A stator assembly for receiving at least two rotors. The assembly comprises at least two individual stators which are divided into stator segments, with at least one segment being a shared segment which forms part of at least two adjacent individual stators. An engine valve actuation assembly includes a stator assembly comprising at least two individual stators. Each individual stator comprises a peripheral portion extending around the longitudinal axis of the stator, with part of the peripheral portion of each stator forming part of the peripheral portion of an adjacent individual stator. Methods for assembling a stator assembly are also described.

A system (42) including a phaser (28), a motor (38), and a controller (40) for controlling the phase between a camshaft (18) and a crankshaft (16) of an engine (10). The phaser (28) is attached to the camshaft (18), is in communication with the crankshaft (16), and is configured to adjust the phase of the camshaft (18). The motor (38) actuates the phaser (28) and is operatively attached to and in communication with the phaser (28) such that rotation of the crankshaft (16) back-drives the motor (38) to subsequently generate a signal. The controller (40) is in electrical communication with the motor (38), is responsive to the signal, and uses the signal to determine the rotational speed of the motor (38) to thereby commutate the motor (38) and subsequently drive the motor (38) so as to actuate the phaser (28) and control the phase of the camshaft (18).

A valve timing control apparatus of an internal combustion engine may include a driving rotational body to which torque is transmitted from a crankshaft, a driven rotational body fixed to a camshaft to which torque is transmitted from the driving rotational body, an electric motor disposed between the driving rotational body and the driven rotational body and relatively rotating the driving rotational body and the driven rotational body when electric power is applied thereto, and a deceleration mechanism that decelerates a rotational speed of the electric motor and transmits the decelerated rotational speed to the driven rotational body.

A valve arrangement for the measured supply of gaseous fuel in internal combustion engines with a plurality of electromagnetically operable control valves of an individual cross-section, with the control valves being embodied as seat valves, allowing the allocation of the valve arrangement to an internal combustion engine, and the valve arrangement comprising a nominal cross-section for providing a predetermined volume flow, with the seat valves being designed such that a sum of the individual cross-sections is at least equivalent to the nominal cross-section, an effective cross-section due to a valve stroke of all seat valves is equivalent to the nominal cross-section, and the effective cross-section is smaller or equivalent to the sum of individual cross-sections.

A method for retracting an extended pin of a sliding camshaft actuator wherein the actuator includes a magnetic field generating coil, a magnetic piston in connection with the extended pin operable to be actuated by the magnetic field generating coil, and a pin stop plate. The method comprises creating an air gap between the magnetic piston and the pin stop plate and reversing voltage on the magnetic field generating coil to retract the extended pin.

An actuator comprises a hollow first piston (11) comprising a first extant with a first outer diameter (D1) and a second extant comprising a second outer diameter (D2), where D1>D2. A second piston (12) is slidable within the first piston. An actuator housing (14) comprising a recess (22), a first tubular port (23) in communication with the first piston, and a second tubular port (24) in communication with the second piston. The first extant has a length (L1) and wherein the second extant has a length (L2). The first tubular port extends for a length (L4), and the recess extends for a length (L3), where L4L2, and where L3>L2>L1. The first piston and the second piston are housed in the recess.

Reciprocating apparatuses such as a displacer in a Stirling engine or Vuilleumier (thermally-driven) heat pump and such as a poppet valve in an internal combustion engine have been known to be built with a mechatronic actuator. The reciprocating element has two springs in compression biased against each other. It has been found that conventional springs in compression introduce losses. A spring is disclosed in which a portion of the coil is wound in a clockwise direction and a portion is wound in a clockwise direction. Also, in reciprocation, the spring is in compression at one end of travel and in tension at the other end of travel.

Implementations described herein generally relate to a processing apparatus having a rotor cover for preheating the process gas. The apparatus includes a chamber body having a side wall and a bottom wall defining an interior processing region. The chamber also includes a substrate support disposed in the interior processing region of the chamber body, a ring support, and a rotor cover. The rotor cover is disposed on a ring support. The rotor cover is an opaque quartz material. The rotor cover advantageously provides for more efficient heating of process gases, is composed of a material capable of withstanding process conditions while providing for more efficient and uniform processing, and has a low CTE reducing particle contamination due to excessive expansion during processing.

A PCM (100) selects one of a CI mode or an SI mode based on the operating conditions of the engine (1). In the CI mode, the engine (1) is operated by compression ignition combustion. In the SI mode, the engine (1) is operated by spark ignition combustion. if, while the engine (1) is being operated in the CI mode, a determination is made that an estimated value (Tc) of the catalyst temperature is lower than or equal to a warming start temperature (Ts), the PCM (100) further performs first warming control to assign four cylinders (18) as CI and SI cylinders, which perform the compression ignition combustion and the spark ignition combustion, respectively, such that the four cylinders (18) alternately perform the compression ignition combustion and the spark ignition combustion in accordance with the order of combustion of the cylinders.

Methods and systems are provided for coordinating cylinder deactivation adjustments with changes to individual cylinder piston displacement. In doing do, the benefits of variable displacement and variable compression ratio may be synergized. An engine can be operated with some cylinders deactivated while active cylinders operate with knock addressed while spark timing is at MBT for a longer duration.