A valve timing controller includes: a driving-side rotation member rotatable around a rotation axis and rotating in synchronization with a crankshaft of an internal combustion engine; a driven-side rotation member rotatable around the rotation axis and rotating integrally with a camshaft of the engine; a phase regulating mechanism setting a relative rotation phase of the driving-side and driven-side rotation members by an electric motor; a detection unit detecting the relative rotation phase; a stop control portion displacing the relative rotation phase by controlling the electric motor to stop the engine after the relative rotation phase reaches a stop phase; and a correction control portion displacing the relative rotation phase in a direction closer to the stop phase by controlling the electric motor, when the relative rotation phase is displaced beyond a set amount from the stop phase, in a state where the engine is stopped by the stop control portion.

A control device and a control method for variable valve timing mechanism according to the present invention obtains a first measurement of a rotational phase based on a rotational angle of the motor, obtains a second measurement of the rotational phase based on a relative relationship between a rotational angle of the crankshaft and a rotational angle of the camshaft, calibrates the first measurement based on the second measurement, obtains a derivative term proportional to a rate of change in a deviation between the first measurement and a target value, reduces change in derivative term when calibrating the first measurement based on the second measurement, and controls the motor based on a manipulated variable including the derivative term.

A control device and a control method for variable valve timing mechanism according to the present invention obtains a first measurement of a rotational phase based on a rotational angle of the motor, obtains a second measurement of the rotational phase based on a relative relationship between a rotational angle of the crankshaft and a rotational angle of the camshaft, calibrates the first measurement based on the second measurement, obtains a derivative term proportional to a rate of change in a deviation between the first measurement and a target value, reduces change in derivative term when calibrating the first measurement based on the second measurement, and controls the motor based on a manipulated variable including the derivative term.

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.

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.

An engine with rotating assembly is disclosed. The engine includes a block defining a cylinder bore; a crankshaft mounted for rotation in the block; a piston disposed in the cylinder bore; a connecting rod interconnecting the piston to the crankshaft; and a cylinder head coupled to the block having a combustion chamber aligned with the cylinder bore and having an intake opening and an exhaust opening communicating therewith; an intake port; an exhaust port; a rotatable intake valve barrel disposed between the intake opening and the intake port; and a rotatable exhaust valve barrel disposed between the exhaust opening and the exhaust port. A first electric motor is connected to the intake valve barrel and a second electric motor is connected to the exhaust valve barrel, the first electric motor rotates the intake valve barrel and second electric motor rotates the exhaust valve barrel independently of the intake valve barrel.

A desmodromic valve train (20) for an engine (40), comprising a valve actuator (100) arranged to actuate a valve (400) independently of the crank angle of the engine (40), wherein the desmodromic valve train (20) comprises: a load path arrangement comprising an input arranged to receive actuating force from the valve actuator (100), an output arranged to provide the actuating force to the valve (400), and mechanical advantage means arranged such that a first displacement, of the input, causes a second displacement, of the output, wherein the second displacement is a multiple of the first displacement, the multiple being within the range 1.3 to 1.95.

Travel of a brushless rotary actuator is limited by two stops, including a wound stator and a magnetic cylindrical rotor rigidly attached to a shaft having a first end rigidly attached to a control member. A second end of the shaft is rigidly attached to a travel limiting part acting as stops, and the travel limiting part has bending, resilient beam shapes. The actuator is electrically controlled in an open-loop. A control system controls a lift value of valves of an internal combustion engine by a lever driven by such an actuator.

Travel of a brushless rotary actuator is limited by two stops, including a wound stator and a magnetic cylindrical rotor rigidly attached to a shaft having a first end rigidly attached to a control member. A second end of the shaft is rigidly attached to a travel limiting part acting as stops, and the travel limiting part has bending, resilient beam shapes. The actuator is electrically controlled in an open-loop. A control system controls a lift value of valves of an internal combustion engine by a lever driven by such an actuator.

An electrically-actuated variable camshaft timing (VCT) phaser assembly, comprises a sun gear configured to receive input from an electric motor and one or more planet gears having radially-outwardly-extending gear teeth that engage the sun gear; a first ring gear, having radially-inwardly extending gear teeth that engage the radially-outwardly-extending gear teeth of the sun gear, configured to receive rotational output provided by a crankshaft; a second ring gear, having radially-inwardly extending gear teeth that engage the radially-outwardly-extending gear teeth of the sun gear, configured to couple to a camshaft; one or more planet gear pins that carry the planet gear(s) and engage a planetary gear set to prevent the relative rotation of the planet gear pin(s) relative to the planetary gear set; and one or more springs that bias the planet gear pin(s) and the planetary gear(s) toward the first ring gear and the second ring gear.