A method for controlling valve timing of continuous variable valve duration engine may include continuous variable valve duration (CVVD) device and continuous variable valve timing (CVVT) device including determining target intake valve open (IVO) timing, target intake valve close (IVC) timing, target exhaust valve open (EVO) timing and target exhaust valve close (EVC) timing; determining target intake CVVD, target exhaust CVVD, target intake CVVT and target exhaust CVVT to satisfy the target IVO, IVC, EVO, and EVC timings; performing feedback control of the CVVD by learning minimum value of the CVVD and maximum value of the CVVD; performing feedback control of the CVVT based on profile information of the valve; and determining real IVO timing, real IVC timing, real EVO timing, and real EVC timing based on the feedback control of the CVVD and the feedback control of the CVVT.

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.

An engine bank-to-bank airflow balancing technique includes calculating current and offset volumetric efficiencies of the engine and calculating a slope representing (i) a difference between the offset and current volumetric efficiencies and (ii) a difference between offset and current intake camshaft positions. Based on the respective exhaust gas oxygen concentrations, the technique involves calculating a volumetric efficiency correction corresponding to each cylinder bank and based on the slope and the volumetric efficiency corrections, calculating target intake camshaft position shifts. The technique further involves controlling offsets of the intake camshafts based on the target intake camshaft position shifts. After a predetermined number of target intake camshaft position shifts are determined and stored with respect to various combinations of engine speed and a ratio of intake manifold pressure to barometric pressure, final intake camshaft position shifts may be determined and utilized when determining the intake camshaft positions.

A camshaft adjusting system (1) having a camshaft adjuster (2) and a camshaft (3), wherein the camshaft adjuster (2) has a drive element (4) and an output element (5) which is disposed so as to be pivotably movable with respect to the drive element (4), wherein the output element (5) is non-rotatably connected to the camshaft (3), wherein a cover element (6) is fastened non-rotatably to the output element (5) and the hub (9) of the cover element (6) is disposed between the output element (5) and the camshaft (3), wherein the radial direction of extension of the cover element (6) is greater than the diameter of the contact surface (10) of the hub (9) of the cover element (6) to the camshaft (3).