A sleeve for a cam phaser, wherein the sleeve is arranged between a central valve and a rotor of the cam phaser, wherein the rotor is rotatable relative to a stator of the cam phaser about a rotation axis of the rotor, wherein a vane of the rotor is arranged positionable between two bars of the stator, wherein the vane divides an intermediary space that is formed between the two bars into a first pressure chamber and a second pressure chamber, wherein the rotor is movable by pressures that are provided in the first pressure chamber and in the second pressure chamber, wherein the central valve is configured to provide pressure loading and pressure relief of the first pressure chamber and the second pressure chamber.

A hydraulically-actuated variable camshaft timing (VCT) phaser assembly is employed for use in an automotive internal combustion engine. The VCT phaser assembly has a housing, a rotor, a first plate, a second plate, and a control valve. The rotor is situated within the housing, and a plurality of chambers are established between the rotor and housing. The first plate is situated on one side of the housing and rotor, and the second plate is situated on an opposite side of the housing and rotor. One or more air vents reside in one or more of the housing, rotor, first plate, second plate, or control valve. Air separated from hydraulic fluid in the VCT phaser assembly amid use and that makes its way to the air vent(s) can escape the VCT phaser assembly.

An internal combustion engine system includes an engine with a plurality of pistons housed in respective ones of a plurality of cylinders, an air intake system to provide air to the plurality of cylinders through respective ones of a plurality of intake valves, an exhaust system to release exhaust gas from the plurality of cylinders through respective one of a plurality of exhaust valves. A valve train is provided for cylinder deactivation of a first part of the plurality of cylinders and compression release braking on a second part of the plurality of cylinders.

An engine variable camshaft timing (VCT) phaser assembly is equipped in an internal combustion engine (ICE) to adjust the rotation of the engine's camshaft relative to the engine's crankshaft. The adjustments advance and retard the opening and closing movements of the engine's intake and exhaust valves. An electric motor and a planetary gear set work together amid use of the VCT phaser assembly. The planetary gear set can include two or more ring gears, planet gears, and a sun gear. A backlash condition sometimes experienced in previous VCTs is minimized in the VCT phaser assembly by one or more springs that urge the planet gears into engagement with the ring gears.

The present disclosure provides a valve assembly including one or more poppet valves. In general, the valve assembly can have one or more poppet assemblies selectively actuatable between a first end position and a second end position. According to some aspects, a crankshaft assembly can be coupled to the one or more poppet assemblies and the crankshaft assembly can selectively actuate the one or more poppet assemblies between the first end position and the second end position.

An electrically-actuated camshaft phaser used in an internal combustion engine including a camshaft sprocket, configured to receive rotational input from a crankshaft, that includes a sprocket ring gear having a plurality of radially-inwardly facing gear teeth and a radially extending sprocket side; a camshaft plate that includes a camshaft ring gear having a plurality of radially-inwardly facing gear teeth and a radially extending camshaft side; a plurality of planetary gears having radially-outwardly facing gear teeth, each gear with a first radial gear face and a second radial gear face, wherein the planetary gears engage the sprocket ring gear, the camshaft ring gear, or both the sprocket ring gear and the camshaft ring gear; and one or more fluid escapement channels formed in at least one of the camshaft sprocket, the camshaft plate, the first radial gear face, or the second radial gear face.

The valve timing control unit includes a valve timing control mechanism that includes a driving rotary body, a driven rotary body, an electric motor and a deceleration gear each for setting the relative rotational phase of the driving rotary body and the driven rotary body, and a phase sensor unit that detects the actual phase of the driving rotary body and the driven rotary body. The valve timing control unit includes a controller that controls the electric motor to reduce a phase difference between the actual phase and a target phase, and the controller includes a swing controller that swings the target phase in vicinity of the target phase when the target phase is maintained and the actual phase having a fluctuation amount is held in a holding region, in which the fluctuation amount is less than a preset value.

A method for detecting valve leakage of a least one valve at a cylinder intake manifold or exhaust manifold of a vehicle engine, the method comprising: acquiring a set of pressure data points indicative of the pressure in the cylinder intake manifold or exhaust manifold for crankshaft angular positions covering crankshaft angular rotation degrees such that each of the at least one valve has opened at least one time; and determining at least one test value based on the set of pressure data points, wherein a valve leakage is detected based on a comparison of the at least one test value to a threshold value.

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). The time signals are used to generate a time difference signal in the engine control unit (7) by comparison with the data received by the engine control unit (7), which time difference signal is fed back to the electric-motor control unit (6) via the data bus (8) and is used there to synchronize the electric-motor control unit (6) with the engine control unit (7).

An internal combustion rotary engine comprises: at least one combustion chamber; a flywheel; at least one piston provided in said flywheel; two or more barrier elements; a circumferential volume between the outer surface of said flywheel, the housing of said flywheel, and two or more barrier elements; wherein some parts of the circumferential volume are also delimited by one or more pistons, and wherein the barrier elements are adapted to be positioned within said circumferential volume thereby to essentially block the flow of air therein, and to be positioned such as to at least partially unblock the flow of air therein, thereby allowing said air flow to take place, and to be positioned such as to be totally open to promote the piston to move between circumferential area and wherein the timing of movement of the barrier elements is dependent from the rotation of said flywheel and/or the location of said piston(s); and wherein the barrier element that is in contact with a portion of pressurized air is adapted to move without the need for sealing while the piston is blocking the pressurized air that is needed for combustion inside the combustion chamber, wherein the piston partitions the pressurized air into two portions, one of which is locked in the combustion chamber while the other is located between the front of the piston and the barrier element.