An Electro-Mechanical Cylinder and Valve Deactivation System

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SAE TECHNICAL
PAPER SERIES 2001-01-0240
Meta – CVD System

An Electro-Mechanical Cylinder
and Valve Deactivation System
Peter Kreuter, Peter Heuser, Joachim Reinicke-Murmann,
Rüdiger Erz, Peter Stein and Ulrich Peter
Meta Motoren- und Energie- Technik GmbH
Reprinted From: Variable Valve Actuation 2001

(SP–1599)
SAE 2001 World Congress

Detroit, Michigan
March 5-8, 2001
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Author:Gilligan-SID:12381-GUID:15589890-140.124.144.231
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Printed in USA
2001-01-0240
Meta - CVD System

An Electro-Mechanical Cylinder and Valve Deactivation System
Peter Kreuter, Peter Heuser, Joachim Reinicke-Murmann,
Rüdiger Erz, Peter Stein and Ulrich Peter
Meta Motoren- und Energie- Technik GmbH
Copyright © 2001 Society of Automotive Engineers, Inc.
ABSTRACT
Due to
A variable valve actuation mechanism suitable to
activate and deactivate the intake and exhaust valves of • increased pumping losses caused by the throttle
reciprocating engines will be presented within this paper. control and
This system called the “CVD System” (Cylinder and
• the reduced efficiency of the high pressure process
Valve Deactivation) allows a reliable activation and
deactivation of the valves of conventional cam-
controlled valve trains within one engine cycle, the engine efficiency decreases towards low load.
independent of the oil feeding system. The system can
be used for both the deactivation of single valves of Competing technologies currently under development to
multi-valve engines – e.g. to increase the in-cylinder improve the SI engine efficiency include variable valve
charge motion - or the deactivation of complete timing, gasoline direct injection, cylinder deactivation as
cylinders of multi-cylinder engines. well as further developments [1] – [6].
Different to the well known hydraulic valve shifting or Due to the high potential in fuel economy the cylinder
switching devices the CVD system represents an deactivation has been a subject of research and
electromechanical device with an unlocked development activities in the automobile industry since
(deactivated) position being mechanically offered to a many years.
solenoid operated coupling lever once per cam
revolution. If valve deactivation is required the solenoid Already in 1981 Cadillac offered a 8-cylinder engine
is switched on to cut the force line between cam and equipped with a cylinder shutoff system. After the
valve. This system can principally be applied to both production of 120000 vehicles the system was taken
types of rocker-arms valve trains, the overhead valve from the market because of electronic problems [1].
train and the push rod valve train.
Mitsubishi introduced a 1.6 Liter 4-cylinder engine with a
This paper describes the principle function of the CVD hydro-mechanical valve deactivation system in 1992
mechanism, showing examples for different (MIVEC-system), with 2 cylinder being cut-off between
applications. Results of simulations and experimental idle and 3400 rpm. As published in [3] this system allows
investigations will be presented to evaluate the a reliable switching within two engine cycles by using an
kinematic and dynamic behavior of the system. The additional oil pump.
potentials of cylinder deactivation with the CVD system
will be discussed on the base of thermodynamic test The 5.0L-V8- and 6.0L-V12-engines of the 1998
bench experiences and vehicle results. introduced new DaimlerChrysler S-Class are
alternatively offered with a hydraulic valve deactivation
system. Between 1000 and 3500 rpm the deactivation
and reactivation of 4 respectively 6 cylinders is realized
INTRODUCTION within one engine cycle. Due to a reduced stiffness and
additional valve train clearances the switchable
The conventional spark ignition engine shows a cylinders have a significantly reduced maximum valve
significant dependence of its fuel consumption and lift compared to the non-switchable cylinders. The
emission behavior on the operation point, especially the resulting improvement in fuel consumption of the 5,0L
load. V8 engine is published with 6.5% in the New European
Driving Cycle (NEDC) and 10.3% in the FTP+HW cycle • The CVD system can be integrated to nowadays
[6]. cylinder head and valve train designs without the
need of extensive modifications. Single valve
The electromechanical CVD system offers specific deactivation to improve EGR or lean-burn capability
advantages in comparison to the above mentioned or to support DI operation of SI engines can be
principles which will be described in the following. realized as well as the deactivation of both, intake
and exhaust valves, to shutoff complete cylinder.
This includes overhead and push rod valve trains no
matter if they are equipped with two or more valves
DESCRIPTION OF THE CVD SYSTEM per cylinder.
TECHNICAL ISSUES • The design of the valve train and switching

components is compact and reliable. The functional
behavior of the valve train allows the carry-over of
The CVD System can be characterized as an conventional valve lift curves without any penalty in
electromechanical switching device to deactivate engine load exchange efficiency nor in engine power.
valves. Fig. 1 shows the design of the system for three
typical valve train layouts. Depending on the valve train In the following both CVD concepts, the OHC solution
type, two different functional layouts are shown, (Type A) and the pushrod solution (Type B) are
hereafter identified as “Solution A” and “Solution B”, described.
respectively. Basically, both solutions are working with
the same principle: The coupling/decoupling operation is Solution A:
performed mechanically, the signal to “decide” coupled
or uncoupled operation is processed by a solenoid
operated switch.
b
Fig. 2:
CVD System for roller follower valve train (Solution A)
Solution A Solution B
The main components, as identified in Fig. 2 are:

Fig 1: CVD design solutions for different valve train
types • Cam follower (a)
• Coupling lever with magnetic anchor and control
spring (b)
The features of the CVD system are:
• Electromagnetic locking device (ELD) (c)
• Valve deactivation and reactivation is realized within Cam follower (a) is embodied as a roller finger follower
one engine cycle up to engine speeds about 5000 carrying two hydraulic lash adjusters, which are
rpm thus allowing the operating range being supported between the shafts of the engine valves and a
increased in comparison to hydraulic systems
cylinder surface of the camshaft. The hydraulic lash
adjusters are moveably guided within the roller finger
• Valve and cylinder deactivation are independent follower, being locked or unlocked by coupling lever (b).
from the oil feeding system (speed, temperature, Coupling lever (b) is provided with two arms, with one
pressure). No additional oil pumps or any arm sensing and following the cam lobe of the so-called
modifications of the oil supply system are required. „coupling cam“. The opposite arm, facing away from the
coupling arm ends in an anchor which is located directly
above the electromagnetic locking device (ELD).
Figure 2 shows a very compact arrangement of the coupling cam faces the coupling lever so that the
ELD being coaxial supported on the axle to carry the released lever is received by the coupling cam.
finger follower. Other arrangements may be
advantageous depending on the specific package Forced by a spring the coupling lever rotates back into a
conditions and assembly requirements of each cylinder locking position with the finger follower and the lash
head design. adjusters following the cam lift profile thus opening the
engine valves. The lift profile of the coupling cam is
The function of the described arrangement is as follows. located within an angular range in which the cylindrical
The roller being supported at the finger follower by the base surface of the valve lift cam is embodied (Fig. 3).
shaft of the coupling lever is actuated by the main cam
lobe in a conventional way. Starting with the rotation of It is important to understand that the coupling /
the camshaft in a position immediately after valve decoupling action is performed purely mechanically. As
closing, the coupling lever is pivoted by the lift profile of the unlocked position of the coupling lever is being
the coupling cam with the anchor being offered to the offered to the solenoid during each cycle, independent
ELD. from engine speed, oil condition or temperature the
activation and deactivation of the valves can be
performed reliably within one engine cycle.
Signal "O FF"
L ift V a lve lift V a lve lift
Solution B:
S w itch in g lift
Uncoupled
Fig. 4 shows solution B of the electromechanical CVD
concept, favorable for push rod-actuated valve trains.
Coupled
0 90 180 270 360 450
[C a m A ng le ]
Signal "O N"

L ift V a lve lift
S w itch in g lift
Uncoupled
Coupled
0 90 180 270 360 450
[C a m An g le ]
Fig. 4:
Fig. 3: CVD System for push rod-actuated valve train
Fig.liftXX:
Valve andValve lift andfunction
switching switching function
(Solution B)
In this position the engagement between the coupling This CVD concept allows the electromechanical
lever and the hydraulic lash adjusters is released. When locking/unlocking without the additional coupling cam
the solenoid of the ELD is excited the coupling lever will known from solution A. Instead of this a rocker arm to
be attracted, thus being secured in the uncoupled open the valve is pivoted on an eccentric ring. The
position. Consequently during the following lift phase of eccentric ring is provided with a finger to be locked or
the cam profile, the finger follower will be pivoted unlocked by the electromagnetic locking device ELD.
downwards without the lash adjusters. The valves are With the ELD not being excited the eccentric ring is
deactivated. locked in rotation. The rocker arm following the cam
lobe via the push rod performs a rotation around the
The reactivation of the valves can be initiated by rocker shaft thus controlling the valve lift.
switching off the current of the solenoid. This should
advantageously occur while the maximum lift of the
By exciting the ELD the locking finger of the eccentric build up or to break down the magnetic field of the
ring is released. Due to the torque balance (resulting solenoid (mainly depending on the number of windings,
from the layout of the valve spring, a second spring to the induction, the electrical resistance and the voltage)
control the rotation of the eccentric ring, and the lever and ending with the mechanical locking or unlocking
ratio) the eccentric ring converts the cam lift into a operation itself. All together the reaction time requires
rotation around its eccentricity center. Consequently the not more than 8 ms, independent of the engine speed,
rocker arm is pivoted on its point of contact with the with very small deviations to be considered due to
valve stem thus keeping the valve closed during the lift hardware tolerances. This reaction time has to be
cycle. With the push rod follower sensing the considered by the Engine Management System (EMS)
descending cam surface to the cylindrical base circle a to ensure a mechanical coupling or de-coupling within
control spring (not shown in Fig. 4) forces the eccentric the lift range of the coupling cam.
ring to turn back to a position where it can be locked by
the ELD (not being excited) for a following activated Another important question to define the switching
cycle. strategy of the CVD system relates to the number of
electrical signals to perform the activation/deactivation.
This depends on:

SWITCHING STRATEGY
• the number of cylinders
Driveabilty is a key issue to the success of cylinder • the firing order
deactivation. Consequently not only the firing order, • the number of EMS-outputs available to control
mainly a harmonic and acceptable ignition spacing the activation/deactivation
during deactivation mode represents an indispensable
requirement. The switching event itself must be The most flexible solution can be achieved by switching
performed reliably without miss-switches or any impacts each valve by its own signal at the expense of an
on comfort, acoustics or emissions. increased expenditure for wiring, amplifiers and
connectors. In order to reduce this expenditure it is
To define an optimized switching strategy for the CVD reasonable to combine suitable cylinders to be
system, it is important to understand the requirements controlled by one signal. This will be discussed
resulting from the CVD system. Fig. 5 shows the exemplary for a V8 engine with the firing order 1-5-2-6-
switching process of the CVD system in principle. The 4-8-3-7 (Fig. 6).
switching operation starts with the initialization signal
submitted by the engine management system, either to This firing order allows either cylinders 1, 2, 3, 4 or
couple or to uncouple the valve actuator. The reaction cylinders 5, 6, 7, 8 being deactivated to fulfill the
time includes a brief delay to turn on or to switch off the requirement of a constant ignition interval. In case of a 4
power supply for the solenoid, followed by a period to valve per cylinder engine, the first step to reduce the
number of signals is to combine the intake and exhaust
valves of each cylinder, resulting in 8 signals for the V8
Reaction time engine with four cylinder being alternatively activated or
Coupling / decoupling deactivated.
A further reduction of control signals can be realized by

the combination of the intake as well as the exhaust
range to complete switching process
valves of two cylinders. Supposing each of the intake
and the exhaust valves of cylinder 1 and 2 as well as
cylinder 3 and 4 being controlled by common signals,
the above described reaction time has to be considered
to define a suitable window in case of activation /
deactivation.
Coupling lift
Initialization of coupling /
decoupling process Valve lift
Valve closed
Fig. 5:
Schematic overview of switching process
1 5 2 6 4 8 3 7 1 5 2 6 4 8 3 7
Firing order
Coupling lift Switching
I cyl. 1 I cyl. 1 I cyl. 1
Cyl 1 window
E cyl. 1 E cyl. 1
Coupling lift
I cyl. 2 Reaction time Coupling lift
I cyl. 2 8 ms I cyl. 2 I cyl. 2
Cyl 2
E cyl. 2 E cyl. 2
I cyl. 3 I cyl. 3
Cyl 3
E cyl. 3 E cyl. 3
I cyl. 4 I cyl. 4
Cyl 4
E cyl. 4 E cyl. 4 E cyl. 4
I cyl. 5 I Z5cyl. 5
Cyl 5
E cyl. 5 E cyl. 5
I cyl. 6
I cyl. 6
Cyl 6
E cyl. 6 E cyl.
A Z66
I cyl. 7 I cyl. 7
Cyl 7
E cyl. 7 E cyl. 7
I cyl. 8 I cyl. 8
Cyl 8
E cyl. 8 E cyl. 8
Fig. 6: Firing Order / Switching window
This situation is schematically shown in Fig. 6, starting • The DEACTIVATION of the cylinder allows both
with the intake valve(s) of cylinder 1 to be deactivated. either to start with deactivating the intake valves or
The earliest time to initialize the deactivation is defined to first deactivate the exhaust valves.
by the angular position of the intake cam of cylinder 2.
a) When starting with the deactivation of the intake
In order to avoid a premature and unreliable switching
the coupling lever of cylinder 2 has to pass the coupling valves the burned cylinder charge of the previous
cam before the power supply to build up the magnetic cycle will be pushed outwards to the exhaust
manifold without the cylinder being refilled.
field of the ELD will be turned on. The latest time for the
Consequently during the following piston strokes the
initialization has to consider the reaction time to ensure
remaining gas in the cylinder will be expanded at
the coupling lever of cylinder 1 being reliably caught by
the ELD while sensing the lift profile of the coupling negative pressures.
cam. The corresponding switching window of the V8 b) If cylinder deactivation starts with the cutoff of the
engine shown in Fig. 6 for an engine speed of about exhaust valves the before burned cylinder charge
4500 rpm (Reaction time 8 ms) allows a reliable will be compressed during the following inactive
switching even at higher speeds by electrically piston strokes, keeping the cylinder on a higher
combining each of the intake and the exhaust valves of temperature level.
two neighboring cylinders.
The order in which the intake and exhaust valve are

advantageously deactivated or reactivated has to be
discussed under the aspects of comfort, emissions, load
exchange losses and engine response:
• The REACTIVATION of cylinders necessarily

requires first the exhaust valves to be reactivated to
avoid exhaust gas being pushed back into the inlet
port and causing noise problems and misfiring
during the following combustion cycle.
FAIL SAFE STRATEGY Using the nowadays vehicle electric system with a
voltage of 12 V each solenoid needs a 6 V voltage
layout (series connection). The current needed for each
Under regular operating conditions, the electrical signal
solenoid amounts to 1A, consequently 2A are required
to activate or deactivate the device, should be set within
for each energy path. The solenoids are operated by
the switching window described above. Nevertheless
PWM signals with a clock frequency of 20% – 30%. As a
due to the principle of the CVD, this system is protected
result the energy requirement for a V8 engine to activate
against mechanical damages even when the solenoids
or deactivate 4 cylinders amounts to roughly 16 W.
should be excited at any other time outside the switching
window, e.g. when the valves are open. All CVD
components are designed to run maximum engine
speed without mechanical damage, even if switching is
introduced outside the CVD operating range.
THE ELECTRONIC CONTROL OF THE CVD SYSTEM
Generally, when the electrical circuit of the ELD is
interrupted, the system remains locked with the valves The CVD system requires additional electronic control
conventionally being actuated. In case of any irregular means to communicate between the Engine
interruption of the electrical circuit during a deactivated Management System (EMS) and the CVD actuator. For
phase, the ELD will automatically be re-locked by a development tasks an electronic control system has
preloaded control spring after valve closing. been developed including an interface for the
communication with the EMS and the amplifiers to
control the solenoids.
ENERGY REQUIREMENTS Crank-,

Camshaft
Signal
A typical engine to be performed with cylinder CAN

deactivation is the V8 type. Such an engine with 4
CVD On/Off
valves per cylinder and 4 cylinder equipped with the
CVD system to be alternatively deactivated requires 16
solenoids, one for each valve. As described before four EMS CVD Control CVD Actuator
separate commands allow to control activation and
deactivation of the four cylinder. Corresponding to this
the electric circuits of the solenoids are advantageously Fig.: 8 Electronic Device
combined as schematically shown in Fig. 7. Each two
solenoids for the intake and the exhaust valves of one
cylinder are connected in series and each two cylinders The CVD Control System is based on a micro-controller
are connected in parallel. system well known in automotive applications.
With its free programmable functions the system is able
U = 12V
to control the electromagnetic system synchronized with
the engine cycle up to an engine speed of 5000 rpm.
1. Signal The resolution of the switching device amounts to 0,75°
2. Signal crank angle.
The CVD Control System is capable to control up to 24
low-side switches thus allowing the cylinder deactivation
of a 12 cylinder engine. The power switches contain load
and ground short-circuit protection as well as error
detection. With its RS232 and CAN-interface the system
can be connected to any EMS and any PC.
3. Signal
4. Signal
ground
Fig. 7: Wiring schematic
The switching process itself is exemplary illustrated in

RESULTS AND EXPERIENCES
Fig. 11 and Fig. 12. For a speed of 4000 rpm
MECHANICAL RESULTS AND EXPERIENCES • the electronic command signal

• the valve lift
• coupling lever movement
The main targets for the mechanical development of the
CVD System are:
Fmax = 1200 N
• to realize the basic valve lift curves without
Forces roller finger
exceeding the maximum accelerations follower
• to keep the speed limit of modern engines
• to realize pressures and stresses known by
conventional valve train components
• to realize valve deactivation and reactivation
within one engine cycle
Fmin = 150 N
Numerous investigation especially to optimize the
dynamic behavior of different CVD valve trains have
been performed supported by simulation (FEM and Valve lift 10
kinematics) and design loops to realize these targets. An
exemplary result of the mechanical developments is
presented in Fig. 9 and Fig 10 with valve lift, the valve
Engine speed 6000 rpm
velocity and the actuating forces of a CVD valve train
shown at 6000 rpm. With the mass of the coupled cam Fig. 10:
follower not being increased and using the basic valve lift Forces CVD Valve train
spring as well as the basic valve lift curve a well-proved
dynamic behavior could be achieved similar to the not
deactivated valve train.
are shown for deactivation (Fig. 11) and reactivation (Fig.
12).
Valve velocity
Valve lift
Valve lift Switching
Coupling
Engine speed 6000 rpm
Fig. 9:
Dynamic behaviour CVD valve train
Reaction time
3
Solenoid activated
The valve closing velocity has been measured by a laser

measuring device. The valve train forces shown in Fig.
Fig. 11:
10 were measured by strain gauges, applied on the roller
Valve - deactivation
finger follower, thus presenting the actuating forces on
the valve itself.
Both the closing velocity with a maximum value of about Fig. 11 demonstrates the coupling lever being offered to
0,6 m/s and the valve train forces demonstrate usual the ELD (solenoids) once per cycle, as described before.
values. Following the switching command to deactivate the
valve the solenoid is excited being prepared to catch the 6

coupling lever during the next coupling lift event.
imImprovement insu
provement infuel con fuel
mptioconsumption
nbyCVDin[%] by CVD in [%]
The reversed re-coupling process works as fast and 5
reliable as the coupling process. Only a few milliseconds

after submitting the reactivating command to the ELD,
4
the switching lever leaves the solenoid to follow the 10 5
BMEP [bar]
coupling cam lift profile. 5
3
10
2 15 15
Switching signal
Valve lift
1 20
Coupling lever 20
operatingrange
cylinder shutoff
0
1000 1500 2000 2500 3000 3500 4000
EngineSpeed[rpm]
Figure 13:
Improvement in fuel consumption, test bench
measurement on an 4 cylinder CVD engine with
deactivation of 2 cylinders
Reaction time
The fuel saving effects with cylinder shutoff at part load
Solenoid deactivated
result from
• the reduction of pumping losses

• an improvement of the combustion and
Fig. 12:
Valve deactivation • the reduction of mechanical losses
By deactivating both the intake and the exhaust valves

the pumping losses of the unfired cylinders are
completely eliminated. Due to the increased charge of
THERMODYNAMIC RESULTS AND EXPERIENCES the fired cylinders and thus reduced throttling the
pumping losses of the entire engine can be reduced to
less than half compared to the non-deactivated engine.
The following thermodynamic results are based on
extensive engine test bench and vehicle investigations, The improved combustion efficiency realized with
performed on different types of engines ranging from 4 cylinder shutoff is based on the increased effective
cylinder in-line to V8. Each of these engines was compression ratio of the fired cylinders and –
equipped with the CVD system on fifty percent of its particularly at low load – the result of reduced residual
cylinders, taking into account a symmetrical ignition gas fractions thus leading to an optimized rate of
interval for the deactivated mode. combustion and a significantly improved COV of IMEP.
The reduction of the mechanical valve train losses due

Figure 13 representatively illustrates the improvement in
to the deactivation of the intake and exhaust valves of
fuel economy measured on the dynamometer in steady
the inactive cylinders also contributes to the FE-
state on a 4 cylinder engine with 2 cylinders completely
improvement.
deactivated. The improvement in fuel consumption rises
up to more than 20 % at low engine loads. Looking at a
The HC-emissions of a conventional SI engine increase
representative load of BMEP 2 bar at 2000 rpm the
towards low load due to the decreasing process
specific fuel consumption of this particular engine has
temperature and reduced combustion quality. In the
been reduced by more than 16 % from 380 g/kWh to
deactivation mode of a CVD engine the fired cylinders
318 g/kWh.
operate at a higher load and thus a lower HC-emission
level. Especially at very low load the CVD engine
benefits from the reduced intake vacuum, which leads to engine speed or other restrictions is precondition for
lower residual gas fractions and thus an improved a high portion of deactivation mode in the real
combustion stability. engine operation.
50% • Quality of the vehicle calibration:

1000 rpm The engine management for transient operation has
40%
1500 rpm
to avoid any impact on exhaust emissions and the
drivers comfort requirements in terms of
HC-Reduction [%]
2000 rpm performance, driveability, noise and vibration.

30%
The timing and coordination of the valve
deactivation and injection switch off respectively the
20% reactivation has to take place without any impact on
the A/F control, in order to meet the emission
standards.
10%
The deactivation and reactivation of cylinders in
transient operation requires an adaptation of the
0% intake vacuum to keep the engine torque constant.
At deactivation a presetting of the throttle position in
-10%
combination with retarded ignition timing avoids any
abrupt lack of engine torque during the switching
0 1 2 3 4 5 event. For reactivation a retarded injection of the
BMEP [bar] deactivated cylinders avoids an abruptly increased
Figure 14: torque during the switching event. These transient
Reduction of HC emissions; stationary test bench adaptation processes require an electronic throttle
measurements on a 4 cyl. CVD engine with deactivation control, which becomes a standard equipment for
of 2 cylinders modern engines due to Torque-Management and
Electronic Driving Stability Control.
Figure 14 illustrates the reduction of HC-emissions Idle operation in cylinder shutoff mode contributes a
versus engine load as a result of steady state test bench measureable part to the reduction in fuel
measurements on a 4-cylinder engine in 2-cylinder- consumption in the actual engine operation. Idle
deactivation mode. In the lower part load range up to operation in deactivated mode e.g. is acceptable for
BMEP 3 bar, in which a significant portion of the a V12 CVD-engine but obviously not for a 4 cylinder
emissions in the standard driving cycles are produced, CVD-engine.
the CVD engine shows an improvement of 10 up to
40%. The slightly increased hydrocarbons at high • Vehicle characteristics:
specific loads indicate the cylinder charge approaching The combination of vehicle weight, swept volume of
the maximum volumetric efficiency, with the HC raw the engine and gear ratio of the transmission has a
emissions tending upwards away from the minimum. major influence on the actual portion of engine
operation in the deactivated mode. With increasing
In contrast to the HC emissions the NOx emissions swept volume and decreasing vehicle weight the
increase with rising load. The test bench investigations potential in fuel reduction by CVD rises.
have shown, that an increase of NOx emissions in the
deactivation mode can be compensated by an enlarged The engine map of an 8 cylinder CVD-engine
EGR rate, since the working cylinders have a better installed in a luxury vehicle is exemplarily illustrated
EGR tolerance due to the higher specific load. An in Figure 15. It compares the operation range of 4-
additional potential in NOx reduction can be realized by cylinder shutoff with the area of the New European
using a camphaser. Driving Cycle (NEDC) and shows the road-
th th
resistance curve for the 4 and 5 gear.
Besides the specific engine efficiency under stationary
conditions the actual potential in fuel economy and
The majority of the NEDC as well as the operation
emission behavior of a CVD engine in the real vehicle points for constant speed at 90 km/h and 120 km/h
use on the road depends on several additional occurs within the cylinder deactivation area.
conditions:
• Capability of the deactivation system:

The ability of the CVD system to activate and
deactivate the valves within one engine cycle
independent of temperature, oil feeding conditions,
14
In reference [6] an improvement in fuel consumption of
6.5% in the NEDC and 10.3% in the FTP+Highway cycle
12 120 km/h
was realized by cylinder deactivation.
10
90 km/h
BMEP [bar]
Range
8 NEDC
5. gear
CONCLUSION
6
4. gear
4 An electro-mechanical cylinder and valve deactivation
Range
system – CVD system - was presented which allows a
2 Cylinder Shutoff reliable activation and deactivation of the valves of
conventional cam-controlled valve trains. The features
0 of the CVD system can be summarized as follows:
0 1000 2000 3000 4000 5000 6000
Engine Speed [rpm]
• The system can be applied to any existing cylinder
head and valve train designs without needing
Figure 15:
extensive modifications; this includes overhead and
NEDC operation range/cylinder shut off operation range;
pushrod valve trains no matter if they are equipped
8 cylinder CVD-engine installed in a luxury vehicle
with two or more valves per cylinder
• Single valve deactivation to improve EGR or lean-
Roller test stand measurements with a luxury vehicle burn capability or to support DI operation of SI
equipped with a V8 CVD engine with 4 cylinder shutoff engines can be realized as well as the deactivation
showed an improvement in fuel economy as illustrated in of both intake and exhaust valves for cylinder shutoff
Figure 16. • Valve and cylinder deactivation are independent of
the oil feeding system (speed, temperature,
imp ro vem e nt in fu el e con om y [ % ]
pressure); no additional oil pump nor essential
20
18% modifications of the oil gallery are required
18
16 15% • Valve deactivation and reactivation can be realized

14 within one engine cycle up to high engine speeds
12.5%
12 thus allowing a shut off range up to 5000 rpm.
10.5% i deal
10
• An improvement in fuel economy up to 20 % at low
8
6-8% r eal load was measured in steady state test bench
6
investigations as a result of reduced pumping losses,
4 improved combustion and decreased mechanical
2 losses.
0
NEDC 6 0 km/h 90 km/h 12 0 km/h • Reduction of HC-Emissions especially at low engine
loads
Figure 16:
Improvement in fuel economy with V8 CVD-engine in a • The reduction in fuel consumption in the NEDC
luxury vehicle; roller test stand measurement amounts to 7 - 10% under consideration of the
comfort and emission requirements
At constant speed of 120 km/h the reduction in fuel

consumption amounts to 12.5% and rises up to 18% at
60 km/h. In the NEDC an improvement of about 7% was
realized - without cylinder deactivation at idle and in the
first and second gear.
Additional potentials in fuel economy depend on the real

world driving conditions and the driving style. In [4] a
range between 7 and 14% of fuel consumption reduction
is mentioned depending on the driving cycle.
REFERENCES
[1] R. van Basshuysen: Zylinderabschaltung und

Ausblenden einzelner Arbeitszyklen zur
Kraftstoffersparnis und Schadstoffminderung -
Motortechnische Zeitschrift 54 (1993)
[2] G. K. Fraidl, F. Quissek, H. Castensen:

Verbrauchsoptimierte Ottomotorkonzepte für
zukünftige Emissionsszenarien –
Motortechnische Zeitschrift 54 (1993)
[3] K. Hatano, K. Lida, H. Higashi, S. Murata: Ein

neuer Mehrphasen-Motor mit variabler
Ventilsteuerung – Motortechnische Zeitschrift 54
(1993)
[4] H. Sandford, J. Allen, R. Tudor: Reduzierung

von Kraftstoffverbrauch und Abgase durch
Zylinderabschaltung – 7. Aachener Kolloquium
Fahrzeug- und Motorentechnik 1998
[5] C. Brüstle, D. Schwarzenthal: The ´Two-in

One´Engine – Porsche´s Variable Valve System
(VVS) – SAE Paper 980766
[6] M. Fortnagel, G. Doll, K. Kollmann, H.-K.

Weining: Aus Acht mach Vier – Die neuen V8-
Motoren mit 4,3 und 5L Hubraum – Mercedes
Benz S-Klasse, Sonderausgabe von ATZ und
MTZ 1998

An Electro-Mechanical Cylinder and Valve Deactivation System

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Licensed to National Taipei University of Technology

Meta – CVD System

Reprinted From: Variable Valve Actuation 2001

SAE 2001 World Congress

All SAE papers, standards, and selected

Meta - CVD System

Copyright © 2001 Society of Automotive Engineers, Inc.

TECHNICAL ISSUES • The design of the valve train and switching

The main components, as identified in Fig. 2 are:

Signal "O N"

This depends on:

A further reduction of control signals can be realized by

decoupling process Valve lift

Fig. 6: Firing Order / Switching window

The order in which the intake and exhaust valve are

• The REACTIVATION of cylinders necessarily

ENERGY REQUIREMENTS Crank-,

A typical engine to be performed with cylinder CAN

Fig. 7: Wiring schematic

The switching process itself is exemplary illustrated in

MECHANICAL RESULTS AND EXPERIENCES • the electronic command signal

Valve lift Switching

Engine speed 6000 rpm

The valve closing velocity has been measured by a laser

valve the solenoid is excited being prepared to catch the 6

reliable as the coupling process. Only a few milliseconds

• the reduction of pumping losses

By deactivating both the intake and the exhaust valves

The reduction of the mechanical valve train losses due

50% • Quality of the vehicle calibration:

2000 rpm performance, driveability, noise and vibration.

• Capability of the deactivation system:

16 15% • Valve deactivation and reactivation can be realized

At constant speed of 120 km/h the reduction in fuel

Additional potentials in fuel economy depend on the real

[1] R. van Basshuysen: Zylinderabschaltung und

[2] G. K. Fraidl, F. Quissek, H. Castensen:

[3] K. Hatano, K. Lida, H. Higashi, S. Murata: Ein

[4] H. Sandford, J. Allen, R. Tudor: Reduzierung

[5] C. Brüstle, D. Schwarzenthal: The ´Two-in

[6] M. Fortnagel, G. Doll, K. Kollmann, H.-K.

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