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Cylinder Deactivation
A technology with a future
or a niche application?
NODH I O E A SM I Ouenl O ANG AD F J G I O J E RU I NKOP J EWL S PNZ AD F T O I E OHO I OO ANG AD F J G I O J E RU I NKOPO ANG AD F J G I O J E R
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11
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174 Valvetrain Systems 11 175
Introduction driving pleasure and comfort with regard to Complete engine operation Cylinder deactivation mode
acoustics and vibration characteristics.
An additional key success factor that
can help this technology to be deployed in a
One of the ways manufacturers can mini- more mainstream fashion is that it can be
mize fuel consumption is to downsize the integrated into existing engine concepts at
engines they offer. A cylinders volume can acceptable costs.
Torque
Torque
only be restricted to a certain extent, how-
ever, if the thermodynamically ideal volu-
metric capacity of 400 to 500 cm3 per cylin-
der is to be retained. In practice, downsizing Designs Road-resistance
curve
therefore frequently leads to a reduction in
the number of cylinders.
Temporary downsizing in the form of
cylinder deactivation offers an attractive The most consistent form of cylinder deac-
compromise, since this allows an engine to tivation is to not only to cut injection and ig-
shift its operating mode to achieve the spe- nition for the respective cylinders, but also Engine speed
Engine speed
cific consumption figures it is rated for, espe- to stop all moving parts (including the pis-
cially when low loads and operating speeds tons). This, in turn, utilizes the entire thermo- Figure 2 Operating data map and driving resistance curve: The operating ranges associated with the
are encountered. At the same time, the driver dynamic potential available and consider- lowest specific fuel consumption are approached in cylinder deactivation mode (graphic on
still has a sufficiently powerful engine at his or ably reduces the friction that occurs inside the right) and not when all cylinders are operating
her disposal that ensures the same level of the engine. It goes without saying that com-
promises must be made when it comes to Effect and potential
Manufacturer Type of engine Valve concept Status the ignition sequence and dynamic balanc-
GM 6.0-liter V8-6-4 engine Pushrod actuation, SOP/EOP 1980 ing. What is much more significant, howev-
switchable rocker arm pivot point er, is the outlay required to separate the en-
3.9-liter V6 engine Switchable roller tappet EOP 2008 gine into an area that continues to run while When there is a specific performance re-
the other area is activated and deactivated quirement, the cylinders that are still being
5.3-liter V8 engine Switchable roller tappet Volume production
as required. Even the coupling mechanisms operated following cylinder deactivation
4.3-liter V6 engine Switchable roller tappet Volume production
on the crankshaft and camshaft cannot be must generate a higher mean pressure. This
6.0-liter V8 engine Switchable roller tappet Volume production justified by a cost-benefit analysis, which is load-point shifting leads to a reduction in
Daimler 5.0-liter V8 engine Switchable rocker arm; MB EOP 2005 why implementation of the system looks the throttle losses of the engine and ulti-
5.8-liter V12 engine Switchable rocker arm; MB EOP 2002 somewhat bleak at present. mately helps to conserve fuel (Figure 2). De-
Almost all cylinder deactivation systems activating the valves also reduces friction
Chrysler 5.7-liter V8 engine Switchable roller tappet Volume production
currently used interrupt the injection and ig- loss in the cylinder head, which further min-
6.4-liter V8 engine Switchable roller tappet Volume production nition as well as valve actuation sequences imizes consumption.
Honda 3.5-liter V6 engine Switchable rocker arm Volume production for the cylinders to be deactivated (Figure 1). The potential for reducing consumption
AMG 5.5-liter V8 engine Switchable pivot element Volume production Todays applications range from engines when an engine is operated on two as op-
with 4 to 12 cylinders. Analyses conducted posed to four cylinders can be illustrated in
VW 1.4-liter inline Cam shifting system, VW/Audi Volume production
by Schaeffler, however, reveal that tempo- a simulation exercise carried out on a 1.4-li-
Group 4-cylinder engine
rarily deactivating one of the cylinders in a ter four-cylinder engine. Line a plots the
4.0-liter V8 engine Cam shifting system, Audi Volume production
three-cylinder engine can also further re- mean pressures at which the engine oper-
6 3/4-liter V8 engine Switchable roller tappet Volume production duce consumption. ating in two-cylinder mode can achieve its
6 3/4-liter V8 engine Switchable roller tappet Volume production To ensure that the engine continues to optimum combustion point (8 crankshaft
6.5-liter V12 engine Only the fuel injection supply is cut Volume production run smoothly enough, only certain cylinders degrees after TDC) (Figure 3).
are deactivated in accordance with the igni- When higher mean pressures are intro-
Figure 1 Examples of engine concepts featuring cylinder deactivation tion sequence. duced in two-cylinder mode, the ignition se-
176 Valvetrain Systems 11 177
operating the engine above these plotted The heat generated by the confined ex- Alternating cylinder deactivation
Break mean effective pressure in bar
switchover phase can be better coordinat- chamber. The suction or induction effect that
ed as a result. This variant also requires results from the expansion does not last long
compromises to be made, however, since enough to lead to a noticeable loss in engine
the air in the combustion chamber loses all oil. The inherent benefit is that when the
tumble or swirling motion produced at the working cycle starts again, the required
intake point after just a few cycles. De- quantity of fresh air can be introduced with-
pending on the geometry of the combus- out any restrictions in flow. The first and fol-
tion chamber, it may still be possible to re- lowing combustion strokes then take place
fire the engine in this operating state. The
+ Gas spring + Gas spring
ignition timing will have to be adjusted,
+ Slow cool down + Normal compression -> Rolling Cylinder deactivation 3-cylinders
- Increased compression -> Smooth engine running though, whereby the efficiency of the com-
Cylinder number
Highly irregular engine running + High torque neutrality bustion process suffers by a correspond- 1 3 2 1 3 2
- No torque neutrality ing amount. Care must also be taken to
Source: MTZ "The New AMG 5.5-liter V8 Naturally Aspirated Engine with Cylinder Shut off
ensure that no suction or vacuum effect is 0 240 480 720 960 1,200 1,400
produced in the combustion chamber,
Direct injection allows the realization Fresh air trapped since this would lead to engine oil being Figure 5 Pattern of alternating cylinder
drawn in. deactivation (the red phase designates
Figure 4 Possible options for introducing a cylinder charge and their effects in cylinder deactivation mode the active operating mode)
178 Valvetrain Systems 11 179
arate switching A nents, for example, reduce rigidity as com- valve inadvertently opens in the direction
valves. The benefit of pared to a standard finger follower and opposing the valve spring pressure.
this arrangement is P T negatively affect the vibration of the valve
Intake
that the switching train. The added components also increase Support element
time interval can be the mass moment of inertia of the follower, The switchable pivot element also lends it-
governed indepen- Cyl 1 Cyl 2 Cyl 3 Cyl 4 which in turn means that stronger valve self to being deactivated. Similar to the
dently of the adjust- springs need to be fitted, and the valve train switchable roller tappet, the inner part of the
ment range of the assembly encounters higher levels of fric- element can be telescopically extended into
Exhaust
camshaft phasing tion as a result. Potential space restrictions the outer part (Figure 13). Here too, a spring
unit. In addition, the A necessitate narrower rollers, a design that or spring assembly is required to return the
oil channels can be inherently increases the surface contact moving part to its starting position. The oil
designed in a more P T pressures between the roller and camshaft. pressure, which is controlled by an up-
simplistic manner, Switchable finger followers that brace stream switching valve, is also used to actu-
and the switching Figure 11 Oil circuit with one switching valve per side themselves against a zero-stroke cam in ate the coupling mechanism. The distance
valves can be inte- deactivation mode create a more stable traveled by the oil to this mechanism is
grated more easily. This design facilitates tion of the cylinder head and oil channels of system than the variant that does not pro- shorter, however. The same restrictions that
a switching time interval of approximately the target engine, whereby the main focus of vide for this effect. The only drawback is apply to the switchable finger follower with
180 camshaft degrees, which corresponds the design work should be on maximizing that the camshaft then requires two differ- regard to the oil pressure also hold true for
to a theoretical switching time of 20 ms at the switching time interval as far as possible ent profiles per valve. If a zero-stroke cam is this application.
3,000 rpm. The longer oil channels do pose using justifiable levels of outlay. not provided, the acting forces must be pre- The rigidity of the valve train is only re-
a limitation, however, as they require a higher cisely coordinated with each other; in the duced by the structural integrity of the cou-
oil volume, which in turn makes the system decoupled state, the lost-motion spring pling point in the switchable pivot element.
more susceptible to fluctuations in the shift- Deactivation via switchable elements needs to be strong enough to prevent infla- The geometry (with the exception of the
ing or switching times as a result of the great- tion or pump-up (undesired elongation) of valve contact surface) and mass moment of
er potential for oil foaming to occur. Finger followers the support element. On the other hand, the inertia of the finger follower are unaffected.
The shifting oil circuit and switching valve Since the design configurations for the spring must not be so rigid that the motor As a result, the valve spring pretension force
linkage can also be implemented in ways switchable finger follower can also be ap-
other than the ones described here. Critical plied to the switchable bucket tappet, we
design aspects that apply in this context are will not explore this topic any further.
the ignition timing sequence and configura- The solutions that are based on finger
followers or hinged-lever designs that can
be coupled with one another and have a
locking mechanism at the pivot point are
numerous. All systems that rely on oil pres-
sure require spring-actuated elements to
return the deactivated components to their
Oil
starting position after cam elevation (Figure 12). pressure
The shift mechanism must be designed in
such a way that the entire valve stroke is
traveled when no oil pressure is present
(zero-pressure lock), since this safeguards
operation in limp-home mode and is re-
quired for cold-starting the engine.
Although cylinder deactivation brings
with it many benefits, the concept also has
several drawbacks. The additional contact
Figure 12 Switchable finger follower points and increased number of compo- Figure 13 Switchable pivot element
184 Valvetrain Systems 11 185
does not have to be changed in comparison outlay than switchable elements, since in cylinders. This setup also facilitates the inte-
to that of the conventional valve train as- four-cylinder engine applications, both gration of an alternating cylinder deactiva-
sembly, which means that the surface con- camshafts must be equipped with a deacti- tion pattern [3].
tact pressures between the roller and cam- vation function a design aspect that also
shaft remain at low levels. affects positional elements that are not Cylinder deactivation via UniAir
switchable. Consequently, the cam shifting
system is a commercially viable option for UniAir not only controls and regulates
Deactivation via a cam sliding system cylinder deactivation if an existing two- valve stroke travel in a fully variable fashion,
stage system for varying the valve stroke is but can also completely deactivate any
The cam shifting system allows the valve enhanced to include a third stage dedicated cylinder (Figure 16). This deactivation is
stroke to be switched in up to three stages. to the cylinder deactivation process (refer to achieved by actuating the systems integrat-
The switchover process occurs when a Figure 15). ed switching valves as required. In its cur-
cam piece positioned in an axially movable Theory-based investigations conducted rent version, UniAir actuates both valves in a
arrangement on a splined shaft is displaced. by Schaeffler indicate that a three-stage uniform manner. As a result, both intake
This sliding cam piece comprises several Figure 15 Three-stage cam shifting system system can offer further significant potential valves are always closed in deactivation
cams sectioned into two groups, which are compared to a two-stage solution in con- mode. The operating state of the valve train
arranged in relation to the two valves on contour position. A second cam profile (or a sumption testing cycles carried out under can thus be easily determined with the Uni-
each side of a cylinder (Figure 14). third one in the case of three-stage sys- higher load conditions. When the cam shift- Air system as well. When UniAir is only used
A control groove is integrated into the tems) thus acts on the finger follower to ing system is designed so that all intake and on the intake side, switchable support ele-
sliding cam piece. When the cam lift is to be transfer the new cam lift (which can also be exhaust valves can be deactivated, it is pos- ments can be fitted in the relevant positions
adjusted, an electromagnetically actuated a zero-stroke) to the valve so that each valve sible to deactivate any desired number of on the exhaust side (as is the case with the
pin extends into this groove to force the en- pair can be actuated individually. The inher- fully-variable me-
tire unit to change its respective groove ent benefits of this system are that the cylin- chanical system).
ders and camshaft can be switched selec- Schaeffler is cur-
tively and the sequence of the elements to rently working on ad-
be switched is variable. ditional valve stroke
After the actuation sequence has taken configurations that
place, a relay signal generated by the actua- approach the poten-
tor pin as a result of a voltage shift in the tial afforded by cyl-
electric coil is sent to the actuator. Although inder deactivation
this signal provides clear indication of a shift while making it pos-
occurring and the direction that was taken, sible to forego valve
it is not sufficient for determining positional deactivation on the
arrangements as operation continues (OBD exhaust side. The
requirement). The cam shifting system of- genuine appeal of
fers a benefit here that initially appears to be this type of configu-
the exact opposite: Both valves are forced ration is that it allows
to switch at the same time. This, in turn, any number of cylin-
makes it considerably easier to detect cor- ders to be deacti-
rect position during active operation by way vated without having
of sensors (pressure or oxygen sensors) on to implement further
the intake and exhaust side or by evaluating design measures.
torque imbalance than when systems with Detailed informa-
individual switch logic are used. tion is provided in
When viewed from the perspective of a an additional article
cost-benefit analysis, it is important to note [4] in this book.
Figure 14 Two-stage cam shifting system that the cam shifting system requires more Figure 16 Electrohydraulic, fully-variable UniAir valve train system
186 Valvetrain Systems 11 187