A Type II valvetrain and engine brake arrangement includes a hydraulic brake housing mountable to a valve block of the engine. A brake piston is coupled to a brake rod and a brake cam lobe and is movable between an activated position and a non-activated position. A finger follower is disposed relative to the brake housing so that the brake rod engages the finger follower at least when the brake piston is in the activated position. When the brake piston is in a non-activated position, the finger follower is configured to pivot about a pivot as the finger follower follows a valve cam lobe to effect lifting and seating of a cylinder valve of an engine cylinder. When the brake piston is in the activated position, the finger follower, at least in part, pivots from about the pivot and the brake rod engages an end of the finger follower to lift the cylinder valve and release compression from the engine cylinder.

Provided is a valve control apparatus for an engine that opens and closes an exhaust valve and intake value of the engine while rotating in conjunction with a crankshaft of the engine, the valve control apparatus including an exhaust valve opening and closing device opening and closing the exhaust valve during a first exhaust valve opening period and an intake valve opening and closing device opening and closing the intake valve during a first intake valve opening period.

An engine (E) includes a crankcase body (19), a crankcase cover (20) covering a case opening portion (19b) of the crankcase body (19), a crankshaft (2), a cylinder base portion 21a located inside the crankcase body (19), a cylinder block (21b) located outside the crankcase body (19). The crankcase cover (20) is detachably attached to an upper portion of the crankcase body (19).

Apparatus for controlling valve timing in an internal combustion engine locates a first valve port in a first side of the engine cylinder and a second valve port in a second side of the engine cylinder. A first rotating valve disc and a second rotating valve disc are respectively disposed next to the first and second valve port. Each rotating valve disc includes a valve port. Each disc rotates in synchronism with the crankshaft to align its' port with the respective first and second valve ports. A variety of intake devices coupled to the first rotating valve disc control intake air flow into the engine cylinder, and a variety of exhaust devices coupled to the second rotating valve disc control exhaust gas flow from the engine cylinder.

Provided is a crank sprocket that allows suppressing a transmission of vibration. The crank sprocket of the present disclosure is mounted to one end side in an axial direction of a crankshaft of an internal combustion engine, and a timing chain is wound around the crank sprocket. The crank sprocket includes a sprocket base body, and a vibration-damping resin layer formed on an inner peripheral surface or a tooth surface of the sprocket base body. The vibration-damping resin layer includes a heat-resistant resin and a vibration damping filler that converts vibration energy into thermal energy.

A valve timing adjusting device adjusts an opening/closing timing of a first valve driven by a rotation of a first camshaft and an opening/closing timing of a second valve driven by a rotation of a second camshaft. The valve timing adjusting device includes a first driving circuit controlling a first motor configured to generate a torque to shift a rotation phase of the first camshaft and a second driving circuit controlling a second motor configured to generate a torque to shift a rotation phase of the second camshaft. A first switching element of the first driving circuit operates at a switching frequency that is different from that of a second switching element of the second driving circuit.

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 camshaft assembly for attachment to a cylinder head of an internal combustion engine, the camshaft assembly includes a one-piece camshaft bearing cap having an internal bearing surface sized to receive a portion of a camshaft therein, the internal bearing surface configured to support the portion of the camshaft between 180 degrees and 360 degrees circumferentially. The one-piece camshaft bearing cap is removable from the camshaft to enable line of sight access by an operator to the cylinder head. The internal bearing surface has oil supply grooves fluidly coupled to drillings for operation of a cam phaser assembled with a drive member and the camshaft. Head bolts are used to attach the cylinder head to the engine and are accessible upon removal of the camshaft bearing cap and camshaft. Standard camshaft bearing caps can be assembled with the camshaft and the cylinder head at various attachment points.

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.

A valve opening and closing timing control device includes a drive-side rotating body that rotates synchronously with a crankshaft of an internal combustion engine, a driven-side rotating body that rotates with a camshaft of the internal combustion engine, an electric motor that controls a relative rotation phase of the drive-side rotating body and the driven-side rotating body, a motor control unit that controls a current supplied to the electric motor, a current sensor that detects the current flowing into the electric motor, a regulation unit that determines a regulation phase in which the relative rotation phase is mechanically limited in an advanced angle direction and in a delayed angle direction, and a regulation phase detection unit that detects the regulation phase based on when the relative rotation phase in which a change is stopped by the regulation unit is reached and a current value detected by the current sensor increases.