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.

Methods and devices are provided for locking and unlocking a phase control apparatus. In one example, a phase control apparatus is provided with a locking plate including a drive wheel, a pin recess, and a ramped channel opening into the pin recess and a housing coupled to the locking plate. The phase control apparatus also includes a vane rotor including a vane and positioned in a hydraulic chamber of the housing and a locking pin positioned within a bore of the vane and movable into a locked position where the locking pin engages with the pin recess.

A method for advancing valve actuation during low load or idle diesel engine conditions to promote aftertreatment heat up comprises switching a cam phaser from a nominal lift position to an advance lift position to open an affiliated valve before nominal. Valve lift is actuated via the cam phaser. The valve is lowered towards nominal closure, and valve closure is interrupted by actuating a latch phaser. Valve closure is extended beyond nominal valve closure.

A method for controlling a multi-cylinder combustion engine, wherein the combustion engine has a first operating state in which all cylinders are active, and a second operating state in which one of the multiple cylinders is active and one of the multiple cylinders is deactivated. The method comprises switching the combustion engine from the first to the second operating state, wherein, in the cylinder to be deactivated, an exhaust valve is deactivated after a combustion stroke and an intake valve is deactivated before an intake stroke following the combustion stroke in the closed state, and changing an ignition angle of the cylinder to be deactivated to an earlier ignition time and an optional change of the air/fuel mixture leads to a reduction in a temperature of an exhaust gas arising during the combustion stroke.

A control system for a hydraulic variable valve. The control system may include an OCV configured with a housing, a flow passage defined in the housing, a main port, first and second drain ports, a spool, and a relief valve; a main line connecting the main port and the oil pump to each other; a control line connecting the control port and the lash adjuster to each other; an orifice provided between the main line and the control line; and a controller controlling the OCV to allow at least one combination of the main port and the first drain port, the control port and the second drain port, and the main port and the control port to communicate with each other.

In a control device and a control method for a variable valve timing mechanism according to the present invention, the rotational phase of a camshaft is measured based on the cam angle signal and crank angle signal upon receiving each pulse of the cam angle signal, and the rotational phase change over time within a period of the cam angle signal is measured based on the motor angle signal. It is decided whether the cam angle signal and/or crank angle signal has a prescribed pulse pattern at a diagnostic timing that comes after the last pulse of the cam angle signal. When this decision result is positive, it is then decided whether the motor angle sensor operates normally or abnormally based on the rotational phase and the amount of rotational phase change that are measured when the last pulse of the cam angle signal is received before the diagnostic timing.

A valvetrain assembly includes: a main exhaust rocker arm assembly having a first main exhaust rocker arm and a second main exhaust rocker arm; a first latch assembly that selectively moves between a first position in which the first and second main exhaust rocker arms are locked for concurrent rotation and a second position in which one of the first and second main exhaust rocker arms rotates relative to an other of the first and second main exhaust rocker arms; a secondary exhaust rocker arm assembly having a first secondary exhaust rocker arm and a second secondary exhaust rocker arm; a second latch assembly that selectively moves between a first position in which the first and second secondary exhaust rocker arms are locked for concurrent rotation and a second position in which one of the first and second secondary exhaust rocker arms rotates.

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.

A valve opening and closing timing control apparatus includes a drive-side rotational body, a driven-side rotational body, an intermediate lock mechanism which selectively switches between a lock state where displacement of a relative rotational phase of the driven-side rotational body relative to the drive-side rotational body is restrained in an intermediate lock phase and an unlock state where the lock state is released, and an electromagnetic valve. At a time of predetermined operation of an internal combustion engine, a value of the drive current is set as a boundary current, and the value of the drive current to be set as the boundary current differs, by a predetermined value, from a value of the drive current at a time when the unlock state was switched to the lock state due to the change of the drive current.

A camshaft assembly for an internal combustion engine of a vehicle and method of operating the camshaft assembly to enhance engine braking performance through selective activation of a cam lobe having a brake gas recirculation contour. The camshaft assembly comprises an exhaust camshaft and a lobe pack on the exhaust camshaft, with the lobe pack including a plurality of cam lobes. At least one cam lobe of the plurality of cam lobes includes a brake gas recirculation cam contour having an exhaust stroke projection and a combustion stroke projection. The method switches to the cam lobe including the brake gas recirculation profile when certain criteria indicate that an engine braking mode is to be activated.