A planetary gear assembly (30) and method of assembly in an electric camshaft phaser (20) with a split ring gear including a drive-side ring gear portion (32) rotatable by an engine crankshaft and an output-side ring gear portion (34) that can be connected to a camshaft (22). A plurality of rotatable planetary gears (36a, 36b, 36c) can be interposed between the split ring gear and the sun gear (28). The output-side ring gear portion (34) can have a different number of teeth than the drive-side ring gear portion (32) by a value corresponding to a multiple of the number of planetary gears (36a, 36b, 36c). A compliant planetary gear carrier (40, 140) can support the plurality of planetary gears (36a, 36b, 36c) allowing variance of a normally equidistant distance between separate spaced rotational axes of at least two of the planetary gears (36a, 36b, 36c) to selectively compensate for mechanical tolerances of the drive-side ring gear portion (32) and the output-side ring gear portion (34) of the split ring gear.

A camshaft adjusting system (1) for a first camshaft (2) and a second camshaft (3) which are arranged concentrically with respect to one another is provided, with the second camshaft (3) being arranged within the first camshaft (2). A hydraulic camshaft adjuster (4) of the vane cell type is set up to adjust the first camshaft (2), and an electric camshaft adjuster (5) is set up to adjust the second camshaft (3). The second camshaft (3) is supported in the axial direction on a stator (6) of the hydraulic camshaft adjuster (4). Further, a camshaft adjusting unit is provided including the camshaft adjusting system (1) and two camshafts (2, 3).

A camshaft adjusting system (1) is provided for a first camshaft (2) and a second camshaft (3) which are arranged concentrically with respect to one another, the second camshaft (3) being arranged within the first camshaft (2). A vane-cell type hydraulic camshaft adjuster (4) is configured for adjusting the first camshaft (2) and an electric camshaft adjuster (5) is configured for adjusting the second camshaft (3). A front cover (7) which is fastened to a stator (6) of the hydraulic camshaft adjuster (4) and which closes off the camshaft adjuster (4) at a side facing away from the camshaft has an internal toothing (8) for supporting a flex pot (9) which is attached to the second camshaft (3) and which is designed for receiving torque from the electric camshaft adjuster (5). A camshaft adjusting unit having the camshaft adjusting system (1) and two camshafts (2, 3) is also provided.

A control method for a continuously variable valve lift mechanism includes: controlling a continuously variable valve lift mechanism to enter a limp mode when the continuously variable valve lift mechanism fails and disables an automatic valve lift changing function; driving and forcing the continuously variable valve lift mechanism to move to a maximum lift position; and triggering a self locking function to self lock the continuously variable valve lift mechanism at the maximum lift position when the continuously variable valve lift mechanism reaches the maximum lift position. A control system for a continuously variable valve lift mechanism, and a vehicle are also provided.

A camshaft phaser arrangement configured for a concentric camshaft having inner and outer camshafts is provided. The camshaft phaser arrangement includes a first camshaft phaser and a second camshaft phaser. Each of the camshaft phasers is configured to be connected to either the inner or the outer camshaft. One or more couplers are arranged to torsionally couple the first camshaft phaser to the second camshaft phaser. A first end of the coupler is received by a radial slot configured within either the first or second phaser.

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 phase adjustment mechanism for setting a relative rotational phase of a driven-side rotational body to a drive-side rotational body of a valve opening-closing timing control device includes a output gear around a rotational axis, an input gear being rotated around an eccentric axis, and an eccentric member. The eccentric member includes an outer peripheral surface with a first arc portion, a second arc portion, a plate spring fitted between the first arc portion and the second arc portion, and a spaced portion. Each of the first arc portion and the second arc portion is disposed from a position less than 90 degrees to a position more than 90 degrees as a central angle with respect to the eccentric axis from a biasing direction of the plate spring in the peripheral direction.

The disclosure relates to an electric motor, in particular an actuating motor for an electric camshaft adjuster. The electric motor includes a cup-shaped housing, a stator module which closes the housing and to which electric contact elements are secured, and a driven shaft. The driven shaft protrudes out of the housing, is guided in the housing and the stator module by means of rolling bearings, and is connected to a drive element. The electric motor together with the housing part defines a ventilated area of the internal combustion engine, and the rolling bearing facing the drive element has a cover/sealing disc at least facing the drive element.

A housing of an exhaust valve is provided for an exhaust port communicating with a combustion chamber. The housing has a plate-shaped portion formed with a plurality of fixed slits radially extending from the central axis of the port. A valve element is provided adjacent to the plate-shaped section, is rotatable around a central axis, and has formed with a plurality of movable slits radially extending from the central axis. Due to the action of electromagnets and a permanent magnet attached to an annular member, the valve body is rotationally displaced around the central axis of the port, and the relative positional relationship between the fixed slits and the movable slits is changed to open and close the exhaust valve. The same is also true for an intake valve.

An engine includes a variable valve timing (VVT) mechanism that changes an opening timing or a closing timing of at least one of an intake valve or an exhaust valve in accordance with an operating region of the engine, and an oil jet that injects oil in a piston direction under a pressure of a first predetermined oil pressure or more. The control device of the engine controls supply of an oil pressure to the VVT mechanism in such a manner that an upper limit of an oil pressure used by the VVT mechanism is set to be lower than a first predetermined oil pressure and an operating speed of the VVT mechanism is high in a direction in which an overlap amount between open periods between an intake valve and an exhaust valve increases and is low in a direction in which the overlap amount decreases.