公开(公告)号：US20170037745A1

公开(公告)日：2017-02-09

申请号：US15299115

申请日：2016-10-20

Applicant: HYUNDAI KEFICO CORPORATION

Inventor： Jin Wook Baek ,  Nam Kyu Kim ,  Jong Rim Lee ,  Kyoung Ho Cho

IPC: F01L1/344 ,  F02D41/26 ,  F02D13/02

CPC classification number: F01L1/344 ,  F01L1/34 ,  F01L1/352 ,  F01L2013/103 ,  F01L2013/111 ,  F01L2013/113 ,  F01L2201/00 ,  F01L2800/14 ,  F01L2820/032 ,  F01L2820/041 ,  F01L2820/042 ,  F02D13/0219 ,  F02D41/009 ,  F02D41/26 ,  F02D41/266 ,  F02D2041/001 ,  H04B1/16 ,  H04L12/413 ,  H04L12/46 ,  H04L12/6418 ,  Y02T10/18

Abstract: A continuously variable valve timing (CVVT) control device is provided. The CVVT control device includes an engine controlling unit (ECU) configured to output an actual phase angle and a target phase angle of an intake valve or an exhaust valve. The CVVT control device further includes an intellectual motor controller configured to receive the actual phase angle and the target phase angle from the ECU through digital communication in a vehicle. A driving current is generated for adjusting an output torque of a motor based on a phase deviation between the received actual phase angle and target phase angle.

Abstract translation: 提供连续可变气门正时（CVVT）控制装置。 CVVT控制装置包括：发动机控制单元（ECU），被配置为输出进气门或排气阀的实际相位角和目标相位角。 CVVT控制装置还包括智能电动机控制器，被配置为通过车辆中的数字通信从ECU接收实际相位角和目标相位角。 产生用于基于接收到的实际相位角和目标相位角之间的相位偏差来调节电动机的输出转矩的驱动电流。

公开(公告)号：US10030549B2

公开(公告)日：2018-07-24

申请号：US15299115

申请日：2016-10-20

Applicant: HYUNDAI KEFICO CORPORATION

Inventor： Jin Wook Baek ,  Nam Kyu Kim ,  Jong Rim Lee ,  Kyoung Ho Cho

IPC: F01L1/344 ,  F01L1/34 ,  F02D13/02 ,  F02D41/26 ,  H04L12/64 ,  F01L1/352 ,  H04L12/413 ,  F01L13/00 ,  H04B1/16 ,  H04L12/46 ,  F02D41/00

Abstract: A continuously variable valve timing (CVVT) control device is provided. The CVVT control device includes an engine controlling unit (ECU) configured to output an actual phase angle and a target phase angle of an intake valve or an exhaust valve. The CVVT control device further includes an intellectual motor controller configured to receive the actual phase angle and the target phase angle from the ECU through digital communication in a vehicle. A driving current is generated for adjusting an output torque of a motor based on a phase deviation between the received actual phase angle and target phase angle.