When an EDU determines that a motor is in a control unstable state where the motor cannot be controlled to a target rotation speed due to a drive voltage output duty value being smaller than a threshold value, the EDU performs a control point shifting operation to shift a control point between a first control point, which is in the control unstable state, and a second control point, which is a control stable state outside the control unstable state. Thus, even when the motor is in a stepping rotation state, it is possible to control the target rotation speed regardless of influence of a cogging torque, and appropriately control the cam phase of the intake camshaft to a target phase when the engine is stopped.

A dual cam phaser for an internal combustion engine, the dual cam phaser including a stator which is drivable by a crankshaft; a rotor which rotatable relative to the stator; a first camshaft; a second camshaft; and a mechanical switching element which is connected to the first camshaft and the second camshaft, wherein the first camshaft and the second camshaft are arranged coaxial with one another, wherein the first camshaft or the second camshaft is connected with the rotor to rotate together with the rotor, and wherein a phase difference between the first camshaft and the second is adjustable by the mechanical switching element.

A valve mechanism includes a valve, a camshaft, a fixed support, an intermediate swing arm and a supporting base. The fixed support is provided with a connecting-portion via hole running from top to bottom, two oil passages are defined in a connecting portion, and each of the oil passages is connected with the connecting-portion via hole and a corresponding intermediate swing arm shaft hole. The supporting base defines first and second oil feeding passages therein, the first supporting-base oil feeding passage is communicated with the connecting-portion via hole, and an upper end of the second supporting-base oil feeding passage extends to a base-body camshaft supporting portion of the supporting base. An engine and a vehicle are also provided.

A camshaft phaser includes a stator defining a cavity and configured to receive power from an engine crankshaft. The phaser further includes a rotor supported within the cavity and rotatable relative to the stator. The rotor has a first face, a second face, and a first hole extending from the first face to the second face. A target wheel of the phaser has a plate portion configured to be read by a camshaft-position sensor and a hub portion seated on the first face. The hub portion defines a second hole that is aligned with the first hole. A pin extends through the first and second holes to rotationally align and secure the target wheel to the rotor.

Methods and systems are provided for diagnosing a cylinder valve deactivation mechanism in an engine system having cam-actuated valves. Movement of a latch pin of the deactivation mechanism is inferred from an induction current generated by a solenoid coupled to the latch pin, and the inferred movement is used to diagnose operation of cylinder valve deactivation mechanism. The inferred movement and a profile of the induction current is also used to estimate camshaft and crankshaft timing for improved cylinder fuel delivery in the absence of a camshaft sensor.

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.

A camshaft phaser includes a stator defining a cavity and configured to receive power from an engine crankshaft. The phaser further includes a rotor supported within the cavity and rotatable relative to the stator. The rotor has a first face, a second face, and a first hole extending from the first face to the second face. A target wheel of the phaser has a plate portion configured to be read by a camshaft-position sensor and a hub portion seated on the first face. The hub portion defines a second hole that is aligned with the first hole. A pin extends through the first and second holes to rotationally align and secure the target wheel to the rotor.

The number of advance chambers is larger than the number of retard chambers in an intake variable valve timing (VVT), whereas the number of retard chambers is larger than the number of advance chambers in an exhaust VVT. Accordingly, with limitation of an oil pressure that can be used by the VVTs, a pumping loss in a transition period in which a valve overlap amount is changed by advancing or retarding a valve timing can be reduced.

Disclosed is a method for determining the configuration of a combustion engine of a motor vehicle including a step of detecting the reference position of the crankshaft, a step of controlling the control valve of the injection pump, after a predetermined time interval, a step of measuring a fuel pressure value in the injection rail, and a step of determining a first configuration of the engine when the fuel pressure value measured in the injection rail is greater than or equal to a first predetermined pressure threshold or determining a second configuration of the engine when the fuel pressure value measured in the injection rail is between a second predetermined pressure threshold and a third predetermined pressure threshold.

In a variable valve control device, a variable valve control system and a method for controlling a variable valve mechanism according to the present invention, An ECM (201) transmits a phase detection value (RA1) computed based on a crank angle signal (CRANK) and a cam angle signal (CAM) to a VTC control unit (202) via a communication network (211), and VTC control unit (202) computes a phase detection value (RA2) based on a motor angle signal (MAS), controls a variable valve timing mechanism (114) based on phase detection value (RA2) in the transient state of an internal combustion engine, and controls variable valve timing mechanism (114) based on phase detection value (RA1) in the steady state of the internal combustion engine.