18results about "Electronic control" patented technology

The procedure includes the steps of a) calculating an estimated diameter (DSe) of the intake valve from a measurement of the internal combustion engine's (MT) filling (R) and a measurement of the internal combustion engine's crankshaft angle (AV), b) comparing the estimated diameter to a nominal diameter (DSn) of the intake valve, and c) diagnosing intake valve failure when the estimated diameter deviates from the nominal diameter beyond a calibrated threshold (TH1). Fig. 3

Control device (50) of a valve opening / closing timing control mechanism (VT) configured to have a drive-side rotating body (21) configured to rotate synchronously with the rotation of a crankshaft (1) of an internal combustion engine (E); an output-side rotating body (22) configured to rotate integrally with a camshaft (7) to open or close a valve (Va, Vb) that opens or closes a combustion chamber; a stopper unit (R) configured to determine a mechanical operating limit on one side with the furthest lagging angle and a mechanical operating limit on one side with the furthest leading angle of the driven-side rotating body with respect to the driven-side rotating body; and an electric motor (M) configured to control a relative rotational phase between the drive-side rotating body and the driven-side rotating body, the control device with: a phase controller (52) configured to control the electric motor to reduce, when a target phase (Tp) is set, any deviation between the target phase and a current first actual phase (Tx) detected by a phase sensing unit which detects the relative rotational phase, and to reduce the power supplied to the electric motor as the deviation decreases; and a control target setting unit (53) configured to set, instead of the target phase, a first target phase (T1) which is shifted from the target phase to one side of the first actual phase by a specified angle in an operating direction in which the deviation is reduced when the target phase is set to a phase with the furthest lagging angle or a phase with the furthest leading angle, which are an operating limit of the stopper unit, wherein the phase controller performs a first phase control, which is a phase control to reduce a deviation between the specified first target phase and the current first actual phase, wherein, if it is determined that the relative rotation phase reaches the first target phase by executing the first phase control, the control target setting unit sets the target phase to a second target phase (T2) instead of the first target phase, and the phase controller executes a second phase control, which is a phase control to reduce a deviation between the specified second target phase and an actual second phase, and wherein, After it is determined that the relative rotation phase reaches the second target phase by executing the second phase control, the control target setting unit sets a third target phase (T3) instead of the second target phase, which is shifted from the target phase to a side opposite the first actual phase by a predetermined angle in the operating direction where the deviation is reduced, and the phase controller executes a third phase control, which is a phase control to reduce a deviation between the set third target phase and an actual third phase.

An internal-combustion engine has a plurality of cylinders each provided with two intake valves (V1, V2) that are driven by respective pumping pistons (16) operatively associated to the cams (CAM 1, CAM 2, CAM 3, CAM 4) of a camshaft (11), by means of respective hydraulic circuits. The hydraulic circuit associated to each pumping piston (16) and to the respective cam (CAM 1, CAM 2, CAM 3, CAM 4) has its pressure chamber (C) communicating with hydraulic actuators (21) of two intake valves (V1, V2) associated to two different cylinders (CYL 1, CYL 2, CYL 3, CYL 4) of the engine, so that the two intake valves (V1, V2) of each cylinder (CYL 1, CYL 2, CYL 3, CYL 4) are controlled, via two different hydraulic circuits, by cams associated to two different cylinders. Each cam (CAM 1, CAM 2, CAM 3, CAM 4) is configured in such a way as to give rise to a cycle of opening and closing of each of the intake valves of the engine in an angular range of rotation of the crankshaft considerably less than 180° in such a way that, in each operating cycle of a cylinder, only one first intake valve (V1) initially opens and closes while the second intake valve (V2) remains closed, and then the second intake valve (V2) opens and closes while the first intake valve (V1) remains closed.

The invention relates to an internal combustion engine (1) having a plurality of camshaft control units (6, 21, 22, 23, 24) which are connected to one another in a line by a first network topology (16) and via which a crankshaft signal can be transmitted in unprocessed, amplified or conditioned form. The camshaft control units (6, 21, 22, 23, 24) are designed to suppress forwarding of the crankshaft signal in a first state and to forward or to replicate the crankshaft signal and to send an additional signal in a second state. The invention also relates to a method for logically assigning the camshaft control units (6, 21, 22, 23, 24) to the camshafts (3) to be adjusted by them.

Internal combustion engine control method for an internal combustion engine, wherein this internal combustion engine has a switching camshaft which is configured to indirectly or directly specify at least two valve lift curves, wherein the switching camshaft has at least one traction cam and at least one power cam to specify these differing valve lift curves, Furthermore, the switching camshaft has a traction mode in which the traction cam is activated and determines the valve lift curve, and a power mode in which the power cam is activated and determines the valve lift curve. wherein the switching between this traction mode and this power mode is controlled by this combustion engine control method and wherein this switching is controlled by a so-called switching parameter, characterized by the fact that The switching parameter for the switching camshaft is determined independently of the combustion engine speed.

Actuator arrangement (18) comprising an actuator (17) with • a magnet housing (19), • a magnetic coil (20) arranged within the magnet housing (19), • a magnetic yoke (22) for supporting the magnetic coil (20), • an armature (23) which is axially movable in the magnet housing (19), and further comprising a sensor module (01) with a sensor (11) for detecting the movement of the armature (23), wherein the sensor module (01) is fastened to an end face of the actuator (17) and wherein the sensor module comprises: • a carrier plate (02) with a top side (03) and a bottom side (04); • a plug (05) arranged on the top side (03) of the carrier plate (02) and mechanically connected to the carrier plate (02) with a plug housing (07) and at least two plug contacts (08) arranged in the plug housing (07) for electrically connecting the sensor module (01) to an external control device; • a sensor (11) arranged on the underside (04) of the carrier plate (02) and mechanically connected to the carrier plate (02) for detecting an armature movement of the displaceable armature (23), wherein the sensor (11) is electrically connected to the plug contacts (08).

A valvetrain system may include a rocker arm assembly actuatable between a drive mode defining a drive valve lift profile of an engine valve, and a cylinder deactivation mode defining a recharge valve lift profile of the engine valve. The recharge valve lift profile begins after the drive valve lift profile. The recharge valve lift profile defines a recharge lift amplitude that is less than a drive lift amplitude. The recharge valve lift profile ends within 15% of an end of the drive valve lift profile. The recharge valve lift profile is defined entirely within the drive valve lift profile so that: when the rocker arm assembly is in the drive mode, movement of the engine valve is dictated by the drive valve lift profile, and when the rocker arm assembly is in the cylinder deactivation mode, movement of the engine valve is dictated by the recharge valve lift profile.

The switching operation of connecting and disconnecting multiple rocker arms can be detected using an inexpensive configuration. [Solution] The variable valve timing device (40) is configured to change the valve operation in the engine. The variable valve timing device includes a camshaft (41) on which a plurality of cams (44, 45) are provided adjacent to each other in the direction of rotation axis, a plurality of rocker arms (35a, 35b) that contact the plurality of cams to move the valves, a switching mechanism (50) that switches between connecting and separating the plurality of rocker arms, and a hydraulic pressure detector (96) that detects the hydraulic pressure in a specific oil passage (79) of the engine. Oil flows into the specific oil passage in accordance with the switching operation of the switching mechanism.

A variable valve device (40) is configured to change a valve operation in an engine. The variable valve device includes a camshaft (41) on which a plurality of cams (44, 45) are provided adjacent to one another in a rotation axis direction, a plurality of rocker arms (35a, 35b) in contact with the plurality of cams and configured to move a valve, a switching mechanism (50) configured to switch between coupling and separation of the plurality of rocker arms, and an oil pressure detector (96) configured to detect oil pressure in a specific oil passage (79) of the engine. Oil flows into the specific oil passage according to a switching operation of the switching mechanism.

Switching actions of connection and separation of a plurality of rocker arms are distinguished through a low-cost structure. A variable valve device (40) is formed so as to be capable of changing valve operation in an engine. A variable valve device is provided with: a camshaft (41) to which a plurality of cams (44, 45) are provided so as to be adjacent in the direction of a rotational axis; a plurality of rocker arms (35a, 35b) which abut against the plurality of cams and move the valve; a switching mechanism (50) for switching the connection and separation of the plurality of rocker arms; and an oil pressure detector (96) that detects the oil pressure in a specific oil passage (79) of the engine. The oil flows through a specific oil passage according to the switching operation of the switching mechanism.

An exhaust system (102) includes a plurality of cylinders (106), and each cylinder (106) includes a scavenge exhaust valve (110a) and a blowdown exhaust valve (110b). A scavenge path leads from the scavenge exhaust valves (110a) and a blowdown path leads from the blowdown exhaust valves (110b). An arrangement activates and deactivates the scavenge exhaust valves (110a) and the blowdown exhaust valves (110b). Further included is a cam shaft (112, 114) including a plurality of scavenge cams (120) and a plurality of blowdown cams (122). During rotation of the cam shaft (112, 114), the scavenge cams (120) interact with the scavenge exhaust valves (110a) to open and close the scavenge exhaust valves (110a) when the scavenge exhaust valves (110a) are activated. Additionally, during rotation of the cam shaft (112, 114), the blowdown cams (122) interact with the blowdown exhaust valves (110b) to open and close the blowdown exhaust valves (110b) when the blowdown exhaust valves (110b) are activated, and at different times with respect to the opening and closing of the scavenge exhaust valves (110a).

The disclosure relates to an internal combustion engine having multiple camshaft control units which are connected to one another in a line by a first network topology and via which a crankshaft signal can be transmitted in unprocessed, amplified or conditioned form. The camshaft control units are designed to suppress forwarding of the crankshaft signal in a first state and to forward or to replicate the crankshaft signal and to send an additional signal in a second state. The disclosure also relates to a method for logically assigning the camshaft control units to the camshafts to be adjusted by them.

The application discloses a hard protection device for motor-driven valves, and belongs to the technical field of piston reciprocating internal combustion engines, and particularly relates to a hard protection device which can timely cut off the power supply of a motor when a valve and a piston collide. The hard protection device utilizes a valve position sensor, a target wheel position sensor and an ECU motor switch to indicate output signals, and the output signals pass through internal logic circuits to protect the engine of the motor-driven valve, and can simply and directly protect the valve, the motor, the piston and the like through a hardware circuit in some dangerous situations.

An electromagnetically actuated engine valve assembly 1 comprises a housing 10 containing a tubular linear electric motor 12, an armature body 20, and a poppet valve 40. A controller 16 controls the operation of the linear electric motor 12 to move axially to open and close the poppet valve 40. A coil spring 51exerts a closing force on the armature. The linear electric motor comprises a fixed winding pack and a magnet pack with an array of alternating permanent magnets within the armature body main portion. The valve assembly further comprises a solenoid actuator 14 comprising a solenoid winding 70 fixed to the housing 1 and a solenoid armature 60 fixed to the armature body and comprising a magnetic material. The controller is connected to the solenoid winding and is configured to close the cylinder valve, and to energise the solenoid winding and thereby actuate the solenoid armature to also close the cylinder valve.

A method for controlling the intake and exhaust cam phaser (148, 150) in an internal combustion engine (102) to adjust the valve overlap, comprising the following steps: sensing an engine speed and engine load of the internal combustion engine (102), Detecting the coolant temperature in the internal combustion engine (102), sensing the relative humidity of the air supplied to the combustion engine (102), using the engine speed, engine load, and humidity in a lookup table to determine the minimum and maximum intake cam phase limit values ​​and the minimum and maximum exhaust cam phase limit values, and advancing the maximum exhaust cam phasing and retarding the maximum intake cam phasing based on coolant temperature as relative humidity increases, thereby reducing valve overlap.

The valve bank system may include a rocker arm assembly actuatable between: a drive mode defining a drive valve lift profile of an engine valve; and a cylinder deactivation mode defining a make-up valve lift profile of the engine valve. The make-up valve lift curve begins after the drive valve lift curve. And the replenishment lift range limited by the replenishment valve lift curve is smaller than the driving lift range. The make-up valve lift curve ends within 15% of the end of the drive valve lift curve. The make-up valve lift curve is entirely defined within the drive valve lift curve such that: when the rocker arm assembly is in the drive mode, movement of the engine valve is determined by the drive valve lift curve; when the rocker arm assembly is in the cylinder deactivation mode, the movement of the engine valve is determined by the make-up valve lift curve.

A method for adjusting a valve lash in an internal combustion engine (114) includes receiving a first signal generated by a sensor (122) fixed to the internal combustion engine (114), the first signal indicative of a closing of a valve, receiving a second signal indicative of at least one of an engine speed of the internal combustion engine (114) or a position of a camshaft of the internal combustion engine (114), and automatically determining an amount of adjustment of a lash associated with the valve based on the received first signal and the received second signal. The method further includes comparing the amount of adjustment of the lash to at least one predetermined threshold, and providing a valve lash re-adjustment notification in response to determining that the amount of adjustment of the lash is greater than the at least one predetermined threshold.

An electromagnetically actuated valve assembly (1) for an internal combustion engine comprises a housing (10) inside of which is a tubular linear electric motor (12) with a central axis (18) and, extending along the axis, an elongate armature body (20) that comprises an elongate main portion that is configured to move in opposite first and second axial directions (41, 42) and a poppet valve (40) having a valve stem and a valve head (46). An armature bearing (45) is configured for sliding motion of the armature body relative to the housing. A controller (16) controls the operation of the linear electric motor (12) to move axially and thereby lift and lower the valve head with respect to a valve seat (48) to open and close a valve (2, 4). A coil spring (51) exerts a force on the armature body in the second direction (42). The linear electric motor comprises a fixed winding pack and a magnet pack with an array of alternating permanent magnets within the armature body main portion. The valve assembly further comprises within the housing a solenoid actuator (14) comprising a solenoid winding (70) and a solenoid armature (60), the solenoid winding being fixed relative to the housing (1) and the solenoid armature (60) being fixed relative to an end of the main portion of the armature body and comprising a magnetic material. The controller is connected to the solenoid winding and is configured, when the poppet valve is to move in the second direction to close the cylinder valve, to energise the solenoid winding and thereby actuate the solenoid armature to move in the second direction and close the cylinder valve.