A control device for an internal combustion engine includes an internal combustion engine and a valve opening-closing timing control device. The valve opening-closing timing control device has a phase adjustment mechanism for setting a relative rotation phase of a driving-side rotator and a driven-side rotator. The phase adjustment mechanism overlaps a timing of opening an intake valve with a timing of opening an exhaust valve, by setting, in a predetermined period, the relative rotation phase such that the exhaust valve closes after a top dead center position has been reached, and a bypass passage is provided that connects an exhaust passage of one cylinder that is in an exhaust process to the exhaust passage of another cylinder that is in an intake process at the same time as the exhaust process.

Various embodiments include a method for detecting deviations occurring in the valve drive of an internal combustion engine comprising: measuring dynamic pressure oscillations of intake air in an air intake tract of respective internal combustion engine during operation; calculating an inlet valve stroke phase difference and/or an outlet valve stroke phase difference based on the measured dynamic pressure oscillation; calculating a valve stroke phase deviation value with respect to a valve stroke phase reference value based on the calculated phase difference; and calculating a first valve drive deviation value based on the valve stroke phase deviation value.

There is provided a mounting structure of an oil control valve unit configured to control a hydraulic pressure to a variable valve timing device of an engine. The engine is supported by a vehicle body frame. A heat exchanger is mounted in front of the engine. The oil control valve unit is mounted at a side of the engine. A part of the vehicle body frame is arranged between the oil control valve unit and the heat exchanger in a front and rear 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.

A method of selecting a compression ratio in an internal combustion engine having a mechanism configured to vary the compression ratio includes receiving, via an electronic controller, a requested output torque value. The method also includes determining, via the controller, a value of engine speed corresponding to the requested output torque value. The method additionally includes determining, via the controller, a compression ratio value corresponding to the requested output torque value and the determined value of the engine speed. The method also includes determining, via the controller, a position of the mechanism corresponding to the determined compression ratio value. Furthermore, the method includes commanding, via the controller, the determined position of the mechanism and thereby selecting the determined compression ratio value. A vehicle employing a variable compression ratio internal combustion engine and an electronic controller configured to operate the engine according to the method is also disclosed.

A control device for an internal combustion engine includes an internal combustion engine and a valve opening-closing timing control device. The valve opening-closing timing control device has a phase adjustment mechanism for setting a relative rotation phase of a driving-side rotator and a driven-side rotator. The phase adjustment mechanism overlaps a timing of opening an intake valve with a timing of opening an exhaust valve, by setting, in a predetermined period, the relative rotation phase such that the exhaust valve closes after a top dead center position has been reached, and a bypass passage is provided that connects an exhaust passage of one cylinder that is in an exhaust process to the exhaust passage of another cylinder that is in an intake process at the same time as the exhaust process.

A phase-shifting device, a so-called cam phaser, is arranged between a crankshaft and at least one camshaft to change the at least one camshaft's rotational position in relation to the crankshaft and thus push forward or defer at least one inlet valve's and/or at least one exhaust valve's opening and closing time. The phase-shifting device is connected to an accumulator that can be charged by an oil pump. The oil pressure may be increased with the help of a pressure medium controlled cylinder before or during a phase-shifting process.

A method for controlling intake and exhaust valves of an engine includes: controlling, by an intake continuous variable valve timing (CVVT) device and an exhaust CVVT device, opening and closing timings of the intake valve and exhaust valves; determining, by a controller, a target opening duration of the intake and exhaust valves based on an engine load and an engine speed; modifying, by an intake continuous variable valve duration (CVVD) device and by an exhaust two-stage variable valve duration device, current opening and closing timings of the intake valve and exhaust valve based on the target opening durations. In particular, the exhaust two-stage VVD device switches a current opening duration of the exhaust valve to a first exhaust opening duration or a second exhaust opening duration which is shorter than the first opening duration based on the target opening duration of the exhaust valve.

A method for adaptation of a detected camshaft position of a camshaft in an internal combustion engine with: Detection of an ACTUAL gas signal in a gas space that is associated with the camshaft and is associated with a detected camshaft position; Processing of the gas signal to produce an ACTUAL gas criterion; Modeling of multiple simulated gas criteria, each of which is associated with a target camshaft position; Determination of a simulated gas criterion with the least deviation from the ACTUAL gas criterion; Determination of an ACTUAL camshaft position that corresponds to the simulated gas criterion with the least deviation from the ACTUAL gas criterion; Determination of a camshaft position correction value from the difference between the ACTUAL camshaft position determined and the detected camshaft position; Determination of corrected camshaft positions by correcting the detected camshaft positions with the camshaft position correction value.

Methods and systems are provided for controlling camshaft phasers of a variable displacement engine. In one example, the engine includes first and second cylinder banks, with the engine being configured to operate in a rolling variable displacement mode. The camshaft phasers are torque actuated camshaft phasers, and a controller of the engine may adjust operation of camshaft phasers at the first cylinder bank differently than camshaft phasers at the second cylinder bank.