure is the candidate cylinder pressure at which brake-specific fuel consumption is minimized. Intake valve timing of the engine is modulated so as to achieve the target cylinder pressure.

A continuously variable valve timing (CVVT) control device is provided. The CVVT control device includes an engine controlling unit (ECU) configured to output an actual phase angle and a target phase angle of an intake valve or an exhaust valve. The CVVT control device further includes an intellectual motor controller configured to receive the actual phase angle and the target phase angle from the ECU through digital communication in a vehicle. A driving current is generated for adjusting an output torque of a motor based on a phase deviation between the received actual phase angle and target phase angle.