A method concerns producing a cam profile of a cam pack with at least two cam elements that can be adjusted relative to each other. The camshaft may comprise an outer shaft, a rotatable inner shaft, a fixed cam element connected to the outer shaft, and an adjustment cam element connected to the inner shaft. The method may comprise processing an adjustment cam contour by a continuous diameter reduction of a segment of the adjustment cam base circle, wherein the adjustment cam base circle is reduced to a diameter that is smaller than a fixed cam nominal circle diameter minus a doubled adjustment cam base circle tolerance. The method may comprise processing a fixed cam contour by reducing a fixed cam contour protrusion in a region between a transition point and a processing point. Upon reaching the transition point a tapping element for converting a revolving motion of the cam elements into a linear motion of the valves is transferred from the fixed cam element to the adjustment cam element.

A sliding camshaft is provided which may include a base shaft, an over-molded trigger wheel, and a distal axially movable structure. The distal axially movable structure may further include a distal journal in addition to at least one standard journal and lobe packs. A control groove is defined in the distal axially movable structure. The over-molded trigger wheel is mounted on the distal axially movable structure. The over-molded trigger wheel is operatively configured to move between at least a first position and a second position together with the distal axially movable structure via engagement between the control groove and an actuator. The over-molded trigger wheel may be press fitted on distal axially movable structure and is adapted to accurately communicate with a sensor regardless of the position of the distal axially movable structure.

A valve train for actuating gas exchange valves of an internal combustion engine may include a first camshaft that is received such that it can be rotated in a first shaft axis, and a second camshaft that is received such that it can be rotated in a second shaft axis. At least one of the camshafts may be configured as an adjustable camshaft that comprises an outer shaft in which an inner shaft is received such that it can be rotated. At least one of the camshafts may be drive-connected via a drive means to a crankshaft of the internal combustion engine. A phase shifting member may be provided by way of which the phase position of at least one inner shaft can be changed relative to the phase position of at least one outer shaft of the camshaft. The phase shifting member may comprise an arrangement that is spaced apart from both shaft axes.”

An adjustable camshaft, which can be utilized in a motor vehicle, may include at least one fixed cam arranged rotationally fixed on at least one outer shaft segment and at least one adjusting cam arranged rotationally fixed to an inner shaft extending concentrically within the outer shaft segment. A method for producing such an adjustable camshaft may involve arranging an outer shaft segment on an inner shaft, generating a surface modification on a surface of the inner shaft to generate at least one arranging section, arranging a fixed cam on at least one section of the outer shaft segment, and arranging the adjusting cam on the arranging section of the inner shaft.

In a lean-burn engine equipped with a turbocharger, a responsiveness of a super-charging pressure in a lean region is enhanced by control of a valve timing of an exhaust valve while a combustion state is restrained from varying. A variable valve mechanism that can change an opening timing of the exhaust valve while keeping a closing timing of the exhaust valve constant, is included in the lean-burn engine. When a target operation point is located in the lean region, and when an actual supercharging pressure is lower than a target supercharging pressure, supercharging pressure increasing control that advances the opening timing while keeping the closing timing constant is executed by operating the variable valve mechanism.

A continuous variable valve timing apparatus may include a camshaft, a cam device on which a cam is formed respectively and of which the camshaft is inserted thereto, wherein a relative phase angle with respect to the camshaft is variable, an inside bracket configured to transmit rotation of the camshaft to the cam device, a lifter in which the inside bracket is rotatably inserted therein and on which a cylinder opening and a shaft opening are formed thereon, a control shaft parallel to the camshaft and to which a control rod, inserted into the shaft opening, is eccentrically formed, a control cylinder on which a control rod opening where the control rod is inserted therein is formed and inserted into the cylinder opening, a guide portion guiding movement of the lifter and a controller selectively rotating the control shaft, wherein the lifter may move.

An engine variable camshaft timing phaser (10) includes a sprocket (12) and a planetary gear assembly (14). The sprocket (12) receives rotational drive input from an engine crankshaft. The planetary gear assembly (14) includes two or more ring gears (26, 28), multiple planet gears (24), a sun gear (22), and a wrap spring (76). One of the ring gears (26, 28) receives rotational drive input from the sprocket (12) and one of the ring gears (26, 28) transmits rotational drive output to an engine camshaft. The sun gear (22) engages with the planet gears (24). The wrap spring (76) experiences expansion and contraction exertions to permit advancing and retarding engine valve opening and closing, and to prevent advancing and retarding engine valve opening and closing.

An engine that can implement cylinder deactivation (CDA) includes: a plurality of cylinders; a variable valve duration apparatus that is mounted in at least one of the plurality of cylinders and that performs a long duration mode and a short duration mode of an intake valve of a corresponding cylinder; a CDA apparatus that is mounted in at least another one of the plurality of cylinders and that performs a general operation mode and a CDA mode of an intake valve and an exhaust valve of a corresponding cylinder; and a controller that controls operation of the variable valve duration apparatus and the CDA apparatus according to an operation state of an engine, wherein the controller controls the variable valve duration apparatus to operate in a short duration mode, when the CDA apparatus operates in the CDA mode.

A composite profile evaluating method includes an adjusting step and a composite profile detecting step. In the adjusting step, a relative position between a fixed cam and a movable cam is adjusted. In the composite profile detecting step, at least either one of a first contact element, which is displaced along a diametrical direction of the fixed cam upon contacting a cam surface of the fixed cam, and a second contact element, which is displaced integrally with the first contact element and along a diametrical direction of the movable cam upon contacting a cam surface of the movable cam, is brought into contact with the cam surface of the fixed cam or the movable cam. In such a state, the composite profile is obtained by rotating the fixed cam and the movable cam, and detecting the amounts of displacement of the first and second contact elements.

A camshaft adjusting device of a drive, such as a motor vehicle drive, for example, for adjusting a phase position of a cam segment may include a camshaft and a phase shifter that is operatively connected to the camshaft. The camshaft may comprise a shaft segment including an inner shaft and an outer shaft at least partially surrounding the inner shaft. The camshaft adjusting device may further comprise a drive segment for driving the shaft segment and a cam segment that is connected in a form-fitting and/or force-fitting manner to the outer shaft. The phase shifter may comprise a rotor element and a stator element. A compensating element for compensating for part tolerances between the camshaft and the phase shifter can be disposed at least in sections between the rotor element and the drive segment.”