Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, estimates of engine fuel consumption for operating the engine with a plurality of cylinder modes or patterns while a transmission is engaged in different gears are determined and are used as a basis for deactivating engine cylinders.

A valve opening and closing timing control apparatus includes a driving-side rotational body, a driven-side rotational body, a cylindrical member provided at an inner portion of the driven-side rotational body, a bolt including a cylinder shaft portion, an advanced angle flow passage and a retarded angle flow passage, an introduction passage bringing the working fluid supplied from an outside to flow, a first connection passage bringing the working fluid at the introduction passage to flow to an inner side of the cylinder shaft portion, a second communication passage and a third communication passage arranged at the cylinder shaft portion, and a control valve element provided at the inner side of the cylinder shaft portion, the second communication passage and the advanced angle flow passage being in communication with a void provided between the bolt head and the cylindrical member and between the cylinder shaft portion and the driven-side rotational body.

A supply passage extends through an inner sleeve in a radial direction and conducts hydraulic oil received from a hydraulic oil supply source. An axial passage is located between an outer sleeve and the inner sleeve and extends in an axial direction. The supply passage opens to one end portion of the axial passage while another end portion of the axial passage is configured to connect with a valve timing adjustment device. A supply check valve is installed in the axial passage and is located on a radial side of the supply passage where a radially outer side of the inner sleeve is placed. The supply check valve enables a flow of the hydraulic oil from the supply passage toward the axial passage and limits a flow of the hydraulic oil from the axial passage toward the supply passage.

A method for controlling valve timing of a continuous variable valve duration engine may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve and controlling a valve overlap between an exhaust valve and an intake valve by using an exhaust valve closing (EVC) timing in a first control region; advancing an intake valve closing (IVC) timing and applying a maximum duration to the exhaust valve in a second control region; advancing the IVC timing and the EVC timing in a third control region; controlling the EVC timing in a fourth control region; controlling a throttle valve to be fully opened and controlling the IVC timing in a fifth control region; and controlling the throttle valve to be fully opened and advancing the IVC timing in a sixth control region.

A valve timing control apparatus for an internal combustion engine includes a driving rotation member to which rotation of a crankshaft is transmitted, a driven rotation member coupled to a camshaft so as to be rotatable relative to the driving rotation member, an electric motor having a motor output shaft to cause rotation of the driven rotation member relative to the driving rotation member, a cover member arranged axially facing a front end portion of the motor output shaft and an electromagnetic induction type rotational angle detection mechanism disposed between the motor output shaft and the cover member so as to detect a rotational angle of the motor output shaft. The rotational angle detection mechanism has a detected part provided to the front end portion of the motor output shaft and a detecting part provided to a portion of the cover member axially facing the detected part.

A cam phaser including a rotation phaser and a hydraulic valve hydraulically loading the rotation phaser, wherein the hydraulic valve is connectable torque proof with a cam shaft so that the cam shaft is rotatable, wherein the rotation phaser includes a stator and a rotor configured coaxial with the stator, wherein the rotor is rotatable relative to the stator, wherein the hydraulic valve is configured so that it protrudes at least partially into the rotation phaser, wherein an adapter is provided for a relative axial positioning of the rotor and the stator. According to the invention the adapter is configured for loose mounting in the rotation phaser so that a fixated connection of the adapter in the rotation phaser is provided when the cam shaft is mounted at the hydraulic valve.

The present disclosure relates to an insertion piece for a camshaft phaser and the camshaft phaser. The insertion piece is configured to be partially inserted and mounted into a center hole of the rotor of the camshaft phaser. The insertion piece has a stepped cylindrical shape across its entirety and includes a first cylinder portion, a second cylinder portion, and a third cylinder portion, which are connected to each other and are coaxially arranged. The first cylinder portion extends along the axial direction; the second cylinder portion is located at one axial side of the first cylinder portion and extends along the axial direction; the third cylinder portion is located at one axial side of the second cylinder portion and extends along the axial direction; and a clamping connection portion for fixing the coil spring of the camshaft phaser is formed on the third cylinder portion.

A camshaft adjusting device of a drive, such as a motor vehicle drive, for example, for adjusting a phase position of a cam segment may include a camshaft and a phase shifter that is operatively connected to the camshaft. The camshaft may comprise a shaft segment including an inner shaft and an outer shaft at least partially surrounding the inner shaft. The camshaft adjusting device may further comprise a drive segment for driving the shaft segment and a cam segment that is connected in a form-fitting and/or force-fitting manner to the outer shaft. The phase shifter may comprise a rotor element and a stator element. A compensating element for compensating for part tolerances between the camshaft and the phase shifter can be disposed at least in sections between the rotor element and the drive segment.”

An engine variable camshaft timing phaser (10) includes a sprocket (12), three ring gears (26, 28, 30), multiple planet gears (24), and a sun gear (22). The sprocket (12) receives rotational drive input from an engine crankshaft. One or more of the three ring gear(s) (26, 28, 30) receives rotational drive input from the sprocket (12) and rotates with the sprocket (12), and the remaining ring gear(s) (26, 28, 30) transmit rotational drive output to an engine camshaft (62). All three of the ring gears (26, 28, 30) engage with the planet gears (24). And the sun gear (22) also engages with the planet gears (24). In operation, relative rotational speeds between the sprocket (12) and the sun gear (22) causes the engine camshaft (62) to advance or retard engine valve opening and closing.

A valve timing adjusting device includes an intake variable valve mechanism and an exhaust variable valve mechanism. The exhaust variable valve mechanism includes an exhaust electric driving portion and an exhaust phase shifting portion including an input shaft. The exhaust phase shifting portion is disposed in a rotation transmission path between an exhaust camshaft and a crankshaft and configured to shift a rotation phase of the exhaust camshaft. The input shaft rotates in a rotational direction opposite to a rotational direction of the crankshaft when advancing the rotation phase. A phase of the exhaust phase shifting portion is configured to be shifted to a most advanced angle phase when the exhaust electric driving portion is de-energized or fails and when the exhaust phase shifting portion receives a torque in a forward rotational direction.